** FINISHED TRANSFERING NOTES TO WIKI SECTIONS**.

Week 4 (November 9th) - Theory of Flight II & Flight Operations I: #

Going from high pressure area to low pressure, your altimeter is going to read high because the air is thinner.

Pitot tube:

Total = Dynamic + Static
Dynamic = Total - Static
Altimeter only works from the static port / wont change
Bottom of white arc is stall “dirty” with flaps
Bottom of green arc is stall “clean” with no flaps
Only do flaps up when positive rate of climb when overshooting
Vortex generators reduce the stall speed on the wing
Most GA stall around 15 degrees

AXIS: Roll, Pitch, Yaw

Positive / Neutral / Negative STATIC stability
Dynamic stability is tendency of an object to return to its orignial state over time

If head on always turn RIGHT

ONLY above 3,000ft AGL following rules apply:

ODD people come from the EAST
EAST = ODD altitude + 500ft
WEST = EVEN altitutde + 500ft
Canadian Runway Friction Index / how to calculate how long it takes to stop on a runway if the condition is wet / bad / etc.

Wind shear = sudden change in direction of speed of the wind relative to airplane. Small concentrated and sudden.
A sudden LOSS of headwind will decrease performance shear. DECREASED airspeed = less lift
A sudden INCREASE in headwind will result in an increased performance shear. INCREASED airspeed = more lift

Moment = the twisting force, torque, what causes something to “twist”

Arm

** FINISHED TRANSFERING NOTES TO WIKI SECTIONS**.

Week 5 (November 16th) - Canadian Aviation Regulations I (Air Law): #

AROWJIL:

Airworthiness
Registration
Operators Handbook (POH)
Weight and Balance
Journey Log
Insurance
License

Manifold pressure gauge = indicates the engine performance

Airspace best way to remember:

A: Above 18,000
B: 12,500 & 17,999ft
C: Communicate (clearance) & Mode C
D: Dialogue (talk, but dont need clearance)
E: Everyone welcome
F: Fancy stuff
G: Go for it!

Common radio freq:

VHF en-route: 126.7
VHF emergency: 121.5
UNICOM: 122.8, 123.0
ATC: 123.2

Radio comm failure during VFR flight:

Radio coms failure between ATC and VFR aircraft in Class B, C or D airspace:

PIC shall leave airspace where the airspace is a control zone by landing at the aerodrome for which the control zone is established. In any other case, by the shortest route.
Set transponder to 7600
Inform ATC as soon as possible

Light signals TO AIR:

Solid Green: Cleared to land
Flashing Green: Return for landing, then will be given solid green.
Solid Red: Give way to other aircraft / continue circling
Flashing Red: Airport unsafe, do not land
Pyrotechnical light (flare): Do not land for time being

Light signals TO GROUND:

Solid green: Cleared for takeoff
Flashing green: Cleared for taxi
Solid red: Stop
Flashing red: Taxi clear of landing area in use
Flashing white: Return to starting point on airport
Blinking runway lights: Advices vehicles / pedestrians to vacate runway immediately

Week 6 (November 23) - Canadian Aviation Regulations II (Air Law): #

Unicom local freq for pelee island, leamington, chatham is 123.2

Wake turbulence:

Worst is heavy aircraft flying slowwith clean configuration (flaps and gear retracted)
Wake turbulence is proportional to amount of lift being generated and the angle of attack

VFR holding procedure:

Some circumstances VFR flights may be asked to ORBIT VISUALLY over a geographic location, VFR checkpoint or call-up point. These are published in CFS / VTA charts.
Pilot expected to proceed to specified location and orbin within visual contact of the checkpoint and be prepared to proceed to the airport immediately upon receipt.
LEFT turns are recommended

LAHSO (Land and Hold Short) (intersecting runways):

May be instructed to “Land and Hold Short” of a given runway
Having accepted hold-short clearance, pilots obligated to remain 200 ft short of closest edge of the runway being intersected.
Unsure of being able to comply, must advise ATC immediately.

Lighting:

Green: Beginning of runway
Red: End of runway
White: Runway lights
Blue: Taxi maneuvering area lights

ARCAL (non-towered airports tower closed, but lights can operate remotely):

Two types of ARCAL: J & K
J: press mic 5 times in 5 seconds to activate
K: press mic 7 times in 5 seconds
Stay on for 15 minutes
Brightness can be adjusted on type K but keing the mic

Colours of sign:

Yellow: Taxiiing
Red: Runway

Circuit pattern:

Always 1000ft AGL unless otherwise published, spacing 1 mile

Controlled airports: Any airport that is controlled needs clearance for any plane movement.

May get altitude restrictions depending on what is going on in the area. For example, when riverside is active you get restricted to 1,700ft.

Uncontrolled:

When landing and if you are on UNICOM you announce your taxi instructions, etc.

Required radio calls of uncontrolled:

Prior to entering the manouevering area
Prior to entering the active runway
Clear of the circuit

Diagram / what is tear drop descent? Take a screenshot / what is the purpose of it?

Radio:

“Holding short” and “hold short” will always be at the end of the taxi instruction. Then you will call tower after you get there.
Holding short = no need to acknowledge holding short, intended to swap to tower / talk about takeoff
Hold short = by law ACKNOWLEDGE by repeating reply with ex. “hold short runway 30, alpha victor victor”

Pre-flight & Fuel requirements for VFR:

additional 30 minutes at normal cruising speed
night: additional 45 minutes at normal cruising speed
as well as anything additional for taxiing, metoerological conditions, etc.

Spacing:

Aircraft should always be 1,000ft above highest obstacle located within horizontal distance of 2,000ft

Week 7 (November 30) - Meteorology 1 ( FINISHED WRITING NOTES) #

Temp increases throughout the stratosphere
If temperature is dewpoint really close, then there may be mist / fog / etc.
Decrease temperature is 2c per 1000ft (standard lapse rate)
Tropopause avg temperature -56c
Avg height is 36,080ft

IMPORTANT: ICAO Standard Atmosphere assumes that:

Air perfectly dry gas
MSL pressure of 29.92 Hg
MSL temperature of 15c
Decrease of temeprature with height is 1.98c (round to 2) per 1,000ft
Mercury drops 1 inch per 1,000ft increase

As air expands, it cools

Air compressed it warms up

Atmospheric pressure is the force per unit area exerted by the weight of the air lying ABOVE that level.

The weight oft he air measured above the airport is called Station Pressure.

Mean sea level:

Difference of 1" Hg wil indicate approx 1000ft in height.

MSL at station A = station pressure + weight of the fictitious column of air between the station & mean sea level

Isobars:

Drawn on a map with joining places having the same MSL pressure
Drawn at four millibar intervals up and down starting at 1,000 millibars
Lines never cross
Form pressure patterns

How to read a map:

Closely spaced isobars mean a steep pressure gradient and strong winds
Widely spaced isobars mean a shallow pressure gradient and relatively light winds

Effects of temperature:

Warm air rising will tend to cause areas of LOW pressure
Cold air sinking tend to create areas of HIGH pressure

If flying, the height of that pressure level will be higher in an area of high temp and lower in an area of low temp.

High to low… look out below.

Atmosphere is heated by the following (CATS):

Convection: Air over warm surface rises, cooler air descends to take its place. Warm air rises as it is less dense than colder air surrounding it
Advection: Horizontal movement of air by the wind. Cool air can become heated when it is blown over a warm surface
Turbulence: Cause by friction between the air and ground creating eddies in an up and down motion
Subsidence / Compression: Causes warm air to be pushed upward into the atmosphere

Cooling of the atmosphere (AREA):

Advection: Cause warm air mass to cool when it moves over cold surface
Radiation cooling: At night, no longer receives solar radiation, however it continues to emit terrestrial radiation. Results in the cooling of the Earth’s surface
Evaporation: State from liquid to a gas absorbs heat energy from the surrounding air, lowering its temperature
Adiabatic Expansion: When atmospheric pressure surrounding a parcel of air decreases, parcel of air expands.

Low pressure system: Counter clockwise (to remember… LEFT to RIGHT) High pressure: Clockwise

Inversions:

Exists when temperature of the air increases as altitude increases
We can tell inversion exists as we can see the ‘pollution’ that is trapped beneath the warmer upper air
Temp does not decrease at the standard rate

Nocturnal inversions occur:

When the earth cools the air above it leaving undistrubed warmer air aloft
Warm air is forced aloft by descending cooler air

Isothermal layer:

Similar to inversion except temperature within layer does not change with height

Moisture:

Limit to amount of water can exist as vapour in the air at any given temperature
Depends on the temp of the air
Warm air can hold more water vapour than cold air

Dew point:

When limit is reached, saturation occurs moisture condenses
In order to condense, requires nuclei such as dust, salt, smoke or pollutants
As warm air rises and expands, cooling reduces moisture vapour capacity, so condensation and cloud will form.
“Dew Point” is the temeperature at a given pressure which air contains a given amount of moisture must be cooled to cause saturation

Latent heat:

Point where a substance is ready to change state or phases without a corresponding temperature change
Process of giving off or absorbing heat without changing temeprature is known as “latent heat transfer”
Heat enegry that is “hidden” in water vapour
For water vapour to evaporate, it must take heat away from the surrounding atmosphere
Typically happens in the lower levels where terrestrial heat is absorbed
If water vapour carrier to higher levels of atmosphere, eventually condense
When it condenses, it releases the “hidden heat” and warm the surrounding air

Cloud formation:

Result of air becoming saturated, causing water vapour to condense or sublimate when it encounters a neculi
Air can become saturated by having its temperature lowered to the dew point or by having its dew point raises through the addition of water vapour
Clouds can be cooled by convection, adiabatic expansion, advection and evaporation cooling
Most cloud forms as result of aidabatic expansion due to rising air. When parcel of air rises, expands and cools latent heat exchange occurs
If there is neucli present (dust, pollen, salt, etc.) the water vapour will condense onto it

Adiabatic Lapse Rates:

Two different kind of rates..

Moisture content of the air parcel dictates which we use when calculating the rate that the air cools
Use them to calculate the bottom and tops of cloud layers
DALR: Until condensation point @ 3 degrees per 1000ft
SALR: 1.5 degrees per 1000 ft until all the moisture is gone. Cloud top.

DRY Adiabatic Lapse Rate (DALR):

Rate at which air cools as it rises due to expansion when the air is NOT saturated
Air cools at 3c per 1000ft
Then temp of air reaches dew point, air becomes saturated and cloud or fog form
Dew point remains constant & does not change with height

SATURATED Adiabatic Lapse Rate (SALR):

Rate at which air cools as it rises due to expansion when the air IS saturated.
As saturated air cools, water vapour condenses, changing from a vapour to a liquid
Change of state releases latent heat to the air warming it & decreasing the lapse rate to 1.5c / 1000ft.
As moisture is removed from the air by condensation, the dew point decreases with temperature.

Environmental Lapse Rate (ELR):

ELR is the actual lapse rate of the air surrounding the parcel of air which is rising
Surrounding air must be cooler than the parcel of air else it would not rise

Week 8 - Meteorology II. #

How to calculate PA:

Standard pressure - current pressure
x 1000
- elevation
= PA

Example:

29.92 - 28.92
1 (inch of mercury)
x 1000 (1 inch = 1000ft) = 1000ft
PA is 1000 ft higher than standard
Add to CYQG height ASL (622ft)
PA in Windsor will be 1622 ft.
High density altitude is bad for performance
High air density is good for performance

When you do flight following, they will make you transfer to the next controller if you are flying out of their area.

Characteristics of stable air:

Poor visibility
Layer cloud, continuous precipitation
Steady winds that can change markedly with height
Smooth flying

Characteristics of unstable air:

Good visibility
Heap type cloud, showery precipitation
Gusty winds
Turbulent flying

The further away from the ground, the faster the wind is going to blow because there is no friction of the wind against the surface.

A VEER is a change of direction to the right A BACK is a change in direction to the left

anabatic wind flows up a slope during the day
katabatic wind is a wind that flows down a slope or valley at night

Week 9 - Meteorology III - December 14th #

Air Masses:

Continental: Formed over dry land, realitively dry
Maritime: Formed over water, relatively moist

Fronts #

The colder the air, the lower the tropopause
Tropopause is higher hwn air is warm
Coldest air mass lies at the lower level, the next coldest forms a shell over it and so forth until warmer air mass is reached
Each air mass is normally topped by the Tropopause

Types #

Cold front weather #

Pushed “under” the warm front
Because of the vertical lifting, produces cumulus type clouds, better visibility, showery precipitation
Cold front is narrow, changes happen rapidly and occur after the passage oft he front
Steep frontal slope
Clouds can occur about 50 miles ahead of the front

Passge of a cold front will result in the following:

Winds will veer and may be gusty
Temeprature drops
Visiblity improves
Precipitation is showery

Warm front weather #

Usually a shallow frontal slope
CLoud can extend more than 500nm
Clous usually progress Ci, Cs, As, Ns.

Passage of warm front results in:

Winds veer, but change gradual
Temperature rises
VIsiblity normally poor
Precipitation will be continuous and may last for long periods

Formation of fronts #

Warm and cold fronts normally occur around a frontal depression
Sharp bend in the jet stream overlying the stationary front causes a low pressure area at altitude
Low pressure draws the air upwards creating a low pressure at the surface
Cumulus build-ups and thunderstorms are liekly to be interspersed with stratiform clouds, continuous precipitation and widespread low ceilings
Weather created is a combination of cold and warm front conditions

Turbulence #

Convective: Convection causes by alternatinv rising and sinking verticle columns of air. As is results from daytime heating, it will quickly dissipate after sunset. Above the convective cloud, the air is smooth.
Mechanical: Caused when air is disturbed by surface friction or obstructions = Unstable air, rough terrain, and strong winds result in severe turbulence.
Orographic: Caused by large obstaces like mountains, features, etc. May also result in formation of mountain wave.
Wind Shear: Large changes in the *direction or speed of wind that can occur over short distances or heights.
Reporting criteria: Light turbulence, light chop (rhythmic bumpiness), moderate turbulence, moderate chop, severe turbulence, extreme turbulence

Aircraft Icing #

Any icing will:

Increase aircraft weight
Increase drag
Decrease lift

Freezing rain will result in the most severe icing conditions

Clean aircraft concept #

Critical surfaces, include the wings, control surfaces, propellers, and horizontal and vertical stabilizers

Thunderstorms #

T with a warm front usually have stratus clouds.
T with a cold front are more severe because of the rate of lifting.
Air mass T’s form within a warm, moist air mass, are in no way associate with fronts
Generally isolated or widely scattered over a large area

Air mass t’s may be classified as:

Convective:

Normally due to heating from below in a moist, unstable, slow moving air mass.

Orographic

Caused by orographic lift, normally obscrubed by stratus cloud on windward side.

Nocturnal

Found in air mass in the mid-west. Occurs at night or early in morning in the central plains. Unusually moist air aloft. Trigger action initiating these storms is thought to be night-time radiation from this moist air layer.

On the leading edge and upper surface of a wing, can reduce wing lift by as much as 30% and increase drag by 40%.

Week 10 - Meteorology IV - December 21st #

Flight Information Service Enroute (FISE) #

Frequency used en route for flight services like weather, position, reports, flight plan changes, etc.

FISE for airport is 123.375

Aviation Weather Briefing Service (AWBS) #

Trained to provice weather briefing at pre-flight planning, staging, information, etc.

Can access weather charts, imagery, aeronautical information, etc.

Qualified to provide briefings, consultation, advice and to interpret meteorological information.

GFA (Graphical Forecast Area) #

Will be out of commision soon, replaced by a new site

GFA are produced 4 times a day
Each has suite of 6 charts
Three for clouds and weather, three for icing and turbulence

SPECI (Special Observation) #

Issued when:

Ceiling or visibility changes to above or below altitudes associated
Tornado
Thunderstorm
Winds doubles in speed significantly

AWOS (Automated Weather Observation Station) #

METAR or SPECI based on information from an AWOS will indicate AUTO in the report
Automatic sensors

METAR #

BKN or OVC (broken or overcast) are considered “ceilings”.

Week 11 - Flight Operations - January 4th #

Density altitude: Where the plane thinks it’s at Koch chart: Chart will help correct performance based on air temperature / etc.

They WILL ask you you Vx, Vy, Va on the ground portion of your flight exam

If you are flying through turbulent air, Va is very important as if you are close to Va in turbulent weather, when you do full deflection, it may exceed the Va.

Flying for range: When flying or gliding with a strong tailwind, maximum range can be achieved by reducing speed by 15%.

Flying for endurance: Operating at a power setting allows airplane to maintain altitude while consuming least amount of fuel per hour

How is your plane affected by a forward CG and a rear CG.

Headwind & Crosswind:

Example:

Wind 300 true at 12 kts gusting 19kts
Wind 300 + 8 variation = 308 magnetic
We round up or down to nearest number ending with zero = 310 magnetic
Wind is 10 degrees off runway 30

After you know now it is 10 degrees off runway 30, you look at the chart to calculate that.

For example, see this:

Realistically, the best way

28030kt Runway 25

/ 60

Wind

Types of departure procedures:

Overhead departure:

- Used to get from the runway onto our intended course
- Used for departing over featureless terrain or when turn in intended is not possible
- You "fly out" and then do a "mini circuit" and go over the airport
- Makes sense in situations like leamington airport where you can "gain" altitude by doing an overhead departure.
- Enroute portion begins over airport

Enroute departure:

- Enables progress to be made toward destination
- Intercept our track at 45 degrees
- Difficult to account for fuel burn

Set heading point:

- Departure enables progress to be made toward destination
- Allows for accurate start point

Checkpoint & Pinpoint #

Checkpoint: Location chosen on the map easily identified by air
Pinpoint: Location identified in flight to confirm the position of the airplane over the ground

Requirement to file #

All pilots MUST file VFR flight plan UNLESS it is within 25 nautical miles of the departure aerodrome.

If you are more than 15 minutes late, you MUST talk to FIC (would be london radio) to say that you want to update your ETA.

6 T’s For Diversion #

Twist - Heading knob / check magnetic direction
Turn - Turn to that direction
Time - Record your time
Throttle - Maybe go a bit faster to get there better
Track - Look at your track
Talk - Talk to FIC regarding the delay

Journey Log #

Know the journey log? How the magnetic deviation is updated every year by the mechanic / put in the journey log.

Not really much notes, more about what to keep on the plane / pilot requirements.

On sectional, anything with compass rose is VOR and will have frequency as well.

Radio navigation not required for flight test, but probably dead reckoning instead or something?

Transponders #

Class A, B, C require mode C transponder.
Class D (Windsor) does not require.. Easy way to remember is A-C = C transponder, D = none.
D for dont = you dont need one.
Mode S registered to specific aircraft, ATC can see call sign of plane in their zone. Mode S able to utilize ADS-B technology.