AB INITIO WORK SAMPLE TEST

PREPARATION MATERIAL
AYJET

Dear Test Taker,

You are interested in an exciting, rewarding and challenging profession - aviation. Here is your
opportunity to get a taste of what it is like to operate an aircraft: You will sit in an authentic simulator
and fly a short track all by yourself. Your test administrator is an experienced flight instructor and will
support you to manage this task - and hopefully even enjoy the ride!
Not only is this your chance to check whether your dream has anything to do with reality, it is also for
us an opportunity to analyze your potential and estimate your chances of successfully graduating
from our flight school. Although we are fully aware that you have no (or next to no) flight experience,
we will still be able to register early indications for your technical and non-technical skills.
In order to master this test you will read the indications from several instruments and apply certain
procedures. Everything you need to know is presented in this booklet. Please study thoroughly in
order to prepare yourself for the challenge. Doing so will enable you to experience another
important aspect of the job you dream of: During training and even after graduation pilots read a lot
of English text books and documents. They study many technical and procedural details in theory
before they apply in practice what they have learned. Although this booklet is just a very short
overview with a lot of simplifications - how much effort you invest preparing for the Work Sample
Test tells you something about your motivation for the pilot profession.
Please bring this booklet with you and hand it to the test administrator.

1. Phases of the AYJET Ab Initio Work Sample Test

One of four tasks of the Work Sample Test will be applied and each test has two sessions of selected
test; the whole session will take approximately one hour. The task will be chosen during the briefing
by the instructor.
 Briefing
 Flying the task for the first time
 Interim debriefing
 Flying the same task again
 Final debriefing

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2. Tasks

You have to fly a track that consists of several

straight and level segments, turns, one climb
and one descent.

Task - 1
Task - 2

Task - 3 Task - 4

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You will be informed about the tasks and your initial heading and initial altitude at the beginning of
the briefing. For example the explanation of Task-1; your initial heading might be 30° degrees and
initial altitude is 2000 feet. Knowing these two parameters will allow you to plan the whole task. In
this example you will fly for two minutes straight at heading 30° on altitude 2000ft. Then you will
perform a 90° turn to the left to your new heading 300° and fly for one minute in this direction. Now
make another 90° turn to the left for heading 210° and fly in this direction for one minute. Then
climb for one minute to the new altitude 2500ft. Proceed for one minute on the new altitude - still at
heading 210°. Now go into a 270° right turn, which will lead you to heading 120°. Immediately after
this turn start a one minute descent to 2000ft and finally fly for 30 seconds straight and level.

During the whole task you will have to maintain a certain air speed which you will also be informed
about during the briefing.

3. Fundamentals of flight

Four forces affect your aircraft at any point in time: Weight, lift, thrust and drag.

Lift

Thrust

Weight

Weight is a force caused by the gravitational attraction to the Earth. For an airplane to take off or
climb, lift must be greater than weight. Drag is a force generated by a solid object moving through a
fluid. For an airplane to accelerate, thrust must be greater than drag. Thrust can be generated (for
example) by a propeller that is turned by an engine. The generation of lift is a fascinating process
taught to you in detail during ground class.

4. Controlling an aircraft

In order to climb, descend, turn or fly straight you need to control your aircraft's movements around
three axes. The devices that are used for this are introduced now.

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4.1 Ailerons
The two ailerons, one at each wing, control movement about the longitudinal axis. The respective
motion is called 'bank' or 'roll'.
Cables connect the ailerons to each other and to the control stick in the cockpit. When pressure is
applied to the right of the stick the airplane banks and rolls to the right. When you push the stick to
the left the airplane rolls to the left.

4.2 Elevators
The elevators control the movement of the airplane about its lateral axis. This motion is called 'pitch'.
The elevators are at the rear edge of the horizontal part of the tail and are free to swing up and
down. Like the ailerons, the elevators are connected to the control stick by cables. When forward
pressure is applied on the stick, the elevators move downward. This causes increased lift in the tail
and the nose to drop. Conversely, when back pressure is applied on the wheel, the tail is forced
downward and the nose goes up.

4.3 Rudder
The rudder controls movement of the airplane around its vertical axis. This motion is called 'yaw'.
The rudder is a movable surface attached to the vertical part of the tail. Its action is very much like
that of the elevators, except that it swings from side to side instead of up and down. Cables connect
the rudder to the pedals. Push the left pedal with your left foot for a yaw to the left and vice versa.

5. Instruments
5.1 Air Speed Indicator
This instrument shows your current air speed. In order to reduce complexity for you we eliminate
any wind activity which allows you to treat air speed as ground speed.

5.2 Artificial Horizon

This instrument indicates your aircraft's attitude. (Don't confuse attitude with altitude.) In straight
and level flight the aircraft symbol as well as the wing tips will be located at the neutral position of
the pitch scale. During climb the aircraft symbol will move into the blue sector and during a descent
into the brown sector. When performing a roll movement during a turn to the right the right wing tip
will be lower than the left wing tip- in reality as well as on the artificial horizon. The degree of this
bank angle can be read on the roll scale on top of the instrument. The greater the bank angle the
faster the turn.

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5.3 Altimeter

The altimeter indicates your height above sea level in feet.

Airspeed Indicator Artificial Horizon Altimeter

5.4 Vertical Speed indicator

This instrument indicates how fast you change your altitude during climb or descent.

5.5 Heading Indicator ('Gyro')

The heading indicator is a gyroscopic compass. Since we make sure no wind affects your flight, the
gyro's indication is practically identical to the direction that your aircraft is actually moving over
ground. (You will learn later in more detail during ground school why this is a simplification).

5.6 Stop watch

The stop watch helps you to understand at which position of the track you should be at certain
points in time and how much time you have left until the next segment begins. It will also help you to
coordinate the turns and altitude changes as you will see later when we explain the procedures.

Each segment of straight flight lasts one minute with the exception of the very last segment of
straight and level flight which requires 30 seconds. The duration of a turn segment depends on the
angle of that turn (see next chapter).

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 Vertical Speed

Heading Indicator

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5.7 Engine RPM Indicator

This instrument displays the revolutions per minute (RPM) that both engines are running with. The
engine power is manipulated by the throttles.

6. Procedures

6.1 Straight and level flight

Use the throttles to adjust the engine power to a setting that allows to maintain the target airspeed.
Check the artificial horizon to make sure the aircraft's nose and wing tips are at the neutral position
of the pitch scale. Include the Gyro in your cross check to stay on the desired heading. Keep an eye
on the stop watch in order to know when the segment ends.

6.2 Turns

All turns should be performed with a standard turning rate of 3° per second. This means that an ideal
goo turn requires 30 seconds and a 270° turn lasts one and a half minute. Your test administrator will
inform you about the ideal bank angle that- in combination with your target speed -will ensure the
standard turning rate. Additionally you can use the stop watch to coordinate your turn: Every thirty
degrees of turning require ten seconds, forty-five degrees require 15 seconds.

An aircraft loses a little lift during a turn. If you don't counteract this effect, you will deviate from
your target altitude and unintentionally descend. Therefore it is necessary to slightly pull the control
stick towards you in order to have a little nose-up attitude. Doing so will increase the lift again and
enable you to maintain the desired altitude during your turn.

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6.3 Climb

During a climb the aircraft will slow down if the engine power is not adapted. This is similar to the
situation in a car: If you drive up a hill your car will slow down if don't give a little more gas. Also in
the aircraft you need to increase engine power while pulling the stick towards you in order to
maintain the target airspeed. Observe the pitch movement on the artificial horizon.

Aim to climb with 500 feet per minute as indicated by the vertical speed indicator. Use the stop
watch as well in order to make sure after one minute you have actually reached the new altitude.
After the climb push the stick a little forward in order to level off, i. e. lower the aircraft's nose in the
artificial horizon back to the neutral position and simultaneously reduce the engine power to the
original level in order to maintain target speed.

6.4 Descent

During a descent the aircraft will accelerate if the engine power is not adapted. In order to maintain
the target airspeed you need to reduce engine power while pushing the stick away from you.
Observe the negative pitch movement on the artificial horizon - the symbol of the aircraft's nose will
go down into the brown section.

Aim to descend with 500 feet per minute as indicated by the vertical speed indicator. Use the stop
watch as well in order to make sure after one minute you have actually reached the new altitude.
After the descent pull the stick towards you in order to level off, i. e. raise the aircraft's nose in the
artificial horizon back to the neutral position and simultaneously increase the engine power to the
original level in order to maintain target speed.

6.5 Communication

While you fly the track please inform your test administrator about your plans. That does not mean
you have to chat all the time. Rather try to be efficient in communication by simply announcing the
features of the next segment well in advance - doing so will also help yourself in preparing for the
necessary actions. Apart from this basic information, you may inform your test administrator about
observations you find significant enough to report.

7. Recommendations for an effective preparation

Read this booklet thoroughly and repeatedly.

Mentally go through the task several times. For each segment and each parameter imagine the
instrument indications or changes thereof. Use various initial settings for altitude, heading, speed
and bank angles.

Always try to quickly shift your attention between the instruments and minimize deviations from
target values by applying immediate but gentle counteractions.

Be patient with yourself during the test session. Nobody expects you to produce zero deviations.
Don't let errors discourage you -just do your best!

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