GNAV Summary

𝑊𝐴𝐷𝐷 = 𝑊𝑒𝑠𝑡𝑒𝑟𝑙𝑦 𝑑𝑖𝑟𝑒𝑐𝑡𝑖𝑜𝑛, 𝐴𝐷𝐷 𝑎 𝑑𝑎𝑦

𝑳𝑴𝑻(𝐴𝑟𝑐 𝑡𝑜 𝑡𝑖𝑚𝑒) ⇆ 𝑼𝑻𝑪 ⇆ 𝑺𝑻(𝐴𝑖𝑟 𝑎𝑙𝑚𝑎𝑛𝑎𝑐)

𝐷𝑒𝑝𝑎𝑟𝑡𝑢𝑟𝑒 𝑛𝑚 = 𝐶ℎ 𝑙𝑜𝑛𝑔 𝑚𝑖𝑛𝑠 × Cos (lat)

𝐶𝑜𝑛𝑣. 𝐸𝑎𝑟𝑡ℎ 𝑜𝑟 𝐶ℎ𝑎𝑟𝑡 = 𝐶ℎ 𝑙𝑜𝑛𝑔 × 𝑆𝑖𝑛 (𝑚𝑒𝑎𝑛 𝑙𝑎𝑡 𝑜𝑟 𝑃𝑜𝑜)
𝐶𝑜𝑛𝑣𝑒𝑟𝑔𝑒𝑛𝑐𝑦 = 𝐶𝑜𝑛𝑣𝑒𝑟𝑠𝑖𝑜𝑛 𝐴𝑛𝑔𝑙𝑒 × 2
𝐷𝑖𝑠𝑡. 𝑜𝑓𝑓 × 60
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝐺𝐶 = 𝑅𝐿 𝑇𝐾𝐸 =
𝐷𝑖𝑠𝑡. 𝑎𝑙𝑜𝑛𝑔
D I
𝑠𝑖𝑛 𝑝𝑜𝑜 = 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑛𝑒 I D
= 𝑐𝑜𝑛𝑒 𝑐𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑓𝑟𝑎𝑐𝑡𝑖𝑜𝑛 ∆ 𝑎2 + 𝑏 2 = 𝑐 2
= 𝑛 = 𝑐𝑜𝑛𝑣𝑒𝑟𝑔𝑒𝑛𝑐𝑒 𝑓𝑎𝑐𝑡𝑜𝑟
𝑂𝑝𝑝.
∆ 𝑆𝑖𝑛𝜃 =
𝐻𝑦𝑝.
Vertex Lamberts Conformal Conical

SP 𝐴𝑑𝑗.
55°
∆ 𝐶𝑜𝑠𝜃 =
POO 𝐻𝑦𝑝.
35°
55° SP
EQ 𝑂𝑝𝑝.
∆ 𝑇𝑎𝑛𝜃 =
𝐴𝑑𝑗.
55°

𝑉𝑎𝑟𝑖𝑎𝑡𝑖𝑜𝑛 𝑜𝑟 𝐷𝑒𝑣𝑖𝑎𝑡𝑖𝑜𝑛
Large scale = Large detail
°𝐸 = 𝑃𝑜𝑠𝑖𝑡𝑖𝑣𝑒 +
Small scale = Small detail
°𝑊 = 𝑁𝑒𝑔𝑎𝑡𝑖𝑣𝑒 −
VOR and VDF variation measured at the station
Mercator (direct) scale change:
TVMDC = WEST is BEST 𝑠𝑐𝑎𝑙𝑒 𝑨 × cos 𝑙𝑎𝑡 𝑩 = 𝑠𝑐𝑎𝑙𝑒 𝑩 × cos 𝑙𝑎𝑡 𝑨

G T M C note:
± indication MUST 𝑆𝑝𝑒𝑒𝑑 𝑜𝑓 𝑙𝑖𝑔ℎ𝑡 = 300 000 𝑘𝑚/𝑠𝑒𝑐
± GC ±V ±D be changed to EW
𝐿𝑆𝑆 = 39 × 𝑇𝑒𝑚𝑝°𝐾
𝐷𝑖𝑠𝑡. = 𝑆𝑝𝑒𝑒𝑑 × 𝑇𝑖𝑚𝑒
𝐶ℎ 𝑎𝑡 (𝑓𝑡) × 100
Gradient % =
𝐺𝑟𝑜𝑢𝑛𝑑 𝑑𝑖𝑠𝑡. (𝑓𝑡) 𝑀𝐵 = 𝑀𝐻 + 𝑅𝐵 𝑁𝐺𝑀 𝑁𝐴𝑀
T𝐵 = 𝑇𝐻 + 𝑅𝐵 =
𝐺𝑆 𝑇𝐴𝑆
𝐶ℎ 𝑎𝑡 (𝑓𝑡) × 60
G𝑙𝑖𝑑𝑒 𝑝𝑎𝑡ℎ ° = QDM = To (°𝑀) 𝐶𝑙𝑖𝑚𝑏 𝑤𝑖𝑛𝑑 = 2/3
𝐺𝑟𝑜𝑢𝑛𝑑 𝑑𝑖𝑠𝑡. (𝑓𝑡)
QDR = From (°𝑀) 𝐷𝑒𝑠𝑐𝑒𝑛𝑡 𝑤𝑖𝑛𝑑 = 1/2
Gradient % = 𝐺𝑃° ÷ 0.6 QUJ = To (°𝑇)
G𝑙𝑖𝑑𝑒 𝑝𝑎𝑡ℎ° = 𝐺𝑃% × 0.6 QTE = From (°𝑇) 𝑊𝑖𝑛𝑑𝑠𝑝𝑒𝑒𝑑 (𝑘𝑡)
𝑀𝑎𝑥 𝑑𝑟𝑖𝑓𝑡 =
𝑁𝑀 𝑝𝑒𝑟/𝑚𝑖𝑛
ROC 𝑜𝑟 𝑅𝑂𝐷 = 𝐺𝑆 × 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 % relative to the station.
RNAV Summary A
𝑆𝑝𝑒𝑒𝑑 𝑜𝑓 𝑙𝑖𝑔ℎ𝑡(𝐶) = 300 000 000 𝑚𝑠 (300 000 𝑘𝑚𝑠)

𝑆𝑝𝑒𝑒𝑑 𝑜𝑓 𝐿𝑖𝑔ℎ𝑡 (𝐶).

𝑊𝑎𝑣𝑒𝑙𝑒𝑛𝑔𝑡ℎ (𝜆) =
𝐹𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦 (𝑓)

1
𝐷𝑖𝑝𝑜𝑙𝑒 𝐴𝑛𝑡𝑒𝑛𝑛𝑎 = 𝑊𝑎𝑣𝑒𝑙𝑒𝑛𝑔𝑡ℎ (𝜆)
2

Very Low Minima Has Victor Using Safety Equipment

1
𝐶𝑙𝑜𝑢𝑑 𝑇𝑜𝑝 𝑓𝑡 = 𝐷𝑖𝑠𝑡. 𝑓𝑡 × 𝑇𝑎𝑛 𝑡𝑖𝑙𝑡∡ − 𝑏𝑒𝑎𝑚 𝑤𝑖𝑑𝑡ℎ
2

OR
𝐷𝑖𝑠𝑡.𝑜𝑓𝑓×60
Use 1:60 rule 𝑇𝐾𝐸 = 𝐷𝑖𝑠𝑡.𝑎𝑙𝑜𝑛𝑔

𝑀𝑎𝑥 𝑅𝑇 𝑅𝑎𝑛𝑔𝑒 (𝑁𝑀) = 1.23 × ( 𝑇𝑋 𝑓𝑡 + 𝑅𝑋 𝑓𝑡 )

𝐷𝑀𝐸 𝑆𝑙𝑎𝑛𝑡 𝑅𝑎𝑛𝑔𝑒 𝑎2 + 𝑏 2 = 𝑐 2

300000
𝑅𝑎𝑑𝑎𝑟 𝑅𝑎𝑛𝑔𝑒 𝑘𝑚 =
𝑃𝑅𝐹 × 2
Glideslope Limits: 3°GS(1.35-5.25)
𝐿𝑜𝑤𝑒𝑟 = 0.45 × ∅
𝑈𝑝𝑝𝑒𝑟 = 1.75 × ∅
RNAV Summary B
POF Summary A 𝜌 = 𝐴𝑖𝑟 𝐷𝑒𝑛𝑠𝑖𝑡𝑦 𝑘𝑔/𝑚3

1
1 𝑞 = 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒( 𝜌𝑉 2 )
𝐿𝑖𝑓𝑡 = 𝜌𝑉 2 × 𝑆 × 𝐶𝐿 2
2
𝑉 = 𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦(𝑚/𝑠)
𝐿𝑏𝑎𝑛𝑘 = 𝑊 × 𝐶𝑜𝑠𝜃
𝑆 = 𝑊𝑖𝑛𝑔 𝐴𝑟𝑒𝑎 𝑚2
𝐷𝑏𝑎𝑛𝑘 = 𝑊 ÷ 𝐶𝑜𝑠𝜃
𝐶𝐿 = 𝐿𝑖𝑓𝑡 𝐶𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡(AoA, Config, Thickness)
𝑇𝑐𝑙𝑖𝑚𝑏 = 𝐷 + 𝑊 × 𝑆𝑖𝑛 𝑌
𝑁 = 𝑁𝑒𝑤𝑡𝑜𝑛
𝑇𝑑𝑒𝑠𝑐𝑒𝑛𝑡 = 𝐷 − 𝑊 × 𝑆𝑖𝑛 𝑌
𝑊 = 𝑊𝑒𝑖𝑔ℎ𝑡 𝑁 𝑀 × 𝑔
𝑇 𝐷 𝑀 = 𝑀𝑎𝑠𝑠(𝑘𝑔)
𝐶𝑙𝑖𝑚𝑏 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 𝑖𝑛 °: 𝑆𝑖𝑛(𝑌) = ( − )
𝑊 𝐿 𝑔 = 𝐺𝑟𝑎𝑣𝑖𝑡𝑦 9.81 𝑚/𝑠
𝑇−𝐷 𝐷 = 𝐷𝑟𝑎𝑔 𝑁
𝐶𝑙𝑖𝑚𝑏 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 𝑖𝑛 °: 𝑆𝑖𝑛(𝑌) =
𝑊 FOR DESCENT:
Swap T for D 𝑇 = 𝑇ℎ𝑟𝑢𝑠𝑡 𝑁
𝑇 𝐷
𝐶𝑙𝑖𝑚𝑏 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 𝑖𝑛 %: 𝑌=( − ) × 100 𝐿 = 𝐿𝑖𝑓𝑡 𝑁
𝑊 𝐿
𝑇𝐴𝑆 𝑖𝑛 𝑚/𝑠 = 𝑘𝑡 × 0.5144
𝑇−𝐷
𝐶𝑙𝑖𝑚𝑏 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 𝑖𝑛 %: 𝑌= × 100 𝑛 = 𝐿𝑜𝑎𝑑 𝐹𝑎𝑐𝑡𝑜𝑟 (𝐿𝑖𝑓𝑡/𝑊𝑒𝑖𝑔ℎ𝑡)
𝑊
Gradient % = 𝑇𝑎𝑛∅ × 100 𝑟 = 𝑅𝑎𝑑𝑖𝑢𝑠

G𝑙𝑖𝑑𝑒 𝑝𝑎𝑡ℎ° = 𝑇𝑎𝑛−1 (𝐺𝑃% ÷ 100) 𝜋 = 𝑃𝑖

𝑹𝒂𝒕𝒆 𝟏 = 3°/𝑠𝑒𝑐
I Eat Chicken Tikka Masala 𝑹𝒂𝒕𝒆 𝟐 = 6°/𝑠𝑒𝑐
𝑹𝒂𝒕𝒆 𝟑 = 9°/𝑠𝑒𝑐
IAS TAS Mach -Climb
EAS
CAS 𝑂𝑛𝑙𝑦 𝑎𝑝𝑝𝑙𝑖𝑐𝑎𝑏𝑙𝑒 𝑡𝑜 "COMPARE" 𝑞𝑢𝑒𝑠𝑡𝑖𝑜𝑛𝑠:
Step 1: 𝑛 𝑖𝑓 𝑙𝑒𝑠𝑠 𝑡ℎ𝑎𝑛 𝑉𝑠 𝑡ℎ𝑒𝑛 𝑁𝑂 𝑆𝑇𝐴𝐿𝐿
IAS TAS Mach -Descent
𝑉𝑛𝑒𝑤 𝑛𝑛𝑒𝑤 𝑛 𝑑𝑖𝑓𝑓
EAS Step 2: =
𝑉𝑜𝑙𝑑 𝑛𝑜𝑙𝑑 𝑛 𝑑𝑖𝑓𝑓
CAS

Standard = C T M 𝑊𝑖𝑛𝑔𝑠𝑝𝑎𝑛
𝐴𝑠𝑝𝑒𝑐𝑡 𝑅𝑎𝑡𝑖𝑜 = 1
𝑀𝑒𝑎𝑛 𝐶ℎ𝑜𝑟𝑑 𝑛=
Isotherm (cosy) = C (TM) 𝐶𝑜𝑠𝜃
Inversion (invert) = C M T 𝑊𝑖𝑛𝑔𝑠𝑝𝑎𝑛2 𝑉𝑛𝑒𝑤 = 𝑉𝑜𝑙𝑑 𝑛
𝐴𝑠𝑝𝑒𝑐𝑡 𝑅𝑎𝑡𝑖𝑜 =
𝑊𝑖𝑛𝑔 𝐴𝑟𝑒𝑎
2
𝑇𝐴𝑆𝑚/𝑠
𝑇𝑢𝑟𝑛 𝑅𝑎𝑑𝑖𝑢𝑠 = Propeller 𝑊𝑛𝑒𝑤
𝑔 × 𝑇𝑎𝑛𝜃 𝑉𝑛𝑒𝑤 = 𝑉𝑜𝑙𝑑
Gyroscopic Effect: 𝑊𝑜𝑙𝑑
𝐶𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 = 2𝜋𝑟 (Clockwise)
2
𝑉𝑜𝑙𝑑 𝑛𝑛𝑒𝑤
2 =
𝑉𝑛𝑒𝑤 𝑛𝑜𝑙𝑑
𝑇𝐴𝑆
Mach No. =
𝐿𝑆𝑆
POF Summary B

4 Maximum lift coefficient, Lowest

speed in horizontal flight
3 Minimum sink rate
2 Vmd, minimum drag
CL/CD ratio max
Best glide
1 Minimum drag coefficient

Stability

Reducing static long INstability at HIGH

AoA.
Nuetral static long stability at ALL AoA.

Reducing static long stability at HIGH AoA.

Greater static long stability at low AoA
than line 4.
Statically long stability at ALL AoA.
Increasing static long stability at HIGH AoA.
POF Summary C

• Vx for PROP is slower

than Vmd.
• Vmd AoA is 4°

Jet Prop
A= Best Endurance A= Best Range
A= Vx Vx prop is sloer
than Vmd
A= Vmd Vmd AoA 4°
B= Best Range

PR PA

Jet Prop
C= Best Endurance C= Best Endurance
D= Vmd D= Best Range
D= LD Ratio MAX Prop Vmp 0.76
Vmd

Vy Max
forward
speed
POF Summary D
AGK - Electrics
𝑉 = 𝐼𝑅 V = 𝑉𝑜𝑙𝑡𝑠 (emf potential difference)/U
𝑃 = 𝐼𝑉 𝐼 = 𝐶𝑢𝑟𝑟𝑒𝑛𝑡 𝐴𝑚𝑝𝑠
𝑀𝑜𝑣𝑒𝑚𝑒𝑛𝑡 𝑜𝑓 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐 𝑐ℎ𝑎𝑟𝑔𝑒
𝑹𝒆𝒔𝒊𝒔𝒕𝒂𝒏𝒄𝒆
𝑅 = 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 (𝑂ℎ𝑚𝑠)
S𝑒𝑟𝑖𝑒𝑠: 𝑅𝑡𝑜𝑡𝑎𝑙 = 𝑅1 + 𝑅2 + 𝑅3 … … …
𝑃 = 𝑃𝑜𝑤𝑒𝑟 (𝑊𝑎𝑡𝑡𝑠) 𝑜𝑟 𝑊𝑜𝑟𝑘 (𝐽𝑜𝑢𝑙𝑒𝑠)
1 1 1 1
Parallel: = + + ………
𝑅𝑡𝑜𝑡𝑎𝑙 𝑅1 𝑅2 𝑅3

𝑩𝒂𝒕𝒕𝒆𝒓𝒊𝒆𝒔 RMS = 𝑅𝑜𝑜𝑡 𝑀𝑒𝑎𝑛 𝑆𝑞𝑢𝑎𝑟𝑒 𝑉𝑜𝑙𝑡𝑎𝑔𝑒

S𝑒𝑟𝑖𝑒𝑠: 𝑉 = 𝑖𝑛𝑐𝑟𝑒𝑎𝑠𝑒; 𝐴ℎ = 𝑛𝑜 𝑐ℎ𝑎𝑛𝑔𝑒 (𝐸𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑣𝑎𝑙𝑢𝑒 𝑜𝑓 𝑎 𝑠𝑦𝑠𝑡𝑒𝑚)
𝑃𝑎𝑟𝑎𝑙𝑙𝑒𝑙: 𝑉 = 𝑛𝑜 𝑐ℎ𝑎𝑛𝑔𝑒; 𝐴ℎ = 𝑖𝑛𝑐𝑟𝑒𝑎𝑠𝑒
𝑅𝑀𝑆 = 𝑉𝑝𝑒𝑎𝑘 × 0.707
𝐴𝐶 → 𝐷𝐶 = 𝑅𝑒𝑐𝑡𝑖𝑓𝑖𝑒𝑟 (𝐷𝑖𝑜𝑑𝑒)
DC → 𝐴𝐶 = 𝐼𝑛𝑣𝑒𝑟𝑡𝑒𝑟

𝑅𝑜𝑡𝑜𝑟 𝑅𝑃𝑀 × 𝑁𝑜. 𝑜𝑓 𝑃𝑎𝑖𝑟𝑠 𝑜𝑓 𝑃𝑜𝑙𝑒𝑠

𝐴𝐶 𝑔𝑒𝑛𝑒𝑟𝑎𝑡𝑜𝑟 𝑜𝑢𝑡𝑝𝑢𝑡 𝑓𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦 =
60

𝐴𝑁𝐷 = 𝐴𝑙𝑙 𝑜𝑟 𝑁𝑜𝑡ℎ𝑖𝑛𝑔 000 Left Hand Rule - electric motors

010
𝑂𝑅 = 𝐴𝑛𝑦 𝑜𝑟 𝐴𝑙𝑙 100
111
𝑁𝑂𝑇 = 𝐼𝑛𝑣𝑒𝑟𝑡𝑒𝑟 000
𝑁𝐴𝑁𝐷 = 𝑁𝑂𝑇 𝐴𝑁𝐷 011
101
𝑁𝑂𝑅 = 𝑁𝑂𝑇 𝑂𝑅 111

Right-hand rule - generators

𝐷𝐶 𝐺𝑒𝑛𝑒𝑟𝑎𝑡𝑜𝑟 𝑐𝑜𝑚𝑚𝑢𝑛𝑡𝑎𝑡𝑜𝑟 𝑎𝑛𝑑 𝑏𝑟𝑢𝑠ℎ𝑒𝑠
=Rotating armature
=Stationary field

𝐷𝐶 𝐴𝑙𝑡𝑒𝑟𝑛𝑎𝑡𝑜𝑟 𝑟𝑒𝑐𝑡𝑖𝑓𝑖𝑒𝑟 𝑎𝑛𝑑 𝑑𝑖𝑜𝑑𝑒𝑠

=Rotating field
=Stationary armature
AGK – Systems / Airframe
𝐹 = 𝐹𝑜𝑟𝑐𝑒
Stresses:
𝑃 = 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒
• Twisting
𝐴 = 𝐴𝑟𝑒𝑎
• Tension
𝐷 = 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒
• Compression
𝐿 = 𝐿𝑒𝑛𝑔𝑡ℎ
• Shear
𝑉 = 𝑉𝑜𝑙𝑢𝑚𝑒

𝐹 =𝑃×𝐴
𝑖𝑛𝑝𝑢𝑡 𝑓𝑜𝑟𝑐𝑒 × 𝑖𝑛𝑝𝑢𝑡 𝑑𝑖𝑠𝑡. = 𝑜𝑢𝑡𝑝𝑢𝑡 𝑓𝑜𝑟𝑐𝑒 × 𝑜𝑢𝑡𝑝𝑢𝑡 𝑑𝑖𝑠𝑡.
𝑉 =𝐴×𝐿

𝐴𝑟𝑒𝑎 𝑜𝑓 𝑝𝑙𝑎𝑡𝑒𝑠
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑎𝑛𝑐𝑒 = 𝐸𝑟𝑒𝑙𝑎𝑡𝑖𝑣𝑒 𝑝𝑒𝑟𝑚𝑖𝑡𝑡𝑖𝑣𝑖𝑡𝑦 ×
𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 𝑝𝑙𝑎𝑡𝑒𝑠

𝑊𝑎𝑡𝑒𝑟 = 0 AVGAS = 0.72 sg

𝑉𝑎𝑐𝑢𝑢𝑚 = 1 JET A1 = 0.8 sg
𝐴𝑖𝑟 = 1.0006 JET A (-40°C)
𝐴𝑉𝐺𝐴𝑆 = 1.95 JET A1 (-47°C)
𝐽𝐸𝑇 = 2.1 JET B (-60°C)

Hydroplaning: 1 bar = 14.5 psi

𝐿𝑎𝑛𝑑𝑖𝑛𝑔 = 7.7 𝑝𝑠𝑖

𝑇𝑎𝑘𝑒 𝑂𝑓𝑓 = 9 𝑝𝑠𝑖

AGK – Engines / Powerplant
𝑇𝐹 = 𝑀 × 𝐴cceleration TF = 𝑇ℎ𝑟𝑢𝑠𝑡 (𝐹𝑜𝑟𝑐𝑒)

𝑇𝐹𝑛𝑜 𝑐ℎ𝑜𝑘𝑒 = 𝑀(𝑉𝑗 − 𝑉𝑓 ) 𝑀 = 𝑀𝑎𝑠𝑠 (𝑜𝑓 𝑎𝑖𝑟)

𝑇𝐹𝑐ℎ𝑜𝑘𝑒𝑑 = 𝑀 𝑉𝑗 − 𝑉𝑓 + 𝐴(𝑃𝑗 − 𝑃0 ) 𝐴 = 𝐴𝑟𝑒𝑎

𝑉𝑗 = 𝑉 𝑜𝑓 𝑎𝑖𝑟 𝑒𝑥𝑖𝑡𝑖𝑛𝑔 𝑒𝑥ℎ𝑎𝑢𝑠𝑡
𝐸 𝑉𝑓 = 𝑉 𝑜𝑓 𝑎𝑖𝑟𝑐𝑟𝑎𝑓𝑡 𝑜𝑟 𝑎𝑖𝑟𝑓𝑙𝑜𝑤
𝑃=
𝑆𝑒𝑐 𝑡𝑖𝑚𝑒
𝑃𝑗 = 𝐽𝑒𝑡 𝑒𝑓𝑓𝑙𝑢𝑥 𝑒𝑥ℎ𝑎𝑢𝑠𝑡 (Pa)
𝑃0 = 𝑆𝑡𝑎𝑡𝑖𝑐 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 (Pa)
𝑇 =𝐹×𝐷
P = 𝑃𝑜𝑤𝑒𝑟 (𝑊𝑎𝑡𝑡𝑠)
∴ 𝐸 = 𝐸𝑛𝑒𝑟𝑔𝑦 (𝐽𝑜𝑢𝑙𝑒𝑠)
𝑃 = 𝐹 × 𝑆𝑝𝑒𝑒𝑑 𝑆𝑒𝑐 = 𝑇𝑖𝑚𝑒 (𝑆𝑒𝑐𝑜𝑛𝑑𝑠)
𝑃𝑜𝑤𝑒𝑟 = 𝑇𝑜𝑟𝑞𝑢𝑒 × 𝑅𝑃𝑀 𝑇 = 𝑇𝑜𝑟𝑞𝑢𝑒 𝐸𝑛𝑒𝑟𝑔𝑦
𝐹 = 𝐹𝑜𝑟𝑐𝑒
𝐷𝑒𝑛𝑠𝑖𝑡𝑦 𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒 = 118𝑓𝑡 𝑝𝑒𝑟 1° ± 𝐼𝑆𝐴 𝐷𝐸𝑉 𝐷 = 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒

Mixture Ratio: 𝑇𝐴𝑆

𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑅𝑎𝑛𝑔𝑒 =
15: 1 = 𝐶ℎ𝑒𝑚𝑖𝑐𝑎𝑙𝑙𝑦 𝐶𝑜𝑟𝑟𝑒𝑐𝑡 𝐹𝑢𝑒𝑙 𝐹𝑙𝑜𝑤
8: 1 = 𝑅𝑖𝑐ℎ 𝐹𝑢𝑒𝑙 𝐹𝑙𝑜𝑤
𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝐹𝑢𝑒𝑙 𝐶𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛 =
20: 1 = 𝐿𝑒𝑎𝑛 𝑈𝑛𝑖𝑡 𝑜𝑓 𝑇ℎ𝑟𝑢𝑠𝑡

𝑂𝑝𝑒𝑟𝑎𝑡𝑖𝑛𝑔 𝐶𝑜𝑠𝑡𝑠
𝐶𝑜𝑠𝑡 𝐼𝑛𝑑𝑒𝑥 =
𝐸𝑥ℎ𝑎𝑢𝑠𝑡 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒 (𝑇𝑢𝑟𝑏𝑖𝑛𝑒 𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒) 𝐹𝑢𝑒𝑙 𝐶𝑜𝑠𝑡𝑠
𝐸𝑃𝑅 =
𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟 𝑖𝑛𝑙𝑒𝑡 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒 0 = 𝐿𝑒𝑎𝑠𝑡 𝑓𝑢𝑒𝑙 𝑏𝑢𝑟𝑛
100 𝑜𝑟 200 = 𝑆ℎ𝑜𝑟𝑡𝑒𝑠𝑡 𝑓𝑙𝑖𝑔ℎ𝑡 𝑡𝑖𝑚𝑒

*Blue exhaust smoke indicates an oil burn in the cylinders.

(likely to occur when the piston rings are broken, causing oil to enter the combustion chamber)

*White exhaust smoke (steam smoke) indicates a high water content in the combustion chamber.

*Black exhaust smoke indicates carbon granules burning in the cylinders.

(too rich mixture, result: Some of the fuel will not be burnt and will turn into carbon granules)

𝐵𝑦𝑠𝑝𝑎𝑠𝑠 𝐴𝑖𝑟
𝐵𝑦𝑝𝑎𝑠𝑠 𝑅𝑎𝑡𝑖𝑜 = 𝐶𝑜𝑟𝑒 𝐴𝑖𝑟
2:1 low – 5:1 high
AGK – Engines / Powerplant

Drop in velocity, Note: exhausts

increase in STATIC may vary
pressure
INST Summary A 𝐹 = 𝐹𝑜𝑟𝑐𝑒 (𝑁𝑒𝑤𝑡𝑜𝑛)
𝑃 = 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 (𝑃𝑎𝑠𝑐𝑎𝑙)

𝐹 𝐴 = 𝐴𝑟𝑒𝑎 (𝑚2 )
𝐹 =𝑃×𝐴 𝑂𝑅 𝑃=
𝐴
𝜌 = 𝐷𝑒𝑛𝑠𝑡𝑖𝑡𝑦 (𝐾𝑔/𝑚2 )
1 2 𝑉 = 𝑇𝐴𝑆 (𝑚/𝑠𝑒𝑐)
𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 = 𝜌𝑉
2
𝑃𝑝𝑖𝑡𝑜𝑡(𝑡𝑜𝑡𝑎𝑙) = 𝑃𝑠𝑡𝑎𝑡𝑖𝑐 + 𝑃𝑑𝑦𝑛𝑎𝑚𝑖𝑐 1ℎ𝑃𝑎 = 30𝑓𝑡 (27𝑓𝑡)

∴
𝑃𝑑𝑦𝑛𝑎𝑚𝑖𝑐 = 𝑃𝑝𝑖𝑡𝑜𝑡(𝑡𝑜𝑡𝑎𝑙) − 𝑃𝑠𝑡𝑎𝑡𝑖𝑐
Only apply the 4% rule for
the layer between the
ground and the aircraft
𝑭𝑳(1013) ⇆ 𝐼𝑛𝑑𝑖𝑐𝑎𝑡𝑒𝑑(𝑄𝑁𝐻) ⇆ 𝑇𝑅𝑈𝐸(4% 𝑟𝑢𝑙𝑒) (Ground station where QNH
is measured and the
Indicated Altitude (QNH)).
𝐻𝑒𝑖𝑔ℎ𝑡 𝐸𝑟𝑟𝑜𝑟 = 4% 𝑝𝑒𝑟 10℃ 𝐼𝑆𝐴 𝑑𝑒𝑣
𝐷𝑒𝑛𝑠𝑖𝑡𝑦 𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒 = 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒 + (𝐼𝑆𝐴 𝑑𝑒𝑣 × 120𝑓𝑡)

SEE WIZZ WHEEL FOR 4%

ROC 𝑜𝑟 𝑅𝑂𝐷 = 𝐺𝑆 × 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 %
RULE (ALTITUDE WINDOW)
note: average glideslope, 3° or 5.2%
Gradient % = 𝑇𝑎𝑛∅ × 100
G𝑙𝑖𝑑𝑒 𝑝𝑎𝑡ℎ° = 𝑇𝑎𝑛−1 (𝐺𝑃% ÷ 100)

𝐷𝑖𝑠𝑡. 𝑜𝑓𝑓 × 60
𝑇𝐾𝐸 =
𝐷𝑖𝑠𝑡. 𝑎𝑙𝑜𝑛𝑔

𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒
𝑆𝑝𝑒𝑒𝑑 =
𝑇𝑖𝑚𝑒

𝑇𝐴𝑇 = 𝑆𝐴𝑇 + 𝑅𝑎𝑚 𝑅𝑖𝑠𝑒 𝑇𝐴𝑇 = 𝑇𝑜𝑡𝑎𝑙 𝐴𝑖𝑟 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒

𝑇𝐴𝑆 2 𝑆𝐴𝑇 = 𝑆𝑡𝑎𝑡𝑖𝑐 𝐴𝑖𝑟 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒

𝑅𝐴𝑀 𝑅𝑖𝑠𝑒 = ( )
100 𝐾 = 𝐾𝑒𝑙𝑣𝑖𝑛°
𝐾𝑟 = 𝑃𝑟𝑜𝑏𝑒 𝑟𝑒𝑐𝑜𝑣𝑒𝑟𝑦 𝑓𝑎𝑐𝑡𝑜𝑟
Note: If given Kr, assume Indicated Total Air
ISA
Temperature is RAT.
𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒: +15℃
𝑆𝐴𝑇𝐾 = 𝑅𝐴𝑇𝐾 ÷ (1 + 0.2 × 𝑀2 × 𝐾𝑟)
𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒: 1013.25 ℎ𝑃𝑎 𝑂𝑅 29.92 𝑖𝑛. 𝐻𝑔
𝑇𝑆𝐴𝑇𝐾 = 𝑇𝑇𝐴𝑇𝐾 ÷ (1 + 0.2 × 𝑀2 )
𝐷𝑒𝑛𝑠𝑖𝑡𝑦: 1.225 𝑘𝑔/𝑚3

WIZZ WHEEL 𝐿𝑎𝑝𝑠𝑒 𝑟𝑎𝑡𝑒: 1.98℃ 𝑝𝑒𝑟 1000𝑓𝑡

Less accurate 𝑇𝑟𝑜𝑝𝑜𝑝𝑎𝑢𝑠𝑒: 36 089 𝑓𝑡 𝑎𝑡 − 56.5℃
INST Summary B
I Eat Chicken Tikka Masala Climb:
Standard = C T M
IAS TAS Mach -Climb Isotherm (cosy) = C (TM)
EAS
Inversion (invert) = C M T
CAS

IAS TAS Mach -Descent

EAS Level flight temperature change:
CAS CM unchanged

ICE T Is a Pretty Cool Drink Temp UP = TAS UP

Temp DN = TAS DN
IAS CAS EAS TAS
WIZZ WHEEL
𝑇𝐴𝑆
Instrument 𝑀𝑎𝑐ℎ 𝑁𝑜. =
Manoeuvre Compressibility Density 𝐿𝑆𝑆
Position
Static system 𝐿𝑆𝑆 = 39 × 𝑇𝑒𝑚𝑝°𝐾

𝑇𝐴𝑆 ⇆ 𝐼𝐴𝑆 𝑅𝐴𝑆 𝑜𝑟 𝐶𝐴𝑆

WIZZ WHEEL
𝐼𝐴𝑆 𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒
𝑇𝐴𝑆 = 𝐼𝐴𝑆 + ×
60 1000
𝑅𝑢𝑙𝑒 𝑜𝑓 𝑡ℎ𝑢𝑚𝑏: 𝑇𝐴𝑆 𝑖𝑛𝑐𝑟𝑒𝑎𝑠𝑒𝑠 𝑏𝑦 2% 𝑝𝑒𝑟 1000𝑓𝑡

𝑃𝑜𝑤𝑒𝑟 + 𝐴𝑡𝑡𝑖𝑡𝑢𝑑𝑒 = 𝑃𝑒𝑟𝑓𝑜𝑟𝑚𝑎𝑛𝑐𝑒

ASI
PUDSOD
Pitot Blocked, Underreads in Descent (i.e. overreads in climb)
Static Blocked, Overreads in Descent (i.e. underreads in climb)

0℃ = +273°𝐾
1℃ = 1.8℉ + 32℉ WIZZ WHEEL
INST Summary C
Pivot
𝑀𝑎𝑔𝑛𝑒𝑡𝑖𝑐 𝐷𝑖𝑝: CG
𝐻 = 𝐻𝑜𝑟𝑖𝑧𝑜𝑛𝑡𝑎𝑙 𝑐𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡
𝑍 = 𝑉𝑒𝑟𝑖𝑐𝑎𝑙𝑐𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡

𝑉𝑎𝑟𝑖𝑎𝑡𝑖𝑜𝑛 𝑜𝑟 𝐷𝑒𝑣𝑖𝑎𝑡𝑖𝑜𝑛
°𝐸 = 𝑃𝑜𝑠𝑖𝑡𝑖𝑣𝑒 +
H
°𝑊 = 𝑁𝑒𝑔𝑎𝑡𝑖𝑣𝑒 −
VOR and VDF variation measured at the station Z

TVMDC = WEST is BEST

G T M C note:
± indication MUST
± GC ±V ±D be changed to EW

DRC NANDS
𝑵𝐻 𝑨𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑒 𝑵𝑜𝑟𝑡ℎ, 𝑫𝑒𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑒 𝑺𝑜𝑢𝑡ℎ WIZZ WHEEL to
NUNOS identify rotation

𝑵𝐻 𝑼𝑛𝑑𝑒𝑟𝑠ℎ𝑜𝑜𝑡 𝑵𝑜𝑟𝑡ℎ, 𝑶𝑣𝑒𝑟𝑠ℎ𝑜𝑜𝑡 𝑺𝑜𝑢𝑡ℎ

𝐵𝑎𝑛𝑘∢ + 𝐿𝑎𝑡𝑖𝑡𝑢𝑑𝑒
𝑈𝑛𝑑𝑒𝑟 𝑜𝑟 𝑜𝑣𝑒𝑟𝑠ℎ𝑜𝑜𝑡 𝑏𝑦 =
2 Sluggish worsens TE
Lively reduces TE

𝐴𝑝𝑝𝑎𝑟𝑒𝑛𝑡 𝑫𝒓𝒊𝒇𝒕 𝑖𝑛 °𝑝ℎ = 15° × 𝑆𝑖𝑛 𝐿𝑎𝑡

𝐴𝑝𝑝𝑎𝑟𝑒𝑛𝑡 𝑻𝒐𝒑𝒑𝒍𝒆 𝑖𝑛 °𝑝ℎ = 15° × 𝐶𝑜𝑠(𝐿𝑎𝑡)

Apparent Wander Real Wander

- Transport wander - Random wander
- Earth rotation - Intentional wander
(Rotation of the observer relative (Actual rotation of the gyro axis
to the gyro) in space)
INST Summary D
𝑃𝑛𝑢𝑒𝑚𝑎𝑡𝑖𝑐 𝐴𝑡𝑡𝑖𝑡𝑢𝑑𝑒 𝐼𝑛𝑑𝑖𝑐𝑎𝑡𝑜𝑟:

Turn through Bank Pitch

90 Under read Over read Accelerate

180 ✔ Over

270 Over read Over read Decelerate

360 ✔ ✔

𝐸𝑙𝑒𝑐𝑡𝑟𝑖𝑐 𝐴𝑡𝑡𝑖𝑡𝑢𝑑𝑒 𝐼𝑛𝑑𝑖𝑐𝑎𝑡𝑜𝑟:

ALL Turns

Under read Accelerate

Decelerate

𝑂𝑝𝑒𝑟𝑎𝑡𝑖𝑛𝑔 𝐶𝑜𝑠𝑡𝑠
𝐶𝑜𝑠𝑡 𝐼𝑛𝑑𝑒𝑥 =
𝐹𝑢𝑒𝑙 𝐶𝑜𝑠𝑡𝑠
0 = 𝐿𝑒𝑎𝑠𝑡 𝑓𝑢𝑒𝑙 𝑏𝑢𝑟𝑛
100 𝑜𝑟 200 = 𝑆ℎ𝑜𝑟𝑡𝑒𝑠𝑡 𝑓𝑙𝑖𝑔ℎ𝑡 𝑡𝑖𝑚𝑒 𝑃𝑜𝑤𝑒𝑟 = 𝑇𝑜𝑟𝑞𝑢𝑒 × 𝑅𝑃𝑀

𝐴𝑟𝑒𝑎 𝑜𝑓 𝑝𝑙𝑎𝑡𝑒𝑠
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑎𝑛𝑐𝑒 = 𝐸𝑟𝑒𝑙𝑎𝑡𝑖𝑣𝑒 𝑝𝑒𝑟𝑚𝑖𝑡𝑡𝑖𝑣𝑖𝑡𝑦 ×
𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 𝑝𝑙𝑎𝑡𝑒𝑠

𝑅𝑒𝑙𝑎𝑟𝑖𝑣𝑒 𝑃𝑒𝑟𝑚𝑖𝑡𝑡𝑖𝑣𝑖𝑡𝑦 𝐹𝑎𝑐𝑡𝑜𝑟𝑠:

𝑊𝑎𝑡𝑒𝑟 = 0
𝑉𝑎𝑐𝑢𝑢𝑚 = 1
𝐴𝑖𝑟 = 1.0006
𝐴𝑉𝐺𝐴𝑆 = 1.95
𝐽𝐸𝑇 = 2.1
FPL Summary A
𝑁𝐺𝑀 𝑁𝐴𝑀 𝐻𝑒𝑎𝑑 𝑊𝑖𝑛𝑑 𝐶𝑜𝑚𝑝𝑛𝑒𝑛𝑡 = 𝑁𝑒𝑔𝑎𝑡𝑖𝑣𝑒 −
=
𝐺𝑆 𝑇𝐴𝑆 𝑇𝑎𝑖𝑙 𝑊𝑖𝑛𝑑 𝐶𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡 = 𝑃𝑜𝑠𝑎𝑡𝑖𝑣𝑒 +
𝐷𝑖𝑠𝑡. = 𝑆𝑝𝑒𝑒𝑑 × 𝑇𝑖𝑚𝑒

𝐷𝑖𝑠𝑡. 𝑜𝑓𝑓 × 60
𝑇𝐾𝐸 =
𝐷𝑖𝑠𝑡. 𝑎𝑙𝑜𝑛𝑔

ATOM (Allowed Take Off Mass) – Select the LOWEST of …

MZFM + TOF RTOM RLM +TRIP

NOT TO BE USED Regulated (R), is the lowest of the Structural

WHEN CALCULATING or Performance limiting mass
FUEL

𝑀𝑎𝑥 𝑇𝑟𝑎𝑓𝑓𝑖𝑐 𝐿𝑜𝑎𝑑 = 𝐴𝑇𝑂𝑀 − 𝐷𝑂𝑀 − 𝑇𝑂𝐹 IGNORE (ATOM)

𝑀𝑎𝑥 𝑇𝑎𝑘𝑒 𝑂𝑓𝑓 𝐹𝑢𝑒𝑙 = 𝐴𝑇𝑂𝑀 − 𝐷𝑂𝑀 − 𝑇𝐿 MZFM+TOF when
calculating fuel.
Fuel Penalty Factors - select the MOST LIMITING of…
Check fuel penalty
Fuel Tank Capacity Check fuel tank capacity factors.

Landing Mass MLM – Planned LM

a) Add fuel penalty
b) Check MTOM not exceeded
TOM MTOM to Planned TOM

Fuel reduction?.. Drop the alternate AND/OR comply with parts of the following:

1. Standard procedure, 5% of planned trip fuel (BASIC PROCEDURE).

2. En-Route Alternate, 3% of planned trip fuel.
a) ERA must lie within 20% radius of the route distance AND be within the GREATER of:
i. 25% of the route distance from the destination OR
ii. 20% of the route distance from the destination +50nm.
3. Reduced Contingency Fuel (RCF) procedure, HIGHEST TOTAL USABLE FUEL of either:
a) TTripCAAFE where TRIP from DEP to DEST via DP and CONT +5% from DP to DEST via DP,
OR
b) TTripCAAFE where TRIP is from DEP to ERA via DP and CONT +5% from DEP to ERA via DP.
4. Pre Determined Point (PDP) procedure, HIGHEST TOTAL USABLE FUEL of either:
a) TRIP to DEST via PDP – TTripCAFE
i. Piston, fuel to fly for 45 min + 15% of flight at CRUISE OR 2 hrs (whichever is less).
ii. Turbine, fuel to fly for 2 hrs above DEST at CRUISE power (must not be less than
final reserve).
SAME AS ISOLATED
b) TRIP to ALT via PDP – TTripCAFE
Falls under additional
i. Piston, fuel to fly for 45 min
ii. Turbine, fuel to fly for 30 min at 1500ft above ALT. (not less than final reserve).
FPL Summary B
FPL Summary C
𝐷𝑖𝑠𝑡. 𝑡𝑜 𝑃𝑆𝑅 = 𝐹𝑢𝑒𝑙 𝐴𝑣𝑎𝑖𝑙𝑎𝑏𝑙𝑒 ÷ 𝐶𝑂 + 𝐶𝐻
𝐷𝑖𝑠𝑡. 𝑡𝑜 𝑃𝐸𝑇. 𝐶𝑃 = 𝐷𝐻 ÷ 𝑂 + 𝐻
𝑇𝑖𝑚𝑒 𝑡𝑜 𝑃𝑆𝑅. 𝑃𝑁𝑅 = 𝐸𝐻 ÷ 𝑂 + 𝐻

𝐸 = 𝐸𝑛𝑑𝑢𝑟𝑎𝑛𝑐𝑒
𝑂 = 𝐺𝑆 𝑂𝑢𝑡
𝐻 = 𝐺𝑆 𝐻𝑜𝑚𝑒
𝐷 = 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝐴 𝑡𝑜 𝐵
𝐶𝑂 = 𝐶𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛 𝑂𝑢𝑡 (𝑘𝑔/𝑛𝑚)
𝐶𝐻 = 𝐶𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛 𝐻𝑜𝑚𝑒 (𝑘𝑔/𝑛𝑚)
MB Summary A

FLEET MASS CG Movement:

(All a/c every 9 years, below every 4 years) + Forward (positive)
2 𝑡𝑜 3 = 𝑛 - Aft (rearwards)
4 𝑡𝑜 9 = 𝑛 + 3 ÷ 2
10 += (𝑛 + 51) ÷ 10

ATOM (Allowed Take Off Mass) – Select the LOWEST of …

MZFM + TOF RTOM RLM +TRIP

NOT TO BE USED Regulated (R), is the lowest of the Structural

WHEN CALCULATING or Performance limiting mass
FUEL

𝑀𝑎𝑥 𝑇𝑟𝑎𝑓𝑓𝑖𝑐 𝐿𝑜𝑎𝑑 = 𝐴𝑇𝑂𝑀 − 𝐷𝑂𝑀 − 𝑇𝑂𝐹 IGNORE (ATOM)

𝑀𝑎𝑥 𝑇𝑎𝑘𝑒 𝑂𝑓𝑓 𝐹𝑢𝑒𝑙 = 𝐴𝑇𝑂𝑀 − 𝐷𝑂𝑀 − 𝑇𝐿 MZFM+TOF when
calculating fuel.
Fuel Penalty Factors - select the MOST LIMITING of…
Check fuel penalty
Fuel Tank Capacity Check fuel tank capacity factors.

Landing Mass MLM – Planned LM

a) Add fuel penalty
b) Check MTOM not exceeded
Landing Mass MTOM – Planned TOM

𝐴𝑟𝑒𝑎 𝐿𝑜𝑎𝑑 = 𝑀𝑎𝑠𝑠 ÷ 𝐴𝑟𝑒𝑎

𝐿𝑖𝑛𝑒𝑎𝑟 𝑜𝑟 𝑅𝑢𝑛𝑛𝑖𝑛𝑔 𝐿𝑜𝑎𝑑 = 𝑀𝑎𝑠𝑠 ÷ 𝐿𝑒𝑛𝑔𝑡ℎ

𝑀𝑜𝑚𝑒𝑛𝑡 = 𝑀𝑎𝑠𝑠(𝑓𝑜𝑟𝑐𝑒) × 𝐴𝑟𝑚(𝑑𝑖𝑠𝑡. ) 𝐿𝑒𝑀𝐴𝐶 𝑡𝑜 𝐶𝐺

%𝑀𝐴𝐶 = × 100
𝐷𝑖𝑠𝑡. 𝑡𝑜 𝐶𝐺 = 𝑇𝑜𝑡𝑎𝑙 𝑀𝑜𝑚𝑒𝑛𝑡 ÷ 𝑇𝑜𝑡𝑎𝑙 𝑀𝑎𝑠𝑠 𝑀𝐴𝐶

𝑁𝑒𝑤𝑚𝑎𝑠𝑠 × 𝑁𝑒𝑤𝐶𝐺 = 𝑂𝑙𝑑𝑚𝑎𝑠𝑠 × 𝑂𝑙𝑑𝐶𝐺 ± (𝑀 × 𝐷)𝐿𝑜𝑎𝑑 𝐴𝑑𝑑𝑒𝑑,𝑅𝑒𝑚𝑜𝑣𝑒𝑑,𝑆ℎ𝑖𝑓𝑡𝑒𝑑

MB Summary B

Big Donkeys Take Rough Loads Off Zebras

MB Summary C
PERF Summary A FOR DESCENT:

Swap T for D

𝑅𝑂𝐶 6000
𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 % = × 𝑇 𝐷
𝑇𝐴𝑆 6080 𝐶𝑙𝑖𝑚𝑏 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 𝑖𝑛 °: 𝑆𝑖𝑛(𝑌) = ( − )
𝑊 𝐿
𝐺𝑟𝑜𝑢𝑛𝑑 % 𝑇𝐴𝑆 𝑇−𝐷
= 𝐶𝑙𝑖𝑚𝑏 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 𝑖𝑛 °: 𝑆𝑖𝑛(𝑌) =
𝐴𝑖𝑟 % 𝐺𝑆 𝑊
𝐶ℎ 𝑎𝑡 (𝑓𝑡) × 100 𝑇 𝐷
Gradient % = 𝐶𝑙𝑖𝑚𝑏 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 𝑖𝑛 %: 𝑌=( − ) × 100
𝐺𝑟𝑜𝑢𝑛𝑑 𝑑𝑖𝑠𝑡. (𝑓𝑡) 𝑊 𝐿

𝐶ℎ 𝑎𝑡 (𝑓𝑡) × 60 𝑇−𝐷
G𝑙𝑖𝑑𝑒 𝑝𝑎𝑡ℎ ° = 𝐶𝑙𝑖𝑚𝑏 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 𝑖𝑛 %: 𝑌= × 100
𝐺𝑟𝑜𝑢𝑛𝑑 𝑑𝑖𝑠𝑡. (𝑓𝑡) 𝑊

Gradient % = 𝑇𝑎𝑛∅ × 100 𝐿𝑏𝑎𝑛𝑘,𝑐𝑙𝑖𝑚𝑏,𝑑𝑒𝑠𝑐𝑒𝑛𝑡 = 𝑊 × 𝐶𝑜𝑠𝜃

G𝑙𝑖𝑑𝑒 𝑝𝑎𝑡ℎ° = 𝑇𝑎𝑛−1 (𝐺𝑃% ÷ 100) 𝐷

𝐺𝑙𝑖𝑑𝑒 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 𝑖𝑛 °: 𝑇𝑎𝑛(𝑌) =
ROC 𝑜𝑟 𝑅𝑂𝐷 = 𝐺𝑆 × 𝐺𝑟𝑎𝑑𝑖𝑒𝑛𝑡 % 𝐿
1
𝑛=
𝐶𝑜𝑠𝜃
𝑇𝐴𝑆
𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑅𝑎𝑛𝑔𝑒 =
𝐹𝑢𝑒𝑙 𝐹𝑙𝑜𝑤
Pavement Classification Number
𝐹𝑢𝑒𝑙 𝐹𝑙𝑜𝑤
𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝐹𝑢𝑒𝑙 𝐶𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛 = (Can be lower for occasional use)
𝑈𝑛𝑖𝑡 𝑜𝑓 𝑇ℎ𝑟𝑢𝑠𝑡
𝐹𝑙𝑒𝑥 = 10 %
𝑂𝑝𝑒𝑟𝑎𝑡𝑖𝑛𝑔 𝐶𝑜𝑠𝑡𝑠
𝐶𝑜𝑠𝑡 𝐼𝑛𝑑𝑒𝑥 = 𝑅𝑖𝑔𝑖𝑑 = 5 %
𝐹𝑢𝑒𝑙 𝐶𝑜𝑠𝑡𝑠
0 = 𝐿𝑒𝑎𝑠𝑡 𝑓𝑢𝑒𝑙 𝑏𝑢𝑟𝑛
Hydroplaning:
100 𝑜𝑟 200 = 𝑆ℎ𝑜𝑟𝑡𝑒𝑠𝑡 𝑓𝑙𝑖𝑔ℎ𝑡 𝑡𝑖𝑚𝑒
𝐿𝑎𝑛𝑑𝑖𝑛𝑔 = 7.7 𝑝𝑠𝑖
𝑁𝑒𝑤 𝑓𝑢𝑒𝑙 𝑓𝑙𝑜𝑤 𝑁𝑒𝑤 𝑚𝑎𝑠𝑠
= 𝑇𝑎𝑘𝑒 𝑂𝑓𝑓 = 9 𝑝𝑠𝑖
𝑂𝑙𝑑 𝑓𝑢𝑒𝑙 𝑓𝑙𝑜𝑤 𝑂𝑙𝑑 𝑚𝑎𝑠𝑠

Wind Component Safety Factors: LANDING

𝐻𝑊 50% 𝐽𝑒𝑡 𝑙𝑎𝑛𝑑 𝑤𝑖𝑡ℎ𝑖𝑛 60% = 1.67
𝑇𝑊 150% 𝑃𝑟𝑜𝑝 𝑙𝑎𝑛𝑑 𝑤𝑖𝑡ℎ𝑖𝑛 70% = 1.43
𝑊𝑒𝑡 𝑖𝑛𝑐𝑟𝑒𝑎𝑠𝑒 𝑏𝑦 15% = 1.15
G𝑟𝑎𝑠𝑠 𝑖𝑛𝑐𝑟𝑒𝑎𝑠𝑒 𝑏𝑦 15% = 1.15

Clearway must not exceed 50% of TORA.

OEI drift down clearance = 2000ft
PERF Summary B
Notes:
• When calculating 2nd segment climb, use OEI
• REFERENCE ZERO is the point on the GROUND
beneath the screen height.

Calculating Gradients:
1. Draw picture (use triangles)
2. Take into account screen height, reference zero
and 0.77 safety for MEP
3. Fill in what you can
4. Convert GS to FPM
5. Calculate

WHEN IS REVERSE THRUST USED IN

PERFORMANCE CALCULATIONS?

TAKEOFF:
• Dry – NO
• Wet – YES
• Contaminated – YES

LANDING:
• Dry – NO
• Wet – NO
• Contaminated - YES
PERF Summary C
Take Off (Safety factors)

WITH stopway/clearway WITHOUT stopway/clearway

𝑇𝑂𝐷 = 𝑇𝑂𝑅𝐴 𝑇𝑂𝐷 × 1.25 ≤ 𝑇𝑂𝑅𝐴

𝑇𝑂𝐷 × 1.15 ≤ 𝑇𝑂𝐷𝐴

𝑇𝑂𝐷 × 1.3 ≤ 𝐴𝑆𝐷𝐴

For a 1% upslope increase TOD by 5%

TOD must be the greatest of: Reduce 35’ to 15’ when WET
𝑇𝑂𝐷 → 35′ × 1.15 𝐴𝐿𝐿 𝐸𝑁𝐺
𝑇𝑂𝐷 → 35′ 𝑂𝐸𝐼

𝑉𝑆𝑅𝑂 1.06 × 𝑉𝑆𝑂

𝑉𝑅𝐸𝐹 1.3 × 𝑉𝑆𝑂

1.23 × 𝑉𝑆𝑅𝑂
𝑉2𝑚𝑖𝑛 1.13 × 𝑉𝑆𝑅
(Turbojets and 2-3 eng. Prop.)
At 50ft, 35ft or 15ft 1.08 × 𝑉𝑆𝑅
(turbojets with provisions and 4 eng.)

1.1 × 𝑉𝑀𝐶𝐴

1.1 × 𝑉𝑀𝐶
1.2 × 𝑉𝑆1
(For SE or ME UTILITY)
𝑉𝑅 1.05 × 𝑉𝑀𝐶𝐴
𝐸𝑞𝑢𝑎𝑙 𝑡𝑜 𝑉1
1.1 × 𝑉𝑆1
𝑉𝐿𝑂𝐹 and 𝑉𝑅 𝑉𝑅 may not be less than 1.1 × 𝑉𝑀𝑈 𝐴𝐸𝑂

𝑉𝑅 may not be less than 1.05 × 𝑉𝑀𝑈 OEI

Balked Landing 3.2%

Approach Climb 2.1%
Discontinued (DH below 200 ft) 2.5%
PERF Summary D DRAG Curves
PERF Summary E POWER Curves
The Power Required curves will follow the same movement as the Drag curve.

JET PROP

Weight Increase (Increase Induced Drag)

Extending Flaps/Gear (Increase Parasite Drag)

PERF Summary F
Decreasing density (high temperature/high altitudes/high humidity)
reduces Excess Power available and increases VY (TAS).

• Vx for PROP is slower

than Vmd.
• Vmd AoA is 4°

Jet Prop
A= Best Endurance A= Best Range
A= Vx Vx prop is sloer
than Vmd
A= Vmd Vmd AoA 4°
B= Best Range

PR PA

Jet Prop
C= Best Endurance C= Best Endurance
D= Vmd D= Best Range
D= LD Ratio MAX Prop Vmp 0.76
Vmd

Vy Max
forward
speed
PERF Summary G

4 Maximum lift coefficient, Lowest

speed in horizontal flight
3 Minimum sink rate
2 Vmd, minimum drag
CL/CD ratio max
Best glide
1 Minimum drag coefficient

Stability

Reducing static long INstability at HIGH

AoA.
Nuetral static long stability at ALL AoA.

Reducing static long stability at HIGH AoA.

Greater static long stability at low AoA
than line 4.
Statically long stability at ALL AoA.
Increasing static long stability at HIGH AoA.
MET Summary A
TROPO

Thermosphere 120 km to
700 km plus
Mesosphere 80 – 90 km SFC

TROPO
Stratosphere 50 km

Tropopause 11 km

SFC

𝑻𝒚𝒑𝒆𝒔 𝒐𝒇 𝑰𝒏𝒗𝒆𝒓𝒔𝒊𝒐𝒏𝒔: ISA

Ground, Subsidence, Turbulence, 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒: +15℃
Frontal, Valley 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒: 1013.25 ℎ𝑃𝑎 𝑂𝑅 29.92 𝑖𝑛. 𝐻𝑔
𝐷𝑒𝑛𝑠𝑖𝑡𝑦: 1.225 𝑘𝑔/𝑚3
1ℎ𝑃𝑎 = 30𝑓𝑡 (27𝑓𝑡) 𝐿𝑎𝑝𝑠𝑒 𝑟𝑎𝑡𝑒: 1.98℃ 𝑝𝑒𝑟 1000𝑓𝑡
𝑇𝑟𝑜𝑝𝑜𝑝𝑎𝑢𝑠𝑒: 36 089 𝑓𝑡 𝑎𝑡 − 56.5℃
MET Summary B
Stability

Neutral Stability

ELR=DALR in Dry Air

ELR-SALR in Sat. Air

QFE (Height) Height above the Pressure setting

airfield/threshold
QNH (Indicated Altitude) Altitude/elevation above Pressure setting
MSL
QNE A height at 1013 Height NOT a pressure
setting
SPS (Flight Level) Standard pressure setting Pressure setting
1013
QFF Similar to QNH nut based Pressure setting
on actual temperature

At Sea Level: 𝑄𝐹𝐸 = 𝑄𝑁𝐻 = 𝑄𝐹𝐹

Above SL: 𝑊𝑎𝑟𝑚𝑒𝑟 𝑄𝐹𝐹 < 𝑄𝑁𝐻
𝐶𝑜𝑙𝑑𝑒𝑟 𝑄𝐹𝐹 > 𝑄𝑁𝐻
Below SL: 𝑊𝑎𝑟𝑚𝑒𝑟 𝑄𝐹𝐹 > 𝑄𝑁𝐻
𝐶𝑜𝑙𝑑𝑒𝑟 𝑄𝐹𝐹 < 𝑄𝑁𝐻
MET Summary C
HOT to COLD , DON’T be BOLD Only apply the 4% rule for
the layer between the
HIGH to LOW , BEWARE BELOW ground and the aircraft
(Ground station where QNH
is measured and the
Indicated Altitude (QNH)).

𝑭𝑳(1013) ⇆ 𝐼𝑛𝑑𝑖𝑐𝑎𝑡𝑒𝑑(𝑄𝑁𝐻) ⇆ 𝑇𝑅𝑈𝐸(4% 𝑟𝑢𝑙𝑒)

𝐻𝑒𝑖𝑔ℎ𝑡 𝐸𝑟𝑟𝑜𝑟 = 4% 𝑝𝑒𝑟 10℃ 𝐼𝑆𝐴 𝑑𝑒𝑣

𝐷𝑒𝑛𝑠𝑖𝑡𝑦 𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒 = 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒 + (𝐼𝑆𝐴 𝑑𝑒𝑣 × 120𝑓𝑡)

𝐶𝑙𝑜𝑢𝑑 𝐵𝑎𝑠𝑒 𝑓𝑡 = 𝑇𝑒𝑚𝑝 − 𝐷𝑒𝑤 𝑃𝑜𝑖𝑛𝑡 × 400

𝑅𝑒𝑙𝑎𝑡𝑖𝑣𝑒 𝐻𝑢𝑚𝑖𝑑𝑖𝑡𝑦 = 100 − 5 × (𝑇𝑒𝑚𝑝 − 𝐷𝑒𝑤 𝑃𝑜𝑖𝑛𝑡)

Buys Ballot CORIOLIS FORCE may

also be called
𝑆𝑢𝑟𝑓𝑎𝑐𝑒 𝑤𝑖𝑛d 𝑖𝑛 𝑁𝐻 𝑩𝑨𝑪𝑲𝑺 𝑎𝑛𝑑 𝑺𝑳𝑨𝑪𝑲𝑺 𝒂𝒕 𝒏𝒊𝒈𝒉𝒕 𝒐𝒓 GEOSTROPHIC FORCE

𝒘𝒉𝒆𝒏 𝒅𝒆𝒄𝒆𝒏𝒅𝒊𝒏𝒈 𝒊𝒏𝒕𝒐 𝒕𝒉𝒆 𝒇𝒓𝒊𝒄𝒕𝒊𝒐𝒏 layer.

In the NH with your back to the wind the LOW Pressure Geostrophic/Gradient
wind increases as
will be on your LEFT.
latitude decreases

Geostrophic Above friction • PGF (MAX with close isobars)

Wind (Parallel to layer • Coriolis (MAX at the poles, RIGHT
straight Isobars)
deflection in the NH)
Gradient Above friction • PGF PGF and CfG interaction:
Wind layer • Coriolis HP – Increases speed
• CfG (Centrifugal force) LP – Reduces speed
Surface Below 1000m • PGF remains the same
Wind / 3000ft • Coriolis reduces
• Frictional Force (FF) BACKS and SLACKS

𝑆𝑒𝑎 10° 𝑎𝑛𝑑 20%

𝐿𝑎𝑛𝑑 30° 𝑎𝑛𝑑 50%
𝐿𝑎𝑛𝑑 𝑎𝑡 𝑁𝑖𝑔ℎ𝑡 45° 𝑎𝑛𝑑 75%
MET Summary D

Northern Hemisphere
2-Coriolis

1-PGF
L H
3-Centrifugal