Study Guide

1- Airport signs (EEPP Ch. 1, Pg. 23)

2- RNP meaning & dimensions (EEPP Ch. 2, Pg. 32-33)

R/. Required Navigation Performance.
• En Route: 2.0 NM
• Terminal/Arrival: 1.0 NM
• Approach: 0.3 NM

3- Conditions for listing an alternate – Precision & Non-precision (EEPP Ch. 2, Pg. 35)
R/. VFR to not list an alternate
• 1 hour before & 1 hour after ETA
• Ceiling 2,000’ Above airport Elevation
• Visibility: 3 miles

IFR alternate weather minimums

• Precision: 600’ & 2SM
• Non-precision: 800’ & 2SM

4- Fuel supply requirements (EEPP Ch. 2, Pg. 36)

R/. IFR: Shoot an approach, fly to most distant alternate, then 45 minutes.
VFR: Day – 30 minutes Night – 45 minutes
Flag (Jet): 2 hours

5- Position Reports (EEPP Ch. 2, Pg. 45)

R/. Non-Radar
Compulsory: Solid triangle Non-compulsory:
Items:
• Identification
• Position
• Time
• Altitude
• Type of flight plan
• ETA & name of next reporting point
• Name of next succeeding point
• Any pertinent remarks
 Additional Reports
• Vacating a previously assigned altitude
• Altitude change while on VFR-on-top
• Unable to climb/descend at least 500fpm
• Missed approach
• Change in TAS by 5% or 10 knots
• Time and altitude upon reaching holding fix
• Leaving assigned holding fix
• Navigational or communications equipment malfunctions
• Non-forecasted weather conditions
• Any other information pertinent to flight safety

6- ILS (EEPP Ch. 2, Pg. 57, 59)

R/. Category I, II, and II ILS Minimums
• CAT I: DH 200’ RVR 2,400’ (with TZ & CL lights, RVR 1,800’)
• CAT II: DH 100’ RVR 1,200’
• CAT IIIa: NO DH or DH below 100’ and RVR 700’
• CAT IIIb: NO DH or DH below 50’ and RVR less than 700’ but no less tan 150’
• CAT IIIc: NO DH or RVR

ILS range and dimensions

• Frequency range: 108.10 – 111.95 MHz
• Localizer range: Up to 10NM - 35° each side. Up to 18NM - 10° each side
• Full CDI deflection: 2.5° from centerline
• Glide slope range: Up to 10NM - 0.7° above and below

7- DA(H) & MDA (EEPP Ch. 2, Pg. 58)

R/. DA(H) (Precision): Decision Altitude (Height) – The height at which a decision must be made to
either continue the approach or execute a missed approach.

MDA (Non-precision): Minimum Descent Altitude – The lowest altitude to which descent is
authorized on final approach or during circle-to-land maneuvering when no GS is provided.

8- RNAV Approaches (EEPP Ch. 2, Pg. 62)

R/. LNAV / VNAV / LPV / LP / LNAV+V / APV
• LNAV: Lateral Navigation only. Has MDA.
• VNAV (L/VNAV): Lateral and Vertical Navigation. Has DA.
• LPV: Localizer Performance with Vertical guidance. Minimums require WAAS.
Provides RNP-like accuracy of 0.3NM.
• LP: Localizer Performance. Non-precision WAAS approach.
• LNAV+V: LNAV approach with ADVISORY Vertical guidance.
• APV: Approach with Vertical Guidance. RNAV (GPS, GNSS, PRM) with vertical
guidance. Considered non-precision.

9- LDA/SDF (EEPP Ch. 2, Pg. 66)

R/. LDA: Localizer-type Directional Aid.
• Course width: 3° and 6°.
• Not aligned with runway, but may have Straight-in minimums if the angle between
the runway and LDA course is less than 30°. If the angle exceeds 30°, only Circling
minimums are published.
• MAY have Glide Slope.
• If it has GS, it could be considered “precision” approach.
 SDF: Simplified Directional Facility.
• Similar to ILS, except course may be offset from the runway not more than 3°.
• Course may be wider than ILS, normally fixed at 6° or 12°.
• Usable off-course indications limited to 35° either side of the course centerline.
• May have GS.

10- Circling Approach (EEPP Ch. 2, Pg. 67)

• It’s considered a circling approach if it requires a turn of more than 30° from the FAC.
It’s also designated if the Final Approach Descent is greater than 400ft/NM.
• Circling MDA only offers 300’ of obstacle clearance.
• Direction of turns: All turns must be made to the left, unless approved signals indicate
turns should be made to the right.

Approach Category Radius (NM)

A 1.3
B 1.5
C 1.7
D 2.3
E 4.5

11- Side-Step Maneuvers (EEPP Ch. 2, Pg. 80)

• ATC may authorize a non-precision approach which serves either one of parallel
runways that are separated by 1,200 feet or less followed by a straight-in approach
on the adjacent runway.
• Aircraft will be cleared for a specified non-precision approach, and landing on the
adjacent parallel runway.
• Pilots are expected to commence the side-step maneuver as soon as possible after
the runway or runway environment is in sight.

12- ATC Light Signals (EEPP Ch. 2, Pg. 83)

Color & Type Surface In-Flight

Steady GREEN Cleared for takeoff Cleared to land
Flashing GREEN Cleared to taxi Return for landing
Steady RED STOP Give way to other aircraft
Flashing RED Taxi clear of runway in use Airport unsafe – DO NOT LAND
Flashing WHITE Return to starting point N/A
Alternating
Exercise extreme caution Exercise extreme caution
RED & GREEN

13- VOR (EEPP Ch. 3, Pg. 91)

R/. VOR: Very High Frequency Omnidirectional Range.
Frequency Range: 108.0 – 117.95 MHz. Except 108.10 – 111.95 MHz (Reserved for Localizer).
OBS: Omni Bearing Selector
CDI: Course Deviation Indicator

VOR/DME/TACAN Standard Service Volumes

Terminal VOR 1,000 to 12,000 AGL 25 NM
Low-Altitude 1,000 to 18,000 AGL 40 NM
High-Altitude 1,000 to 14,500 AGL 40 NM
14,500 to 18,000 AGL 100 NM
18,000 to 45,000 AGL 130 NM
45,000 to 60,000 AGL 100 NM
 Angular Deviation:
• Full scale deflection = 10°
• Half-scale deflection = 5°

Distance Off-Course
• Approximately 200 feet per Nautical Mile
• 1 dot 30 miles out = 1NM off course
• 1 dot 60 miles out = 2NM off course

VOR Check
1. Required within 30 days for IFR flight:
a. VOT surface: ±4° (VOR Test Facility) Location and frequencies published in A/FD
should show 180° TO & 360° FROM.
b. Surface VOR checkpoint: ±4°
c. Airborne VOR checkpoint: ±6°
d. Dual VOR: 4° between each other.
2. DEPS – Date, Error, Place, and Signature.

14- Airspeed Limitations (EEPP Ch. 4, Pg. 108)

SPEED LIMITS
• Below 10,000’ 250 KIAS
• Class B 250 KIAS below 10,000’ (unrestricted above 10,000’)
• Beneath Class B 200 KIAS (or in VFR corridor through Class B)
• Procedure Turn 200 KIAS
• Class C or D (below 2,500 AGL within 4NM of airport) 200 KIAS (unless a higher speed is specifically approved by ATC)
• Class E or G Airport Traffic Pattern 200 KIAS (Recommended)
• Speed restrictions continue to apply with altitude changes while being vectored.
• An approach clearance cancels any previously assigned speed.
• Speed adjustments should not be assigned inside the final approach fix (FAF) on final or 5
miles from the runway, whichever is closer to the runway.
• “Maintain maximum (or best) forward speed” – means – “maximum best or forward ‘LEGAL’
speed”.
• 250 KIAS below 10,000’ does NOT apply to aircraft operating beyond 12NM from the
coastline of the U.S.A.

15- Maximum Holding Pattern Speeds (EEPP Ch. 4, Pg. 109)

Maximum Holding Pattern Speeds

ALTITUDE (MSL) AIRSPEED (KIAS)
6,000’ and below 200 KIAS
6,001’ – 14,000’ 230 KIAS
14,001 and above 265 KIAS
Note: A maximum holding speed other than standard may be
depicted either inside or just outside the charted racetrack symbol.

16- V-speeds (EEPP Ch. 4, Pg. 112-113)

• V1: Takeoff decision speed. MAXIMUM speed at which the pilot must take the first action to
abort the takeoff and stop within the ASDA, or MINIMUM speed at which the pilot can continue
the takeoff, after engine failure, and accelerate to V2.
• V2: Takeoff safety speed for jets, turboprops or Transport category aircraft – Best climb gradient
speed. Assuming engine loss at V1, this speed will guarantee crossing the threshold at 35’.
• VMO/MMO: Maximum Operating limit speed – turboprop or jet - VMO is IAS in knots and is mainly a
structural limitation that’s the effective speed limit at LOWER altitudes.
MMO is a percentage of Mach, which is the “barber pole”, and is the effective speed limit at
HIGHER altitudes.
17- Flight Regimes (EEPP Ch. 4, Pg. 116)

FLIGHT REGIMES
Subsonic Below 0.75 Mach
Transonic 0.75 to 1.20 Mach
Supersonic 1.20 to 5.00 Mach
Hypersonic Above 5.00 Mach

18- Transponder requirements and Common codes (EEPP Ch. 4, Pg. 127)
R/. Transponder required at or above 10,000’ MSL. (Excluding airspace below 2,500’).
• Required in all Class A, B, C airspace and Class D below Class B.
• Required within 30NM of the center of all Class B from surface to 10,000’ MSL.
• Required within and above all Class C airspace up to 10,000’ MSL.
• Required within 10NM of certain designated airports.
• Required by all aircraft flying into, within, or across the contiguous U.S. ADIZ.
• Shall be operated at all times in all CONTROLLED airspace.
• Should be turned “ON”, including Mode C prior to movement on the airport surface.

Transponder Codes
VFR 1200
Emergency 7700
Lost Comms 7600
Hijack 7500
Military Interceptor 7777

19- MEA Gap, MEA, MOCA, MAA, MCA, MRA, OROCA (EEPP Ch. 4, Pg. 128)
R/.
• MEA Gap: “Gap” in signal coverage due to weak navigational signal.
• MEA: Minimum Enroute Altitude – assures navigational signal along route. Obstacle
clearance 1,000’ over flat terrain, 2,000’ over mountainous terrain.
• MOCA: Minimum Obstacle Clearance Altitude – Guarantees obstacle clearance along the
route, and navigational signal when within 22NM of a navaid.
• MAA: Maximum Authorized Altitude.
• MCA: Minimum Crossing Altitude – Altitude you must be at before crossing a navaid or
intersection.
• MRA: Minimum Reception Altitude – Minimum altitude at which off-airway navigational
information can be received.
• OROCA: Off-Route Obstacle Clearance Altitude – Provides 1,000’ obstacle clearance in
non-mountainous areas or 2,000’ in mountainous areas within the U.S. May not provide
signal coverage from ground-based navaids, ATC radar, or communications coverage.

20- MVA, MSA (EEPP Ch. 4, Pg. 129)

R/. MVA: Minimum Vectoring Altitude – The lowest altitude at which an IFR aircraft will be
vectored by a radar controller except for radar approaches (PAR).
• Only the controller knows the MVA for the area.
• Meets IFR obstacle clearance criteria.

MSA: Minimum Safe/Sector Altitude (on approach charts) – MSA’s provide 1,000’ clearance over
all obstructions but not necessarily acceptable navigation signal coverage. Usually within 25NM,
unless specified.
21- RVSM (EEPP Ch. 4, Pg. 133)
R/. RVSM: Required Vertical Separation Minimums
• A reduction in vertical space separation between FL290 & FL410.
• Provides 6 additional flight levels.
• Requirements:
o An approved aircraft with dual digital air data computers, an approved autopilot
capable of holding altitude to precise tolerances, and an altitude alert system that
signals an alert when the altitude displayed deviates from the selected altitude.

22- Oxygen altitudes (EEPP Ch. 4, Pg. 139)

Part 91 Unpressurized aircraft:
• 12,500’ – 14,000’ flight crew after 30 minutes.
• 14,000’ – 15,000’ flight crew must use oxygen all the time.
• Above 15,000’ ALL OCCUPANTS must use oxygen the entire time.

Part 91 Pressurized aircraft:

• Above FL250 – A 10 minute supply of oxygen must be available for each occupant in the
even a descent is needed after a de-pressurization.
• Above FL350 - At least one pilot at the controls must be wearing an oxygen mask at all
times unless equipped with quick-donning masks.
• Above FL350 – When only one pilot is seated at the controls he must wear the mask at all
times even with quick-donning masks.
• Above FL410 – One pilot must wear the mask at all times even with quick-donning masks.

23- Mach number, Critical Mach, Superstall, Mach Tuck, Coffin Corner (EEPP Ch. 4, Pg. 144)
R/.
• Mach number: Ratio of true airspeed (TAS) to the speed of sound.
• Critical Mach: Airflow over portions of the wing or fuselage, that reach the speed of sound
before the aircraft itself does, signaled by the onset of “Mach Buffet”.
• Superstall: Some aircraft may enter a stall so deep recovery is not possible. This occurs
after elevator control loss due to a high pitch angle after a stall or secondary stall.
• Mach Tuck: A pitch down moment as the aircraft passes its Critical Mach number (Mcrit).
It’s a form of longitudinal instability that occurs when the center of pressure moves aft of
the center of gravity, which induces the aircraft’s nose down.
• Coffin Corner: This occurs at an aircraft’s absolute ceiling, where the speeds at which
Mach buffet and pre-stall buffet are coincidental.

24- Flameout (EEPP Ch. 4, Pg. 149)

R/. Flameout: When the flame in a turbine is extinguished.

25- Balanced Field Length, Stopway, Clearway (EEPP Ch. 4, Pg. 155)
• Balanced Field Length: The runway length (or runway plus clearway and/or stopway)
where the engine-out accelerate-go distance equals the accelerate-stop distance.
o If engine loss occurs before V1 – STOP on the remaining runway and/or
clearway/stopway.
o If engine loss occurs after V1 – continue the TAKEOFF and cross the threshold at
35’ AGL (on a dry runway). Wet runway 15’ AGL.
• Stopway: An area beyond the takeoff runway, at least as wide as the runway and centered
upon the extended centerline of the runway, able to support the airplane during an aborted
takeoff, without causing structural damage to the airplane, and designated by the airport
authorities for use in decelerating the airplane during an aborted takeoff.
• Clearway: For turbine-engine powered airplanes, it’s an area beyond the runway, not less
than 500’ wide, centrally located about the extended centerline of the runway and under
control of the airport authorities.
26- ASDA, LDA, TORA, TODA (EEPP Ch. 4, Pg. 158)
• ASDA: Accelerate-Stop Distance Available – Runway plus stopway length declared
available and suitable for acceleration and deceleration of an airplane aborting a takeoff.
• LDA: Landing Distance Available – The runway length declared available and suitable for a
landing airplane.
• TORA: Take-Off Run Available – The usable length of runway available for takeoff.
• TODA: Take-Off Distance Available – Runway length that includes the clearway and will
always be equal to or greater than TORA.

27- Winglets (EEPP Ch. 4, Pg. 162)

R/. Winglets restrict airflow around the wing tips, therefore improving lift, fuel economy, and
aircraft performance, especially at high altitudes.

28- Flight attendant requirements (EEPP Ch. 8, Pg. 308)

• 20-50 passengers: ONE flight attendant
• 51-100 passengers: TWO flight attendants
• 101-150 passengers: THREE flight attendants
• Aircraft with seating capacity of more than 100 passengers – TWO flight attendants PLUS
ONE ADDITIONAL flight attendant for each unit (or part of a unit) of 50 passenger seats
above a seating capacity of 100 passengers.

29- Hydroplaning (EEPP Ch. 10, Pg. 372)

R/. Hydroplaning occurs when there’s a film of water on the runway. The combination of speed
and water forms a wedge of water beneath the tire. This wedge lifts the tire away from the surface.
There are 3 types of hydroplaning:
• DYNAMIC – Occurs when there’s standing water on the runway at least 1/10th of an
inch. This lifts the tire and can result in loss of brake effectiveness.
• VISCOUS – Associated with a thin film of water and relatively low tire speeds.
Anything more than gentle braking could lock the wheels. Requires a very smooth
surface.
• REVERTED RUBBER – requires a prolonged locked wheel skid and a wet runway
surface. The reverted rubber acts as a seal between the tire and the runway, and
delays water exit from the tire area. The water heats and is converted to steam. The
steam supports the tire, lifting it off the runway.