EZY flashcard feedback.txt

Airborne Volcanic object Identifier and Detector

It uses infrared technology to create a real time map of the ash particles in the atmosphere.

eight.

36 grammes

up to 2%

Parasite and Induced drag

Induced drag is the result of lift. Wingtip vortices modify up wash and downwash in the vicinity of the wing which produces a rearward component to the lift vector known as induced drag. The lower the IAS, the higher the AOA � the stronger the vortices, the greater the induced drag. Factors that affect induced drag are; the size of the lift force, the speed of the aircraft, the aspect ratio of the wing.

Parasite drag is independent of lift generation and is subdivided into: Skin friction drag, Form (pressure) drag, Interference drag. Parasite drag varies directly with the square of the IAS. Factors affecting parasite drag are: IAS, Configuration and Airframe contamination. Parasite drag varies directly in proportion to the frontal area presented to the airflow (flaps, gear etc..). Contamination by ice, snow, mud or slush will increase the parasite drag coefficient.

• - To provide a balancing force for large CG ranges (due to fuel consumption)
• - To provide a balancing force for a large speed range
• - To minimise the drag, since the aerofoil is more streamlined
• - To cope with large trim changes as a result of position changes to the wing leading and trailing edge high lift devices.
• - Trimming does not reduce the range of pitch control, as the elevator is approximately neutral when the aircraft is trimmed.

To increase Mcrit.

Mcrit depends on the airspeed vector perpendicular tot he leading edge. Because sweep shortens this vector, the airspeed can be raised before reaching Mcrit.

• Advantages:
• High Mach cruise speeds
• Stability in turbulence
• Disadvantages:
• Poor lift qualities
• Higher stall speeds
• Speed instability below Vmd
• A wingtip stalling tendency

A pitch up moment when adding thrust, delaying wing flutter to a higher speed, Pylons can acts as fences to minimise spanwise flow at high angles of attack.

At high angles of attack the airflow over the wing, influenced by pod mounted engines, can acts as a fence, thereby reducing spanwise flow.

A slat is a auxiliary aerofoil attached to the leading edge of the wing. Leading edge slats increase the wing�s chamber area and Mean Aerodynamic Chord (MAC), thereby increasing it�s lift coefficient and reduce the stall speed. When deployed, the slat forms a slot which allows the passage of air from the high pressure region below the wing to the low pressure region above. Additional kinetic energy is added to the airflow. It reenergizes the boundary layer and thereby delaying boundary layer separation to a much higher AOA.

Dutch roll is an oscillatory instability associated with swept wing jets. It is a combination of yawing and rolling. When a yaw is induced the strong dihedral effect will role the aircraft due to the lift increase on the wing into wind. The increased induced drag on the rising wing will yaw the aircraft in the opposite direction, reversing the coupled oscillation.

The yaw damper is a device to counter Dutch Roll and coordinate turns. This automatically displaces the rudder proportional to the rate of yaw to damp out the oscillations.

Vmca is the CAS, at which, directional control can be maintained in the air with the critical engine inoperative, with a maximum angle of bank of not more than 5 degrees.

Vmcg is the CAS during the rake off run at which it is possible to maintain directional control on the ground, in the event of a failure of the critical engine, without the use of nose wheel steering (primary aerodynamic controls alone) to enable the take off to be safely continued using normal piloting skills.

• Mcrit is the free stream mach number at which the local velocity first reaches Mach 1 (sonic). (Usually the point with thickest chamber).
• At speeds, faster than Mcrit:
• - Increase in drag (because of airflow separation)
• - Initial Mach buffer (caused by the shock waves on the upper surface of the wing)
• - A nose down change in attitude (mach tuck)

• Mach tuck is the nose down pitching moment an aircraft experiences as it passes its critical Mach number (Mcrit). It is cause by the rearward movement of the center of pressure.
• Mach tuck is prevented by a Mach trimmer. This is a device that corrects for Mach tuck by sensing the aircraft�s speed and signalling a proportional upward movement of the elevator or variable incidence stabilizer to maintain the aircraft�s pitch attitude.

A vortex generator is a small aerofoil which creates a vortex at its tip. This induces high energy air from the free stream flow to mix with the boundary layer.

They are used to prevent span wise flow (delay flow separation), and to maximize effectiveness of control surfaces (such as ailerons)

Other than the wing they might be used on the engines to redirect the airflow on the downside of the wing (wing mounted engines) and APU inlet.

Because the inlet requires high density air and of a slower velocity. Vortex generators disturb the airflow, generating a denser and of a slower velocity airflow.

Pitch up moment, because the thrust line is below the CG

Flaps 40 will decrease the approach speed, and thereby decrease the landing run. Also better visibility because of lower attitude.

• 1. To provide bleed air for auxiliary systems
• 2. To regulate the correct airflow pressures between different engine sections.

During inflight restarting of an engine and on the ground when APU is not available. Extra precautions must be taken care of with a crossbleed air start on the ground, because the required rpm on the running engine must be higher than idle.

• � Pressurisation
• � Air conditioning
• � Engine and airframe anti icing
• � Engine start

Bleed air is used to supply pressurized air to the potable water system. The pressurized air moves the potable water tank to the galleys and lavatories. The pressure for the potable water system is between 25psi and 28psi.

By forcing incoming/ take in air into a tube, where the air is compressed, mixed with fuel, burned and exhausted at high speed to generate thrust.

Most components remain the same in a turbofan and turbojet engine, but the turbofan engine introduces a fan section in front of the compressors. This fan is also turbine driven but it�s primary purpose is to force a large volume of air through outer ducts that go around the engine core. This large mass of air that is accelerated by the fan produces a significant thrust without burning any additional fuel.

A jet engine is an engine which has no rotating parts, but works on ram air. It is therefore not suitable for aircraft since it cannot generate thrust at low speeds. A gas turbine engine incorporates compressors, driven by turbines.

• By 3 ways:
• 1. Convection cooling; by passing cooling air through passages internal to the blade
• 2. Film cooling; by pumping cool air out of the blade through small holes. The air creates a thin layer on the blade of cool air protecting it to the high temperatures.
• 3. Transpiration cooling; It creates a thin film of cooling air on the blade by leaking through a porous shell

by passing cooling air through passages internal to the blade.

by pumping cool air out of the blade through small holes. The air creates a thin layer on the blade of cool air protecting it to the high temperatures.

It creates a thin film of cooling air on the blade by leaking through a porous shell.

Fuel efficient, improves propulsive efficiency and quieter

The bypass air

• Pressurisation (cabin, pneumatic devices, wayer system)
• Air conditioning
• Engine and airframe anti icing (engine intakes, slats 3,4,5)
• Engine start

To prevent pump cavitation

A six cylinder, horizontally opposed, direct driven, Fuel injected, Air cooled, turbocharged, wet sump oil system, 200 Rated HP

• - Intake efficiency is rarely compromised by interference flows
• - The engines provide bending relief, thus reducing wing structure weight
• - At high incidence the pylons tend to act in a way similar to fences by controlling span wise flow
• - Good engine accessibility
• - Unless the engines are mounted well inboard the asymmetric yawing moment following failure is high, so this demands good rudder control
• - Roll freedom on the ground is limited.
• - A low thrust line can have an adverse effect on longitudinal control
• - Low mounted engines encourage ingestion from the runway surface. (FOD damage)

• Anti icing: Windscreen defroster
• Heated lift detectors
• Heated pitot head
• De icing: Pneumatic de-icing boots on the wing, tailplane, fin
• Windscreen de-icing fluid spray
• Electro thermal propeller pads

• The ice and rain protection system lets the aircraft operate normally in ice conditions or heavy rain. Ice protection is given by the use of hot air, or electrical power, to make the necessary areas of the aircraft hot.
• The areas that hot air supplies are:
• - The leading edge of the slats 3,4 and 5 on each wing
• - The engine air intakes
• The engine bleed air system supplies the hot air to the anti-ice system.
• The items with electrical heaters are:
• - Cockpit windshield and side windows
• - The Total Air Temperature (TAT) probe
• - Angle of attack probes
• - The pitot and static probes
• - The waste water drain masts
• Rain is removed from the windshield with windshield wipers.

VOR, DME, ADF, ILS, GPS

• Cruise speed: 140 kts
• Useable fuel: 93 us gal (standard) 123 (additional tanks)
• Range: 630 nm (standard) 840 nm (additional tanks)
• endurance: 4,5 hrs (standard) 6 hrs (additional tanks)

• Advantages: Flight envelope protection
• Lighter
• Easier maintenance
• Disadvantages Computers

10 minutes.

• Fowlerflaps (it moves rearward and then down)
• It increases the wing area and then the camber and may be slotted. The change in pitch moment is usually greater because of the rearward extension of the chord.

The A320 is fly by wire.

No

• H-H 4 -
• H-M 5 2
• H-L 6 3
• M-H 3 -
• M-M 3 -
• M-L 5 3
• * n.b. aircraft with same wake cat. 1 minute seperation

3 nm

4 nm

5 nm/ 2 minutes

6 nm/ 3 minutes

3 nm

5 nm/ 3 minutes

It is the reduction of the standard vertical separation minima of 2000 ft between FL290 and FL410 to 1000 feet.

7500

7700

7600

• The calculated distance required to accelerate to Vr, and to climb to the screen height, factored by 15%
• Hoogte/1000 x 3 +1 nm per 10kts

request delaying track miles, request the amount of track miles needed, use speed brake in the descent, add additional drag (use gear or flaps).

To bring the aircraft into position for landing on a runway not suitably located for a straight in approach.

• 1st: Begins at 35� over the runway (screen height) to the point where the gear is fully retracted. Positive climb gradient
• 2nd: Begins at gear up and terminates at minimum flap retraction altitude. Climb gradient 2,4% (could be at 400� depending on procedures)
• 3rd : Starts at flap retraction and ends with flaps retracted. Climb gradient: 1,2%
• 4th : Starts with enroute configuration reached, ends at 1500 ft over runway elevation. Climb gradient 1,2%

• 1. Developing stage; Updrafts move air aloft, allowing condensation to take place throughout the ascent of the convective currents
• 2. Mature stage; The most hazardous stage of a thunderstorm. The dangers include; torrential rain, hail, severe turbulence, severe icing, winds hear, microburst�s, lightning. Downdraughts and up draughts.
• 3. Decaying stage; The final stage of a TS. Still winds hear danger.

No more continuous rain, but sporadic showers, sometimes as virga due to a temperature inversion beneath the cloud base, which can cause a marked windshear.

Dew point is the temperature at which a parcel of air becomes saturated. It�s capacity to hold water vapour is equal to that which it is actually holding. It�s relative humidity is 100%.

Virga is rain that falls from the base of a cloud and evaporates at a lower altitude in drier warmer air before it reaches the ground. This is a sign of a temperature inversion, which in turn is an indication of possible windshear.

a severe downdraft, or a vertical wind, emanating from the base of a mature CB.

• BR = mist
• GR = Hail
• FU = Fumes

• SALR DALR ELR
• ELR is the rate of temperature change with height of the surrounding atmosphere. The ISA assumes an ELR of 2C per 1000ft of height/ altitude gained. The actual ELR may differ greatly from this; in fact it can be zero (isothermal layer) or negative (inversion).
• DALR is the adiabatic temperature change for unsaturated air as it rises. Unsaturated air is known as dry air and it�s change in temperature is a rather regular drop of 3C per 1000ft height/ altitude gained.
• SALR is the adiabatic change in temperature for saturated air, as it rises. The SALR commences at a height where a parcel of air�s temperature is reduced to its dew point temperature, 100% relative humidity, and its water starts to condense out to form cloud. Above this height, the now saturated air will continue to cool as it rises, but because it releases latent heat as the water vapour condenses to a liquid form, i.e. clouds, its cooling rate is reduced to a rather regular drop of 1,5C per 1000ft height/ altitude gained.

• The fohn wind is a dry down-slope wind that occurs on the lee side (downwind) of a mountain range. It can be seen in the Alps.
• Air is cooled as it is forced to rise over high ground, first at the DALR and then, after the dewpoint level is reached, at the SALR. After the dewpoint clouds will be formed and moisture will be lost, in the form rain or dew.
• As the air descend over the far side of the hill, it has a lower water content and so the dewpoint level is higher. A longer period of warming at the DALR means that the air on the far (downwind) side of the hills is warmer and dryer than it was on the upwind side of the hill.
• The fohn effect can influence the wind direction and strength and in some cases even generate a wind that blows down the far/lee side of the hill.

Make sure the aircraft is under control, check for icing conditions, check for turbulence (wx radar), and if needed turn 180 degrees, check up to date information with ATC.

• 1. Visibility equal or greater than 10km
• 2. No clouds below 5000� or below the highest MSA, whichever is the greater, and no CB
• 3. No precipitation, thunderstorms, shallow fog or low drifting snow.
• N.B. It does not mean clear blue skies!

The fix or point on an instrument approach procedure where the final approach segment commences.

25 nm

MDA/ DA/ Half scale deflection/ Unstable at 1000�/ not properly configured/ checklist not done

• 1. Take only the fuel needed
• 2. Fly as much as possible at the optimum altitude
• 3. Request for shortcuts/ shorter routing
• 4. Careful planning
• 5. Not too early/ not too late start configuration (flaps, gear etc..)
• 6. Minimize the use of APU
• 7. Continuous descent approaches
• 8. Taxi on one engine

What is the airspeed and what is the approach speed? Alt/1000 x 3 + 1 mile every 10 kts.

Weight does not affect the glide angle because it is lift/ drag ratio that determines the glide angle, provided that the correct airspeed is flown. The only effect weight has is the time it takes to descent. So the heavier the weight, the higher the gliding airspeed, the faster the descent. So if two aircraft with the same L/D ratio, one heavier than the other are to start the descent on the same point, the heavier aircraft will reach it�s destination sooner than the lighter, but cover the same distance.

(wanted to hear cabin crew after ATC) (boeing SOP is fine) AVIATE, NAVIGATE, COMMUNICATE!

Switch on the autopilot if not switched on yet, to reduce workload, make sure the flightpath is under control, get a cabin crew member to strap the captain in his chair, so not to influence the flight controls, make a panpan medical call, check if a doctor is onboard, get the latest weather for any airfields in the vicinity and check for familiar airports, inform the cabin and company, divert

900 m total; 600m red/white 300m red.

• Strengths: - Punctual
• - Enthusiastic
• - Loyal
• Weaknesses: - Over enthusiastic
• - Too high demanding
• - Work too much

I am totally fine with that and actually enjoy working variable hours. I am currently working for KLM�s department of line maintenance and we are working in three shifts. I enjoy the evening and nightshifts because it gives you plenty of time to do some work at home and the day shifts start early, but end early as well, which gives you enough time to socialize.

I am a social, punctual and enthusiastic person who always tries to create a good atmosphere in a team and create a common goal.

I did look at other schools, but after careful consideration and advice from other pilots and students, I chose for EPST and OAA. This was mainly because of the good reputation of both schools, the good job placement records and the training abroad. This gave me the opportunity to fully concentrate on my training without the distractions of friends, family and my girlfriend. It also gave me the opportunity to improve my English.

Carolyn McCall

01 July 2010

Her first big achievement was that she sorted out the brand licensing deal with Stelios.

509

200

1900 pilots, 4300 cabin crew

London Gatwick, Milan Malpensa and London Luton

London Luton, Hanger 89

• easyJet flies mainly to primary airports.
• Pioneering sales and other business and efficient opportunities.
• Very familiar and distinctive style (livery, internet etc..)

Company culture � open, flat and informal structure.

By pioneering the use of internet, the nanotechnology coating and avoid radar, by mainly flying to primary airports instead of secondary.

I am prepared to take any base, but if I had to choose I�d say Gatwick, Miland or Madrid.

To make flying as affordable as a pair of jeans and available to everyone.

Safety, Teamwork, pioneering, passionate, integrity

By change of CofG and reduced thrust.

• By changing the C of G. The turning moment acts around the center of gravity. A forward center CofG will have a longer arm, and therefore, the vertical tailplane turning moment is greater for a given speed, and thus the aircraft can have a lower Vmcg/a.
• Turning moment = rudder to center of gravity arm x speed (Vmcg/a)
• So; CofG aft = higher Vmcg/a and CofG fwd lower Vmca/g

With reduced take of thrust (only Vmcg!). The rudder turning moment is used to oppose/ balance the assymetrical thrust yawing moment to maintain directional control. Therefore, by reducing thrust, any off center engine loss during the takeoff run has a reduced assymetrical thrust imbalance, which thereby reduces the yawing moment to maintain directional control. Because the magnitude of the tailplane turning moment is a product of airspeed, a lower (Vmcg) groundspeed maintains the aircraft�s directional control.

To minimise losses due to leakage across the turbine blade tips and reduce vibration.

single crystal casting

single crystal material forms as only one grain in the mould, eliminating corrosion and creating an extremely creep resistant blade.

Centrifugal force

the maximum temperature that the turbine can withstand.

by thermocouples

Inside the fixed nozzle guide vanes after the high or low pressure tubrine.

Ontslag SilvaScreen

demo's band

2Contact, tourmanagement SilvaScreen, bandjes

SilvaScreen voorbeeld; positieve feedback, enthousiasme, coaching, incentives

SilvaScreen voorbeeld

Praten, gedachtegang uitleggen, overleggen compromissen sluiten.

SilvaScreen Dick le Mair, Wel/niet/wel expeditie KLM

Carp voorbeeld, optreden met Kim-Lian

Liset voorbeeld Nijmeegse 4 daagse.

Ontslag bij 2Contact/ einde proefperiode

• Kim ophalen in La Chapelle en brengen naar Hilversum en terug
• Kim brengen naar Antwerpen 5 dagen achter elkaar.

Ben afscheids feestje

Afscheids feestje Ben

Test 1

Klm E&m

Opnemen in studio Liset

Jesse Spencer Goodyear

Opnemen Liset

Rolan nachtdienst

Kim ophalen in La Chapelle en brengen naar Hilversum en terug

MLC KLM E&M XMN MD11

Afscheids feestje Ben

Reputation, studieing abroad, good placement records.

• High: Night flight valley ralley.
• Low: Problems with instructor (no flying)

Opleiding, werken bij KLM, current blijven door oefenen EPST.

To check correct QNH setting on altimeter, To check if the correct lobe has been captured, to check if the altimeter is properly working

Aangestoken door neef, muziek industrie in gewerkt, toch piloot willen worden.

I want to be a pilot for a couple of reasons; the view, it�s a perfect mix between technical, commercial and social aspects, seeing the world, travelling.

I like to see the world passing by underneath you, I like the mix that flying brings between technical knowledge, commercial aspects and social aspects. It�s a great feeling to be very busy with flying the aircraft, checking weather, checking fuel status, making decisions, listening and talking to ATC, and be able to land the aircraft safely on the arrival aerodrome.

What attracts me the most to easyJet is the open, flat and informal company culture, I want to work for a company that is striving to find new ways to improve their business,improve safety and efficiency, the new aircraft, the route structur and the growth the airline is experiencing.

Mitch Eurosonic

SilvaScreen eerste jaar crisis.

It would have my preference not having to pay for the type training, but it is the reality today that most airlines are using these kind of programs to lower their training expenses. It also enables the company to filter out people who aren�t really motivated and dedicated to join the company. easyJet and it�s values and company policy really appeals to me, so if I did have to sponsor my own type training I wouldrather do that for easyJet than any other company.