FOR PILOTS REFRESHMENT
blackwolfcapt@gmail.com
Air Space Area
Lateral limit – ON Charts ![]()
Upper Space ( UTA )
Vertical limit Upper - Unlimited
Lower - FL.250
Upper way
Wide – 43NM ,Narrowing
216NM, before radio fix , becoming 21,5 nm over
between two radio fix of 108 NM will be 21,5 NM wide all the way
RNAV routes only in upper air space w/ upper airways wide sizes
Lower
space (CTA ;TMA and ATZ,)
throttles on
Vertical limit Upper – FL 245 including
Lower – Ground or water
Lower way
Wide – 16NM narrowing 54NM before radio fix , becoming 8NM
over
between two radio fix of 54 NM will be 11 NM wide all the time
Vertical limit Upper – FL 245 Including
Lower – 500 FT Below minimum FL on
ERC;
Fly information region .
Vertical limit Upper - Unlimited
Lower - Water or ground
Pilots shall maintain a straight fly between
fix, despite the way wide above!
Air Traffic Services (ATS) Will be provided by ACC;
(CTA); APP ( TMA ) or TWR ( ATZ )
Traffic separation; Flight information; Alert
Essential Traffic - Shall contain Flight direction; Aircraft type; Level, etc
Conditioned Air space
Prohibit Areas Danger Area Restrict Area
SBP 512 Brazil Prohibit Area - 5 Comar - 12 Space
Pilots is responsible for:
A)
Negligence -Not taking
enough care w/ knowledge
B)
Impudence -Disrespect
to rules and safety
C)
Unskilled -Lack of
skills
Legislation
A) Interdiction - Techniques Irregularity
B) Detention - Criminal Intention
Landing on irregular
airport; Rules and agreements
Violations
Ats
Times will be - Universal time coordinate of 24 HS 00:00 Gmt HS
Air Traffic Control figure out the fases (When)
INCERFA
No communication within 30 min, Time estimated to arrive or a communicate a
position!
ALERFA after inserfa fase or aircraft not land in 5 min when cleared; or aircraft operation condition is abnormal but not critical; Highjaking
interference
DETRESFA After alerfa , Aircraft is supposed to be in danger; Fuel not enough for landing !
If Destination, Has not ATC Services, The responsibility is the owner !
Signals
from tower
Color type people / vehicles aircraft ground aircraft flying
Green steady clear cross clear TO clear land
Red steady maintain pos maintain pos give way
Red flashing keep away keep away do not land
White flashing return return land
Pyrotechnic Red Despite if cleared -
not land
Visual
Flight Rules
The Pilot shall provide his own separation
Vfr flights will be performed only when the following rules can be complied
with, simultaneously and continuously:
a) maintain on conditions of flight visibility equal to or above 5 Km; 8 Km
above FL 100
b) maintain a distance not less than 1500 meters horizontally and 1000 ft
vertically from clouds or any other meteorological formation of equivalent
opacity;
c) maintain reference with the ground or water, without permitting any
meteorological formation below flight level to obstruct more than half of de
pilot’s vision reference;
d) fly below flight level 150; and
e) fly below 380 Kt airspeed. [ above FL 100 ] 250 Kt [ below FL 100 ]
To perform a
special Vfr flight, the nation procedure requires the aircraft to
maintain two-way communication with the appropriate control units, and
meteorological conditions at departure and destination aerodromes must have
ceiling not below 1000 feet and visibility not below 3000 meters.
To perform a Night Vfr flight
The pilot must have the Ifr license; so that the aircraft be certify to fly Ifr
The airports must be certified (Runway Edge Lights System - Rels) so as the
alternate; rotating light; wind direction illuminated or have an ATC in
operation
When flying inside of - ATZ ; CTR or TMA, or - Whit in radius of 27 NM
from the Dep Airport.
Traffic Pattern is left
turns Down wind leg - 1000 ft For small and lights aircraft
1500 ft for heavy
aircrafts
Instruments Flights rules
Vfr to Ifr - Requirement.
Phone msg ["..."] rq Ifr flight
plan wp 1230 awy arr wp 1340 alt wp endurance 0300hs
Pilots responsibility to find out the minimum level to fly off airways
Higher altitude taking 16 nm to each side of the route add higher Qne
correction ; add 1000 ft and take the flight level immediately above.
NOTE Over Mountains regions add 2000 ft.
Vfr + 500ft
Separations
The ACC shall provide vertical and horizontal separations .
The vertical separation is obtained when the flights flying on theirs planned
flight levels
The IFR minimum vertical separation is 1000 ft below FL 290; 2000 ft above FL
290 up to FL 450; 4000 ft above FL 450. Separation of 1000 ft for FL between
290 and 450 in RVSM space [reducer vertical separation]
Minimum longitudinal separation shall be:
30 minutes between aircraft flying over the Atlantic Ocean, provided that;
The minimum longitudinal separation is 20 minutes, associated with the Mach
number technique application
Aircraft with a transponder equipment working, when flying shall maintain it in
action during all the time of the flight, being within radar coverage airspace
and shall select their equipments on Mode 3/A as follows:
a) code 2000 – before receiving ATC unit instructions:
b) code 7500 – under unlawful interference:
c) code 7600 – with communications failure; and
d) code 7700 – in emergency [ mode C ]
When the aircraft is equipped with Altitude Alert, the pilot shall maintain it
constantly in action .
A minimum Horizontal
Radar separation will be of 5 nm. On terminal areas may be of 3 nm
Speed adjusts - Expect the pilots keep up the requested speed , within more or
less 10 kts
Maximum speed in aerodrome traffic to intercept the final approach is 180 kts
Maximum of 250 kts in TMA / CTR areas but may be increased above FL 100 in
accordance with Approach
Control
Convergences - Aircraft Lights
Any Aircraft which has another on its right shall give way so as to keep
well clear.
Aircrafts facing each other , both shall turn right immediately.
The pilot shall read back the whole of all texts of clearances or instructions,
received from the Atc units, such as the mentioned below: - Clearance to enter a
runway in use; - Clearance to land; Clearance to take off; - Clearance to cross
a runway in use; - Clearance to return by the runway in use;
Conditional
clearance - Flight level or altitude clearance; - Heading and speed
instructions; -Altimeter setting instructions; - and SSR codes instructions
An aircraft under radar vectoring or surveillance is exempted from reporting:
a) the compulsory reporting points;
b) when it reaches or leaves a holding fix; and
a) when it enters a new phase or leg or a departure procedure.
NOTE: The aircraft must report again when it is informed that radar contact has
been lost or the radar service has been closed.
Frequency Air – Air 130.55
Lost [Atc] communication
On visual conditions - Land on nearest suitable airport and inform Atc.
On instrument conditions - Follow the Flight Plan ; Adjust the flight to
arrive on time at destination; Make the approach and land within 30 min after
estimating Arr!
Aircraft over flying airports without Atc in lower airspace shall maintain
attention ( 27 nm of radius ) for coordination.
Crossing Airways or Advisory Routes
Upper Airspace [ FL 250 or above ]
Aircraft flying off airway within the upper airspace, approaching airway or
advisory route crossing points which are unable to maintain two-way radio voice
communication with the appropriate traffic control in order to receiver a
crossing clearance shall climb in route so as to reach and maintain 500 ft
above cruising level, when flight level is below 290 and 1000 ft when flight
level is 290 or above and maintain this level from a position 32,5NM before
to 32,5NM after the crossing points and then return to the cruising level.
Lower Airspace [Up to FL 245]
Aircraft flying off airway within the lower airspace, approaching airway or
advisory route crossing points which are unable to maintain two-way radio voice
communication with the appropriate air traffic control in order to receive a
crossing clearance shall climb in route so as to reach and maintain 500 feet
above cruising level from a position 13,5NM before to 13,5NM after the crossing
points and then return to the cruising level.
Emergency Alerts
Always in trouble , the pilot must advise the Atc .
Possibility of disaster Pan , Pan; Ident ; problem ; intention
Disaster Unavoidable Mayday, Mayday; Ident ; problem ; intention
Note: International silence periods are observed from 15 to 18 and 45 to 48
minutes past the hour. Distress calls when transmitted on emergency frequencies
[121.50] will therefore have a better chance of being intercepted during these
periods.
A Pilot at
the scene of a disaster or intercepting a distress call message, must report to
the Atc the following information; type of the craft in distress identification
and condition; its position, expressed in geographical coordinates; number of
persons; apparent physical condition of survivors; act as instructed by
Rescue Coordination Center if possible
Reporting of Air Traffic Incidents
“Air traffic incident” is used to mean a serious occurrence involving air
traffic such as: - near collision; a collision risk
Endurance – shall be enough for:
Ifr flight endurance Regular Airline aircraft, in any flight, and in
international flights
-flying to destination , more 10% of the time
-flying the farthest alternate, and flying 30 minutes more at holding speed
(maximum endurance) at 1500 feet above the alternate aerodrome elevation under
standard temperature conditions
Domestic flight
-flying to destination aerodrome - proceeding to the farthest aerodrome;
-and flying more 45 minutes at cruising speed
Vfr flight endurance
-flying to destination aerodrome; - proceeding to the farthest alternate
-flying 45 minutes more, with normal cruising consumption
Local Vfr
-the flight time foreseen ; and then, flying 45 minutes mor
Reclearance Flight Plan - Departure without 10%
of trip fuel for the Total Plan , however with a Landing as Destination w/
Alternate on Reclearance Point obeying at Departure Ifr Rules, When at
Reclearance Point the Aircraft may have got enough fuel to finish the Flight
w/ 10% of the time.
Flight Plan
Vfr flights executed totally
within Atc; Ctr or Tma and those that do not go far beyond 27 NM from the
aerodrome of departure are classified as local flights. Such flights May fill
the flight reporting form.
For the stop flight, Less than 30 min on ground, the pilot, still in
flight, should submit the next flight plan to the Atc, such procedure does not
exempt the pilot from duty of filing the flight plan, after landing
For intermediate stop flights, Less than 40 min on ground, The
Pilot should file as many flight plan forms as the stops
Submit a flight plan on ground - Till 45 min to Dep
in flight - till 5 min before Fix
Phone ["..."] rq IFR flight plan wp 1230 airway arr wp 1340 alternate
wp endurance
0300hs
Flight plan void if not off by 45 min to take off or 5 min after cleared
Before Start Engines the Pilot should call Atc for Flight Plan Clearance and
Start up The Engines have to be Started in 5 min after that.
The Taxi out has to be initiated in 5 min after Start up Clearance
Inform Atc changes in flight plan if [position] more than 3 min or 5%
Aircraft category by Turbulence
stream Small --- Mtow below 7 000 kg
Light --- Mtow 7 000 kg to 136 000
kg
Heavy --- Mtow 136 000 kg or more
Position messages.
Over compulsory fix position on
charts. No longer than 30 min - On routes with no definition points and then
not lather than 1 h time; Boundaries areas or when meteorological conditions
is needed of Special AIREP !
air-reports
1 and such parts of Section 3 as are appropriate, are required from all aircraft
operating on international air routes, as follows:
(a)
whenever severe icing
or severe turbulence is encountered; or
(b) whenever moderate turbulence, hail or cumulonimbus clouds are encountered
during transonic or supersonic flight; or
(c) whenever other meteorological conditions such as the other phenomena
included under the definition of Sigmet information are encountered which in
the opinion of the pilot-in-command are likely to affect the safety or markedly
affect the efficiency, of other aircraft operations.
The term
“Sigmet information” refers to the following phenomena
At subsonic cruising levels:
Active thunderstorm are Severe icing Tropical
revolving storm Marked mountain waves
Severe line squall Widespread sandstorm / dust
storm Heavy hail Severe turbulence
At
transonic levels and supersonic cruising levels:
Moderate or severe turbulence Cumulonimbus clouds Hail
Section
1 Section 2
Air craft identification Estimated time of arrival
Position Endurance
Time Air temperature
Flight level or altitude Spot wind
Next position and time over Turbulence
Turbulence
. Despite the aircraft size .
Moderate – There may be
moderate changes in aircraft attitude and or altitude but the aircraft remains
in positive control at all times. Usually, small variations in air speed.
Difficulty in walking. Occupants feel strain against seat belts.
Loose objects move about.
Severe – Abrupt changes in
aircraft attitude and/or altitude; aircraft may be out of control for short
periods. Usually , large variations in air speed. Occupants are forced
violently against seat belts . Loose objects
are tossed about. V /v > 40 kts . When facing these situations , put auto system on proper module or fly
horizontal instruments attitude manual, and do not changes power, allow it to
go back and forth!
ICING
The following specification apply:
Moderate – change of heading and/or altitude may be considered desirable.
Severe – immediate change of heading and/or altitude is considered essential
Supplementary information
Meteorology conditions
for approach
ceiling
visibility
Cavok 5.000 FT / up 6 NM / up
Open 1.500 FT-5.000 FT 3 NM-6 NM
Operational
750 FT-1.500 FT
2 NM-3 NM
Marginal Minimum 750 FT Minimum-2 NM
Closed Below minimum Below minimum
USA
Meteo Report (Sample)
Sky-cover - Visibility-obstr - Temp - Wind - Altimeter - Obs
M 400 OVC (1) V 3 RAIN 86 E 10 29.80 thunderstorm
N/E
E BKN (.5) FOG
Low
visibility in progress [mean Cat II]
SCT (.25) HAZE
OVC (overcast) 8/8 sky cover BKN
4/8 SCT 2/8 [Few 1/8]
RVR 50
or 1 NM
RVR 24 or ½ NM
RVR 16 Means Visibility of 1.600 ft
Icao Tafs
BR - Bruma; FG - FOG; HZ - Haze; FU - Smoke
HI / LO
pressure in South hemisfere
[North hemisfere is the opposite]
Ice
Conditions -
A/I Use
Present Humidity; OAT less than 6º C; Visibility less than 1 nm[50] or
OAT minus Dew point < 2º C
Engines A/I must be ON, after engines have been started and stay ON for taxi
and TO and In flight, within present humidity, till maximum TAT of 10º C
Contínuos IGNITERS must be ON so as to turn them ON
When TAT between minus 10º AND 0º C Wings should be turned ON, after
engines A/I being ON, and in flight; after climb power; before flaps /
Slats retracted. In flight wings may be switched OFF after Flaps/Slats
retracted.
Do not use engines A/I in flight w/ temperatures below minus 15º TAT
In approach for Landing, it could be leaving ON for landing. The safety SW
will turn it off automatically, or in case of pull up for go around it will be
properly ON. Do not retract Flaps/Slats after land till visual check. For TO
on marginal runway with ice, consider V1 lean on VMC
Engines A/I will be automatically turned ON in case of loss Electric System in
flight. The same do not occurs for wing and antenna. Wing System are used
primarily as DE-ICE.
Terminal Areas - Holding
Aircraft should enter and fly, the holding patterns in speeds and times equal
or lower than the following: Level and altitude changes, in holding , must be
executed at a climb and descent rate within 500 and 1000 feet per minute
Standard Pattern [right turns] or Non Standard Pattern [left turns]
Parallel
entry ; Tear Drop or Direct
For the max time of 1 min holding pattern [60 “ - 36º]
Tear drop entry is 30º angle = 1’10”
Parallel entry = reverse in 50”
You may only shortly the time [track] never take longer!
Aircraft
should enter and fly , the holding patterns at speeds and times equal or lower
than the following:
Minimum hold level - Immediately
the next higher than transition level .
Altimeter
setting
Departure - Altitude will be reported till altimeter adjusted to 1013 (Qne)
at crossing transition altitude Approach - Altimeter adjusted at transition level to local pressure (Qnh)
Aircraft category by approach speed [1.3 Vso. /MLDW]
A < 91 kts
B 91 kts / 120 kts
C 121 kts / 140 kts
D 141 kts / 165 kts
E > 166 kts
CRITERION
Procedure Clues for approaches
Arrival Time in 30 min RQ APP preparation [landing planning]
20 nm Slats at MMS / 6000 ft height
10 nm APP flaps ILS intercept put Gear down at G/S alive or 200 ft above OM
height
OM established ILS, G/A has to be prepared - HDG SEL / G/A altitude, set!
ILS Category I
Barometric Altimeters operations
Operational restrictions
DA not less than 200 ft and visibility 2400 ft [800 mts] ½ nm
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Localizer must work for approach
If glide slope out of service DA shall be the MDA for NDB / VOR to the same RWY
If notams notice: MM and NDB coupled , out of service. Then add 500mts to
visibility, and 100 ft to ceiling. No changes if, there is VASIS or ALS
[approach Landing System] in operation.
OM out of service - any other facility must be operated so as to help to
intercept the Localizer 3 to 5 nm
away from OM fix.
Cat I Procedure
For
marginal meteorology operations, the co-pilot perform the A/P approach, and at 100 ft to minimum,
the captain monitor outside and at
DA if the captain informs contact;
take over and accomplish the landing.
A L S - white
aligned; green transverse on threshold; then - [runway lights white] runway edge lights system;
might have red transverse at the end
ILS Category II
Radio Altimeter operations
Full ILS and all Facilities must work
DH not less than 100 ft and visibility of 1200 ft [400 mts] ¼ nm
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Cat II Procedure
Co-pilot watch FMC information on instruments and continue till after landing
Captain perform autopilot and 100 ft to minimum monitor outside watching lights
sequence; allowing the AP make the landing!
A L S - white
aligned; red transverse; green transverse on threshold; then - runway lights - white aligned
no matter the distance; then the last 3000 ft [2000
whites
and
reds; finaly 1000 of only red]
RELS - runway edge lights system
, same pattern RCLL
Attention - Aquaplaning
is 9 times the square root of tire pressure. Slippery is different!
Observe, auto land wind component limits - 25 kts lateral / 10 tail / 15 head
Speed add ½ of longitudinal component plus gust, but the add limit to Vref is
20 kts
Call Outs from PNF is primarily for abnormal situation, confirm any request
from PF
Never run over, no needs to be ahead, meaning, do not be as leader!
Non Precision approach may
follow up the profile of the precision approach procedure. Observe distance,
heights; same gradient. When flying visual on final, turn off the F/D system.
Wide Body
Aircrafts.
Back track. To make
the turning at the end of the runway , safety , the projection of Turn Center,
on ground, is in the middle of the inside wing. Therefore only the nose
wheel should go along the wide area, avoiding one main gear goes out of the
edge.
Maximum Taxi speed 25 kts; turning 10 kts [wet 5 kts]
Pull Up decision
for Wide Body - Aircraft w/
FMC; auto brake; auto speed brakes.
Pull up if at 500 ft up to 300 ft - lOC deviation > ½ dot or and G/S deviation >
1 dot.
threshold is the limit.
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Do not pull up after touchdown, observe speed brake deploy, reverses,
brakes. At last shut down engines
if necessitate.
Go Aaround
power pitch up of 15º [engine out 12 ½] ; APP Flaps; Gear up; climbing
till go around altitude
on approach flaps for below MLDW the pilot can reach the go around altitude directly.
Even though one
engine is missing. Above MLDW
[one eng lost] You have to make
a step climb at acceleration height for clean up for
best climb performance, following the
chart procedure.
Returns If necessary, the pilot might
land on overweight. The landing distance is always less than the
distance for same weight to take off - BW + MPL = ZFW; MLDW and MTOW.
These weights are for seeking limits in order to protect the long life of the
aircraft structure ,
due
to
airlines schedule flights. So, on emergency situation, focus survive, being on
the safe side! On fire do not make fuel dumping! If lose one engine of the two,
think as well as fire!
Planning TO, before start engines
Atis; Wx Rwy conditions; TO mode; Acceleration Height; Taxi from gate to the
HP;
Sid; Noise abatement; Msa; Transition Altitude; Procedure in case of return.
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Planning TO, in taxi out to the Hold Point
[on ice condition or] Heavy weight x Short runways - V1 must lean on VMC
Left hand TO with flaps___, I will apply initial power w/ auto throttle on . Power
will be confirmed by 80 kts Any malfunction before 80 kts, we can abort for any reason, after and up to V1
only if one engine failure, confirmed by two parameters, or acceleration
interrupted, then I will call "Abort" and carry out the action ,
applying maximum brakes, closing throttles, full reverses. ___ monitor spoilers deploy
and reverses After V1 w/ gear up but not less than 400 ft I will call for
appropriated actions!
If TO is performed by co-pilot as soon the plane pass through 80 kts the
"abort" must be accomplish by captain!
[Average] TO
pitch up 17 ½; if lose one engine, immediately
down
to 12 ½.
IFR Take Off
minimum, in terms of ceiling and visibility, are the same as those prescribed
for landing contained in IAL Charts for the active runway. Take off, under conditions below minimum,
consider an alternate
take off aerodrome. be aware if one engine is lost, aircraft must be able to accomplish
the climb rate on SID, and reach the lower IFR level in order to proceed !
Initially, after
take off, stop climbing at altitude restriction, always! Do not
rush!
Noise Abatement
1500 ft climb thrust; 3000 ft V/S 1000 ft flaps /Slats on schedule.
Segments
First L off - Gear up
Second Gear up - 400 ft [Eng Loss ID /Procedure]
Third 400 ft - Flaps / Slats retract
Fourth 0o retract - 1500 ft
TRIGONOMETRY
Trigonometric
approach,
aircraft
meteorology radars utilize references lines of 30º; 45º and 60º making easy to
imagine the lateral distance to fly on off set route, so as to avoid heavy
clouds ahead.
As a general rule of
thumb,
taking a
distan![]()
ce
upon a point on reference line
either 30º right or
left,
the lateral distance for fly on off set route is 0.5 [50%]
of that distance, so you
may ask
ATC to fly ... miles on the right or left and
remain well for…. nm ahead [which is the complement .9]
Lines
angles of
45º
is [.7] 70% for both distances
On
final approach,
the wind direction and its velocity (given) as a final result vector make with the runway an
angle that
one can determine
two components.
Quick lateral wind [velocity] component value for
angles
of
30º is
[.5];
45º is [.7];
60º is [.9]
For example -
angles among
30º and
45º the maximum lateral component is 70% of the original wind velocity - suppose
an original wind velocity of 20 kts
then the maximum lateral wind velocity component is around 14 kts - so practice and
make
landing in confidence.
Speeches
Emergency - we have got a problem with our …. So we are returning and I hope this
will be a normal landing [or], however for safety reason we are taking all
precautions. I have asked the flight attendants to be prepared for a possible
emergency landing. The crew members have been trained to handle these
situations, so, please pay attention and follow theirs instructions. We are
expecting to land in …. Min.
On ground
- good …
ladies and gentlemen this the captain. we are delayed due to …..but we do not
expect it will be more than … thank You.
In flight - good … Ladies and Gentlemen this the captain. We would like to
welcome you aboard our flight … [and apologize for the delay at departure] our
[aircraft] is cruising at an altitude of about … speed of … nm [mach no]. Now
we are flying above … passing on the right or left of … we expect to land at ….
in about … the weather is ….and temperature ….
On behalf of [cia
] we wish you ….
C. Vitae C
A F Jr 
Rj - Brazil
Fone +55 22 78343354
cyro@aviaomotoskill.com
Personal
Data
Date and
Place of Birth - may 12, 1942 -
Brazil
Male; White; Height
[1,78 m] 5 ft 9 inch
Education Hi School
Airline Transport Pilot License
Medical First Class File
Experience & Courses
English read / write and Speak
Average
Flight Hours, total of more than 34
500
Hs, from 1962 to 2002. more
than 32
000 Hs as Captain on Routes of:
- North and
South Americas; Europe; North Atlantic; Middle East; Africa and Far East
[Asia].
In Charge at initial Etops
flights
w/Auto-land
Cat
II operations of B767, Extended Range Aircrafts;
MD11;
DC-10. And: - B737; B727;
L188; C440; DC3
Inertial Fms
[Fmc] / Efis
International ATPR
Celestial
Navigator
Cockpit Resource
Management.
Simulator Instructor and Routes.
Brazilian
airman
check
ride
