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OPRAIRSPACE

                             summary topic FOR pilots REFRESHMENT  
                      
                              Air Space                     Lateral limit  – ON Charts             
 

          Upper  Space / UTA
    Upper airway    Vertical limit  from  fl 250 to unlimited
    Wide – 43 nm  narrowing  216 nm  before radio fix becoming  21,5 nm over  
    Between two radio fix of  108 nm  =  21,5 nm  wide all the way  

  RNAV routes only in upper air space w/ upper airways wide sizes 

        Lower space  CTA / TMA /  ATZ   Vertical limit  from ground to fl 245                                     
    Lower airway    vertical limit  from  500 ft below lower fl to fl 245
    Wide   – 16 nm  narrowing  54 nm before radio fix  becoming  8 nm over 
    Between two radio fix of  54 nm  =  11 nm wide all the way

      Fly information region   vertical limit from ground to unlimited

Pilots shall maintain a straight fly between fix, despite the airway wide

      Crossing  Airways or Advisory  Routes  

        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

                          above fl 250   [In Upper  Airspace]
 500 ft  above cruising level, when flight level is below fl 290 and
1000 ft  when  flight level is fl 290 or above  and  maintain this level from 32,5 nm up to 32,5 nm then return to the cruising level
                           below  fl 245  [In Lower  Airspace]
 500 feet above cruising level from 20 nm up to 20 nm  then return to the cruising level

Air Trafifc Services  ATS - Will be provided  by ACC - CTA;  APP -TMA or TWR -ATZ
Traffic separation; Flight information; Essential Traffic; Flight direction; Aircraft type; Level
Universal time coordinate of 24 HS - GMT

Alert fases

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 !

                Conditioned Air space

         Prohibit Areas   //    Danger Area   //   Restrict Area  -  [flight condition]
      SBP 512     Brazil Prohibit Area - 5 Comar  - 12 Space

                  Legislation

 A) Interdiction    - Techniques  Irregularity   [military action / president opr]
 B) Detention    - Criminal Intention                      
     Landing on irregular airport; Rules and agreements Violations

A)        Negligence  -Not taking enough care w/ knowledge
    B)           Impudence   -Disrespect to rules and safety
      C)             Unskilled   -Lack of skills

                                                 morse radio phonetic alphabet

            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 

        Convergences 

        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

        Aircraft Lights

 

Endurance – shall be enough for:

Regular Airline in any flight even though international
-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 more

Reclearance Flight Plan  
-flying to destination aerodrome without 10% of trip fuel at departure for the total plan. However at reclearance point the aircraft must have got enough fuel to finish the flight with 10% of the time

Atc communication  lost

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!
 

Visual Flight Rules 

Visual flight - The Pilot shall provide his own separation 
Vfr flights will simultaneously and continuously mantain : -
Reference with the ground more than half of de pilot’s vision reference
Visibility equal to or above 5 Km and  8 Km above FL 100
Distance not less than 1500 meters horizontally and 1000 ft vertically from  meteorological formation
Below   fl 150 // maximum of 250 Kts  below fl 100 or 380 Kts above fl 100

Special Vfr - aircraft shall 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.

Night Vfr - the pilot must have the Ifr license; so that the aircraft be certify to fly Ifr  - The airports must be certified  also ATC in operation or when flying inside of - ATZ ; CTR  TMA,  or 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  - Require radio communication
"PP..." 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.  Over Mountains regions  add  2000 ft.

Separations 

                 Vfr   (+ 500ft)
 

    Ifr minimum vertical separation shall be - 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     RVSM Space - [reducer vertical separation]    
 

Minimum longitudinal separation shall be  30 minutes between aircraft flying over the Atlantic Ocean // 20 minutes associated with the Mach number technique application

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:

code 2000 – before receiving ATC unit instructions:
code 7500 – under  unlawful interference:
code 7600 – with communications failure; and
code 7700 – in emergency  [ mode C ]
When the aircraft is equipped with Altitude Alert, the pilot shall maintain it constantly in action .

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.
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
                    
Aircraft over flying airports without Atc in lower airspace shall maintain attention inside 27 nm of radius for coordination.

          
            Emergency Alerts
            Always in trouble , the pilot must advise the  Atc  . 
Yellow  [bomb]
Possibility of disaster     Pan , Pan;       Identification ; problem ; intention
Red
Disaster  Unavoidable    Mayday, Mayday;       Identification ; problem ; intention

International silence periods are observed from 15 up to 18 and 45 up 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
             

Flight Plan

Local flights - Vfr flights executed totally within Atc; Ctr or Tma and those that do not go far beyond 27 NM from the aerodrome of departure. Such flights May fill the flight reporting form.

Less than 30 min on ground, the pilot, still in flight may submit the next flight plan to the Atc, such procedure does not exempt the pilot from duty of filing the flight plan, after landing

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

Flight plan is void if not off by 45 min for 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 and the Taxi out has to be initiated in 5 min after Start up Clearance

Inform Atc changes in flight plan if fix report is delay more than 3 min or  5%
Fir inform position after 30 min then after each every hour

Aircraft  category  by Turbulence stream        light  ---    Mtow  below  7 000 kg [15.500 lbs]
                                                             Medium   ---    Mtow 7 000 kg  to  136 000 kg
                                                       Heavy  ---    Mtow  136 000 kg  or more  [300.000 lbs]

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

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!      

Structure G force         up to  2,5 G -  temporary   deformation
                                         2,5  à  3,75 G – permanent  deformation   
                                                 above  3,75 G – fracture

ICING  The following specification apply:
            Moderete – change of heading and/or altitude may be considered desirable.
            Severe – immediate change of heading and/or altitude is considered essential

Supplementary information

Meteorology forecast and 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 = Brume;   FG = FOG;   HZ = Haze;   FU = Smoke  

      LO pressure in South hemisphere - clockwise converge
                           North hemisphere is the opposite

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]

Tear Drop entry below fl 140   [36º angle time is 60"] so if tear drop entry is 30º  time is 1 min 10" 
Aircraft should enter and fly the holding patterns at speeds and times equal or lower than the following but - You may only shortly the time track never take longer!
 

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

At sea level when we take a breath, air fills the lungs because of the lowered pressure inside the lungs created by the lowering of the diaphragm and expanding of the rib cage. The volume inside the lungs is increased and the pressure then decreases. Atmospheric pressure now being greater causes air to flow through the mouth or nose and into the lungs creating a partial pressure of oxygen of about 103 mm of Hg. This is sufficient to cause the O2 to move across the very thin lung membranes and over into the blood where it combines with hemoglobin in the red blood cells. As the blood circulates throughout the body, oxygen is supplied to all the cells.

If one ascends to a pressure altitude of 18,000 feet, ambient air pressure is only ½ that at sea level. The partial pressure of oxygen in the lungs is about ½ normal and the person will suffer from lack of oxygen. This deficiency of oxygen to the body cells is known as hypoxia. Since the brain cells are first affected, followed very closely by the eyes, one’s ability to perform normally deteriorates rapidly. Some of the more common signs and symptoms of hypoxia in a normal person at different altitudes and the percent of arterial blood oxygen saturation are shown in the following table:

        Signs and Symptoms of Altitude Hypoxia in a Normal Person

At higher pressure altitudes the time of useful consciousness (T.U.C.) is quite brief. T.U.C. may be defined as that time that one can do something for himself, such as properly fitting his oxygen mask, turning on oxygen regulators, etc.

The following table shows T.U.C. at various altitudes. These times were arrived at by studying thousands of cases of military personnel in altitude chambers. They show average T.U.C. at each altitude when the O2 mask was removed, under conditions of rest, moderate activity, and rapid decompression.

       Times of Useful Consciousness at Various Altitude

        These are average T.U.C.´s. One’s tolerance to hypoxia varies considerably from time to time. Intake into the lungs of carbon monoxide from excessive smoking, or other sources, greatly reduces available oxygen to the body tissue. Alcohol in the system, even though consumed as long as 18 hours previously poisons the body cells and interferes with the utilization of oxygen. Fatigue lowers one’s tolerance. The athletic, physically fit individual has a markedly higher altitude tolerance that the overweight person. O2 consumption of the overweight no athletic person is also greater during periods of stress.

                                                    CG CP

    MOMENTOS  O princípio da alavanca estabelece que uma pequena força, aplicada a uma grande distância do ponto de apoio, levantará um grande peso,  cujo centro de massa esteja a pequena distância desse ponto de apoio. Quando uma barra sólida é equilibrada sobre o bordo de uma faca e nas suas extremidades penduram-se pesos, observa-se que um peso de 12 quilogramas, suspenso a um metro à direita do ponto de apoio, equilibra-se com um peso de 6 quilogramas, suspenso a dois metros à esquerda do ponto de apoio, ou por um peso de 4 quilogramas suspenso a três metros à esquerda do ponto de apoio. Chama-se momento de uma força em relação a um ponto ao produto da intensidade da força pela distância desse ponto à direção da força, distância esta que é medida pela perpendicular baixada do ponto sobre a direção da força. Diz-se que o momento é positivo quando a ação da força tende a produzir um movimento em torno do ponto, no sentido do movimento dos ponteiros do relógio. O momento é dito negativo no caso contrário.  Para que haja equilíbrio, é necessário que a soma algébrica de todos os momentos que atuam sobre um mesmo ponto seja igual a zero. Voltemos ao exemplo anterior, no qual 12 quilogramas foram pendurados a um metro à direita do ponto de apoio. Uma vez que o peso atua para baixo e à direita do suporte, ele tende a produzir um movimento no sentido da rotação dos ponteiros do relógio. Por isto, o momento é positivo, levando o sinal +. A distância da força ao ponto de apoio, em torno do qual se produz o momento, chama-se braço do momento ou de alavanca que, no caso presente, é de um metro. O momento da força em relação ao ponto de apoio é + 12 metros quilogramas. Este momento será equilibrado por um momento de – 12 metros quilogramas.  Este momento negativo pode ser produzido, seja por uma força de 3 quilogramas atuando para cima, 4 metros à direita do ponto de apoio, ou por uma força de 4 quilogramas atuando para baixo, 3 metros à esquerda do ponto de apoio ou, ainda, por uma força de 1 quilograma atuando horizontalmente para a esquerda e 12  metros para cima do ponto de apoio; ou, ainda, outra qualquer combinação de força e braço de momento que produza 12 metros quilogramas e que tenda a imprimir uma rotação no sentido inverso ao do movimento dos ponteiros do relógio.
    VETORES  Chama-se vetor toda grandeza que tem intensidade e direção.   Quando se representa uma força, deve-se indicar a intensidade e a direção na qual está atuando. A força é, por isto, uma grandeza vetorial.   A velocidade é a distância percorrida na unidade de tempo;  todavia, freqüentemente esquece-se de considerá-la um vetor.   Ela só é considerada vetor quando se refere a uma direção dada. Todas as vezes que se usa a palavra “velocidade”, ela especifica não só a grandeza do movimento em dado tempo, como também a direção na qual está se dando este movimento.
    COMPOSIÇÃO DE FORÇAS   Quando duas forças estão atuando exatamente na mesma direção, isto é, quando suas linhas de ação coincidem, podem ser somadas ou subtraídas diretamente. Qualquer ação produzida por estas duas forças, atuando ao mesmo tempo sobre um corpo, é equivalente à ação de uma só força, cuja intensidade é igual à soma algébrica das intensidades das duas forças. Esta força única chama-se resultante das outras duas. As duas forças chamam-se componentes.  Quando duas forças, de intensidade e direção iguais, atuam em sentidos opostos sobre um corpo, a resultante é nula.  Quando duas forças atuam sobre um ponto mas, as suas linhas de ação não coincidem, procede-se da seguinte maneira;  - constrói-se  um gráfico no qual cada força é representada por uma reta que indica não só o sentido em que a força atua, como também a sua intensidade, em uma escala previamente estabelecida. Na extremidade da reta, coloca-se sempre uma ponta de seta para indicar o sentido em que a força atua. Constroem-se sempre o diagrama de modo que as força se afastem do ponto de encontro.  Da extremidade oposta de cada reta que representa uma força, traça-se uma reta paralela à outra força, formando-se assim um paralelogramo. Traça-se   a diagonal que, partindo do ponto de aplicação vai ao vértice oposto. Esta diagonal representa a  força resultante. A força resultante, ou simplesmente a resultante, é uma só força que produz exatamente, o mesmo efeito das duas forças originais, atuando sobre o ponto de aplicação. A intensidade da resultante é obtida usando-se a mesma escala que se adotou para as duas forças originais ou componentes; e a sua direção é obtida aplicando-se um transferidor sobre o diagrama . 

  
                            C.  Vitae    Cyro A F Jr

                       *adrress*                                                                   
                 AV   Bandeirantes 11503 - cond Acacias                
   VARGEm pequena - rio de janeiro  zip 22783 116  - Rj  -  Brazil         
                 Fone  +55   2177267611  /  24375728   /  2297172873
                      blackwolfcapt@gmail.com
*Personal Data*   
Date and Place of  Birth   -  may 12, 1942  - Brazil
Male; White;   Height [1,73 m] 5 ft 7 inch // Medical First Class File
*Education* 
military Hi School - English - read / write and speak
Airline Transport Pilot License   -   Brazil  code anac  166017
*Courses* 
Celestial Navigator     besides - pla
Cockpit Resource Management / instructor / inspac
 *Experience*       
as pilot - Average Flight Hours - total of  more than 35 000 Hs, since 1962  //  32 000 Hs as Captain on Routes of: -  North and South Americas; Europe; North Atlantic [rvsm]; Middle East; Africa  and  Far East  [Asia]. was In Charge for initial Etops flights w/Auto-land Cat II operations of Extended Range Aircrafts  B767  -  MD11;  DC-10.   And others in the past  B737; B727; L188; C440; DC3 and  -  current  -  executive king air 
Inertial - Flight manager system [Fmc] / Efis [glass cockpit]      
Simulator Instructor and Routes. 
Brazilian airman check ride