этапы отбора и ответы. Этапы отбора и ответы. REV2. Этапы отбора в Аэрофлот
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Arcing approachhttps://www.cfinotebook.net/notebook/maneuvers-and-procedures/instrument/arc-approach An arcing approach is a type of instrument approach where the aircraft flies a set radius around the NAVAID in order to intercept a final approach course inbound. Procedure: Join the arc by anticipating turn radius Fly the arc until your lead radial for the final approach course Join the final approach course and center up the CDI ETA vs EATThe estimated time of arrival (ETA) (sometimes called ETOA) is a measure of when an aircraft is expected to arrive at a certain place (over the airdrome or IAF). The Expected Approach Time or EAT is the time at which ATC expects that an arriving aircraft, following a delay, will leave the holding fix to complete its approach for a landing. EETEET stands for Estimated Entry Time or Estimated Elapsed Time. Eastern European Time (EET) is one of the names of UTC+02:00 time zone, 2 hours ahead of Coordinated Universal Time. The zone uses daylight saving time, so that it uses UTC+03:00 during the summer. Wind shearWind shear (or windshear), sometimes referred to as wind gradient, is a difference in wind speed and/or direction over a relatively short distance in the atmosphere. Atmospheric wind shear is normally described as either vertical or horizontal wind shear. Vertical wind shear is a change in wind speed or direction with change in altitude. Horizontal wind shear is a change in wind speed with change in lateral position for a given altitude. It is commonly observed near microbursts and downbursts caused by thunderstorms, fronts, areas of locally higher low-level winds referred to as low level jets, near mountains, radiation inversions that occur due to clear skies and calm winds, buildings, wind turbines, and sailboats. Wind shear has significant effects on control of an aircraft, and it has been a sole or contributing cause of many aircraft accidents. MicroburstA microburst is an intense small-scale downdraft produced by a thunderstorm or rain shower. There are two types of microbursts: wet microbursts and dry microbursts. They go through three stages in their cycle, the downburst, outburst, and cushion stages.[1] A microburst can be particularly dangerous to aircraft, especially during landing, due to the wind shear caused by its gust front. Several fatal and historic crashes have been attributed to the phenomenon over the past several decades, and flight crew training goes to great lengths on how to properly recover from a microburst/wind shear event. A microburst often has high winds that can knock over fully grown trees. They usually last for seconds to minutes. DensityThe density, or more precisely, the volumetric mass density, of a substance is its mass per unit volume. Mathematically, density is defined as mass divided by volume. In meteorology, a cyclone is a large scale air mass that rotates around a strong center of low atmospheric pressure. Cyclones are characterized by inward spiraling winds that rotate about a zone of low pressure. Weather fronts mark the boundary between two masses of air of different temperature, humidity, and densities, and are associated with the most prominent meteorological phenomena. Strong cold fronts typically feature narrow bands of thunderstorms and severe weather, and may on occasion be preceded by squall lines or dry lines. Such fronts form west of the circulation center and generally move from west to east; warm fronts form east of the cyclone center and are usually preceded by stratiform precipitation and fog. Warm fronts move poleward ahead of the cyclone path. Occluded fronts form late in the cyclone life cycle near the center of the cyclone and often wrap around the storm center. An anticyclone (that is, opposite to a cyclone) is a weather phenomenon defined as "a large-scale circulation of winds around a central region of high atmospheric pressure, clockwise in the Northern Hemisphere, counterclockwise in the Southern Hemisphere". Effects of surface-based anticyclones include clearing skies as well as cooler, drier air. Fog can also form overnight within a region of higher pressure. Запуск от ВСУAn auxiliary power unit (APU) is a device on a vehicle that provides energy for functions other than propulsion. Aircraft APUs generally produce 115 V alternating current (AC) at 400 Hz (rather than 50/60 Hz in mains supply), to run the electrical systems of the aircraft; others can produce 28 V direct current (DC). APUs can provide power through single- or three-phase systems. The primary purpose of an aircraft APU is to provide power to start the main engines. Turbine engines must be accelerated to a high rotational speed to provide sufficient air compression for self-sustaining operation. Smaller jet engines are usually started by an electric motor, while larger engines are usually started by an air turbine motor. Before the engines are to be turned, the APU is started, generally by a battery or hydraulic accumulator. Once the APU is running, it provides power (electric, pneumatic, or hydraulic, depending on the design) to start the aircraft's main engines. To start, a jet engine requires pneumatic rotation of the turbine, AC-electrical fuel pumps, and an AC-electrical "flash" that ignites the fuel. As the turbine (behind the combustion chamber) is already rotating, the front inlet fans are also rotating. After the ignition, both fans and turbine speed up their rotation. As combustion stabilizes, the engine thereafter only needs the fuel to run at idle. The started engine can now replace the APU when starting up further engines. During flight, the APU and its generator are not needed because power is provided by the engines; in the rare event of complete engine shutdown, the APU can be used to power critical computer systems and flight controls. It also allows the cabin to be comfortable while the passengers are boarding before the aircraft's engines are started. Electrical power is also used to run systems for preflight checks. Additionally, some APUs are connected to a hydraulic pump, allowing crews to operate hydraulic equipment (such as flight controls or flaps) prior to engine start. This function can also be used, on some aircraft, as a backup in flight in case of engine or hydraulic failure. Accident, Incident, aviation safetyAccident. An occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time as it comes to rest at the end of the flight and the primary propulsion system is shut down, in which: a person is fatally or seriously injured the aircraft sustains damage the aircraft is missing or is completely inaccessible. Incident. An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation. Aviation safety means the state of an aviation system or organization in which risks associated with aviation activities, related to, or in direct support of the operation of aircraft, are reduced and controlled to an acceptable level. It encompasses the theory, practice, investigation, and categorization of flight failures, and the prevention of such failures through regulation, education, and training. It can also be applied in the context of campaigns that inform the public as to the safety of air travel. Human factorsHuman factors and ergonomics (commonly referred to as Human Factors), is the application of psychological and physiological principles to the (engineering and) design of products, processes, and systems. The goal of human factors is to reduce human error, increase productivity, and enhance safety and comfort with a specific focus on the interaction between the human and the thing of interest. https://en.wikipedia.org/wiki/Human_factors_and_ergonomics CRMCrew resource management is a set of training procedures for use in environments where human error can have devastating effects. Used primarily for improving air safety, CRM focuses on interpersonal communication, leadership, and decision making in the cockpit. Cockpit resource management is the effective use of all available resources for flight crew personnel to assure a safe and efficient operation, reducing error, avoiding stress and increasing efficiency. The concept was intended to foster a less authoritarian cockpit culture, where co-pilots were encouraged to question captains if they observed them making mistakes. AntiicingAnti-icing system is designed to prevent ice formation on aircraft vital areas and permits aircraft operation without restriction by icing conditions. The aircraft ice protection is provided by heating of critical areas (engine air intakes, leading edge, windshields, pitot tubes, static ports, etc.) using hot air or electrical power. Aquaplaning (formulaформула)Aquaplaning, also known as hydroplaning, is a condition in which standing water, slush or snow, causes the moving wheel of an aircraft to lose contact with the load bearing surface on which it is rolling with the result that braking action on the wheel is not effective in reducing the ground speed of the aircraft. In the case of the most common type of aquaplaning, called dynamic aquaplaning (see below), a simple formula (Horne's formula) exists for calculating the minimum groundspeed for initiation of this type of aquaplaning on a sufficiently wet runway based upon tyre pressure where V = groundspeed in knots and P = tyre inflation pressure in psi: V = 9 x √P This formula is based upon the validation of hydrodynamic lift theory by experimental evidence. For many modern tires the constant maybe closer to 6 or 7 rather than 9. With a typical tyre pressure of about 150 psi, √P will be 12.25 so aquaplaning is possible down to about 70 knots. The effect of the relationship demonstrated is that most jet aircraft, even relatively small ones, have a significant ‘window’ for the initiation of dynamic aquaplaning during a landing near to the maximum approved weight and an even larger one in the case of a high speed rejected take off. It assumes that tyre pressure and tread depth are both within allowable AMM limitations. https://www.skybrary.aero/index.php/Aquaplaning ГипоксияHypoxia is a condition in which the body or a region of the body is deprived of adequate oxygen supply at the tissue level. Hypoxia may be classified as either generalized, affecting the whole body, or local, affecting a region of the body. Hypoxia differs from hypoxemia and anoxemia in that hypoxia refers to a state in which oxygen supply is insufficient, whereas hypoxemia and anoxemia refer specifically to states that have low or zero arterial oxygen supply. Hypoxia in which there is complete deprivation of oxygen supply is referred to as anoxia. Generalized hypoxia occurs in healthy people when they ascend to high altitude, where it causes altitude sickness leading to potentially fatal complications: high altitude pulmonary edema (HAPE) and high altitude cerebral edema (HACE). Pre-flight preparationPre-flight preparation is an essential preliminary to all flights. Usually, it comprises the following five stages, although stages 1 and 2 may be interchanged: AIS briefing involves identifying all aeronautical information which may affect the flight. This comprises: Permanent aeronautical information, contained in national AIPs (AIPs normally have three parts - GEN (general), ENR (en route) and AD)) or commercial flight guides and printed on aeronautical charts; and, Temporary information contained in NOTAMs, AICs, etc. Most aerodromes contain briefing facilities for use by pilots preparing for a flight; however, this may be limited in its geographical coverage. Where this is so, there may be a direct link to a central aeronautical library, or on-line access to aeronautical information may be available. Meteorological Briefing involves determining forecast and actual weather conditions for the route planned and for selected airfields along the route. En-route weather comprises forecast winds and temperatures at cruising levels along the route together with forecasts of en-route weather conditions, especially cloud conditions and any associated turbulence and/or icing. This information is depicted on special charts. Airfield weather reports may be either actual reports (METAR) or forecast conditions (TAF). METARs are issued at regular intervals; when a significant change to conditions occurs before the next METAR is due, a special report (SPECI) is issued. In the interests of brevity and clarity, written METARs, SPECIs and TAFs always follow the same format and employ simple self-evident codes. A typical METAR contains data for the temperature, dew point, wind speed and direction, precipitation, cloud cover and heights, visibility, and barometric pressure. A METAR may also contain information on precipitation amounts, lightning, and other information that would be of interest to pilots or meteorologists such as a pilot report or PIREP, colour states and runway visual range (RVR). In addition, a short period forecast called a TREND may be added at the end of the METAR covering likely changes in weather conditions in the two hours following the observation. Terminal aerodrome forecast (TAF) is a format for reporting weather forecast information, significant w changes, temporary, probable and expected. TAFs are usually issued every 3 hours and generally apply to a 24 or 30-hour period, and an area within approximately five statute miles (or 5NM in Canada) from the center of an airport runway complex. Significant Meteorological Information (SIGMET) is a weather advisory that contains meteorological information concerning the safety of all aircraft. SIGMET helps pilot to avoid adverse weather conditions areas. If the aerodrome has a fully staffed meteorological office, a forecaster may be available to explain the forecast and any expected hazards. Where briefing is by reference to printed matter only, a degree of expertise is necessary to decode the various different types of information. Route Selection. When choosing the route for a flight, the following considerations must be taken into account where applicable: Flights across National Boundaries. Flights which will cross national boundaries must obey the relevant regulations contained in national AIPs. Controlled Airspace. Flights to be conducted wholly or partly within controlled airspace must follow the provisions of the appropriate national authorities, contained in the national AIP. Other flights must avoid controlled airspace. Airspace Restrictions. Flights must avoid airspace restrictions, including danger, prohibited and restricted areas, and other flight restrictions (e.g. VIP flights). RVSM Airspace. RVSM airspace must be avoided when operating aircraft for which RVSM approval has not been granted. Weather. Where possible, the route should avoid areas of forecast extreme weather conditions, e.g. severe turbulence, or moderate or severe icing. Weather conditions at the departure, destination and alternate airfields must be better than the specified minima. Where visual navigation is to be employed, the route should avoid areas of low cloud or areas where visibility is forecast to be poor. Mode of Navigation. Navigation equipment in the aircraft must be adequate for safe operation in accordance with national AIPs. Equipment serviceability must satify the relevant Minimum Equipment List. Where navigation is to be by use of radio navigation aids, the route may be designed to follow tracks between radio beacons or radials or bearings from radio beacons. Over-water Flights. Special rules apply to flights over water. Flights across the North Atlantic above specified flight levels must conform to the North Atlantic Track structure. Similar provisions may apply in other geographical areas. Flights by twin engined aircraft may be required to route in accordance with ETOPS procedures. Chart Preparation. Charts used must be marked with all relevant airspace restrictions, i.e. controlled airspace, danger, prohibited and restricted areas. Charts printed with aeronautical information must be checked to ensure the currency of depicted information. Temporary airspace restrictions notified in NOTAMs or AICs must be marked on charts. The route to be flown should be marked on charts, including, where appropriate, topographical charts. Where appropriate, important bearings or ranges from navigational beacons (e.g. those which define a turning point or entry into controlled airspace) should be marked on the chart. Flight Plan Preparation. Where required by national procedures, an IFR or VFR flight plan should be prepared for submission to ATC authorities. The ATC flight plan must be submitted in good time, as specified in the national AIP. Whether or not an ATC flight plan is required, a navigation flight plan should be prepared for the route, showing planned levels, minimum safe flight levels, tracks, distances, times, ETAs and fuel requirements and any other information specified by the operator. |