7 The singleness of scoring of a test; it does not reflect the biases of the person grading the test.
4 An inclined or level surface associated with a defined area for obstruction evaluation.
2 A preplanned instrument flight rule (IFR) departure procedure printed for pilot use in textual or graphic form to provide obstruction clearance via the least onerous route from the terminal area to the appropriate en route structure. ODPs are recomme
4 A procedure that provides obstacle clearance. ODPs do not include ATC related climb requirements. In fact, the primary emphasis of ODP design is to use the least erroneous route of flight to the en route structure while attempting to accommodate typical departure routes.
5 Obstacle clearance protection provided to aircraft in instrument meteorological conditions (IMC).
4 The design of a departure procedure is based on FAA Order 8260.3, a living document that is updated frequently. Departure design criteria assumes an initial climb of 200 Ft/NM after crossing the departure end of the runway (DER) at a height of at least 35 feet above the ground. Assuming a 200 Ft/NM climb, the departure is structured to provide at least 48 Ft/ NM of clearance above objects that do not penetrate the obstacle slope. The slope, known as the OIS, is based on a 40 to 1 ratio, which is
2 Lights that can be found both on and off an airport to identify obstructions.
2 A frontal occlusion occurs when a fast- moving cold front catches up with a slow moving warm front. The difference in temperature within each frontal system is a major factor in determining whether a cold or warm front occlusion occurs.
1 The rating system of aviation gasoline with regard to its antidetonating qualities.
2 See obstacle departure procedures.
5 See obstacle departure procedures.
4 The FAA prescribes altitudes governing the operation of aircraft under IFR for fairway routes in a similar manner to those on federal airways, jet routes, area navigation low or high altitude routes, and other direct routes for which an MEA is designated.
12 Straight flight following speed-to-fly theory. Glides can often be extended and average cross-country speeds increased by flying faster in sink and slower in lift without stopping to circle.
2 Outer marker.
5 Outer marker.
2 The failure to anticipate significant instrument indications following attitude changes; for example, concentrating on pitch control while forgetting about heading or roll information, resulting in erratic control of heading and bank.
5 The failure to anticipate significant instrument indications following attitude changes; for example, concentrating on pitch control while forgetting about heading or roll information, resulting in erratic control of heading and bank.
2 A misleading visual image. For the purpose of this handbook, the term refers to the brain’s misinterpretation of features on the ground associated with landing, which causes a pilot to misread the spatial relationships between the aircraft and the ru
5 A misleading visual image. For the purpose of this handbook, the term refers to the brain’s misinterpretation of features on the ground associated with landing, which causes a pilot to misread the spatial relationships between the aircraft and the runway.
2 Awareness of the position of the aircraft and of oneself in relation to a specific reference point.
5 Awareness of the position of the aircraft and of oneself in relation to a specific reference point.
2 An inner ear organ that detects linear acceleration and gravity orientation.
5 An inner ear organ that detects linear acceleration and gravity orientation.
2 A marker beacon at or near the glideslope intercept altitude of an ILS approach. It is normally located four to seven miles from the runway threshold on the extended centerline of the runway.
5 A marker beacon at or near the glide slope intercept altitude of an ILS approach. It is normally located four to seven miles from the runway threshold on the extended centerline of the runway.
2 The measured or indicated air temperature (IAT) corrected for compression and friction heating. Also referred to as true air temperature.
1 A condition in which a reciprocating engine has exceeded the maximum manifold pressure allowed by the manufacturer. Can cause damage to engine components.
2 A condition in which a reciprocating engine has exceeded the maximum manifold pressure allowed by the manufacturer. Can cause damage to engine components.
2 Using more movement in the control column than is necessary to achieve the desired pitch-and- bank condition.
5 Using more movement in the control column than is necessary to achieve the desired pitch-and bank condition.
7 In the guided discussion method, a question directed to the entire group in order to stimulate thought and discussion from the entire group. An overhead question may be used by an instructor as the lead-off question.
2 To use more power than required for the purpose of achieving a faster rate of airspeed change.
5 To use more power than required for the purpose of achieving a faster rate of airspeed change.
1 A condition in which an engine has produced more rpm than the manufacturer recommends, or a condition in which the actual engine speed is higher than the desired engine speed as set on the propeller control.
1 A condition in which a device has reached a temperature above that approved by the manufacturer or any exhaust temperature that exceeds the maximum allowable for a given operating condition or time limit. Can cause internal damage to an engine.
1 A condition in which an engine has produced more torque (power) than the manufacturer recommends, or a condition in a turboprop or turboshaft engine where the engine power has exceeded the maximum allowable for a given operating condition or time lim