AIRLAW AND OPERATION PROCEDURES SUMMARY

AIRLAW (Hava Hukuku)
Low intensity mobile- Flashing red or preferably yellow
Low intensity fixed- Fixed red
High intensity- Flashing white
Runway end- Red
Runway end- Unidirectional red
Runway threshold- Unidirectional green
Runway threshold ident.- Flashing white
Runway edge- Variable white
Runway edge displaced threshold- variable white or yellow
Displaced threshold- Red
Taxiway centerline- Green
Taxiway edge- Fixed blue
Centerline and crossbar- Variable white
Beacon- Green
Runway lead-in- 3 white in sequence
Calvert- 5 crossbars
Imminent As far as practical, not required C- 15
Apprehension Basic license remains valid D- 9- 18
AIC Special VFR Class E airspace E- 52- 65
Overhead SSR 7500 thereafter 7700 More than

300 ft.
Due time Acronym AIRAC TMA 700 ft.

Off-block 60 Integrated package abrupt
MCC type rating ASS
Seperation frequent determination- 10 minutes
Seperation 20 Kts- 5 minutes
Seperation 40 Kts- 3 minutes (2 minutes)
Pass through- 15 minutes
DME- 20 NM
DME- 10 NM 20 Kts
DME climb or descend- 10 NM
RNAV- 80 NM
Essential traffic B
Radar separation additional- 5 NM
Minimun radar seperation- 3 NM same localizer
Hor. radar separation minimum- 5 NM
Notify non radar cont.- 8 NM
Speed adjustment- 4 NM 20 Kts.
Transmission interrupted 5 seconds- 4 NM from thouchdown
Boundary- 2.5 NM
Minimum radar sep. final app.- 2.5 NM
Class C- ATC provide separation
ILS MLS minimum radar- 3.0 NM
ILS MLS course- 2.0 NM prior

Landing HEAVY preceding LIGHT- 6 NM
Landing MEDIUM behind HEAVY- 2 minutes
Take off LIGHT or MEDIUM behind HEAVY or MEDIUM behind HEAVY- 2 minutes
Take off LIGHT behind MEDIUM- 2 minutes
Class B IFR VFR- not applicable
Class C IFR- not applicable
Class C VFR- 250 Kts IAS
Class E IFR- 250 Kts IAS
Class E- 250 kt. IFR VFR up to FL100
Code 4- 45 m.
Annex 1- Crew license
Annex 9- Persons and their baggage, cargo
Annex 11- ATS
Annex 14- Design of aerodromes
Annex 18 Dangerous goods
Headwind- 10 Kts.
Crosswind- 5 Kts.
Tailwind- 2 Kts.
MPA- 100%
CPL- 20 hours PIC 300 NM

CPL- 10 hours instrument 5 hour ground
CPL night- 555 PIC
ATPL- 250 hours 100 hours
ATPL- 200 hours cross country 100 hours PIC
ATPL- 75 hours instrument 30 hours ground
ATPL- 100 hours night PIC or CoP
Synthetic flight trainer- 100 hours 25 hours procedure or basic
RNP1 Z- 15 NM below FL190
RNP1 Y- 22.5 NM above FL200
Low level- AIRMET
Location indicators- GEN
Uncontrolled- 60 min.
Controlled- 30 min.
Hava Sahaları ile ilgili olarak soruda geçen VFR ve IFR sayısını sayın çıkan sonuç
aşağıdakilerden biri olacaktır. Ona göre hava sahasını seçiniz. B ve G hava sahalarının
tanımlarıda sayılarıda aynı olduğundan şıklarda B varsa G yok veya G varsa B yok. Alt
Kısımlarına yazdığım sayılar ise SHGM'nin database'indeki soruların VFR ve IFR sayılarıdır.
Bristol ve Av. Exam: 2 8 6 1-4 3 2

Hava Sahaları : B C D E F G
SHGM Sorularındaki sayılar: 9 7 5
OPERATION PROCEDURES (İşletme Usulleri)
-5o True North
-32.5o Grid North for a given

chart
076o 7030
136o lessor
240o VOR DME direct app. Regardless of ceiling
295o Without restriction 2 INS
328o Non precision app. 1,2,3 (ceiling

included)
360o Class B fire 2,3,4 (halon

incl.)
15100 ft. Noise attenuation 1,2,3 (15 kt, 5 kt, not clear
or dry)
24500 ft. Night time NAT MNPS- 0100-0800

UTC
3 (different North) Day time NAT MNPS- 1130-1900

UTC
2 RMI (VOR/DME)
MNPS same mach number- 10 minutes separation
MNPS leading higher speed- 5 minutes seperation
Non pressurized Crew and all passengers throughout flight period 13000 ft
Non pressurized %10 passengers 30 minutes after 10000-13000

ft.
Non pressurized flight deck supplemental oxygen 10000 ft.
Non pressurized cabin crew members supplemental oxygen 13000 ft. (30
min.10000-13000 ft)
Decompression Flight crew Not impaired 8000 ft.
Decompression You pure oxygen 32000 ft.
Pressurized Crew and part of passen. throughout flight period 13000 ft.
Pressurized Flight crew Quick donning masks 25000

ft
Pressurized Flight Crew Supplemental oxygen

13000 ft.
Pressurized Passengers Not less than 10 min. 15000 ft.
Pressurized 1 passenger first aid oxygen 8000-15000 ft.
Pressurized %100 passengers supplemental oxygen 13000 ft.
Pressurized flight deck 2 hours above 25000

ft.
HEAVY behind HEAVY 4 NM (7.4 km)
MEDIUM behind HEAVY 5 NM (9.3 km) 2 minutes
LIGHT behind MEDIUM 3 minutes
ETOPS 60 minutes one engine
Transport precession g.sin Lm
Conversion angle g/2.sin Lm
Travel precession g.sin Lm
Operation Procedures Rakamları

1. 136°
2. 295°
3. 000°
4. OAT +10° dewP +7°
5. Track C, 8 hours 15 minutes
6. 328°
7. -5°
8. 076°
9. -32,5°
10. 240°
11. 325° (dikkat….şıkların içinde 180,000,035 de var…)
12. 20750ft
13. …transport precision : g.sinLm
14. …conversion angle…: g/2.simLm
15. …travel precision…..: 15/h.sinLm (bu son 3 soru şaibeli….her kaynakta farklı
veriliyorlar…)
16. 2m (7 ft) below aerodrome alt.
17. 300m(1000ft)
18. 150m (CAT A a/c…min horizontal visibility….)
19. 90sec……44 pax evacuated…)
20. 220 kişi
21. +10°C
22. 1,83m (pax emergenct exit)
23. 6 ft (on the ground L/G extended…)
24. 10min (emer. Lightining sys…)
25. ….sand…(magnezyum fire)

26. ….90sec….%50 pax emergency exit
27. …65°….4W…..cevap: d (3)
28. 6 micro-tesla
OPS’a dikkat…sınavda hiçbir yerde rastlamadığım birkaç soru ile karşılaştım: hosteslerin
(cabin crew) min. yaşı ve izin verilen max promil/alkol sayısı gibi… cevaplarını hala
bilmiyorum.
Leading LANDING SEPARATION:

Following A/C NM
A/C
H 4 M following H :2min
H M 5 L following H/M :3min
L 6
H 3
TAKE/OFF SEPARATION
M M 3
L/M following H :2min
L 5
H 3 L behind M :2min
L M 3 İntermediate position :3 min
L 3
PERFORMANCE (A) (Uçak Performansı)

BRISTOLV2 BRISTOL V3 AVEXAM

1270 ft 1270 ft
Approximately 1300 ft
1350 ft 1350 ft 1350 ft
1400 ft
1500 ft
1550 ft 1550 ft
1650 ft
1670 ft 1670 ft
Approximately 1700 ft 1700 ft 1700 ft
1750 ft
1794 ft
Approximately 1850 ft 27o 1850 ft
2000 ft 2000 ft
Approximately 2050 ft 2050 ft
2375 ft 2375 ft
3400 ft
3450 ft
3500 ft
3550 ft 3550 ft
3750 ft 3750 ft 3750 ft
4200 ft 4200 ft
4250 ft 4250 ft
4300 ft
15400 ft
15640 ft
16665 ft
18347 ft

175 ft/min 175 ft/min
1140 ft/min and 10.6% 1120 ft/min and 11.0 %
+1267 ft/min

105 m
115 m
465 m
525 m
755 m
970 m
1339 m
1440 m
1565 m
1779 m
2009 m
3050 m 3100 m
3100 m
4500 m

865 NM 865 NM
902 NM 902 NM

56000 kg 56000 kg
61000 kg
67700 kg/15°
101596 kg
118455 kg
2860 lbs. SOCATA
3200 lbs
3240 lbs 3240 lbs

10 kts (Helgoland) 10 kts
134 kts and 55,7 lbs/hrs
160 kts
160 kts and 69,3lbs/hrs
22,4 in.Hg and 69,3 lbs/hrs
191 kts
71 and 82 KIAS
3.9%
5.1%
12.86%
3804 kg/h
8.17 kg/NM
0.60
1,4,6,9
1,3,5,8

1.13 VSR
Flaps (a)
m1 m2 (c)
h1 h2 (d)
VMCG≤VEF
1.05VMCA≤VR
VS
1.13 VSR≤V2min
1.1 VMCA≤V2
Vref=1.23 Vsro
V2min=1.13 Vsr 2/3 eng.turbo prop.
V2min=1.08 Vsr 4 eng.turbo prop.
Configuration and angle of attack
Distant obstacles
The lowest point of drag curve
Max. Endurance min. Fuel flow
Below opt. Cruise alt. Mach num. Reduces cont. reducing alt.
Min. power req. speed jet always lower than min.drag speed
Glide constant mach num. Pitch angle decreases
Lowest point thrust req. Min. Drag
Downslope reduces V1 and TODR
Lower A/S constant mass and alt. Req. Higher CL
Obstacle lim.TOM 35 ft. Obs.clearance

TAS max.range max.end. inc. with inc.alt.
Piston eng. Pr vs. TAS tangent max. specific range
Jet Pr vs. TAS tangent max. endurance
Jet D vs. TAS tangent max. range
Piston eng. Max.Range Speed max. lift/drag
Piston eng. Max. Endurance Max. ROC (Vy)
Prop. Max. L/D Max. Range
Jet Max.Range Min.SFC
Jet Lowest point Tr min. drag
PERFORMANCE (H) (Helikopter Performansı)
15 ft.
50 ft
35 ft.
35 ft in VFR
less than 600 ft above
1000 ft
50 ft/min
50 ft/min at 2000 ft
100 ft/min at 200 ft (60 m)
150 ft/min
150 ft/min at 1000 ft Class 2
150 ft/min at 1000 ft and 100 ft/min at 200 ft Class 1

4.5 m
0.01 DR
10.7 m+.01 DR IFR
30 m+.15 DR
300 m.
20000 lbs or more
3175 kg (or 7000 lbs)
PERFORMANS ŞAKİRLER
1. Eğer sorunun sonunda rüzgarı şöyle veriyorsa: “Tailwind : 5 kt”……en büyük şıkkı seç.
2. Eğer sorunun sonunda rüzgarı şöyle veriyorsa: “Head/Tailwind:…kt”…2nci enbüyüğü

seç.
3. Eğer sorunun sonunda rüzgarı şöyle veriyorsa: “..…..kt Head/Tailwind”…3ncü en

büyüğü seç.
4. İstisna1: “Tailwind: 2,5kt”……bu durum sadece bir soruda var, cevap: 2470’(2buçuktan
3 hesabı)
5. İstisna 2: “Tailwind: 5 kt” olan bir soruda eğer OAT:38° ise cevap: 3ncü en büyük şık.
6. 3420’ (>3600’ değil)
7. Eğer soruda “….25°F…engine peak EGT…..” lafı geçiyorsa cevap: 1050
8. Eğer soruda “….two engine rich….” lafı geçiyorsa cevap:1300 veya 1770 (bu laf geçen
iki farklı soru olabilir, cevap olarak verilen şıklar aynı şık gurubu içinde beraber
bulunmamaktadır. Dolayısıyla hangisi varsa o şık işaretlenebilir).
9. Eğer soruda “….single engine ROC…….” lafı geçiyorsa cevap: 175 veya 430
10. Eğer soruda “….+15°C…Landing Distance Req….” Cevap: 2345
11. Eğer soruda “….+20°C….TOD…………” cevap: 2210
12. Eğer soruda pist istikameti verilmişse “……12L……” cevap: 1350 veya 1700
13. Eğer soruda pist istikameti verilmişse “……24L……” cevap: 3750 veya 4200
14. Eğer soruda pist istikameti verilmişse “……26L……” cevap: 3500
15. Eğer soruda pist istikameti verilmişse “……30L……” cevap: 4300
16. Eğer soruda pist istikameti verilmişse “……07R……” cevap: 3400
17. Eğer soruda pist istikameti verilmişse “……12R……” cevap: 1270(ground roll), 1550(t/o
50’), 3550
18. Eğer soruda pist istikameti verilmişse “……30R……” cevap: 1670(ground roll), 2000(t/o
50’)
19. 2940LBS varsa 1 eksiği 1930 cevap
20. 16665 şeytandan kaç 15665 cevap 15 ile başlayan
PERFORMANS RAKAMLAR
1. +1267 ft/min
2. %5
3. 67700 kg/ 15 deg.
4. 4500m
5. …..OAT higher than ISA+10°C
6. 12,86%
7. Because…….3 min……
8. The engine………..limited
9. …………….relative to air
10. …..approximately; 1720 feet
12. …..approximately; 3960 feet (sanırım bu soru en yukarıda verdiğim rüzgar şakirinin bir
istisnası..)
13. …..approximately; 1850 feet (dikkat şıklarda 1700 de var, rüzgar şakiri burada işe
yarıyor..)
17. 1290 ft/min
18. 2375 ft
19. 5°, the obstacle…….decreases. (uzun olan)
20. 330 ft/min
21. 3.9 %
22. 0.60
23. 755 m
24. 105 m
25. …higher than 4000m
26. 5.1%
27. 3100m
28. No, the per. Will be WORSE than in chart…..
29. 3240 lbs
30. 71 and 82 KIAS
31. 1400 ft
32. 15400 ft
33. 15640 ft
34. ….92%......
35. 1140 ft/min and 10,6%
36. 1120 ft/min and 9,3%
37. 17914 ft
38. 3°
39. 1440m (grafik yok)
40. 15398 ft (grafik var)
41. …….mass1>mass2……C şıkkı
42. …….H1
43. ….clean…….flaps down……A şıkkı
44. 535m
45. equal to 95 kt
46. 970m
47. 115m
48. 118455 kg
49. 902 nm (grafikten…kolay)
50. 865 nm(grafikten…kolay)
51. 22.4 in.Hg and 69,3 lbs/h (grafikten…kolay)
52. 160 kt and 69,3 lbs/h (grafikten…kolay)
53. 134 kt and 55.7 lbs/h (grafikten…kolay)
54. 16665 ft (grafik)
55. 18347 ft (grafik)
56. 2375 ft (grafik)
57. 8.17 kg/nm
58. 2009m
59. ……Helgoland…….10kt
60. 1565m
61. 90m+0,125D
62. 3050m
63. 101596 kg.

64. 1339m
65. 1779m
66. 3259kg/h

HUMAN PERFORMANS (İnsan Performansı)
1. Soru içinde verilen 2 şıklı seçeneklerin hepsi doğru…
2. İstisna1: 1 ve 2nci madde de “P” harfi ile başlıyorsa: 1 doğru, 2 yanlış
3. İstisna2: 1 ve 2nci madde de “R” harfi ile başlıyorsa: 1 yanlış, 2 doğru
4. İstisna3: 1 ve 2nci madde de “P”ile başlayıp “R”ile devam ediyorsa: “neither”(böyle bir
soru var)
5. Soru içinde verilen 3 şıklı seçeneklerin hepsi doğru…
6. İstisna: şıklar “when” ile başlıyorsa “sadece 1ve3 doğru”
7. Soru içinde verilen 6 şıklı seçeneklerde doğru cevapların içinde mutlaka 1 ve 6 var…
Mass & Balance Sınav Trickleri
Aşağıdaki rakamlar, bristol 2006,7,8 v1,v2 ve cat te bulunan tüm rakamları
kapsamaktadır.
Not: Bristol Mass & Balance'da, eğer cevaplarda parantez varsa o şık doğru şıktır. 1 soru
hariç (Bu soruda da hem cevapta hem soruda parantez var)
1. 1830 : sınav saat 18.30 da olacakmış.

2. 7.8 mac (2.7 mac)……… soruda 53000 kg geçiyor.
1. 8.3 mac (26.3)…………………soruda 61000 kg var, en büyük kg bu daha büyüğü

yok.
2. 8.0 (26.5)………………………soruda 58000 kg var.
7.4mac………………………….soruda hiç rakam yok.
1. 62.5………………………………62 den tavşan olur.

2. 56160…………………………….kayseri de 56 tane c 160 varmış.
3. 2449 lbs………………………….soruda max.ZERO fuell mass i soruyor. Cevaplarda
(2589 da var) ama zero demek küçük demek, o zaman küçük olanı al.
4. 26.57 cm forward of datum.
5. 696 00 kg…………………………bi düz bi ters 6 ve 9
6. 68 kg per square of foot
7. % 22………………………………..edirne
8. 71300 kg and 23000 kg……………71 filo Elazığ a bomba atmaya giderdi.
9. 4187 kg………………………………87 devresinden 41 tane kurmay var.
10. 16370 kg
11. 29344 kg……………………………..2, 93 lü Malatya ya gitmiş.
12. 184000 kg…………………………….diyarbakır a 184 filo kuruldu (181-182-183-
……..)
13. 79000 kg……………………………..cevaplarda 78000 de var, 78 den sonra 79 gelir.
14. 53000 kg…………………………….cevaplar (71000, 99000,64000), eğer cevaplar
arsında 53000 en küçükse doğrudur.
15. 47800 kg ……………………………cevaplar ( 53000, 48400, 4800) cevaplarda
53000 varsa ve ondan daha düşük olan 478 varsa işaretle.
16. %16…………………....…………….bursa
17. 2548.8………………….……………noktadan sonra .8 başka yok.
18. 1600 kg………………………………bursa
19. 367.9…………………….………….. 3 6 7 8 9 – 8 unutulmuş
20. %18.14…………………….…………18,18-4
21. It moves 0.31m………….…………. 31 var
22. 141100 kg…………………………….141 filo 100 uçak varmış
23. 133 kg…………………………………333 gibi bi şey
24. 6710……………………………..zonguldak, Balıkesir
8175……………………………..81 75
401338…………………………..333 gibi bi şey
1. 13090…………………………….uğursuz 90 lılar.
2589………………………………soruda landing mass i soruyor. Cevaplarda (2449 da var

ama zero fuel mass i sormuyor )
130500kg and 26500…………….uğursuz Eskişehir.
1. 7500 kg…………………………….
2. 80000 nm………………………….80 binde devrialem.
3. 6270kg and 4594…………………45 tane 94 lü kurmay var
1. 4600 kg………………………………cevaplarda (3600, 5600) var ortası

2. 416.0………………………….
12700 kg……………………………cevaplarda (10730,13230,15200) var,
4800 kg……………………………..cevaplarda (12700 de var)
343000 nm………………………….. 3 4 3 nm
120300kg…………………………….cevaplarda 120900 da var ama soruda ACTUAL mass i

soruyor
1. 120900……………………………….cevaplarda 120300 var ama MAX TOM u

soruyor.
207 kg………………………………..
1. 75000 kg 17200kg…………………..172 filo tecrübe uçuşunda 75000 feet e çıkıyor.
54000 kg…………………………….cevaplarda (55500,55000,61500) var, Sakarya doğru

cevap.
42000 kg…………………………….konya
1. 25800 kg………………………2+5=7+1=8
11364 kg………………………………113 filo
40cm 200 cm………………………….

1. 6225……………………………………ortası Edirne
2. 24 cm aft of datum…………….bu cevaptan başka yok
3. 2799 lbs…………………………27 tane 99
4. 4530 lbs…………………………Manisa ve 30
5. 7010 kg………………………….balıkesir liyim ve 70 liyim
6. 4300 kg…………………………. Konya + 1
7. 30785 kg……………………………….3 + 5= 8 – 1= 7
8. 6899 kg………………………….68 tane 99
9. 2760 kg………………………….
10. 30900 kg……………………………….3 tane 3 ve 3 tane 0
11. 4600 kg………………………………….manisa + 1
12. 12900…………………………….
13. 68400 kg……………………………….4 6 8
14. 17840……………………………cevaplarda (19200, 19100, 19500) var, 19 lar
arasında en düşük olan.
15. 17840…………………………….cevaplarda (18170, 13950, 2580) var
16. 56.53 cm of datum……………… 56 - 3 eksiği
17. 33 cm………………………………cevaplarda (40 cm) de var, eğer cm şıklar varsa
orada doğru cevap 33 cm dir, bunun haricinde 40 gördüğün erleri işaretle.
18. 40.0……………………………cevaplarda 33 cm yok
19. 40 cm…………………………cevaplarda 33 cm yok
20. 91.92 inches of datum……….91, 92 devresi
21. 21080 kg………………………Diyarbakır Osmaniye
22. 645.78 inches of datum……….4 5 6 7 8
23. % 17.5…………………………..çanakkale
24. 100 kg…………………………. irice insan ağırlığı, cevaplarda 1000 var, eğer 1000
le beraber 100 varsa doğru cevap 100. 1000 tek başınaysa o zaman 1000 i işaretle.
25. 13.12 kg/inch………………….13 – 1
26. 17810 kg……………………….çanakkale de 81 doğumlu çok çıtır var
27. 110 kg………………………….irice insan ağırlığının %10 u.
28. 260 kg…………………………....cevaplarda (210,280) var, ikisinin ortalaması
29. 61..28 cm of datum………… …Trabzon Giresun
30. 433.3………………………… .333 gibi bi şey
31. % 18……………………… ……başka böyle vevap yok. 18
32. 36.3.%mac……………………….3 çarpı 2, bölü 2
33. 49130 kg and %19….…………. 91 ve 19 (bi ters bi düz)
34. 2960 kg……………………………ortası 9 ve 6 kombinasyonu
35. 1470……………………………….bu sınava 14 tane 70 li girdi
36. 1196……………………………….9 ve 6 kombinasyonu
37. station 117.69…………………….9 ve 6 kombinasyonu
38. %27.5……………………… ……Çanakkale ye 10 ekle
39. 78900 kg………………………….7 8 9
40. 29280 kg………………………….2 tane 92 li Osmaniye ye gitmiş.
41. 4720……………………………….ortası 72 filo
42. 1000 kg……………………………cevaplarda tek başınaysa işaretle, 100 de varsa 100
ü işaretle
43. 14470 kg……………………………1 tane 70 li Malatya ya gitmiş
44. 300 kg……………………………….irice insanın 3 katı
61600 kg and 12150……………….121 filo da 5 yılda 616 mezun oldu.

1. 14331 kg…………………………….333 gibi bişey
2. 80 kg…………………………………irice bayan kilosu
3. 30180 kg……………………………..30 çarpı 6
4. 835.5 inches is 3062 kg…………….62 den tavşan
5. 32100 kg……………………………..0 1 2 3 tersten
6. 46130 kg and 17.8………… ……..46 tane c 130 çanakkale de.
7. 285.5 kg……………………………….
8. 1738 kg……………………………….17 tane t 38 var
9. 2410 kg………………………………. (cevaplar arasında 820 de var)
10. 820 kg…………………………………tek başına
AGK için
cevap şıklarında 1,2,3 ve 1,5,6 varsa "1,2,3" doğru sadece 1,5,6 varsa doğrudur 1,3,6 varsa
doğrudur.
cevabın sonunda spring force, spring... varsa o cevap doğrudur
cevaplarda "jet pipe"-trubine section-compressor section varsa cevap "trubine" aksi takdirde
"compressor"
LP...LP...HP....HP doğru
soruda 3 Şıkta HP TEK LP varsa LPli şık doğru
"Halon" her zaman doğru "Grease" varsa grease doğru
MAP Decreases ya da MAP max. value doğru
v3 de;
never fail diyorsa o incorrect
......increase? ......(örnek hp spool) increase
......decrease?......(örnek EGT) decrease

General Navigation dersinden kalanlar genelde sözel sorularını kat sayılarının düşük
oldugun için önemsemezler ve sırf bu yüzden kalırlar. www.atponline.gs üyeliğim varken
çıkarttıgım idleri paylaşıyorum üyeliği devam eden bir üyemiz fotograflarını çekip bu
forumda paylaşabilir. ID'ler www.atponline.gs' ye girince sağ altta bulunan kutuya yazılacak
ve V2 yada V3 hangi soru bankasının soruları ise ona dikkat edilecek. Ayrıca 50 den fazla ID
yazılırsa sorular gelmez ve ID ler arasında virgül olmalı.
Gen. Nav. V.3 Ezber
15476, 16815, 16816, 16402, 16898, 16375, 14929, 14910, 16764, 16416, 16796,
16748, 14953, 16866, 15096, 16801, 16800, 15427, 15664, 16746, 16686, 16799, 16791,
16536, 16882, 16341, 16804, 16388, 16826, 14919, 16763, 16865, 16814, 16446,
16364, 15090, 16699, 15138, 15773, 15908, 15901, 15453, 16855, 16767, 4299
Mercator V.3
2142, 12928, 5748, 1572, 5741, 5742, 201, 12917, 2150, 2894, 1535, 2309, 4926, 1573,
12931, 867, 4925, 14523, 14377, 2144, 670, 4308, 2143, 1543, 5554, 12847, 12820, 14257,
4310, 4309, 12817, 11395, 5743, 15929, 1294, 197, 12927, 16787, 12940, 5745, 15001, 873,
16529, 2896, 14921, 4307, 5575, 14357, 14920, 1532, 2334, 5577, 16850, 863, 5746, 5744
V.2 Ezber
12918, 2149, 4755, 5545, 5589, 11404, 4356, 11411, 5740, 14379, 199, 4296, 12939, 14522,
12938, 1172, 1190, 5568, 1545, 4739, 2304, 3084, 1533, 1171, 14251, 4343, 4742, 2151,
12822, 3338, 4358, 1525, 1538, 4743, 14525, 4762, 1536, 1184, 12929, 12920, 2714, 4761,
2153, 2897, 4347, 14693, 4295, 14212, 11007, 874, 11406, 1188, 3482, 2314, 12810, 3079,
11409, 2312, 11401, 5556, 4752, 4744, 4728, 2310, 4756, 4345, 4348, 5747, 4714, 1189,
4730, 4740, 14260, 4745, 1537, 4351, 1523, 4746, 14214, 1291, 4298, 14524, 200, 2893,
4297, 1539, 4344, 5739, 5795, 2212, 4712, 4747, 2901, 11407, 3083, 1296, 2147, 12906,
5563, 14258, 10107, 5755, 11405, 14252, 1192, 5583, 4758, 5565, 11408, 14378, 314, 12812,
4342, 12909, 2315, 14362, 1292, 4354, 4306, 14521, 2316, 14213, 3345, 1522, 4350, 1295,
14250, 2213, 1194, 3328, 14259, 5591, 12907, 10108, 5576

PERFORMANCE
BÖLÜM 1 EB= En büyüğü demektir
Eğer sorunun sonunda rüzgarı şöyle veriyorsa:
“Tailwind : 5 kt”……..........4 (EB) seç.
İstisna1: “Tailwind: 2,5kt”……2470’(2buçuktan 3 hesabı)
İstisna 2: “Tailwind: 5 kt” OAT:38° ise cevap: 2 (3ncü en büyük şık.)
“Head/Tailwind:…kt”…....3 (2nci enbüyüğü) seç.
“..…..kt Head/Tailwind”…2 (3ncü en büyüğü )seç.
BÖLÜM 2
2-1 3 (EB-1) …….. (1500 varsa 1500 doğru) (465 varsa doğdru)
2-2 3 (EB-1) …….. (Pist wet grass ise 4 EB) “Tailwind: 5 kt” OAT:38° ise cevap: 2 (3ncü
en büyük şık.)
2-3 3 (EB-1) …….. ( 15.xxx varsa doğru 2 adet )
2-4 3 (EB-1) …….. Headwind rüzgar veriyorsa 3 EB-1
Tailwind ise 4 EB olan doğru
3-1 3 (EB-1) …….. Şıklarda 1780 varsa 1 (en küçüğü)
EB-1 =>1600 ise 1 (en küçüğü)
3-2 …. …Eğer 42xx (konya ile başlıyorsa 42xx doğru
42 ile başlamıyorsa 34,35,37 ile başlayan doğru ( İst. İzm, Kast)
3-7 3 (EB-1) …….. 175 var ise 175 doğru
430 ise ve Tüm şıklar <1000 ise 430 doğru
NOT : Bölüm I ve Bölüm II aynı anda kontrol edilmelidir. Birbirlerini tamamlıyorlar ve %
100 başarı oluyor.
Meteoroloji için ipucu 1: Kuzey yada Güney yarıkürede yüksek basınç(anticyclone), alçak
basınç (cyclone/depression) yerlerini yada herhangi biriyle rüzgar yönünü vererek gittiğiniz
yöne bağlı olarak irtifa değişimini soruyorsa. Şu şekil aklınıza gelsin.
Kuzey yarıkürede: yüksek basınç avrupa üzerinde, alçak basınç asya üzerinde rüzgar kuzey
kutbundan esiyor. Yüksek basınca uçuyorsanız sağdan rüzgar alırsınız ve irtifanız artar. Alçak
basınca uçuyorsanız soldan rüzgar alırsınız ve irtifanız azalır.
Güney yarıkürede: Yine kuzey yarıkürede gibi düşünün. Yine yüksek basınç avrupa
üzerinde, alçak basınç asya üzerinde ama bu sefer rüzgar ekvator tarafından eser. Yüksek
basınca uçarsanız irtifa alır, alçak basınca uçarsanız irtifa kaybersiniz.
POLORK'dan Meteoroloji İpuçları:
- Posittive control gördüğünde moderate işaretle.

- Soruda surface varsa cevapta friction ara
- Catabatic Kat diye düşün kattan iniyorsun.
- Cevaplarda with a warm front veya mid-afternoon varsa cevap o.
- İngiltereli yer haritası shower olacak.
- Frictiondan dolayı 2000 ft de 180 den 20 knot, 1000 ft’de 160 (back yapar) den 10 knt
oluyor.
- A(rctic)P(olar)S(ubtropical) yani APS sırasıyla: 20000-30000-40000
- Öğleden sonra rüzgar artıyor.
- Kuzey yarım kürede de, Güney yarım kürede de L’dan H’a giderken L’u solda görebilmek
için rüzgarı arkamıza almalıyız (bu bize rüzgar yönünü verir). Böylece rüzgar yönü tespit
edilmiş olur.
Operation Precedures sınavlarında verilen lastik basıncına göre hydroplaning sürati sorulmaktadır.
Vh: 5x+58 formülü ile kısaca hesaplanabilir.
vh: Knot
x: Bar cinsinden basınç
Örnek lastilk basıncı 10 bar ise 5x+58'den ((5x10)+58)=108 olarak hydroplaning sürati bulunabilir.
OPS OKSİJEN İPUÇLARI
Non pressurized.........Crew and all passengers........throughout flight period..........13000 ft
Non pressurized.........%10 passengers...................30 minutes after....................10000-13000

ft.
Non pressurized.........flight deck...........................supplemental oxygen..............10000 ft.
Non pressurized.........Cabin crew members............supplemental oxygen..............13000 ft. (30

min. 10000-13000 ft)
Decompression.........Flight crew............................Not impaired...........................8000 ft.
Decompression.........You.....................................pure oxygen.........................32000 ft.
Pressurized..............Crew and part of passen.........throughout flight period.........13000 ft.
Pressurized..............Flight crew............................Quick donning masks.............25000 ft
Pressurized..............Flight Crew...........................Supplemental oxygen.............13000 ft.
Pressurized..............Passengers..........................Not less than 10 min..............15000 ft.
Pressurized..............1 passenger.........................First aid oxygen.............8000-15000 ft.
Pressurized..............%100 passengers.................Supplemental oxygen.............13000 ft.
Pressurized..............Flight deck...........................2 hours.......................above 25000 ft.

ATPL Meteoroloji Sınavı ipuçlar-..
"Unstable ve Stable Air"ler eminim çok kafa karıştırıyor. Onlarca sorunun içinde bi kaç
işe yarayacak ipucu:
DALR=3 derece/1000ft, 0.98 derece/100m (her zaman)
SALR=1,8 derece/1000ft, 0,6 derece/100m (her zaman)
ELR değişken fakat ISA koşullarında 1,98 derece/1000ft ya da 0,65 derece/100m
Gelelim Stable Unstable:
ELR<1,8 derece ise: Stable

ELR>3 derece ise: Unstable
1,8< ELR < 3 derece ise : Conditionally Unstable
Stable Air:
-Dikey hareketler uzun sürmez
-Stratiform tipi bulutlanma gözlenir
-Inversiyon tabaksı Stabil Havada oluşur
Unsatble Air:
-Kümülüform tipi bulutlanma gözlenir
-Güzel Görüş Sağlar
-Dikey Hareketler hızlanarak devam eder.
-Alçak seviyelerde: DALR>ELR>SALR (Conditionally Unstable)
-Diğer bir yandan uzun cevaplılardan Milky ile başlayanlar hep doğru.
-Frictional Forces varsa cevaplar arasında(yine uzun olanlarda) cevabın tekrar düşünülmesi
gerekir çünkü genelde doğru
-Yine uzun cevaplılarda Below "0" derece geçenler ya da tek taraflı sınırlama getirilen
sıcaklıklar(örneğin least15 derece gibi) olanlar doğru cevap
-Sorunun içinde(sonunda) monsoon, monsoon varsa cevap NE ile başlayan.

-Aynı şekilde trade mark varsa cevap yine NE.
- Rüzgar tayinlerinde:
1. Karadaki soruluyorsa verilen rüzgarın yönüne 30 derece ekleyip şiddeti 2 katına
çıkarılacak.
2. Su üzerindekiler soruluyorsa 10 derece düşülecek ve 10KT eksiltilecek.
- Soruda Virtually geçiyorsa CI veya CU bulutudur (şıklarda sadece biri var),
- Soru şıklarında Gramer (gram) varsa cevap o.
- Soru şıklarında electrical varsa cevap o.
- Soruda Darvin varsa cevap Dry (Her ikiside “D” ile başlıyor)
- Contrast soruda ise cevap “ST veya No Turbulance” geçen şık, eğer “Contrast” şıklarda
ise cevap o.
- Soru şıklarında Aircraft Parked varsa cevap o,
- Soruda Aircraft Parked ve Ten minutes varsa cevap Apparently Nothing olmalı,
- Soruda Aircraft Parked ve During varsa cevap Decreased,
- Soruda Aircraft Parked ve shortly varsa cevap increasing,
- Soruda Aircraft Parked ve as an varsa cevap first increase then decrease,
- Subtropical high pressure belt center : 30ºN ve 30ºS,
- Soru şıklarında a warm front veya with a warm front varsa cevap o,
- Visibility < RVR (Homogen Fog),
- 12ºC moderate to severe mixed ice,
- Center of Europe thunderstorm warm updrafts Mid-Afternoon,
- Thunderstorm rotor wind in mature stage,
- RVR reported when visibility decreases below 1500m (Dikkat Feet değil..!)
- Görüş 1000m (1Km) altına düşerse Fog (Sis) rapor edilir.
- Frontal Thunderstorm move forward fastest,
- Lenticular Cloud indicate to moderate/severe turbalance,
- Hurricanes move east to west (E → W),
- Curve Away equator weaken track over land,
- Satellites Progress, eye can be well observed WX Satellites,
- Advection of cold air over a warm sea initial lifting airmass thunderstorm,
- İki tip Jet Stream vardır;
1. Subtropical Jet Stream,
2. Polar Front Jet Stream,
- Kapalılık oranları;
FEW = 1-2 oktas,
SCT = 3-4 oktas,
BKN = 5-7 oktas,
OVC = 8 oktas.
- Anemometer 6-10 m. above runway,
- Squall Line → in Front of active cold front. Yer kartlarında "-v-v-v-v-v-" işareti ile
gösterilir.
- Squall Line is bands of intensive thunderstorm,
- Alps (in North) → Strong wind in south = Good Visibility and turbulance,
- Easterly Waves → Thunderstorm and rain,
- Rüzgar bilgileri True North ve Knot olarak verilir,
- Counter line → Position same high = in chart constant pressure,
- Soğuk cephede basınç yükselir,
- Cold → QNH
Warm → QNH>QFF (NOT: İrtifa deniz seviyesi altındaysa tersi olur.)
Soruda ısı yok, irtifa veya ISA=0 ise QNH=QFF
İPUCU: Ben bu konuyu aklımda şu şekilde tuttum CN-235 uçağı (= QNH) soğuk bir kış
gününde Ankara'da büyük bir Fokker (QFF) uçağı ile yan yana duraktadır. Soğukta CN <
Fokker yani... Bu benim yöntemim, sizde kendi yönteminizi belirleyebilirsiniz.
QFE____
↑
↓____QNH
Recivings:
VOR: Metric
ILS: Metric
VHF Direction Finder: Metric
DME: Decimetric
Radio Alt. : Decimetric
ADF: Hecto/Kilometric. (Aslında ADF NDB eski sistemler ve bir çok spruda geçtiği
oluyor. Cevaplar hep kilometre ya da 1000m lik olanlar.)
Generator Breakers:
Eğer soruda;
Underspeed varsa: sadece Generator Breaker
Overvoltage varsa: exciter and generator Breaker
Excitation varsa: exciter breaker ve tie breaker
-Yangın söndürücülerde 7-30 arası bir ondan sonra çift haneye kadar 2 söndürücü
bulunmakta. Kolayı ise; örneğin 201-300 koltuk bulunuyorsa çok olanın (burada 300) bir
fazlası 4 yangın söndürücü demek. Bu böyle giderken istisna olan tek başına 600 or More
da ise 8 yangın söndürücü.
-Bootstrap air conditioning sistemlerde ya "secondary heat exchanger"(birinde turbine den

aldığı olacak şıklarda 2 tane secondary heat exchanger var) ya da after geçen yani sonradan
olanlar olacak.
-CSD jeneratorle ilgilidiri ve cevapların içinde generator kelimesi geçiyorsa rahatlıkla

işaretleyebilirsiniz.
1.) Lambert Conformal Conic Chart
- Nominal Scale: Scale at the standart parallels.

- Convergence: at the meridians is the same as earth convergency at the parallel of origin.
- Great circle that are not meridians are curves concave to the parallel of origin.
- Earth Convergency is most accurately represented at the parallel of origin.
- Great Circle: Straight line.
- Parallels: Arc of concentric circles.
- Scale: constant along a parallel of latitude.
- Chart Convergency is constant.
2.) Direct Marcator Chart
- Rhumb Line: Straşght Lines.

- Great Circle: Curve concave to the equator except meridians and equator.
- Best for equatorial regions.
- North or south poles impossible.
- The scale increase with increasing distance from equator.
- Chart convergency = Earth convergency = Zero at the equator.
3.) Tranverge Marcator Chart
- Scale: along the meridians of tangecy.

- Parallels of latitude appears as elipses.
- Maps of large north-south extent.
4.) Oblique Marcator Chart
- Charts of the Great Circle route between two points.

Instrumentation (Air Speed)..
Mesaj Ayarları
#b
Sürat saatinin çalışma prensibi, dinamik basınç ile ilgilidir.Pitot tüpünden giren dinamik
basıncın göstergeye yansıtılmasıdır. Dinamik basınç artıkça statik basınç düşecektir.
( Toplam Basınç – Statik Basınç = Dinamik Basınç yani; Toplam Basınç = Statik Basınç +
Dinamik Basınç )
Sürat elde edilirken birtakım hatalar oluşur. Bu yüzden hataların giderilmesi ile farklı sürat
tabirleri ortaya çıkmıştır. Bunlar; IAS-Indicated Air Speed (Gösterge Sürati), CAS-
Calibrated Air Speed, EAS-Equivalent Air Speed, TAS-True Air Speed ve GS-Ground
Speed (Yer Sürati) ‘dir.
IAS : Pitot tüpünden giren dinamik basıncın göstergeye yansıtılması ile elde edilir.
CAS : Pozisyon ve alet hatası giderilmiş sürattir.Modern uçaklarda gelişmiş sistemler

kullanıldığından CAS IAS’a (CAS=IAS) eşittir veya değerler hemen hemen aynıdır.
EAS : Sıkıştırma hatası giderilmiş olan sürattir.Basınç irtifası ile ilgili ilgilidir.
TAS : Yoğunluk hatası giderilmiş sürattir.Yoğunluk irtifası ile ilgilidir kısaca hava sıcaklığı
ile ilgilidir.
GS : Rüzgar hatası giderilmiş olan sürattir.Örneğin; kafa rüzgarı alırsanız yere göre olan
süratiniz düşecektir.
CAS = IAS + (Pozisyon Hatası + Alet Hatası)

EAS = CAS + Sıkıştırma Hatası
TAS = EAS + Yoğunluk Hatası
GS = TAS +/- Rüzgar
Yukarıda bahsettiğimiz süratlerin yanında birde Mach Number vardır. Mach değeri bir sürat
değildir. Mach değeri, TAS’ın mahalli ses süratine olan oranıdır.
MACH Number = TAS/LLS (Local Speed of Sound-Mahalli ses sürati.)
Standart koşullarda ve deniz seviyesinde ses sürati 661 Kt’a eşittir. Ses sürati sıcaklık ile
orantılı olduğu için hava soğudukça düşecek, ısındıkça artacaktır.
Süratlerin birbirleri ile olan ilişkilerini aşağıdaki şekilde açıklayabiliriz.
Sabit IAS ile tırmanırken; Mach Number artar, TAS artar.
Sabit IAS ile alçalırken; Mach düşer, TAS düşer.
Sabit CAS ile tırmanırken; Mach Number artar, TAS artar.
Sabit CAS ile alçalırken; Mach düşer, TAS düşer.
CAS Dinamik basınç ile ölçülür = ½ρV2 , burada ρ = Hava yoğunluğu (air density) ve V =
TAS ise; soğuk havalarda ρ yükseliyorsa (Hava yoğunluğu artar) ve CAS sabit ise V (TAS)
mutlaka düşmelidir.
Sabit Mach değeri ile tırmanırken; IAS düşer, TAS düşer.
Sabit Mach ile alçalırken; IAS artar, TAS artar.
Hava sıcaklığı düşerse, TAS azalır.
Hava sıcaklığı artarsa, TAS artar.
EAS sadece standart atmosfer koşullarında ve deniz seviyesinde CAS’a eşittir. Bunun
dışında EAS herzaman CAS’dan küçüktür.
EAS tırmanırken azalır, alçalırken artar.
Süratlerin birbirine dönüşümü ve farklar ise aşağıdaki diyagramda olduğu gibidir ;
Süratlerin birbirine dönüşümü ve farklar ise aşağıdaki diyagramda olduğu gibidir ;

POF Sınavına Yönelik Ders Notlar..
Mesaj Ayarları #b
ASSYMETRİC BLADE EFFECT
Assymetric blade effect INCREASE , engine power INCREASE,
Assymetric blade effect INCREASE , when the angle between the propeller axis and
airflow trought the propeller disc INCREASE
STICK PUSHER
Stick pusher activates at a higher angle of atteck than a stick shacker,
Stick pusher prevents the pilot from increasing the angle of attack furter,
STICK FORCE PER G
Stick force per g INCREASE , when centre of gravity moves forward
TUCK UNDER

Aft movement of the centre of pressure of the wing
a reduction in the downwash angle at the location of the horizontal stabilizer
GROUND EFFECT
Arkadaşlar entering ground effect te Lift cofficient CL ve effective angle of attack

INCREASE olur, diğer herşey DECREASE olur (Downwash angle, induced angle of
attack, induced drag cofficient CDI)
leaving ground effect te yine Lift cofficient CL ve effective angle of attack DECREASE
olur , diğer herşey INCREASE olur (Downwash angle, induced angle of attack, induced
drag cofficient CDI)
Ground effect sorularda genelde correct - incorrect olarak yer almakta
INDUCED DRAG
An rectangular spanwise lift disturbition generates MORE induced drag than Elliptical lift
distribution,
An Elliptical spanwise lift disturbition generates LESS induced drag than Rectangular lift
distribution
Yukarıdaki durumdan bir çok soru var,mantığı çok basit sadece okumalısınız. Bu cevaplarla
alakalı yanlış olanlar MORE ve LESS durumlarını ters çıkarıyorlar onlar yanlış.
Doğrusunu şöyle buluyoruz: Rectangular MORE elliptical üçlüsünü yada tam tersi
Elliptical LESS Rectangular üçlüsünü görmeliyiz.

Induced drag DECREASE, with INCREASING aspect ratio
Induced drag INCREASE, angle of attack INCREASE
at constant load factor induced drag INCREASE, aeroplane mass INCREASE
Yukarıdaki 3 lü kombinasyonu kafamıza yazmalıyız sorusu çok fazla.
Bilindigi gibi POF dersinin 999 + 324 soru sayısı var, bu soruların yaklaşık 400 tanesi
correct incorrect. Ben sadece correct olanları ögrendim soruyu okuyunca yanlış olanlarıda
böylelikle kolayca tespit edebildim. Bu soruları V2 ve V3 ten tek tek çıkarıp inceledim.
Sanırım yararlı oldu dersi geçtim :)
POF Correct / Incorrect'leri Çalışma Kağıdı
Gust Load
Which of these statements about the gust load factor on an aeroplane are correct or
incorrect?;
I. When the slope of the lift curve versus angle of attack curve decreases, the gust load
factor decreases.;
II. When the wing loading decreases, the gust load factor increases.
incorrect?;
I. When the slope of the lift versus angle of attack curve increases, the gust load factor
increases.;
II. When the wing loading increases, the gust load factor decreases.
incorrect?
I. When the wing area decreases, the gust load factor decreases.
II. When the EAS decreases, the gust load factor decreases.
incorrect?
I. When the wing area increases, the gust load factor increases.
II. When the EAS increases, the gust load factor increases.
incorrect?;
I. When the slope of the lift versus angle of attack curve increases, the gust load factor
increases.;
II. When the wing loading increases, the gust load factor decreases.
incorrect?;
I. When the slope of the lift versus angle of attack curve decreases, the gust load factor
decreases.;
II. When the wing loading decreases, the gust load factor increases.
incorrect?
I. When the mass increases, the gust load factor decreases.
II. When the altitude increases, the gust load factor decreases.
incorrect?;
I. When the mass decreases, the gust load factor increases.;
II. When the altitude decreases, the gust load factor increases.
The Gyroscopic Effect
Which statement is correct regarding the gyroscopic effect of a clockwise propeller on a

single engine aeroplane?
I.Pitch down produces left yaw.
II.Left yaw produces pitch up.;
With respect to the gyroscopic effects of precession acting upon the clockwise rotating
propeller of a single acting aeroplane (when viewed from behind):;
I. The effect of pitch up is right yaw;
II. The effect of right yaw is pitch down.;
Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller
on a single engine aeroplane?;
I. Pitch down produces left yaw.;
II. Left yaw produces pitch up.
Which statement is correct?;

I. Propeller gyroscopic effect occurs during aeroplane pitch changes.;
II. Propeller gyroscopic effect is most noticeable during low speed flight at high propeller
RPM.
I. Propeller gyroscopic effect occurs during aeroplane yaw changes.;
II. Propeller gyroscopic effect is most noticeable during low speed flight at high propeller
RPM.
Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller
on a single engine aeroplane?
I. Pitch up produces right yaw.
II. Right yaw produces pitch down.
Venturi
Considering subsonic incompressible airflow through a Venturi, which statement is correct?
I. The dynamic pressure in the undisturbed airflow is lower than in the throat.
II. The total pressure in the undisturbed airflow and in the throat is the same.
I. The dynamic pressure in the throat is higher than in the undisturbed airflow.
II. The total pressure in the throat is the same as in the undisturbed airflow.

I. The static pressure in the undisturbed airflow is higher than in the throat.
II. The speed in the undisturbed airflow is lower than in the throat.
I. The static pressure in the throat is lower than in the undisturbed airflow.
II. The speed of the airflow in the throat is higher than in the undisturbed airflow.
VMCG-VMCA
Which of these statements about the limiting value of 5 degrees bank angle during VMCA
determination are correct or incorrect?; I. As the bank angle is decreased from 5 degrees to
0 degrees, the value of VMCA increases.;
II. When the bank angle is increased beyond 5 degrees, there is an increasing risk of fin
stall.
Which of these statements about VMCG determination are correct or incorrect?;
I. In order to simulate a wet runway, nose wheel steering may not be used during VMCG
determination.;
II. During VMCG determination, the CG should be on the aft limit.
Which of these statements about VMCG determination are correct or incorrect?
I. VMCG must be determined using rudder control alone.
II. During VMCG determination, the lateral deviation from the runway centreline may be not
more than 30 ft.
Which of these statements about the equilibrium of forces and moments at VMCA are
correct or incorrect?;
I. Equilibrium of moments about the normal axis. is provided by rudder deflection.;
II. Equilibrium of forces along the lateral axis requires either bank angle or side slip or a
combination of both.
Oblique shock wave
Which of these statements about an oblique shock wave are correct or incorrect?
I. The local speed of sound in front of an oblique shock wave is lower than behind it.
II. The Mach number in front of an oblique shock wave is higher than behind it.
Which of these statements about an oblique shock wave are correct or incorrect?;
I. The density in front of an oblique shock wave is lower than behind it.;
II. The total pressure in front of an oblique shock wave is higher than behind it.
I. The density behind an oblique shock wave is higher than in front of it.;
II. The local speed of sound behind an oblique shock wave is higher than in front of it.
I. The Mach number behind an oblique shock wave is lower than in front of it.;
II. The total pressure behind an oblique shock wave is lower than in front of it.
I. The static temperature behind an oblique shock wave is higher than in front of it.;
II. The static pressure behind an oblique shock wave is higher than in front of it.
I. The static temperature in front of an oblique shock wave is lower than behind it.;
II. The static pressure in front of an oblique shock wave is lower than behind it.
Wing Tip Vortices
Which of these statements about the strength of wing tip vortices are correct or incorrect?;
I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of
attack decreases.;
II. The strength of wing tip vortices increases as the aspect ratio decreases.
I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of
attack increases.;
II. The strength of wing tip vortices decreases as the aspect ratio increases.
attack decreases.;
attack decreases.;
attack increases.;
attack increases.;
Tuck Under
Which of these statements about "tuck under" are correct or incorrect?;
I. "Tuck under" is caused by an aft movement of the centre of pressure of the wing.;
II. "Tuck under" is caused by a reduction in the downwash angle at the location of the
horizontal stabiliser.
Induced Drag
Which of these statements about induced drag are correct or incorrect?
I. Induced drag increases as angle of attack increases.
II. At constant load factor, induced drag increases with increasing aeroplane mass.

I. Induced drag decreases as angle of attack decreases.
II. At constant load factor, induced drag decreases with decreasing aeroplane mass.
I. An rectangular spanwise lift distribution generates more induced drag than an elliptical
lift distribution.
II. Induced drag decreases with increasing aspect ratio.
Which of these statements about induced drag are correct or incorrect?;
I. An elliptical spanwise lift distribution generates less induced drag than a rectangular lift
distribution.;
II. Induced drag increases with decreasing aspect ratio.
Horizontal Trimmable
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim
tab, which of these statements are correct or incorrect?;
I. A stabiliser trim is more suitable to cope with the large trim changes generated by the
high lift devices on most jet transport aeroplanes.;
II. A trim tab runaway causes less control difficulty.
I. The effects of a stabiliser trim runaway are more serious.;
II. A jammed trim tab causes less control difficulty.

I. When trimmed for zero elevator stick force an elevator trim tab causes more drag.;
II. A horizontal trimmable stabiliser enables a larger CG range.
tab, which statement is correct?;
I. A trim tab is less suitable for jet transport aeroplanes because of their large speed range.;
II. A stabiliser trim is a more powerful means of trimming.
I. A stabiliser trim is more suitable to cope with the large trim changes generated by the
high lift devices on most jet transport aeroplanes.;
II. A trim tab runaway causes less control difficulty.
Flutter
Which of these statements about flutter are correct or incorrect?
I. Wing mounted engines extending ahead of the wing contribute to wing flutter
suppression.
II. Excessive free play or backlash reduces the speed at which control surface flutter occurs.
Which of these statements about flutter are correct or incorrect?
I. If flutter occurs, IAS should be reduced.

II. Resistance to flutter increases with increasing wing stiffness.
Which of these statements about flutter are correct or incorrect?;
I. Aero-elastic coupling affects flutter characteristics.;
II. The risk of flutter increases as IAS increases.
Ground Effect
Which statement, about an aeroplane entering ground effect at constant angle of attack, is
correct?;
I. The lift coefficient CL increases.;
II. The induced drag coefficient CDi decreases.
Which statement about an aeroplane leaving ground effect is correct?
I. The downwash angle increases.
II. The induced angle of attack increases.
Which statement, about an aeroplane leaving ground effect at constant angle of attack, is
correct?
I. The lift coefficient CL decreases.
II. The induced drag coefficient CDi increases.
Which statement about an aeroplane entering ground effect is correct?
I. The downwash angle decreases.
II. The induced angle of attack decreases.

Static Longitudinal Stability
Which of the following statements about static longitudinal stability is correct?;
I. A requirement for positive static longitudinal stability of an aeroplane is, that the neutral
point is behind the centre of gravity.;
II. A wing with positive camber provides a positive contribution to static longitudinal
stability, when the centre of gravity of the aeroplane is in front of the aerodynamic centre of
the wing.
Which of the following statements about static longitudinal stability is correct?;
I. A requirement for positive static longitudinal stability of an aeroplane is, that the neutral
point is behind the centre of gravity.;
II. A wing with positive camber provides a positive contribution to static longitudinal
stability, when the centre of gravity of the aeroplane is in front of the aerodynamic centre of
the wing.
External Tip Tanks
Which statement, about the effects on drag of fitting external tip tanks to the wings of an
aeroplane, is correct?
I. Parasite drag increases.
II. Induced drag decreases.
Which statement, about the effects on drag of removing external tip tanks from the wings of
an aeroplane, is correct?
I. Parasite drag decreases.
II. Induced drag increases.

Directional and lateral stability
Which of these statements are correct or incorrect regarding a sideslip, with the relative
airflow coming from the right, on an aeroplane that exhibits both directional and lateral
stability?;
I. The initial tendency of the nose of the aeroplane is to to the right.;
II. The initial tendency of the left wing is to move down.
Which of these statements are correct or incorrect regarding a sideslip, with the relative
airflow coming from the left, on an aeroplane that exhibits both directional and lateral
stability?;
I. The initial tendency of the nose of the aeroplane is to move to the left.;
II. The initial tendency of the right wing is to move down.
Propeller
Which statement is correct for a propeller of given diameter and at constant RPM?;
I. Assuming blade shape does not change power absorption increases if the number of
blades increases.;
II. Power absorption increases if the mean chord of the blades increases
I. At a given RPM the propeller efficiency of a fixed pitch propeller is maximum at only one
value of TAS.;
II. A constant speed propeller maintains near maximum efficiency over a wider range of
aeroplane speeds than a fixed pitch propeller.

Which statement about a propeller is correct?;
I. Asymmetric blade effect increases when engine power is increased.;
II. Asymmetric blade effect increases when the angle between the propeller axis and airflow
through the propeller disc increases.
I. A propeller with a small blade angle is referred to as being in fine pitch.;
II. A propeller with a large blade angle is referred to as being in coarse pitch.
Which of these statements about propellers is correct or incorrect?;
I. A cruise propeller has a greater geometric pitch when compared with a climb propeller.;
II. A coarse pitch propeller is less efficient during take-off and in the climb, but more
efficient in the cruise, when compared with a fine pitch propeller.
Which statement is correct when comparing a fixed pitch propeller with a constant speed
propeller?;
I. A constant speed propeller reduces fuel consumption over a range of cruise speeds.;
II. A constant speed propeller improves take-off performance as compared with a coarse
fixed pitch propeller.
Which statement is correct regarding a propeller?
I. Increasing tip speed to supersonic speed increases propeller noise.
II. Increasing tip speed to supersonic speed decreases propeller efficiency.
Which statement about propeller icing is correct?
I. Propeller icing increases blade element drag and reduces blade element lift.
II. Propeller icing reduces propeller efficiency.
Which statement about propeller noise is correct?;
I. Propeller noise increases when the blade tip speed increases.;
II. For a given engine and propeller blade shape, an increase in the number of propeller
blades allows for a reduction in propeller noise
Aerofoil
Regarding a symmetric aerofoil section, which statement is correct?
I. The angle of attack is zero when the lift coefficient equals zero.
II. The pitching moment is zero when the lift coefficient equals zero.
Assuming no flow separation, which of these statements about the flow around an aerofoil as
the angle of attack decreases are correct or incorrect?
I. The stagnation point moves up.
II. The point of lowest static pressure moves aft.
Sweepback
Which of these statements about wing sweepback are correct or incorrect?
I. Decreasing wing sweepback decreases Mcrit.
II. Decreasing wing sweepback decreases the drag divergence Mach number.
Which of these statements about wing sweepback are correct or incorrect?

I. Increasing wing sweepback increases Mcrit.
II. Increasing wing sweepback increases the drag divergence Mach number.
Which of these statements about the effect of wing sweep on centre of pressure location are
correct or incorrect?;
I. The centre of pressure on a straight wing moves aft as the angle of attack approaches and
exceeds the critical angle of attack.;
II. The centre of pressure on a strongly swept back wing moves forward as the angle of
attack approaches and exceeds the critical angle of attack.
Stick Pusher-Stall Speed
I. A stick pusher activates at a higher angle of attack than a stick shaker.;
II. A stick pusher prevents the pilot from increasing the angle of attack further
I. Stall speeds are determined with the CG at the forward limit.;
II. Minimum control speeds are determined with the CG at the aft limit.
Gust Load ağırlıkla ve irtifayla ters orantılı, aspect ratio ve speed ile doğru orantılı.
Shock Wave: Sürat, Mach, Total Pressure: AZALIR, diğer her şey ARTAR.
Expansion Wave: Sürat, Mach, Total Pressure: ARTAR, diğer her şey AZALIR.
ASPECT RATIO(ters orantı)INDUCED DRAG

INDUCED DRAG(doğru orantı)Lift Coefficent, Mass, Angle Of Attack
Blade Angle of Attack(ters orantı)TAS

Blade Angle of Attack(doğru orantı)RPM
Speed Vector - Symetry arasındaki açı: Sideslip Angle

Speed Vector - Horizontal Plane arasındaki açı: Flight Path Angle
Speed Vector - Longtdnl. Axis arasındaki açı: Angle Of Attack
Horizontal Plane - Longtdnl. Axis arasındaki açı: Pitch Angle
Horizontal Plane - Lateral Axis arasındaki açı: Bank Angle
Quarter Chord - Lateral Axis arasındaki açı: Wing Sweep
Longtdnl. Axis - Root Chord Line arasındaki açı: Angle Of Incidence
AOA artarsa Centre Of Pressure ileri

AOA azalırsa Centre Of Pressure geri
GENEL SORULAR
1. NAT. REGION LATERAL SEPERATION ---> 60 NM 1000’

2. NEXT POSITION HAS CHANGE BY---------> 3 MIN.
3. MNPS--> 27 DER 90 NORTH
4. KİRLİ PİST % 25--> COMPACTED SNOW
5. QUICK DONNA MASK --> 25 000’ ÜZERİ
6. WHERE NO OUTHER MARKER> 1000’ ABOVE AERODROME/HELİPORT
7. WET RWY--> %15 MORE LANDING DISTANCE
8. MAX VALIDATY OF SNOWTAM---> 24 HOURS
9. TIME OF CONSCIOUSNESS DECOMPRESSION--> 40.000’
10. FİRST AID OX 8 PASSANGER 27.000’--> 1 PASSANGER 8000’
11. POLAR TRACK---> 6 MICROTESLA
12. HEADWIND OF 40KT MICROBURST---> 80 KT
13. WHO MUST FINALLY DETERMINE MASS AND BALANCE LIMIT->
COMMANDER
14. FUEL JETTISONING SYSTEM-----> 15 MIN
15. FIRST AID OX----> UNDILUTED OX.
16. WHEN LEAVING MNPS OCEONIC CONTROL FOR DOMESTIC----> MACH
NUMBER OCEONIC CLEARANCE
17. MIN NUMBER OF CRASH AXES OR CROWBAR MORE THAN 200 IS------> 2
18. FUSES----> %10 AND 3….
19. A NOISE ABATEMENT PROCEDURE IS NOT TO BE INITIATED AT LESS
THAN---> 800 ‘
20. DANGEROUS GOOD DRAWN UP-------> SHIPPER
21. RISK OF BIRTSTRIKE OCCURS-----> BELOW 500 METER
22. 1 APRIL 1998--> 30 MIN 2HOURS
23. FUEL JETTISON-----> STRAIGHT LINE AND HIGH FLIGHT LEVEL
24. PURE OX ONLY------> 32.000’
25. 60 PASSANGER ON BOARD LIFE JACKETS-----> 60
26. ENGINE TAIL PIPE--------> CARRY OUT DRY CRANKING
27. DELIVERING CARGO-------> SENDER
28. NOISE ABATEMENT PROCEDURE------> IT HAS NO ILS
29. EMBARKING OR DISAMBARKING-----> AREA MUST BE KEPT CLEAR
30. FOR THREE OR FOUR ENGINE A/C----> 2HOURS ONE ENGINE OUT
31. INS 71------> 2
32. IF NO METEO INFO…----> SELECT 2 DESTINATION ALTERNATE
33. UNLAWFUL INTERFERENCE MUST IMMEDIATELY NOTIFY------> STATE OF
REGISTARY OF THE A/C/STATE OF OPERATOR/ICAO
34. SAFE FORCED LANDING IS----> ANNEVİTABLE LANDING ON LAND OR SEA
ON THE SURFACE
35. 50 FEET ABOVE THRESHOLD---> %60 LANDING DISTANCE AVAİLABLE
36. SELCAL------> OCEONIC AIRSPACE
37. ABOVE FL60 OR 2000FT ABOVE THE GROUND
38. ETOPS------> ONE HOUR FLIGHT TIME ONE ENGINE
39. SHANNON –GENDER-------> AT FL280 OR LESS
40. SAR ESPECIALLY DIFFICULT------> 90MIN.
SEPARATION
1. LIGHT-MEDIUM OPPOSITE DIRCETION RWY SEPARATED BY--> LESS THAN

760 M
2. MED. BEHIND HEAVY OR LIGHT BEHIND MED--------> 2 MIN
3. LIGHT-HEAVY---> 6NM
4. 40KT----3MIN / 20KT-----5MIN
5. MIN RDR SEPARATION ON THE LOC.COURSE--> 2.5NM
6. MIN RDR SEPARATION OF 5NM MAY REDUCE---> 3 NM
7. LONG. SEPARATION MIN BASED ON DISTANCE USING DME--> 20NM
8. BETWEEN A/C AT THE SAME CRUISING LEVEL TIME---> 15MIN
9. BETWEEN A/C AT THE SAME CRUISING LEVEL NAV AİD-> 10 MIN
10. 20 KT FASTER 10 DME LONG.SEPARATION
ILS
CAT1 LIGHTENING SYS------> 900M---300M YE KADAR
CAT2 LIGHTENING SYS----> 900M
CAT1 TYPE OF APPROACH LIGHT SYS---> 5/3-2-1
PILOT DOESNT NORALLY DEVIATE FROM C/T MORE THAN--> HALF SCALE
AT LEAST2.0DME PIROR TO INTERCEPT ILS GLIDE PATH
FINAL APP. SEGMENT IN PRECISION APP. GENERALLY GLIDE PATH
INTERCEPTION OCCURS AT ABOVE RWY 300M TO 900 M
INTERMEDIATE APP. SEG. 300M REDUCING 150M
ANNEXES
ANNEX-1: PERSONNEL LICENCING

ANNEX-2: RULES OF THE AIR
ANNEX-6: OPERATION OF AIRCRAFT
ANNEX-7: A/C NATINALITY AND REGISTRATION MARKS
ANNEX-8: AIRWORTHINESS OF AIRCRAFT
ANNEX-9: FACILATION,CARGO,PERSONNEL,TRANSPORTATION…
ANNEX-11: ATS
ANNEX-12: SAR
ANNEX-13: ACCIDENT INVESTIGATION
ANNEX-14: AERODROMS
ANNEX-15: AIS(AERO. INFO SERVICE)
ANNEX-17: SECURITY
ANNEX-18: DANGEROUS GOODS TRANSPORTATION.
LIGHTS

RWY END LIGHTS--> RED
RWY EDGE LIGHTS--> FIXED LIGHT SHOWING VARIABLE WHITE
TWY CTR LIGHTS---> FIXED SHOWING GREEN
RWY THRESHOLD IDENT.-> FLASHING WHITE
CTR AND CROSSBAR LIGHTS---> FIXED LIGHT SHOWING VARIABLE WHITE
RWY LEAD-IN LIGHTENING----> AT LEAST THREE WHITE FLASHING TOWARDS
RWY
THRESHOLD LIGHTS--> GREEN
BETWEEN BEGINNIG OF THE RWY AND THE DISPLACED THRESHOLD--> RED
HI INTENSITY OBSTACLE LIGHTS SHOLD BE----> FLASHING WHITE
LOW INTENSITY OBSTACLE LIGHTS ON VEHICLES--> FLASHING YELLOW
LOW INTENSITY OBSTACLE LIGHTS ON FIXED OBFECT--> FIXED RED.
ASHTAM ABOVE FL250 COLOR CODE---> RED
AEORODROM BEACON SHOWN ---> GREEN
AEORODROM IDENTIFICATION BEACON SHOWN--> WHITE
AGK systems V3 (minor,major,hazardous,catastrophic..
AO minor major hazardous catastrophic

occupants physical discomfort physical distress serious or fatal multiple fatalaties
crew slightly physical discomfort physical distress fatalities
aeroplane slightly significant large hull loss
average 3-5 5-7 7-9 9
AGK-Systems Version 3 ..
Mesaj Ayarları #b
• The speed decreases in flow directon . . .
• “Static” cümlede varsa – increase
• “Dynamic” cümlede varsa –decrease
• “Total” – Remains constant
• Uzun cümle içerisinde;

- “ increase – decrease”

- “decrease – increase”
• “Gas turbine” sorularında “increase” geçiyorsa tüm maddeler increase olur.
• “Fuse” – not ressettable
• “Circuit Breaker” – resettable
• Gas turbine engine ; … continues, …pressure
• Piston engine ; … intermittent, …volume
• Combustion-constant pressure
• Irreversible control- doesn’t need a gust lock
• Reversible control- should have a gust lock
• Precautions-correct
• Elevator trim – doesn’t change
• Aileron – change
• Reduce- IAS increase
• Both IAS – increase
• Fail safe – redundant
• Safelife – replacement
• Sandwich – light core material
• Sandwich yapı concentrated ise not suitable
• Core material – stablise

• Downwards-upwards-behind
• Upwards-downwards-behind
• Formüllü sorular;

- Bypass/(inlet-bypass)

- Bypass/Compressor

- (Inlet-compressor)/compressor
• Tehlike dereceleri;

- Minor-En hafif

- Major-Hafif

- Hazardous-Sert

- Catostrophic-En sert
• Given a conventional transport - … corresponding direction
• The purpose of gas turbine- t- enhance
• VIGVs-airflow
• The principle of aeroplane-accelerating
• Bleeding air from the HP – EGT and fuel flow
• Determined volume-Incorrect
• Mass-correct
• Impulse-remains constant rotor blades (which of these statements about an…)
• Reaction-ikiside “drop across”
• De-fogged cockpit Windows-correct
• De-icing-incorrect
• Jet A Jet B – higher correct diğerlrei incorrect
• Tw- thin sheet light core material

• IAS’lı sorularda reduce üstteki şıkta, alttaki şıkta both olacak.
• Safe life –replace (cycle var)
• Fail safe- redundancy

- Never varsa cümlede yanlış
• Composite and metal structures-Composite heterojen, Higher olacak.
• The by-pass ratio-üstteki cümlede;bypass’la compressor, alttaki cümlede;mass
• Compressor stall; 1-High pressure low RPM

- 1- yalnış 2-front ise yanlış

- 1- doğru 2-rear ise doğru

- 1- doğru 2- front ise yanlış
• Oe stage-a row . . . stator vanes
• Flat rated jet-ambient temperature
• Compressor stall-an excessively high angle…
• In addition t- providing “customer”-at low rotor speed
• If the main oil fitler … - because the oil
• T- achive control flutter…-in front of the
• Acording JAR/CS 25…-…(remote)
• The heat fr the anti-icing-…HP compressor
• In agas urbine engine the creep-turbine rotors
• The internal geometry…-divegent in order t- reduce
• Compressor stall- en uzun şık
• When a wing bends upwards…-downwards,… behind the hinge line
• The primary performance indicator-either EPR or N1
• One advantage of having three-…at low rotor speeds
• The Throttle Lever Angle (TLA)…-En uzun şık

• (a)llowable (a)verage (f)ailure minor 3-5
• (a)llowable (a)verage (f)ailure major 5-7
• (a) (q) (a) hazardous 7-9
• (a) (q) (a) catostrophic 10-9
• The turbine in a gas turbine…-expansion … kinetic energy
• In a gas turbine engine, the propelling jet is generated by-expansion… potential
energy, kinetic energy
• A FADEC…-is single fault tolerant
• The following problems may ocur…-n- N1 … N2 …
• Assuming the same swept volume and n- turbo-produce less
• Most high-bypass(unmixed) – save costs
• The purpose of variable by-pass- En uzun şık
• In a compressor stage, if the axial air…-stall magrin increases
• Vibration sensors… -imbalance…
• Increasing the frequency of variations-low cycle fatigue
• In a gas turbine combustion chamber – secondary . . . casing
• Concerning the fuel system …(HPSOV)-ignition … nozzles
• In which part of gas turbine-The combustion chamber…front part of the HP turbine
• Diesel engines always…-En uzun şık
AIRLAW G. Kelemençe tarafından hazırlandı.

"radar" geçen soruların şıklarında "yazı" olduğunda;
1. seçeneklerden yalnızca 1 tanesinde radar geçiyorsa, …………………..o şık DOĞRU.
2. seçeneklerden 2 tanesinde radar varsa ………………………….SONDA olan DOĞRU.
3. seçeneklerden 2 tanesinde radar varsa ve ikiside SONDA ise …..KISA olan DOĞRU.
4. seçeneklerden 3 tanesinde radar varsa ……………………...en UZUN olan DOĞRU.
seçeneklerde hiç radar yoksa……………………………………en UZUN olan
5. DOĞRU.

"radar" geçen soruların şıklarında "rakam" olduğunda;
1. secondary survaillance radar …………………………..30*
2. secondary survaillance radar …………………………..30* and more
3. precision survaillance radar …………………………..1 NM
4. survaillance radar app. …five seconds ………………4 NM
5. survaillance radar app. ……………….. ………………2 NM
6. survaillance radar app. ……………….. ………………2 NM
7. survaillance radar app.terminated 2NM……….………half NM

1. UNLESS…horizantal radar separation min. …………………..5 NM
2. min. Radar separation……wake turbulance: ………………….5 NM
3. min. Radar separation…………………. …………………….....3 NM
4. min. Radar separation may reduced but not below….……….3 NM
5. min. Radar separation 5 NM ...not be less than……..……….3 NM
6. min. Radar separation…(….wake turbulance): ……………….2,5 NM
7. independent parallel app min. Radar separation ……………..3 NM
8. non radar wake turbulance departing a/c………………………2 minute

1. radar app. …………...missed app ………...….……………………..2 NM
2. radar controller...……missed app …………….……………………..2 NM
3. radar controller...……non radar controller …………….…………....8 NM (başka 8 yok)
4. radar controller..request ………. …………….……………………..4 NM
5. radar controller..request ………. …………….……………………. -+20 Kt

1. use of radar in app. ….int localizer norm. 30*, not begreater than………..45*
2. Radar operator says heading 030……………………………………………..030 magnetic
3. a/c under radar control, boundary of control airspace……………………….2,5 NM

CAT….Radar ıdentification..radar blip……………….1NM
Alt. Clearance re….Non radar controller……2 NM
0. SECURITY: 8 soruda security geçiyor , iki istisna hariç en uzun seçenekler doğru
yanıttır.
İstisna soruların yanıtları (bunlarda çok belirgin);
1. at each airport

2. at each contracting state
* official weather
* immediately significant change occur
* the air traffic services
* not to be transmitted voice ch of an ILS
* 30 seconds
* cloud cover… below1500m (5000’)
2. Control area…………above the earth ……....min 700’/200m
Control zone…………surface the earth……..5 NM
3. Emc. Phases: …….. Uncertainty, Alert, Distress (UAD)
* Distress >>>Urgency………...immediate assistance
* Alert Service: ** ATS……at that moment
** may be provided by the ATS unit
** apprehensin
** operational Air Trf Cont Centres

sorumlu
** Air Ttrf Cont ve Flight Inf Centres

sorumlu

4. ATS (Air Traff. Serv.){6 soru}……………....en uzun şeçenek (4 soru) {airspace

soruları hariç}
ATS unit clock..…… ………30 sn of UTC all times
6 madde sıralananda………3 üncü time son sözcük point >> ““3 time
point””
istisna, şıklarda içinde ATS geçmeyen ve sonu radarla biten cümle (en
uzun değil J)
istisna, şıklarda TAS geçen -+%5 değişiklik std. bir kural J
5. Aerodrome Codes
* Code 4 ………………..1800m and over
* Code 4 ………………..45m
* Code D, 9m…………..18m
* 15m…………………….Code C
* Code E…………………52-65m
* example………………..2B
* Code 2…………………wingspan and outer main gear Wheel

span
6. AIRSPACES
* C………………………………ATC will provide separation with other traffic
* B, below 10000’ IFR-VFR…..not applicable

* C, below 10000’.IFR ……...not applicable >>
* C, below 10000’. VFR…. 250 Kt IAS >>
* C, above 10000’…………….250 KT IAS >>
>> VFR “C” den itibaren 10000’

altı hepsi 250 K IAS
* E, IFR below 10000’……….250 KT IAS >>>
* E ……………………..two way radio comm is not require
* E………………………traff information as far as practical, ATC clearance NOT

required
* E ……………………..250 K for IFR and VFR up to FL 10000’
** … not equipped radio receiver…………….: E
** … FIS provided……………………………...: C to G (inclusive)
** … FIS provided……………………………...: C;D;E;F;G;
** … VMC and own separation……………….: D and E, VMC hours a day
7. Approach
* instrument app procedure…………………arrival,initial,intermediate,final,miss

app (Aİ-İFM)
* missed app. …………………………………initial, intermediate, final (İİF)
* app segment…alignment and descent for landing………..final app segment

* final app segment ..ILS begins………………………………FAP
* independet parll app ..ILS MLS minimum radar..being conducted? ……….3
NM (sadece rakam)
* “ “ “ ILS MLS…level flight for:………2 NM prior to int..(2
soru var sonları farklı. Yanıt aynı!)
* indepented parll app .…………………………………….30 derece
* depented parrl app missed app………………………….30 derece
8. RNP ………..by states on the basis of regianal air navigation ageements
RNP Z ….. FL 190 altında 30/90, 15NM
RNP Y …...FL 200 üzeri 30/90, 22,5NM
RNP 4………4 NM 95%
9. Altimeter setting :
* transition level the vertical pos……… as Flight Level
* transition level;…………………………will be passed to a/c by ATC units

(diğerleri “is” ile başlıyor)
* transition level;…………………………shall be lowest flight level..

* transition altitude/level..T/O.. ………..altitude above mean sea level at or below

the trans. Altitude
* transition altitude..not less than………3000 ft
* transition layer;…vertical pos. …………………altitude during descent
* unless ..passing.. transition Layer ….…………altitude in a descent
* Change during climb..QNH to Standart…….. transition altitude
* Cruising level IFR …(FL); ……………………..above the transition altitude

when applicable
10.
Accronym >>>>>AIRAC & notam sız AIRAC !
AIS >>>>>>>>> AIC
AFIS……………………..it can only supply limited services
FIR………………………FIS + Alert Serv (advisory yok)
SARPS………………….air navigation Commission
OIS………………………Obstacle Identification Surface
IAC in the AIP…………………..any addition…
Significant changes to AIP……accronym AIRAC

ACC clearances………………achieving…controlled flights
ATC “ “ “
OCA…………………………….mean sea level
Search and Rescue…………..RCC ve ASS
……………Rescue co-ordination centre
Low level flights……………….AIRMET
UIR……………………………...need not to be
NTZ……..not Trabzon………..610 ile başlayan
 Holding sorularında: …….5 derece ve 5 NM

 Holding procedures………advise ATC as early as possible
 “ ……..either ofset or parallel
 Which st is corr?...............hold for 30 min.
 App. Control Service……..hold for 30 min

 EAT…. ..10 min (exp delay),
 EAT…… 30 min (exp to hold)
 CAT……EAT exp. Delay…..5 min or more
 ETA ……3 min
 ETA ….. VFR – overhead the destination airport.
IFR – arrival to IAF.
 Procedure turn…………………opposite / reciprocal

 Base turn……………………….final app track / not reciprocal
 Straight departure mx ………..15 dergree turn

 Paralel runways ……………30 “ “
 “One minute” J ………………45 “ “
 mode C………………varsa..more than -+300 ft ..yoksa -+300 ft

 cabotage…………….domestic

 baretta……………….bar of lights
 1 yıl kapalı pist………en uzun seçenek
 location signs…………………...yellow on black

 information, direction signs……black on yellow
 ICAO annex 7 : ……state of registry or common mark reg.authority

 “ …….5 letter
 unaccompanied baggage……… .accompanied baggage (diğerleri cargo ile

başlıyor)
 person inadmissible………………preclude
 unlawful inrterference…………….en uzuuuuun
 resume own navigation………….your navigation equipment

 CAN NOT………………………….unable to comply
 National civil aviation……………..each contracting state

 each contracting state…………….at each airport

 Descend
 Dee-send
 “….on its left”
 airside (aeronautical part- eski versiyon)
 Uncontrolled flight için ise estimated off-block time by 60 minutes.

 Controlled flight için ise estimated off-block time by 30 minutes.
 Separation in vicinity of aerodromes………previously notified time

 a/c sustain damage………………………….the state of registry consider
 Roma ……………foreign a/c
…………..who Suffers damage…
…………..third parties on the surface
 CAT…: Fixed distance marking……….300m from threshold
Flight instructor………………………………..valid license + flight isntr rating
Flight inst. CPL……………………….……….500h flight/200 hours flight inst.
Flight inst. PPL………………………..……….CPL exa + flight instr rating
Flight inst……………………………………….100 / 25 student solo
Flight inst……………………………………….FI;TRI…hepsinin sonu “I” ile biten.
CPL int. Fly. Training course…….150 hours

CPL…………………………………5-5-5 pilot in command
CPL…………………………………10 / 5 instrument
CPL…………………………………20 / 540 km (300NM)
CPL ………………………………..50 cross country, 10 h in planes
PPL-CPL 50 hours:………………Cross country as pilot in command a/c or helo..10

hours in a/c
CPL………to act as pilot-in command in any aeroplane engaged in operations other than
commercial air transportation
Engaged li olanın uzunu J
Separete type rating…………………….handling……..simulator training.
Co-pilot….co-pilot………………………..%50….
Co pilot… credit………………………….in full with (2 tane) …total

time…………..rakamsız ve kısa
Non JAA licence reg JAA member state………….. …..one

year,provided………………..en uzun
Contracting state license.. another contr. State ……..shall not extend beyond the period of
validity…
ATPL …at least 1500h…………………500 hours multi pilot ops…JAR/JAR en kısa!!!.
ATPL crosscountry li………………… 200 / 100
ATPL “ yoksa…………………… 250 / 100
ATPL night flight……………………….100 hours as PIC or CO- PİLOT

ATPL synthetic flight trainer ……….100 / 25
ATPL instrument………………………..75 / 30 ground
AME……………………………………………………..more than 12 HOURS
Separation method: ……………………………vertical and horizontal
Soruda vert ve horz geçiyorsa ………….. composite
Separation in vicinity of airdrome ………………pass…
Essantial Trf information………………Controlled trf not separated another cont. Trf.
Flight plan……………………………… shall be submitted. Changes to the flight plan

have to be reported
Instr. App area…………………….minimum obstacle clearance geçen madde
Wind coorection…………………correct the track…
Circling app.
..…………………established…can be maintained. … (Diger soru ile karışabilir

öncelik MDA, yoksa maintainli)
…………………runway in sight while at MDA/H ….(rakamların oldugu

maintainli…olmayan MDA li)
……………………….prohibits circlingwithin the total sector…..

Visual app. ………..when either (during ile başlamayan tek şık)…terrain.
………………ATC will provide separation….
………………during IFR flights..permanent sight…..ground

AIRLAW AND OPERATION PROCEDURES SUMMARY

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AIRLAW AND OPERATION PROCEDURES SUMMARY

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AIRLAW (Hava Hukuku)

Low intensity mobile- Flashing red or preferably yellow

Low intensity fixed- Fixed red

High intensity- Flashing white

Runway end- Red

Runway end- Unidirectional red

Runway threshold- Unidirectional green

Runway threshold ident.- Flashing white

Runway edge- Variable white

Runway edge displaced threshold- variable white or yellow

Displaced threshold- Red

Taxiway centerline- Green

Taxiway edge- Fixed blue

Centerline and crossbar- Variable white

Beacon- Green

Runway lead-in- 3 white in sequence

Calvert- 5 crossbars

Imminent As far as practical, not required C- 15

Apprehension Basic license remains valid D- 9- 18

AIC Special VFR Class E airspace E- 52- 65

Overhead SSR 7500 thereafter 7700 More than

Due time Acronym AIRAC TMA 700 ft.

MCC type rating ASS

Seperation frequent determination- 10 minutes

Seperation 20 Kts- 5 minutes

Seperation 40 Kts- 3 minutes (2 minutes)

Pass through- 15 minutes

DME climb or descend- 10 NM

Radar separation additional- 5 NM

Minimun radar seperation- 3 NM same localizer

Hor. radar separation minimum- 5 NM

Notify non radar cont.- 8 NM

Speed adjustment- 4 NM 20 Kts.

Transmission interrupted 5 seconds- 4 NM from thouchdown

Minimum radar sep. final app.- 2.5 NM

Class C- ATC provide separation

ILS MLS minimum radar- 3.0 NM

ILS MLS course- 2.0 NM prior

Landing MEDIUM behind HEAVY- 2 minutes

Take off LIGHT behind MEDIUM- 2 minutes

Class B IFR VFR- not applicable

Class C IFR- not applicable

Class C VFR- 250 Kts IAS

Class E IFR- 250 Kts IAS

Class E- 250 kt. IFR VFR up to FL100

Annex 1- Crew license

Annex 9- Persons and their baggage, cargo

Annex 11- ATS

Annex 14- Design of aerodromes

Annex 18 Dangerous goods

CPL- 20 hours PIC 300 NM

CPL night- 555 PIC

ATPL- 250 hours 100 hours

ATPL- 200 hours cross country 100 hours PIC

ATPL- 75 hours instrument 30 hours ground

ATPL- 100 hours night PIC or CoP

Synthetic flight trainer- 100 hours 25 hours procedure or basic

RNP1 Z- 15 NM below FL190

RNP1 Y- 22.5 NM above FL200

Low level- AIRMET

Location indicators- GEN

Bristol ve Av. Exam: 2 8 6 1-4 3 2

-5o True North