Aircraft Landing Procedures Quiz

A type of hydroplaning caused by heavy braking, leading to a prolonged locked-wheel skid that heats the rubber, reverting it to its original state. This creates a seal delaying water exit, causing water steaming and keeping the tire off the runway.

Turbulence created by an aircraft. Intensity depends on aircraft weight, wingspan, and speed. It's most significant with heavy, slow, clean-configured aircraft.

Strategies to avoid wake turbulence, like staying behind and above large aircraft during flight and taxi.

Pushing too hard on the nosewheel during landing, leading to loss of control and/or braking. Often caused by excess speed during the approach with full flaps.

Factors affecting wake turbulence severity, including aircraft weight, speed, and wingspan.

Pilot feels the ground approaching faster than it is, causing an abrupt upward pitch and a climb (ballooning). Usually results from excess speed.

Wake turbulence flows outwards and backwards from the preceding aircraft.

A crucial check of the fuel system before flight, ensuring its proper function and identifying any potential contaminants.

Inappropriate flare (slow or late), resulting in the nosewheel hitting the runway first. Can lead to a bouncing landing (porpoising).

Presence of unwanted substances in fuel, such as water, sand, or microorganisms.

Aircraft bounces back and forth between the nosewheel and main wheels. Caused by insufficient flare or incorrect landing attitude plus excess speed during the approach.

Formation of ice crystals in fuel lines or filters due to low temperatures, potentially causing engine problems.

Stopping a landing attempt and returning to the circuit. Used when encountering traffic, bad weather, crosswinds, ATC instructions, unstable approach, etc. and when the pilot judges the landing conditions are not suitable for a safe landing.

Procedure for transferring fuel from a drum using a filter/water separator and a portable pump.

Amount of oil required for an aircraft to operate safely and efficiently; varies according to the aircraft model.

Thorough examination of an aircraft's systems and components prior to flight to ensure everything is functioning correctly.

Moving an aircraft on the ground using its own power.

Series of steps to initiate an aircraft's flight.

Reduced induced drag near the ground, affecting aircraft performance.

Drag created by the airflow around the wing, especially at high angles of attack (AoA).

Minimum time between landings of aircraft, usually 2 minutes for heavy/light, 3 minutes for different runway usage.

Aircraft can take off prematurely due to reduced induced drag near the ground, leading to a stall.

Using ground effect to help aircraft slow down and control touchdown.

ATC ensures safe spacing between aircraft, measured in distance or time.

Factors to consider during flight, including airspace types, weather conditions, communication with ATC and FSS, and flight preparation before approach/landing.

Actively scanning the airspace for other aircraft and maintaining a safe distance, critically important for preventing collisions, especially during daylight in VFR conditions near the aerodrome.

Eyes should scan the area 60° to the left and right, and 10° up and down, and slower aircraft require a greater span of time for scanning

Consider the capabilities of the plane during the approach and landing phase, focusing on how it handles different conditions and altitudes throughout its journey, as the plane’s capabilities change.

Maintaining a consistent flight path, adjusting airspeed accurately and managing descent rate, and having the proper configuration, ensuring the approach is controlled.

Potential issues during an approach, such as an inconsistent approach path, significant airspeed deviations, and improper flight configuration, leading to difficulties in accomplishing a successful and safe landing.

Preparing the aircraft and flight plan 15 miles out at 5,000ft, ensuring all critical factors such as airport conditions, and runway awareness are considered.

The minimum time required to perceive a mid-air collision risk (spotting, identifying, acknowledging the threat, and taking corrective action) is 10 seconds.

Aircraft can experience fire at night, often caused by ash from volcanic eruptions, and can impact engine performance.

Reduce airspeed when weather conditions are poor, control throttle, and avoid intentional low flying during poor weather.

Winter weather can impact aircraft, such as with snow weight, blocked components, control surface issues, and potential carbon monoxide poisoning.

Aircraft must be free of contamination (frost, ice, snow) on critical surfaces before takeoff.

Use heated hangars, brooms for light snow, heated de-icing fluids, and follow de-icing and anti-icing procedures using appropriate fluids.

Types 1-4 provide different de-icing and anti-icing functionalities for various weather conditions and V1 speeds.

Maintain awareness and proper pre-flight planning. Use scanning techniques, clean windshields, and assess for passenger visibility and collision courses.

Snow accumulated on parked aircraft can lead to imbalances and structural damage.

Powerful exhaust from a jet engine that can affect nearby aircraft or objects.

Turbulence generated by an aircraft, primarily caused by wingtip vortices. Its intensity is proportional to aircraft weight, inversely proportional to wingspan and speed. Heavier, slower, clean-configured aircraft produce stronger wake turbulence.

During flight, keep a safe distance below and behind large, heavy aircraft. To avoid potential turbulence, maintain at least 1,000 feet below and behind the preceding aircraft.

Maintain a safe distance behind and avoid flying below helicopters during taxiing. This helps to avoid any potential turbulence they might cause.

Take off earlier than the preceding aircraft and maintain a steeper climb path to avoid its wake turbulence. This provides greater separation during ascent.

A slight crosswind can help move wingtip vortices over parallel runways, making it safer to take off or land nearby.

Maintaining a clean aircraft is crucial for safety and performance. It includes cleaning the exterior, removing insects, ensuring clear drain grommets, and keeping the windshield free of obstructions.

Thorough pre-flight preparation is essential for a safe and successful flight. This includes checking weather, NOTAMS, routing, airspace, aircraft status, flight gear, and charts.

Moving an aircraft on the ground safely requires specific techniques. These techniques vary based on the aircraft type and include using a tow bar, pushing on specific points, and avoiding pushing the propeller.

Static electricity can build up on an aircraft during flight, especially in cold weather. This can be dangerous during refueling if not properly grounded.

De-icing removes existing ice and frost from the aircraft, while anti-icing prevents ice from forming. Different fluids and methods are used depending on the type of ice and weather conditions.

A dangerous situation where a tire loses contact with the runway surface due to a layer of water, resulting in a loss of braking and steering ability.

There are three types – viscous, dynamic, and reverted rubber. Viscous occurs with a thin layer of water at low speeds, dynamic with a deeper layer and complete loss of contact, and reverted rubber with locked brakes causing a skid.

The minimum speed at which a rolling tire can hydroplane is calculated using the formula: Vkts = 9 * Tire Pressure (in PSI). For a stationary tire, the formula is Vkts = 7.7 * Tire Pressure.

Apply positive brake pressure until the aircraft stops or slows down significantly. Avoid pumping the brakes, as this can be ineffective on wet or icy surfaces.

Occur due to sudden braking on landing, causing a flat spot on the tire. Keep your feet flat on the floor during landing to help prevent this.

Volcanic ash can damage an aircraft's engine by melting inside and causing failure. It's an important safety concern during nighttime operations.

If an aircraft encounters volcanic ash, it should reduce power, turn 180 degrees to escape the ash cloud, and report the incident.

Pilots are advised to avoid intentional low flying in bad weather. Reduce speed and keep one hand on the throttle for better control.

Landing at the appropriate speed for the runway conditions and aircraft weight to ensure a safe and controlled landing.

During landing, lower the nosewheel slowly and gently to ensure a smooth and controlled touchdown.

An aircraft taking off prematurely due to ground effect, potentially leading to a stall.

Using ground effect to help an aircraft slow down and control the landing.

Situations where the ground effect can lead to unusual aircraft behavior during takeoff or landing.

Increase airspeed and climb out of ground effect, ensuring the aircraft reaches a safe altitude and speed.

Reduced induced drag in ground effect can make an aircraft vulnerable to stalling during takeoff.

Low-wing aircraft are more affected by ground effect compared to high-wing aircraft.

Ground effect reduces induced drag, allowing the aircraft to generate more lift with less effort.

Any area of land, water, or other surface used or designated for the arrival, departure, movement, or servicing of aircraft, including buildings, installations, and equipment.

An aerodrome that is not certified but registered for the purpose of publishing aeronautical information in the Canadian Flight Supplement (CFS).

A certified aerodrome that meets Transport Canada Standards through periodic inspections.

Runways are numbered according to their magnetic heading, rounded to the nearest 10 degrees, with the last zero omitted.

The area at an aerodrome used for loading/unloading passengers and cargo, refueling, maintenance, parking, and other aircraft servicing.

The parts of an aerodrome used for surface movement, including runways, taxiways, maneuvering areas, and aprons.

The parts of an aerodrome intended for aircraft takeoff, landing, and movement, including runways and taxiways.

The movement of aircraft on the ground within the aerodrome, including taxiing and maneuvering.

An air traffic control clearance instructing aircraft to descend and land on the runway. This signal is given to a pilot when the runway is clear and the conditions are safe for landing.

A signal from air traffic control indicating that the aircraft must not land. This signal instructs the pilot to continue circling or abort the landing attempt.

A ground signal instructing an aircraft to return to its starting point on the airport. This signal is used when there is a reason not to land.

A ground signal indicating to vehicles and pedestrians on the runway to clear the runway immediately. The lights are blinking to warn them of an approaching aircraft.

Air traffic control is responsible for safety in the airspace, managing and directing aircraft traffic for efficient flow, providing separation between aircraft to prevent collisions, and coordinating with other services like military or rescue operations.

Aircraft Control of Aerodrome Lighting. Pilots can request runway lights using ARCAL codes – K for 7 clicks in 5 seconds followed by 7, 5, 3 clicks; J for 5 clicks in 5 seconds. The lights are on for 15 minutes.

VASIS is a visual guidance system used during approach to help pilots maintain the correct glide path. It uses lights to indicate if the aircraft is too high or too low.

A rotating white light on an aerodrome that is visible up to 10 nautical miles away. It identifies the location of the airport.

Runway lighting consists of parallel lines of white lights visible for at least 2 miles in all directions. Additional lights are used at taxiways and aprons.

Various types of lights used to guide aircraft during approach to landing. The type of approach lights depends on the airport's operations and the size of the runway.

The compass bearing used in Southern Domestic Airspace. It's the true bearing, meaning it directly relates to the Earth's magnetic field.

The beginning of the usable runway portion where landings and take-offs are permitted. It's marked by a series of white lines.

A section at the beginning of the runway deemed unsuitable for landing or take-off. It's typically marked with a white 'X'.

A section of the runway temporarily closed for taxiing, landing, and take-off. It's marked with a white 'X'.

The area before the usable runway where landing roll-outs and take-off roll-ins occur. It's typically marked with a white 'X' and may include stopways.

Designated pathways on the airport used for moving aircraft to and from the runway. They are marked with yellow lines.

A device that shows the wind direction and speed. It's usually a cone or sock.

Perimeter markings on unpaved runways consist of frangible, weatherproof markers. These markers are typically pyramid or cone-shaped, with more markers at the corners.

The highest class of airspace, requiring clearance to enter and providing ATC separation for all aircraft. Pilots must have an instrument rating, fly an IFR-equipped aircraft and a Mode C transponder.

A defined area with specific activities, often used for military or restricted operations. Can be controlled, uncontrolled, or a mix of both. Can be temporary for events like fires.

A large airspace region within a country, providing flight information and alternating services to aircraft operating within that region.

Flight rules for aircraft flying in instrument meteorological conditions (IMC), requiring specialized equipment and pilot qualifications.

Allows pilots to fly in Class G airspace under certain conditions, even when visibility is limited.

An Air Defence Identification Zone established for security around North America, encompassing both Canada and the USA. It is defined in the Canada Air Pilot and various charts.

Aircraft operating within an ADIZ must adhere to a Defence Flight Plan, which requires radio contact and allows deviations of no more than +/- 20nm and +/- 5 minutes from the flight plan centerline.

Controlled airspace provides ATC services and some or all aircraft are subject to ATC regulations. Uncontrolled airspace operates free from ATC control, but still requires adherence to CARs. Air traffic control is present (subject to specific frequencies) and is required (mandatory) in Controlled Airspace. Uncontrolled Airspace essentially is as you please, but still adhering to rules, which can apply to a large airspace, so it is not necessarily a free-for-all.

Airspace above FL 180, further divided into: - Southern Control Area (SCA), - Northern Control Area (NCA), - Arctic Control Area (ACA). Each area is defined by specific flight levels and boundaries.

Includes all airspace below FL 180, covering everything from ground level to 18,000 feet. It can be controlled or uncontrolled.

Controlled airways designated for aircraft operating below FL 180, primarily using VOR and NDB navigation systems.

Controlled RNAV routes designated as T routes, providing primary and secondary obstacle protection.

VHF/UHF Airways are based on VOR and NDB navigation systems, providing more precise navigation. LF/MF Airways use older radio navigation systems, offering less accurate guidance.

A visual approach slope indicator system using lights to guide pilots onto the correct glide path.

Precision Approach Path Indicator. A lighting system using 4 lights to assist pilots in maintaining the correct approach slope.

An airport without a control tower or active air traffic control.

A facility at an uncontrolled airport that provides advisory services and communication support.

A radio frequency used for communication at uncontrolled airports that do not meet mandatory radio requirements.

A standardized pattern of flight maneuvers used at an airport for air traffic control and safety.

A standardized traffic pattern where all turns are made to the left, used at most airports.

Procedures where aircraft land and hold short of a runway intersection, allowing for efficient use of multiple runways.

A facility at a controlled airport providing air traffic control services for aircraft.

An aircraft equipped with a radio receiver but not a transmitter, relying on others to transmit information.

In Southern Domestic Airspace (SDA), flight altitudes, flight levels, airways, air routes, runways, and surface winds are all based on magnetic tracks.

In Northern Domestic Airspace (NDA), flight altitudes, flight levels, airways, air routes, runways, and surface winds are all based on true tracks.

The Southern Domestic Airspace (SDA) is considered an Altimeter Setting Region. The altimeter setting must be set to the current pressure at the intended airport.

The Northern Domestic Airspace (NDA) is considered a Standard Pressure Region. The altimeter is set to 29.92 inches of mercury.

Controlled airspace for IFR traffic management, usually within a defined radius. Extends from 2,200' AGL to 17,999' ASL, typically covering Class E airspace below 12,500' and Class B above.

Controlled airspace below CAE, from 700' AGL to 2,200' AGL (or overlying airspace). It's 15nm wide, transitioning pilots from uncontrolled airspace to controlled airspace.

Controlled airspace with high traffic volume, responsible for arrival and departure control. Upward-facing cone shape, typically with Class A, B, C, D, or E airspace. VFR traffic can operate underneath.