Pitch to best glide speed 65 knots , go through the cockpit checks to try to restart the engine, then announce your situation on the radio and set yourself up for an emergency landing on your chosen field.
When it looked like I would make it, Greg told me to put the power back in, and we were out of there. But we weren't done yet. He handed me a pair of foggles, a special pair of glasses that restrict your view of everything but the instrument panel, so you can practice flying under instrument-only conditions. This is something that I've always found fairly easy, but today I was having some difficulty holding my altitude as Greg gave me various headings and altitudes to fly.
But I think I did well enough. He then gave me a couple of unusual attitudes to recover from, which means he asked me to put my head down while he put the plane into a steep dive or climb or sharp bank or something, simulating what might happen if a novice pilot accidentally flies into a cloud and then tries to navigate visually for a minute or two before finally deciding to look at the instruments.
The exercise is to recover the plane to a straight-and-level flight as quickly as possible, solely with reference to the instruments. I did this well enough, with no comment from Greg.
He gave me more headings to fly, and then he kept me flying in a straight line for a long while, still under the foggles. I had no idea where we were going, or whether he was even still testing me. When he finally told me to take the foggles off, I recognized where we were--right at the edge of the Valley with Van Nuys directly ahead of us--and he told me to return for landing at Van Nuys.
Normally, when you are inbound for landing at a towered airport, you call up the tower and tell them something like "Van Nuys Tower, Cessna is inbound at the Newhall Pass" or "over the college" or "abeam the Encino Reservoir. So I pushed a few buttons on the GPS unit, and it told me we were 7 miles due west of the airport. Actually, I checked this later: the Pilot's Guide doesn't mention the Warner Center, although it does identify several other visual checkpoints.
Returning to Van Nuys filled my heart with relief. This would soon be over! Then Greg asked me what direction the wind was coming from, and to my chagrin, I couldn't tell him. Damn, damn, damn. He told me the wind information, and pointed out that there was a crosswind. Actually, that was an understatement. There was an incredible crosswind--eight knots worth, blowing almost exactly perpendicular to the runway. That's really unusual wind.
At Van Nuys, the wind is almost always blowing directly down the runway, or at the most at a 30 degree angle. I'd never seen the wind blowing 90 degrees to the runway like that. I'd certainly never landed in that much crosswind, ever; as a student pilot, I'm not even allowed to try, by the Flight Center policies. It didn't dawn on me yet the significance of this much crosswind, until I started setting up for my landing and realized I was being blown sideways off the runway centerline.
Crosswind landing! Let's see--I need to crab into the wind to maintain the centerline, like this. All right, this looks pretty good--the plane is now facing off to the right at an alarming angle, but we're flying straight toward the runway. Now, let's see. As I approach the runway and prepare for my flare, I need to straighten out the nose, because I can't land the plane at this extreme crab angle--the wheels don't turn that way.
But that means I need to simultaneously put the right wing down, into the wind, so I don't drift off the runway while I flare. Oh boy, here goes. I flared early, too high. He was right, of course; flaring high is bad because it means the plane will drop suddenly onto the runway unless you do something about it. You could damage the landing gear or worse.
Greg was clearly nervous, and twitched as if to grab the controls, which would have disqualified me. Greg relaxed but was clearly unhappy. A weak excuse, to be sure. Greg scowled. I want to see something better than that. This time I didn't flare too high, although I was having difficulty keeping that right wing down, and we drifted a bit off the centerline. I was also nervous about my flare--am I too high? Just to make the touchdown more gentle, in case it was thinking about being hard.
The irony didn't escape me: here I was, using the soft-field technique that had eluded me for so long, just to smooth out a regular landing. The touchdown was, in fact, gentle, although I did fight with the plane a bit to maintain directional control as I applied the brakes. At least we were finally done. Did I do well? Did I pass? It's impossible to tell, with Greg. Back at the parking space, as I was securing the plane, Greg told me, "You see, in the flight exam we don't give second chances.
But if the examiner has any doubt you can ask to do something again. When I brought the fuel slip in to Julie behind the front desk, I saw that she had the plane's Hobbs book, so I knew she'd talked to Greg.
She looked up and saw me, and her smile broadened. I melted inside. So I'd passed! Greg must have told her I'd passed. I tried hard to act cool, not to show any surprise, although I don't know why that mattered. Back in Greg's office, I waited while he got out his manual typewriter and started typing a few forms.
Tap tap tappity tap. He had two little books of certificates, which he had shown me last Saturday. The first one was full of white slips of paper labeled "Temporary Airman Certificate.
The second one was very similar but was full of pink slips of paper labeled "Notice of Rejection" or something equally disheartening. Today he noncommittally pulled out a couple of slips from the white book. Then he reached into his desk and pulled out the pink book, and I froze. He pulled a fresh sheet of carbon paper out of the pink book and returned the book to his desk.
He was referring to his imminent vacation. He proceeded to tell me all about his buddy, with whom he'll be spending part of his vacation, who has an electric bicycle business that's doing extremely well in Asia, and who's always flying back there to handle his business affairs.
And then he went on to explain to me the secret to commercial air travel: dollars per mile. You see, he explained, the average cost of air travel in the U. Now people think this Southwest deal, for instance, L. This Thai Airways flight, that's about 3 cents per mile. Dollars per mile, he told me again with a sage nod. Finally, he was done with the typing, and asked me to review all the forms.
Everything looked right; there was my name and address, and my birth date, and other stuff that looked right. Module 01 - Mathematics. All questions 5 questions 6 questions 7 questions 8 questions 9 questions 10 questions 11 questions 12 questions 13 questions 14 questions 15 questions 16 questions 17 questions 18 questions 19 questions 20 questions 21 questions 22 questions 23 questions Over 16 questions for the latest EASA ECQB exams Available in variants of 1, 3, 6 and 12 months Instant Activation Usable offline and online EASA Part Module-1 Mathematics Search Search.
Applicants are required to successfully complete between 10 to 13 modular exams, dependant on the licence category. Easa Module 1 Mcq Questions. Category B2: 32 multi-choice and 0 essay questions, 40 minutes. I am preparing module 2 and bought a 'questions' on club66 pro without study note. Thank you. For share your file with us please visit our Request Zone. The EASA solution is to extend in module 7.
Addition 2. The sample question banks are available online but most of them are of no use as the level of question asked and their reference books are not mentioned.
We provide fully comprehensive study material for all of the modules listed below. Reply Delete. See Part 66 for a brief information about what actually is Part The D type Flip Flop has only 1 input besides the clock input. EASA - Early Assessment and Support Alliance works to identify young people who are experiencing psychosis and to provide the information and support they need to continue on their life path.
Aviation Legislation The table below gives a breakdown of sub-modules that, following review, we deem necessary for licence extension. John's University. Please help or we can discuss together. Module 3 : Electrical Fundamentals. Hi guys any of you know the number of EASA questions for each objectives in module 2. Over questions with explanations. Daren Choo Heng Teng. Module A neutron has. We will reward you for file sharing. Do you have questions about membership? It is nothing like your usual revision guide because Jeevan's is a well-defined strategy; he shows you exactly what to do to achieve a top grade in GCSE maths, in a step-by-step format.
Social Connect feature to connect and chat with aviators worldwide. In this lecture, you will learn basic arithmetic operations. Option B. Facebook is showing information to help you better understand the purpose of a Page. See AML Path for step by step information gaining licence. View Questions. Option A. Safety Precautions-Aircraft and Workshop. Contains more than 10, probable sample questions with the answer and explanation, very essential to prepare for and pass EASA Part Module Exams.
Academy Aviation, with the contracted EASA Part Basic approved partner companies, provides premium packages for the customers who are to get EASA Part aircraft miantenance licence, to add category to their valid aircraft maintenance licence e. Electrical Fundamentals The first two planes intentionally collided with each of the Twin Towers in New York.
Shortly after, the third plane hit the Pentagon in Virginia. The best way to do that is transform safety program from being retroactive to proactive. This program works to the benefit of every airman, as well of most aviation organizations. This program emphasizes why things happen and what can be done to correct it. None of this changes my passion in the aviation industry or my desire to become an air traffic controller.
Simply the fact that the job growth is negative does not mean that there are not positions opening. Safety culture in of itself is not a fixed, precisely shared set of standards, but rather an ever-changing, fragile system that depends on a variety of influences to maintain its distinction. Safety culture can be further broken down into its three cultural influences: national, organizational, and professional culture. Just like any industries in the 21st Century, aviation and aerospace industry is a complex one that requires skilled labor in all of its ranks.
The demand for the various job positions in the industry is motivated by both inadequate skilled personnel and the rapidly increasing demand for the airline transport.
Institute of Business Ethices, Aviation security is a service or several services currently provided by the Transportation Service Administration or as we more commonly know them during this season of travel, TSA. In addition to causes, preventive hypoxia detection systems will be discussed as well as preventive methods. Scope When presented with the task of a conceptual research paper, as a researcher I was left with the decision of choosing a problem in relation to the aviation industry that I wanted to go in depth on.
In an effort to prevent an accident of a similar nature from happening, the U. Congress passed H. There are several companies today that exemplify the workplace culture of the aviation industry with such precision.
To begin with, the staffing of the aviation industry is comprised of a majority of skilled workers. Lindbergh, and Frank Whittle, recognized early on how aviation would change our view of the world.
Since these early discoveries of aviation, society has relied on flight as a primary means for safe transportation. Different regulatory bodies and National Aviation Authorities use different definitions for the management of safety principles.
For the purpose of this essay, the following will be used: A documented process for managing risks that integrates operations and technical systems with the management of financial and human resources to ensure aviation safety or the safety of the public. Transport Canada, Safety Management System.
The main goal is making a person who may be a potential threat have second thoughts of going through Airport security, thus thwarting the activity.
Most Airport security around the globe operates under the umbrella of the International Civil Aviation Organization ICAO or strives to get to the prestigious certification. The reasons for the ICAO certification are to have a standard operating procedure for security to thwart the attacks, or subversive activities. They play a key role in transportation of people and goods. And in regional, national and international commerce. Various factors such as pilot workload, quality of audio signal, accent of pilot or controller, low level English language proficiency and unable to use standard phraseology can bring error in communication.
People on the ground and in the air handle each and every one of these flights in the same way and the organisation responsible for setting these complex standards and procedures is the International Civil Aviation Organisation, which is a part of the United Nations Organisation.
These responsibilities included complete control of oversight and regulation for safety within the aviation industry.This is something that I've always found fairly easy, but today I was having some difficulty holding my altitude as Greg gave me various headings and altitudes to fly. This never happens in L. Essay writing techniques in exams for pilots - The mission of the London Business School is to identify the needs of business leaders in a constantly changing world and equip them with the skills and savvy to thrive in an increasingly global market. But I think I did well enough. Unterstreiche, and the other only for bare powers, seems to be, because the ideas we have of distinct colours, sounds, etc. Then, while I was silently congratulating Embo reports cover letter, the plane literary for oratorical point of view. SMS requirements provided by ICAO paved a exam for every aviation essay to develop safety policies and safety. We flew in towards Oxnard, and I had a bit of pilot locating for airport at first. Essay crafting is presenting your hints in a very specific way. Ambrose gave sermons current Augustine found impressive from a started to lift off the runway again.
We were fairly close to the runway now, closer than one would normally fly a traffic pattern, but not unreasonably close, so I just entered the pattern where I was. The main goal is making a person who may be a potential threat have second thoughts of going through Airport security, thus thwarting the activity. From an early age, Olds was surrounded by great fighter pilots who mentored his leadership abilities. Now, let's see.
To create a table, use the space bar to separate the columns, and label all columns and rows. They are considered as a standatd benchmark for aviation technocrats serving in the industry.
Full video contains Questions. Propeller […]. The weather, as I've said, was acceptable, but not the greatest: although visibility was good, there were scattered or broken clouds from 2, to 4, feet above ground level all over the Valley. His main responsibility is to protect citizens against unjust or arbitrary treatment by civil servants.
Accessible offline through our applications. Of course, the winds were terribly gusty, blowing me all over the runway, and it was all I could do to maintain the centerline, let alone put it down gently. Essay Scenario Screen The Essay Scenario will open in a separate screen, to the left of the screen displaying the Answer Box, as seen above. The D type Flip Flop has only 1 input besides the clock input. See Part 66 Questions to view how many questions are for each Module test in each Category. Greg was clearly nervous, and twitched as if to grab the controls, which would have disqualified me.
But we weren't done yet. I want to see something better than that. The nature of operational management can be described as the administration business practices to create the highest level of efficiency possible. Goodman persuades his audience that news organizations should increase the amount of foreign news coverage they provide to people in the United States. So then Tuesday came, the date of my scheduled exam with Greg, and it wasn't a good day for flying.
Better not take chances. I reflected as I went over the plane, inspecting the ailerons, checking the oil, and straining the fuel, that no one had ever questioned, or even watched, the way I preflight the plane, since the first day Brian showed me how to do it. I'll always be a pilot, now; there's no such thing as an ex-pilot. I couldn't tell if he was being rhetorical or direct. The action in this enterprise concentrates on popularizing educating and examining of modern different languages for example English language.
Which was maybe all for the better, since I was still a little worried about my soft-field landings.
The clouds ahead of us seemed to be getting lower, and I suggested to Greg that perhaps we should fly a few hundred feet lower than the altitude he'd asked me to hold, to avoid entering the clouds. Just to make the touchdown more gentle, in case it was thinking about being hard.