FAA Airline Transport Pilot (ATM) flashcards

An aft CG reduces the tail-down force needed for trim, lowering the effective wing loading and resulting in a lower stall speed compared to a forward CG, though aft CG reduces stall recovery margin.

• Forward CG requires more tail download, increasing effective weight and stall speed
• Aft CG reduces tail download, decreasing stall speed
• Aft CG reduces static longitudinal stability and stall recovery margin

Memory trick: Aft CG: lighter tail load, lower stall speed

When a TCAS RA and ATC instruction conflict, the RA takes priority because it reflects real-time, localized traffic conflict data.

• Follow the RA immediately
• Do not maneuver contrary to the RA
• Notify ATC of the deviation as soon as practicable

Memory trick: RA rules over ATC — 'Robot beats Radio' in a conflict.

A reduced-thrust takeoff technique that uses a fictitious higher temperature to compute lower thrust settings, valid when actual weight is below the performance-limited maximum.

• Reduces engine wear and extends engine life
• Only usable when weight margin exists below max takeoff weight
• All performance and obstacle clearance requirements must still be met
• Not permitted on contaminated or slippery runways

Memory trick: Pretend it's hotter outside to save your engines' insides

A vestibular illusion in which a pilot fails to perceive a slow, prolonged turn and, upon leveling the wings, feels falsely banked, creating an urge to re-enter the turn.

• Caused by fluid settling in semicircular canals during gradual turns
• Most common vestibular illusion in instrument flying
• Pilot may physically lean to 'correct' the false sensation
• Trust instruments, not bodily sensations, to overcome it

Memory trick: Slow turn goes unnoticed, then you 'lean' the wrong way

14 CFR 117.19 permits limited FDP extensions when unforeseen operational circumstances arise after report time.

• Extension up to 2 hours for most crew configurations
• Requires joint agreement of PIC and dispatcher/flight follower
• Must be an unforeseen circumstance arising after the FDP began, not a planned condition

Memory trick: "Two heads, two hours — PIC and dispatcher decide together."

Part 117 defines three rest facility classes (1, 2, 3) used for augmented crew operations; better facility quality allows longer FDPs under Table B.

• Class 1: isolated bunk, flat sleep, best rest
• Class 2: separate seat, 40° recline, isolated from passengers
• Class 3: cabin/flight deck seat, 40° recline, least isolation
• Higher class number = lower rest quality = shorter max FDP

Memory trick: 'Class 1 is the crown jewel bunk' — best rest, longest duty allowed.

Guideline under 91.169 for determining when an alternate airport must be listed on an IFR flight plan.

• 1 hour before to 1 hour after ETA forecast window
• 2,000-foot ceiling minimum
• 3 statute miles visibility minimum

Memory trick: 1 hour, 2,000 ceiling, 3 miles vis — that's the 1-2-3 fix.

The maximum allowable difference between cabin pressure and outside ambient pressure, set by fuselage structural strength; exceeding it risks structural damage.

• Differential = cabin pressure − ambient pressure
• Typical transport limit is around 8.0–9.0 psi
• Safety/relief valves prevent exceeding structural limits
• Ambient pressure decreases sharply with altitude

Memory trick: Squeeze too hard on a soda can (fuselage) and it bursts

The slow-speed flight regime (below L/D max) where additional thrust is required to maintain slower airspeed because total drag increases as speed decreases.

• Also called the 'back side of the power curve'
• Occurs at speeds below minimum drag (L/D max) speed
• Requires pitch for airspeed and power for altitude control technique

Memory trick: Backside of the curve: slower needs MORE gas, not less

The free-stream Mach number at which airflow over some point of the aircraft first reaches the local speed of sound.

• Occurs before aircraft TAS reaches Mach 1.0
• Local acceleration over curved surfaces (e.g., wing upper surface) exceeds free-stream speed
• Exceeding Mcrit leads to shock wave formation and possible buffet

Memory trick: The wing 'speaks sonic' before the jet does

The speed by which a rejected takeoff must be initiated to stop within the accelerate-stop distance available, or the takeoff must be continued.

• Balances accelerate-stop and accelerate-go distances
• Determined by weight, runway, wind, and altitude
• Crew must decide go/no-go essentially at V1

Memory trick: 'V1—Vee decide, VR—Vee rotate, V2—Vee fly on one'

Stall protection devices: the stick shaker vibrates the control column as a warning near the stall AOA; the stick pusher automatically moves the column forward to reduce AOA if the critical value is reached.

• Stick shaker = tactile/aural warning
• Stick pusher = automatic corrective control input
• Both triggered by AOA sensors, not just airspeed
• Common on transport-category swept-wing jets

Memory trick: Shaker shouts 'wake up!'; pusher shoves the nose down for you

A Part 25 requirement (25.119) demonstrating a minimum climb gradient with all engines operating, gear down, and landing flaps extended, at go-around thrust.

• All engines operating (unlike approach climb which is OEI)
• Landing gear down, landing flaps extended
• Minimum required gradient is 3.2%

Memory trick: Landing climb = 'Landed config, all engines Lively.'

The altitude at a given weight and Mach number that yields the best specific range (maximum distance per pound of fuel), which increases as weight decreases during cruise.

• Lower weight allows higher optimum altitude at constant Mach
• Basis for step-climb cruise procedures
• Optimum altitude corresponds to best lift-to-drag ratio
• Differs from maximum (service) ceiling, which is thrust-limited

Memory trick: Lighter plane, higher home — burn fuel, climb higher for best mileage

An altitude depicted on an instrument approach chart providing 1,000 feet of obstacle clearance within a specified radius (usually 25 NM) of a reference facility or fix, intended for emergency use only.

• Provides 1,000 ft obstacle clearance within the charted radius
• Centered on a navigation facility, waypoint, or IAF
• Intended for emergency use only, not routine navigation
• Does not guarantee radio reception or communication coverage

Memory trick: 'MSA = My Safety Anchor' for emergencies only, 1,000 ft guaranteed

Land and Hold Short Operations require the pilot to confirm the published Available Landing Distance is equal to or greater than the aircraft's required landing distance before accepting the clearance.

• ALD must be published and briefed before accepting
• Pilots may decline LAHSO for any reason without penalty
• Required landing distance must not exceed ALD
• LAHSO is optional; a full-length landing may always be requested

Memory trick: 'If landing needs more room than ALD allows, say no.'

Ice contamination on the wing leading edge disrupts smooth airflow, reducing Clmax and stall angle of attack, which increases stall speed and reduces stall margin.

• Ice roughens the leading edge, promoting early boundary layer separation
• Clmax decreases with ice contamination
• Stall speed increases and buffet/stall warning margins are reduced

Memory trick: Ice roughs up the wing's 'race track,' so it trips and stalls sooner.

14 CFR 91.159 requires VFR aircraft above 3,000 feet AGL to fly at odd or even thousand-foot altitudes plus 500 feet, depending on magnetic course, to provide vertical separation from opposite-direction traffic.

• Magnetic course 0°–179°: odd thousand + 500 ft
• Magnetic course 180°–359°: even thousand + 500 ft
• Applies only above 3,000 feet AGL
• IFR uses the same course split but without the +500 ft

Memory trick: 'East is odd, West is even, plus 500 to stay VFR-driven'

A lateral-directional oscillation combining rolling and yawing motion, caused by strong dihedral effect relative to directional stability, common in swept-wing aircraft.

• Aggravated by wing sweep, which increases effective dihedral
• Yaw dampers are installed to damp the oscillation
• Can occur with yaw damper inoperative during turbulence or crosswind upsets

Memory trick: Dutch roll: the wings waltz side to side

Default weather minimums used to qualify an airport as an alternate when no other minimums are published: 600-2 for precision approach airports, 800-2 for nonprecision-only airports.

• 600-foot ceiling/2 SM for precision approach alternates
• 800-foot ceiling/2 SM for nonprecision-only alternates
• Higher published minimums, if any, take precedence

Memory trick: 'Eight hundred, no glide slope' — nonprecision alternates need 800-2.

Wing loading (W/S) determines how much a vertical gust changes angle of attack and load factor; higher wing loading gives a smoother ride in turbulence.

• Wing loading = Weight ÷ Wing Area
• Higher wing loading = smaller AOA change per gust = smoother ride
• Transport jets typically have higher wing loading than light aircraft

Memory trick: Heavy wing, calm swing

A controlled descent following an engine failure at altitude, flown at optimum single-engine climb speed to minimize altitude loss while maintaining terrain/obstacle clearance until reaching a new stabilized altitude.

• Triggered when single-engine thrust cannot maintain current altitude
• Flown at best single-engine climb/L-max speed
• Requires pre-planned escape routes over mountainous terrain
• Ends at a new single-engine cruise ceiling altitude

Memory trick: Drift down like a feather, not a rock — save altitude for terrain clearance

A dense, transparent, and strongly adherent form of structural icing that forms from large supercooled water droplets freezing slowly, typically in cumuliform clouds.

• Forms from large supercooled droplets, common in cumulonimbus clouds
• Denser and harder to remove than rime ice
• Significantly alters airfoil shape, degrading lift and increasing drag

Memory trick: Clear ice = 'glass armor' — see-through but tough to break off.

The climb segment from liftoff to gear retraction with the critical engine inoperative; Part 25 requires only a positive climb gradient with gear extended.

• Occurs from liftoff to gear-up selection
• Gear is still extended during this segment
• Requirement is simply positive (greater than zero) gradient
• Distinct from the 2.4% second-segment requirement

Memory trick: First segment: just don't sink — gear's still hanging down

A system on some transport aircraft that dumps fuel in flight to reduce weight to at or below maximum landing weight before an emergency landing.

• Jettison time = excess weight ÷ jettison rate (lb/min)
• Used when time/altitude permits, versus accepting an overweight landing
• Crews must also verify CG remains within limits as fuel is jettisoned

Memory trick: Divide the extra pounds by the pump rate to find your dump time.

Performance charts apply only 50% credit for headwind benefit but full or greater penalty for tailwind, since tailwind increases required distance disproportionately more due to higher touchdown ground speed.

• 50% headwind credit is standard for conservatism
• Tailwind penalty is often 100-150% of the actual component
• Reflects nonlinear relationship between ground speed and stopping distance

Memory trick: 'Half credit for help, full blame for hurt'

The temperature/dew point spread narrows as the air cools at night; fog is likely to form when temperature and dew point converge (spread approaches 0°C) under clear, calm conditions.

• Radiation fog favored by clear skies, calm wind, and narrow/narrowing spread
• Spread = temperature minus dew point
• Rate of narrowing can be used to estimate time until fog onset

Memory trick: 'Spread hits zero, fog hits the field' — track convergence rate to predict fog

CAT is turbulence occurring in cloud-free air at high altitude, most commonly caused by strong wind shear associated with jet streams near the tropopause.

• Occurs without visual cues (no clouds)
• Strongest near jet stream cores and tropopause breaks
• Forecast using turbulence charts correlated with jet stream position

Memory trick: Jet stream shear, turbulence near

Specific four-digit transponder codes alert ATC to different in-flight emergencies without requiring voice communication.

• 7500 = Hijack
• 7600 = Lost communications
• 7700 = General emergency
• 1200 = VFR (non-emergency)

Memory trick: '7-5 Stay Alive, 7-6 No Mics, 7-7 Mayday Heaven'

The CRM practice of prioritizing and distributing tasks among crewmembers to prevent any one person from becoming overloaded.

• Especially critical during high-workload phases or emergencies
• Involves delegation, prioritization, and task-sharing
• Prevents task saturation and errors from overload

Memory trick: Divide the puzzle pieces so no one person holds the whole picture alone.

Reduced Vertical Separation Minimum airspace (FL290–FL410) requires aircraft altimetry systems to be accurate within ±200 feet to support 1,000-ft vertical separation.

• RVSM airspace spans FL290 to FL410
• ASE tolerance must be within ±200 feet
• Enables 1,000-ft vertical separation instead of 2,000-ft

Memory trick: RVSM = 'Really Very Small Margin' — 200 feet or bust

Aspect ratio (span²/area) is inversely related to induced drag for a given lift coefficient; higher aspect ratio wings produce weaker wingtip vortices and less induced drag.

• High AR wings (gliders) minimize induced drag
• Low AR wings (fighters, deltas) trade drag efficiency for structural/speed benefits
• Induced drag dominates at low speed/high AOA

Memory trick: Long skinny wings = less swirl = less drag

An index system converts moments (weight × arm) into simplified index units referenced to a datum, allowing loadmasters to track CG changes with simple addition/subtraction instead of large moment numbers.

• Index units simplify large moment values (e.g., moment/reduction constant K).
• Each loading station has a published index rate per unit weight.
• Adding weight forward or aft changes the index by weight × station index rate.
• Final index is checked against CG limit charts to verify airplane is within limits.

Memory trick: Index units are the 'shorthand' for moments — multiply weight by the station's rate, add to the running total.

Standard holding pattern outbound leg timing depends on altitude: 1 minute at or below 14,000 feet MSL, 1 minute 30 seconds above 14,000 feet MSL, unless DME or a charted distance is used.

• 1 min outbound below/at 14,000 ft MSL
• 1.5 min outbound above 14,000 ft MSL
• DME holds use distance instead of time

Memory trick: Higher altitude, longer leg — 14 is the tipping point

A six-step aeronautical decision-making model used to help pilots systematically work through in-flight problems.

• Detect: recognize a change has occurred
• Estimate: determine the significance of the change
• Choose: select a desired outcome for the flight
• Identify: identify alternative actions to achieve the outcome

Memory trick: Detect, Estimate, Choose, Identify, Do, Evaluate — DECIDE it step by step

VOR-based federal airways are protected for 4 NM on each side of the centerline near the VOR, widening based on a 4.5-degree angle beyond 51 NM from the station.

• Standard protected width: 4 NM each side of centerline (8 NM total)
• Width is constant out to 51 NM from the defining VOR
• Beyond 51 NM, width increases per a 4.5° divergence angle
• Airways are typically 8 NM wide near navaids used to define them

Memory trick: '51 is the split point' — width holds at 4 NM until 51 NM, then spreads

The flight duty period begins when a flightcrew member reports for duty with the intent of conducting a flight, and ends when the aircraft is parked after the last flight.

• Defined under 117.3
• Distinct from flight time, which starts with aircraft movement
• Governs application of Table B FDP limits

Memory trick: 'Report to fly, that's when the clock starts to fly.'

Turbulence caused by wind flow disrupted by friction from surface obstructions such as buildings, trees, or rough terrain, creating irregular eddies.

• Occurs near the surface, independent of instability
• Increases with wind speed and surface roughness
• Common hazard on approach near buildings, trees, hangars

Memory trick: Wind hitting a building splashes into eddies — like water over rocks in a stream.

A pilot-requested IFR approach procedure allowing the pilot to proceed visually to an airport with a published instrument approach, while remaining clear of clouds with at least 1 SM flight visibility.

• Must be requested by the pilot, never initiated by ATC
• Requires clear of clouds and 1 SM flight visibility
• Destination must have a published instrument approach procedure
• Reported ground visibility must be at least 1 SM

Memory trick: Contact approach: pilot asks, one mile, clear of the clouds.

The speed category used for circling minimums is determined by 1.3 times the stall speed (Vso) at maximum certificated landing weight, not by the actual speed flown.

• Category based on 1.3 Vso at max landing weight
• Pilot may fly faster and use higher category minimums
• Cannot use a slower/lower category's minimums without operator authorization

Memory trick: Category is tattooed to the aircraft's weight, not erased by flying slow.

An altitude/airspeed range published in the AFM within which sufficient air density and ram airflow allow a flamed-out engine to windmill fast enough for a successful air start.

• High altitude has low air density, limiting windmilling N2 and combustion sustainability.
• Crews typically descend and may need a specific airspeed to enter the relight envelope.
• APU-assisted starts can supplement or substitute for windmill starts at higher altitudes.

Memory trick: Thin air up high starves the fire; dive down where the air is thick enough to feed the flame

Movable leading-edge high-lift devices that extend to re-energize airflow over the wing, increasing CLmax and delaying stall to a higher angle of attack.

• Used primarily during takeoff and landing at low speeds.
• Increase CLmax, allowing lower stall speeds.
• Work by smoothing airflow over the upper wing surface at high AoA.

Memory trick: Slats slow the stall, letting the wing bite a bigger bite of air

An automatic system that commands stabilizer or elevator trim changes as Mach number increases, compensating for the aft aerodynamic center shift (Mach tuck) to preserve speed stability.

• Activates automatically above a set Mach threshold
• Commands nose-up trim to counter Mach tuck
• Restores normal stick-force-per-knot speed stability
• Distinct from yaw damper and autothrottle systems

Memory trick: Mach trim 'tugs the nose up' to fight the tuck

Thunderstorms require moisture, instability, and a lifting force acting together to produce a cumulonimbus cloud with strong updrafts.

• Moisture supplies latent heat and cloud/precipitation material
• Instability allows continued vertical acceleration of rising air
• Lift (frontal, orographic, convective) triggers the initial updraft

Memory trick: 'MIL' — Moisture, Instability, Lift builds every storm

A destabilizing nose-up pitching tendency that occurs when wingtips (located aft of the CG on a swept wing) stall before the wing root, reducing lift aft of the CG.

• Caused by spanwise (outboard) airflow encouraging tip stall
• Wingtips are aft of CG on swept wings, so tip stall shifts lift forward, causing nose-up moment
• Counteracted with stall strips, vortex generators, or leading-edge devices

Memory trick: Tips stall first, tail lifts, nose rises — pitch-up peril

Fog that forms when cold, dry air moves over much warmer water, causing rapid evaporation and saturation of the cold air layer.

• Also called 'sea smoke' or 'arctic sea smoke'
• Requires cold air over warm water, not the reverse
• Can cause low-level turbulence and light icing

Memory trick: Steam rises off a hot cup of coffee in a cold room — cold air over warm water makes steam fog.

DME measures the direct line-of-sight (slant) distance between the aircraft and the ground station, which differs from actual horizontal ground distance, especially when close to or overhead the station.

• Slant range = line-of-sight distance, not ground distance
• Error is greatest when close to the station or at high altitude
• Error becomes negligible at long distances from the station
• Directly overhead, DME reads approximately altitude in NM (using 6,076 ft/NM)

Memory trick: 'DME sees a straight line, not the ground line — closer in, bigger the error.'

A turbojet airplane's planned landing distance at the destination may not exceed 60% of the effective runway length, at standard conditions and planned landing weight.

• 60% factor applies to turbojets under 121.195(b)
• Based on standard temperature and still air
• Runway length × 0.60 = max allowable landing distance

Memory trick: 'Sixty percent, don't relent' — turbojets only use 60% of the runway on paper.

14 CFR 117.23 sets caps on flight time over rolling 28-day and 365-day periods to prevent cumulative fatigue.

• 100 hours max in any 672 consecutive hours (28 days)
• 1,000 hours max in any 365 consecutive days
• Limits apply regardless of duty type or augmentation status

Memory trick: "100 in a month, 1,000 in a year."

Part 121 cockpit voice recorders must retain at least the last 2 hours of cockpit audio, automatically erasing older data except after an accident/incident.

• Minimum retention: 2 hours
• Automatic erasure of older data in normal operations
• Erasure prohibited after accident/incident until released by NTSB/FAA

Memory trick: 'CVR: two hours of chatter; FDR: a full day (25 hrs) of data.'

FAA-published assumed weights (AC 120-27) used for weight and balance when actual passenger weights are unavailable, adjusted seasonally for clothing.

• Summer standard adult weight: 190 lb
• Winter standard adult weight: 195 lb
• Standard weights simplify W&B when actual weighing is impractical

Memory trick: Winter coats add weight — 195 in winter, 190 in summer.

MEA (Minimum Enroute Altitude) ensures obstacle clearance and navigation signal reception along an entire airway; MOCA (Minimum Obstruction Clearance Altitude) ensures obstacle clearance but only guarantees signal reception within 22 NM of a VOR.

• MEA applies for the whole route segment
• MOCA reception guaranteed only within 22 NM of VOR
• MOCA is typically lower than MEA
• Charted with 'MOCA' notation below MEA on IFR charts

Memory trick: 'MOCA is a Mini-signal, only close to home (22 NM)'

The period during which a reserve crewmember must be able to report for a flight duty period; limited to a maximum of 14 hours under Part 117.

• Max RAP = 14 hours
• Crewmember must receive 10 hours rest before RAP begins
• FDP limit during RAP is based on time of call, per Table B

Memory trick: 'Fourteen for the phone' — reserve pilots wait by the phone max 14 hours.

An AIRMET advisory for moderate turbulence, sustained surface winds of 30 knots or more, or nonconvective low-level wind shear.

• AIRMET Sierra = IFR conditions/mountain obscuration
• AIRMET Tango = turbulence and strong surface winds
• AIRMET Zulu = icing and freezing levels

Memory trick: Sierra=Sight(IFR), Tango=Turbulence, Zulu=iZe(icing)

Part 117 requires both certificate holders and flightcrew members to share responsibility for fatigue management, including proactive self-reporting by crewmembers.

• 117.5(b): certificate holder cannot assign an FDP likely to result in impairment
• 117.5(c): crewmember must proactively report fatigue
• Fatigued crewmembers must remove themselves from duty

Memory trick: Feel foggy? Flag it fast—fitness for duty is a two-way street.

14 CFR 117.19 allows an operator to deviate from Part 117's prescriptive FDP/rest limits only through an FAA-approved FRMS, a scientifically validated program providing an equivalent level of safety.

• Alternative to prescriptive Subparts B-D limits
• Must be based on scientific principles
• Requires FAA approval and ongoing data monitoring

Memory trick: Science replaces the stopwatch only if the FAA signs off first.

Minimum fuel reserve for Part 121 international (flag) operations beyond destination and alternate fuel.

• Fuel to destination, then to most distant alternate, then 30 min reserve at normal cruise
• Distinct from the 45-minute domestic reserve under 121.639
• Supplemental operations under 121.646 may use different fuel planning based on aircraft type

Memory trick: "Flag flies with 30, domestic drives with 45."

Service ceiling is the altitude where maximum rate of climb decreases to 100 fpm; absolute ceiling is the altitude where climb rate reaches 0 fpm.

• Service ceiling standard: 100 fpm rate of climb
• Absolute ceiling standard: 0 fpm rate of climb (theoretical max altitude)
• Both derived from thrust/power available vs required curves diminishing with altitude

Memory trick: Service = still climbing a little (100 fpm); Absolute = all climb gone (0 fpm)

The required horizontal stabilizer trim setting for takeoff is determined from CG position (%MAC): a more forward CG requires a greater nose-up trim setting.

• Forward CG requires more airplane-nose-up (ANU) trim
• Aft CG requires less nose-up (or more nose-down) trim
• Trim setting charts use %MAC and takeoff weight as inputs
• Improper trim setting can cause tail strikes or reduced rotation performance

Memory trick: Forward CG is nose-heavy — crank in more nose-up trim to help it rotate

Vertical or angled wingtip devices that reduce the strength of wingtip vortices, lowering induced drag and improving fuel efficiency.

• Effectively increase aspect ratio without extending span
• Reduce induced drag, improving cruise fuel burn
• Do not significantly affect Mcrit or CG

Memory trick: Winglets cap the swirl like a lid on a jar