FAA Airline Transport Pilot (ATM) flashcards

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

The first stage of a thunderstorm's life cycle, marked by continuous updrafts and cloud growth with no surface precipitation.

• Only updrafts present, no downdrafts yet
• Precipitation begins to fall marking transition to mature stage
• Can last 10-15 minutes

Memory trick: Cumulus = 'Climbing' — the storm is just growing up, no rain yet.

Turbulence caused by strong winds flowing perpendicular over a mountain range in stable air, creating an oscillating wave pattern downwind marked by lenticular clouds.

• Requires stable air and wind speed generally over 25 knots perpendicular to ridge
• Lenticular clouds mark wave crests; rotor clouds mark severe low-level turbulence
• Can extend turbulence well above and downwind of the mountain range

Memory trick: Mountain wave = wind surfing over ridges, lenticular clouds mark the wave tops

The maximum landing weight at which the airplane can meet the required approach-climb gradient with one engine inoperative during a go-around.

• Ensures safe missed-approach climb performance
• One of several possible landing weight limitations
• Other limits include field length and structural maximum landing weight

Memory trick: 'Climb-limited = can't climb, can't land heavy'

A 6-level scale (1-6) used on radar summary charts to categorize thunderstorm echo intensity, from weak to extreme.

• Level 1-2: weak to moderate, light-moderate rain
• Level 3-4: strong to very strong, moderate-heavy rain, some hail
• Level 5-6: intense to extreme, heavy rain, large hail, severe turbulence and possible tornadoes

Memory trick: '1 is light drizzle, 6 is disaster' — VIP levels climb with storm severity

Because the speed of sound varies with the square root of absolute temperature, TAS at a given Mach number increases in warmer-than-standard air and decreases in colder-than-standard air.

• Speed of sound formula: a ≈ 39 × √T(Kelvin) in knots
• TAS = Mach number × local speed of sound
• Warmer air increases both speed of sound and TAS for the same Mach number

Memory trick: Warmer air, faster sound, faster TAS at the same Mach

A longitudinal separation method used in oceanic airspace where aircraft on the same track and altitude are assigned specific Mach numbers to maintain or adjust spacing over time.

• Used primarily in non-radar oceanic airspace
• Aircraft must maintain assigned Mach number unless ATC approves a change
• Speed differences between aircraft change the separation over time
• Any Mach number deviation requires prior ATC clearance

Memory trick: 'Faster in front, gap grows — Mach math tells the tale.'

An involuntary physiological and cognitive reaction to a sudden, unexpected, and often threatening stimulus that can momentarily impair a pilot's ability to respond correctly.

• Includes elevated heart rate, tunnel vision, and brief cognitive freeze
• Can lead to incorrect reflexive control inputs
• Startle/surprise training is now emphasized in upset prevention and recovery training (UPRT)

Memory trick: Startle = the jolt before the thought.

The portion of reported wind acting perpendicular to the runway, found using wind speed multiplied by the sine of the angle between wind direction and runway heading.

• Crosswind = wind speed × sin(wind angle off runway)
• Headwind = wind speed × cos(wind angle off runway)
• A 90° crosswind angle produces the maximum crosswind component

Memory trick: SOH-CAH-TOA: Sine gives the Side (crosswind), Cosine gives the Coming-at-you (headwind).

A risk-assessment framework used during flight planning to evaluate four categories of risk before departure.

• P = Pilot
• A = Aircraft
• V = enVironment
• E = External Pressures

Memory trick: PAVE the way before you fly.

BEW is the airframe, engines, fixed equipment, and full operating fluids. OEW = BEW plus crew, crew baggage, and catering/supplies needed for operation.

• BEW includes unusable fuel and full oil/hydraulic fluid.
• OEW adds crew, crew bags, catering, and potable water to BEW.
• Zero Fuel Weight = OEW + payload.
• Ramp/Taxi Weight = ZFW + usable fuel load.

Memory trick: Basic Bird gets a Crew, then Passengers, then Fuel, then Flies, then Lands.

A state where a crewmember becomes so absorbed in a single task that awareness of other critical information is lost.

• Also called 'tunneling' or channelized attention
• Common during high-workload phases like descent/approach
• Mitigated by task prioritization and workload management

Memory trick: Tunnel vision on ONE task blinds you to the rest of the cockpit.

Published crossing restrictions on departure procedures use terms like 'at,' 'at or above,' and 'at or below' to define mandatory, minimum, or maximum altitudes at a fix.

• 'At' means exact altitude required
• 'At or above' sets a minimum altitude
• 'At or below' sets a maximum altitude

Memory trick: 'At or above' = floor, not ceiling

An aircraft design approach where the CG is placed near or aft of the natural aerodynamic center to reduce trim drag, with the flight control computer providing artificial stability augmentation.

• Reduces tail download needed for trim, saving fuel
• Requires fly-by-wire flight control computers for artificial stability
• Trades some natural stability for efficiency, compensated electronically

Memory trick: Let the computer hold what nature loosened

Requires each Part 121 pilot in command to complete a check-airman-observed line check within the preceding 12 calendar months, including at least one takeoff and landing.

• Interval: 12 calendar months
• Observed by a qualified check airman
• Conducted during normal revenue line operations, not a simulator

Memory trick: 'Line check every twelve, like clockwork on the line.'

A required load factor margin above 1g level flight that a turbojet must maintain at cruise altitude/weight/Mach before encountering aerodynamic buffet, roughly equivalent to a 40° banked turn.

• Load factor = 1/cos(bank angle)
• 1.3g margin corresponds to about a 40° bank angle
• Used to set maximum cruise altitude on buffet-boundary charts, protecting against high/low speed buffet and gusts

Memory trick: 1.3g is your 40-degree bank cushion before the buffet bites.

A dangerous stalled condition on T-tail aircraft where the wing/fuselage wake blankets the horizontal stabilizer at high AOA, greatly reducing elevator effectiveness needed for recovery.

• Occurs primarily on T-tail configurations
• Wing wake blankets the elevated stabilizer
• Elevator loses authority to lower the nose
• Can become a stable, unrecoverable stall

Memory trick: Deep stall = tail 'stuck in the shadow' of the wing wake

A yawing tendency opposite to the direction of roll, caused by the down-going aileron producing more lift and induced drag than the up-going aileron on the opposite wing.

• Caused by differential induced drag from aileron deflection
• Counteracted by rudder input or differential ailerons/spoilers
• More pronounced at low airspeed and high angle of attack

Memory trick: Down aileron drags its wing back, nose swings the wrong way

A phenomenon where group members withhold dissenting opinions to maintain consensus and avoid conflict, often leading to poor decisions.

• Driven by desire for harmony over critical evaluation
• Can occur among peers, not just subordinate-to-leader
• Countered by encouraging dissent and diverse input

Memory trick: Everyone nods along even when their gut says no — that's groupthink.

The difference in load factor (g) between 1g level flight and the onset of either low-speed (stall) buffet or high-speed (Mach) buffet; the smaller value is the limiting margin.

• Low-speed buffet margin = g at stall buffet onset minus 1g
• High-speed buffet margin = g at Mach buffet onset minus 1g
• Regulations require a minimum margin (commonly 0.3g) for cruise maneuvering capability

Memory trick: Take the smaller gap — that's your real safety cushion.

The high-altitude condition where the low-speed (stall) buffet speed and high-speed (Mach) buffet speed converge, leaving little margin for safe maneuvering.

• Occurs at high altitude and/or heavy weight.
• Low-speed buffet speed increases with altitude (thinner air needs higher AOA).
• High-speed buffet (critical Mach) speed stays roughly constant.
• Reducing weight or descending restores buffet margin.

Memory trick: Climb too high and the stall and Mach walls squeeze you into the coffin corner.

14 CFR 121.663 requires joint PIC and dispatcher signatures on the dispatch release before a flight may depart under the dispatch system.

• Reflects shared operational control between PIC and dispatcher
• Dispatch release contains route, fuel, weather, and alternate information
• Applies to domestic and flag operations using the dispatch (not flight-locating) system

Memory trick: "Two signatures, one shared command."

A process in which repeated deviations from safe procedures, absent negative outcomes, gradually become accepted as normal within an organization or crew culture.

• Erodes safety margins incrementally
• Often goes unchallenged because no immediate consequence occurs
• A recognized contributing factor in major accidents (e.g., Challenger disaster)

Memory trick: Deviance becomes the new 'normal' one skipped step at a time.

The accurate perception and understanding of all factors and conditions within a defined area that affect the safety of a flight, including projection of future status.

• Three levels: perception, comprehension, and projection
• Attentional tunneling/fixation is a common cause of SA loss
• Monitoring and cross-checking help maintain SA
• Loss of SA is a contributing factor in many controlled-flight-into-terrain accidents

Memory trick: Perceive, comprehend, project — lose one and you lose the big picture

Frost, even in a thin layer, disrupts smooth airflow over lifting surfaces, causing premature boundary layer separation, increased stall speed, and reduced lift.

• 14 CFR prohibits takeoff with frost, ice, or snow adhering to critical surfaces
• Frost roughness comparable to coarse sandpaper can reduce lift up to 30%
• Must be removed by deicing or allowing it to sublimate before flight

Memory trick: Frost = frosted glass over the wing — smooth-looking but ruins clean airflow

The maximum allowable landing weight is the lowest of all applicable limits: structural, climb-limited, field-length-limited, and obstacle-limited.

• Structural limit is a fixed certification value, independent of conditions.
• Climb-limited weight depends on missed approach climb gradient requirements.
• Field-length-limited weight depends on the 60% landing distance rule.
• The most restrictive (lowest) of all applicable limits always controls.

Memory trick: Landing weight is only as generous as its stingiest limit.

A CRM competency where a crewmember actively supports the leader through proactive monitoring, information-sharing, and appropriate assertiveness while respecting authority.

• Complements leadership as a two-way CRM skill
• Involves proactive monitoring and voicing relevant information
• Differs from blind obedience, which lacks independent input

Memory trick: A great follower is a co-pilot in the truest sense—actively steering, not just riding along.

Pilots must record specific flight information for each flight logged, including date, aircraft data, flight time, and route.

• Required for certificate, rating, or currency purposes
• Must include type/ID of aircraft and departure/arrival points
• Also includes conditions of flight such as day/night/instrument

Memory trick: Date, Distance points, Duration, and Designation of aircraft—the 4 D's.

A frontal boundary formed when a fast-moving cold front catches up to a slower warm front, lifting the warm air mass off the surface.

• Combines cold front and warm front weather characteristics
• Two types: cold-type and warm-type occlusion
• Often associated with the mature/dissipating stage of a mid-latitude cyclone

Memory trick: Cold front chases down warm front — they collide into an occlusion

14 CFR 121.385 requires that the minimum number of pilots for a Part 121 flight equal or exceed that specified in the aircraft's type certificate data sheet or AFM, as reflected in the operator's operations specifications.

• Based on TC data sheet / AFM minimum crew
• Cannot be reduced below certificated minimum
• Operations specifications formalize the requirement

Memory trick: The type certificate writes the crew rulebook, no shortcuts allowed.

At maximum structural payload, only limited fuel can be added before MTOW is reached; beyond that range, additional fuel must be offset by reduced payload since total weight is capped at MTOW.

• Max payload = MZFW - OEW
• Fuel available at max payload = MTOW - MZFW
• Beyond this range point, fuel added trades directly against payload

Memory trick: 'Fill the cabin first, then trade seats for fuel'

A weather advisory issued for hazardous weather significant to all aircraft, including severe icing not associated with thunderstorms.

• Valid for 4 hours (6 for hurricanes)
• Covers severe icing, severe/extreme turbulence, dust/sandstorms, volcanic ash
• Distinct from AIRMET Zulu, which covers moderate icing

Memory trick: SIGMET = 'SIGnificant' hazard for every pilot, severe icing included.

The pilot monitoring is responsible for independently cross-checking flight parameters, instruments, and automation, and making timely callouts to support the pilot flying, especially during critical phases of flight.

• Independent verification provides redundancy against PF errors
• Standard callouts (e.g., altitude, speed deviations) are essential
• Effective monitoring is a core CRM skill emphasized in FAA AC 120-71

Memory trick: PM watches the numbers so PF can fly the plane.

Part 121 defines distinct training categories for pilots based on their qualification history, including initial, transition, upgrade, differences, recurrent, and requalification training.

• Transition = moving to a new aircraft type
• Upgrade = moving from SIC to PIC on same type
• Differences = training for variants within same type
• Requalification = training after lapse in currency

Memory trick: New plane? Transition. New seat? Upgrade. Same plane, new model? Differences.

Table B in 14 CFR Part 117 sets maximum flight duty periods for unaugmented 2-pilot crews based on acclimated report time and number of flight segments.

• FDP limits decrease as report time moves into circadian low periods
• FDP limits decrease as number of scheduled segments increases
• 0700-1259 report window allows 13:00 for 1-2 legs down to 10:00 for 8+ legs

Memory trick: "More legs, less time in the air-chair."

A cruise Mach number slightly higher than the Mach for maximum specific range (Mmr), chosen because it provides ~99% of maximum range while flying noticeably faster.

• Specific range curve is flat near its peak
• LRC trades ~1% range loss for reduced flight time
• Higher Mach than Mmr
• Common published cruise schedule in flight manuals

Memory trick: LRC: 'lose a little range, cut the ride short'

At high speed and altitude, compressible airflow causes the pitot-static system to over-read impact pressure; a compressibility correction is subtracted from CAS to yield equivalent airspeed (EAS), which is then corrected for density to obtain TAS.

• Compressibility error grows with increasing Mach and altitude
• CAS − compressibility correction = EAS
• EAS + density correction = TAS

Memory trick: CAS shrinks to EAS, then grows to TAS with thin air

14 CFR 121.411 requires a Part 121 check airman to hold an ATP certificate, the appropriate type rating for the aircraft, and to complete company check airman initial training before performing check airman duties.

• ATP certificate required
• Type rating required for the specific aircraft
• Must complete FAA-approved check airman initial training

Memory trick: To grade the captain, you must first out-rank him with an ATP and type rating.

A design feature where the wing's angle of incidence decreases from root to tip, causing the root to stall before the tip and preserving aileron control near stall.

• Reduces tip AOA relative to root at a given wing AOA
• Promotes root-first stall progression
• Common on both straight and swept wings

Memory trick: Twist the tip down so it's the last to give up flying.

A spatial disorientation illusion in which linear acceleration or deceleration is misinterpreted by the inner ear as a pitch attitude change.

• Occurs during rapid acceleration (e.g., takeoff, go-around) causing false pitch-up sensation
• Occurs during rapid deceleration causing false pitch-down sensation
• Can lead pilots to push the nose down dangerously during acceleration
• Trust flight instruments rather than bodily sensations to avoid this illusion

Memory trick: Somato-GRAVITY: acceleration feels like gravity pulling you back = feels like pitch up

The tendency for a crew to continue an original plan of action even as conditions change and evidence suggests a change of plan is needed.

• Common factor in CFIT and unstable approach accidents
• Increases with time and resource invested in the plan
• Combated by setting hard decision gates (e.g., stabilized approach criteria)

Memory trick: Sunk cost in the sky—don't chase the plan off the runway.

Selecting takeoff flap setting balances shorter ground roll (more flap) against better climb gradient (less flap).

• More flap = shorter roll, lower climb gradient
• Less flap = longer roll, better climb gradient
• Optimal flap setting maximizes allowable takeoff weight given runway and obstacles

Memory trick: More flap gets you off the ground fast but slows your climb to the sky.

A warm front forms where warm air overrides cooler air along a shallow frontal slope, producing a gradual deterioration of weather ahead of the surface front.

• Shallow slope (~1:100) causes clouds to extend far ahead of the surface position
• Cloud sequence: cirrus, cirrostratus, altostratus, nimbostratus
• Produces steady precipitation and lowering ceilings, sometimes fog

Memory trick: Warm front = slow slide in, clouds pile up gradually like a ramp