To monitor the flight management and aircraft control actions of the Pilot Flying and carry out support duties such as communications and check-list reading.

TCAS works by sending interrogations to other aircraft's transponders.

The transponder will reply to the interrogation in a similar way it responds to radar. From the time difference between the interrogation and the reply, the distance to the other aircraft is calculated. The reply itself contains the altitude of the other aircraft.

The distance and the altitude difference with the other aircraft is tracked to identify a trend which may result in a TA or eventually a RA.

A line on a meteorologic chart that joins places of equal sea level pressure (QNH).

The maximum brake energy speed.

It is a function of the gross weight, altitude, temperature, runway slope, wind component, and braking configuration.

V1 must be less than VMBE.

An ILS (Instrument Landing System) is defined as a precision runway approach aid based on two radio beams which together provide pilots with both vertical and horizontal guidance during an approach to land.

The ILS aerials transmit two lobes. For a pilot on final, the lobe to his right is modulated at a frequency of 150 Hz and the one to his left at 90 Hz. The point where the lobes meet is the centre line of the runway. As the signals on the lobe move from the centre line to either side, their amplitude increases. This means the magnitude of their depth modulation increases. The depth modulation can be considered as a percentage. For example, if an aircraft receives a 15% depth modulated signal from the left and a 5% depth modulated signal from the right, the difference of modulation becomes 10% to the left. This electrical imbalance is sent to the aircraft and the localizer needle is designed in such a way that it will show a deflection to the opposite direction, telling the pilot to go to the right.

When on the centre line, the modulation difference is zero and the needle centres itself.

The glide slope or the glide path provides the pilot with vertical guidance. The glide slope is set such that a glide slope angle of 3 degrees is maintained by the pilot. The needle of the slope moves up, if the aircraft is too low and moves down if it is too much above the required path. The glide slope is on the UHF band (329.15 - 335 Mhz).

The glide slope operates the same way as the localizer. The only difference is that the lobes are emitted on the vertical plane. The upper lobe is modulated at 90 Hz while the bottom one at 150 Hz. Exactly the same way as before, the needle of the slope moves based on the difference in depth modulation. As like before when the modulation difference is nil, the glide needle moves to the very centre of the instrument.

Frequency range from 200-1750kHz, medium and low range frequency bands.

The airspeed indicator uses part of the aircraft's pitot-static system to measure and compare the dynamic air pressure between air moving into the pitot tube and static air pressure measured in the case. 

The ASI is calibrated to ISA at MSL and represents the dynamic pressure as indicated airspeed in knots per hour.

ASI errors can originate and vary from:

Instrument Pressure Density Compressibility Maneuver Blocked pitot static system

Taxi, trip, contingency, reserve and extra fuel.

V1 is the decision speed (sometimes referred to as critical engine speed or critical engine failure speed) by which any decision to reject a takeoff must be made.

V2 is the takeoff safety speed which must be attained at the 35 ft height at the end of the required runway distance. This is essentially the best one-engine inoperative angle of climb speed for the airplane and is a minimum speed for flight in that condition until at least 400 ft above the ground. V2 shall be at least 1.1 times VMCA, and no less than 1.2 times VS.

Vr is defined as the speed at which the rotation of the aircraft should be initiated to takeoff attitude.

VMCA is the minimum control speed in the air and is defined as the minimum speed, whilst in the air, that directional control can be maintained with one engine inoperative (critical engine on two engine aerolanes), operating engine(s) at takeoff power and a maximum of 5 degrees of bank towards the good engine(s).

VMCG is the minimum control speed on the ground and is defined as the minimum speed, whilst on the ground, that directional control can be maintained, using only aerodynamic controls, with one engine inoperative (critical engine on two engine airplanes) and takeoff power applied on the other engine(s).

Forward motion forces air into the intake which is a convergent duct where it is compressed (causing a temperature rise).

Fuel is added and combustion takes place increasing the volume. The expanding gasses accelerate to the atmosphere through the exhaust duct nozzle producing a propulsive jet.