JET EXAM - Study Portal ONLY
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JET EXAM - Study Portal ONLY
Please do no post queries about your reference no.
or examination centers.
Let this be a thread to share only exam oriented knowledge.
Thank you.
P.S.
indian airways limit
46,000' / 49,000' ???
or examination centers.
Let this be a thread to share only exam oriented knowledge.
Thank you.
P.S.
indian airways limit
46,000' / 49,000' ???
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Tech is basic of a/c structure, controls, Engines including jet engines, Basics of different systems etc.
For Nav they'll ask from everything including CP/PNR. Then numericals will be of very simple numbers and will be there to judge if your concept is right.
Radio aids will focus on workings, errors etc of various devices and again numericals will be very basic in nature.
For Nav they'll ask from everything including CP/PNR. Then numericals will be of very simple numbers and will be there to judge if your concept is right.
Radio aids will focus on workings, errors etc of various devices and again numericals will be very basic in nature.
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they will try to cover most subjects in a variety of questions...
brushing up everything you have learned is the way to go.
cp pnr is one of the key concepts of flying ... which cannot be not-asked in selection examinations.
anyway
SKC is sky clear ... no clouds
is used to indicate the cloud amount
amongst sct bkn ovc
or
sky conditions
amongst cb tcu clr-sky clear below 12000' AGL i.e. because when u speak of clouds its always above ground level.
CAVOK
is ceiling and visibility ok
which indicates VIS is 10k+ with no shallow fog
usage mostly vfr
no cloud below 5000' or lowest safe which ever is higher
CAVU
is c & V unlimited
same thing but no clds below 10000'
usage mostly ifr
brushing up everything you have learned is the way to go.
cp pnr is one of the key concepts of flying ... which cannot be not-asked in selection examinations.
anyway
SKC is sky clear ... no clouds
is used to indicate the cloud amount
amongst sct bkn ovc
or
sky conditions
amongst cb tcu clr-sky clear below 12000' AGL i.e. because when u speak of clouds its always above ground level.
CAVOK
is ceiling and visibility ok
which indicates VIS is 10k+ with no shallow fog
usage mostly vfr
no cloud below 5000' or lowest safe which ever is higher
CAVU
is c & V unlimited
same thing but no clds below 10000'
usage mostly ifr
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its an indian airline recruiting -
so i think they might require indian pilots to know nav topics that
the dgca expects us to know...
so i am guessing yes questions on all nav and radio aids could be asked
but certainly not IRS and |INS
and as for the forecast
VIS 8K
or 8000
SKC
both will be mentioned
so i think they might require indian pilots to know nav topics that
the dgca expects us to know...
so i am guessing yes questions on all nav and radio aids could be asked
but certainly not IRS and |INS
and as for the forecast
VIS 8K
or 8000
SKC
both will be mentioned
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stall speed at 8000ft 45kts...
stall speed at 20000ft ???
stall speed at 20000ft ???
As long as Angle of Attack is exceeded, the airplane will stall.
The question doesn't make sense unless of course it has been taken from some DGCA "question bank".
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Yup.
The Indicated Stall Speed would always remain the same , its just that the TAS would be higher at higher altitudes.
How to put an exact figure to it based on the data given i do not know.
The Indicated Stall Speed would always remain the same , its just that the TAS would be higher at higher altitudes.
How to put an exact figure to it based on the data given i do not know.
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There is a question in the other thread which is raising alot of confusion..I would like to ask it here-
Will an aircraft descend faster in headwind/tailwind?
Will an aircraft descend faster in headwind/tailwind?
(If that is what you're trying to mean by asking which aircraft will "descend faster").
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The Indicated Stall Speed would always remain the same , its just that the TAS would be higher at higher altitudes.
The airplane can be made to stall at various indicated airspeeds.
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@ Sierra2467
Ideally we would want the wing root to stall first, so we still have aileron effectiveness to help in a stabilized recovery.
In swept back wings , unfortunately there is a tendency for the wing tip to stall first due to span-wise flow. One solution considered was using forward swept wings, but this causes excessive 'wingtwist'
Stall strips, Washout etc are used to ensure that the airfoil would stall first at the wingroot
In swept back wings , unfortunately there is a tendency for the wing tip to stall first due to span-wise flow. One solution considered was using forward swept wings, but this causes excessive 'wingtwist'
Stall strips, Washout etc are used to ensure that the airfoil would stall first at the wingroot