Barber pole on the ASI, flying at a Mach number at altitude and audible warnings.

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.

CAT

Frontal passage

Microburst

N1= Low pressure compressor spool or fan rotation speed. Usually expressed as a % of Max N1.

N2= High pressure compressor rotation speed.

EGT= Exhaust gas temperature, indicates the temperature at the first stage of the turbine, which is the most critical temperature in the engine.

EPR= Engine pressure ratio of the inlet to the jet pipe, displayed on the EPR gauge to use as a parameter for setting engine thrust

GPWS is a central computer system that receives various data inputs on configuration, (radio altimeter) height/altitude and instrument landing system glide slope deviation and is able to alert the pilot when a dangerous situation is about to occur.

The Boeing 737 has an all moving horizontal stabilizer.

The critical engine of a multi-engine, fixed-wing propeller-driven aircraft is the one whose failure would result in the most adverse effects on the aircraft's handling and performance.

Due to the asymmetric blade effect (P-factor), the right-hand engine typically develops its resultant thrust vector at a greater lateral distance from the aircraft's C.G. than the left-hand engine.

The failure of the left-hand engine will result in a larger yaw effect via the operating right-hand engine, rather than vice-versa, and it is termed the Critical Engine. Since the operating right-hand engine produces a stronger yaw moment, the pilot will need to use larger control deflections in order to maintain aircraft control. Thus, the failure of the critical (left-hand) engine is less desirable than failure of the right-hand engine.

The operating right-hand engine will produce a more severe yaw towards the dead engine, thus making the failure of the left-hand engine critical.

From West to East

East to West (In Africa during the summer)

TAS will increase.

Drag penalties (additional weight)

Less controllability