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

Yes, VMCG has to be equal to or less than V1 to ensure the aircraft could maintain runway heading having suffered an engine failure at or above V1 when the aircraft is committed to takeoff.

Minimum Safe Altitude.

An anti-servo tab works in the opposite way to a servo tab.

It deploys in the same direction as the control surface, making the movement of the control surface more difficult and requires more force applied to the controls by the pilot.

Jet engines are designed to achieve their best specific fuel consumption at high rpm, which can only be achieved at high altitudes where the air density is low.

Thrust produced will be low enough to equal the required cruising thrust. Also high altitude gives the best operating conditions for the airframe i.e. minimum drag during the cruise.

Turboprops need relatively dense air for the propellers to work efficiently and at high altitude the density would be too low.

Drag penalties (additional weight)

Less controllability

TSRA: Thunderstorm with rain

• MIFG: Shallow fog

A turbo charger is externally driven by exhaust back pressure turning a turbine which in turn drives a compressor in the induction manifold to increase the air pressure (constant volume, higher pressure) and is controlled by waste gate.

A supercharger is internally driven by the propellor shaft to compress mixture and is controlled by RPM.

No, VMCG is defined as the minimum control speed on the ground, with one engine inoperative (critical engine on two engine airplanes), takeoff power on other engine(s), using aerodynamic controls only for directional control and thus only applicable to ME aircraft.

Swept back wings