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actually flying Flashcards

1
Q

Vx

A

best gain of altitude over given distance

good for clearing obstacles

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2
Q

Vy

A

used to get to desired altitude faster

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3
Q

static RPM

A

engine speed at full on the ground

get to 2000 to check instruments are in parameters

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4
Q

rotation speed

A

speed at which the aircraft can safely rotate on the lateral axis to pick the nose of the ground for take off.

? different speeds for normal versus short field take offs

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5
Q

for short field take offs maintain Vx between ___ and ___ knots. how is this achieved?

A

+10 and -5. additional back pressure on elevator.

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6
Q

short field take off: maintain Vx until?

A

clear of obstacles

or if simulating, ≥50’ above runway surface.

then transition to Vy by adjusting pitch. then flaps to 0° above 60 KIAS

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7
Q

short field approach is ___ than normal.

A

slower. when landing is assured.

slower speed means steeper approach *losing altitude faster and closer to stall.

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8
Q

if won’t clear obstacles

A

increase power and increase pitch attitude to decrease rate of decent.

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9
Q

if might land long

A

decrease power and decrease pitch attitude to fall faster.

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10
Q

soft field take offs

A

like a short field.

as get on runway do not stop! could get stuck. everything has to happen as moving.

use ailerons for wind to stay center

increase to 2000 RPM. verify green instruments. then full throttle.

as speed increases (elevator more effective), reduce aft pressure. keep nose up!

ground effect will help get us airborne at slower speed. but will not be fast enough to climb.

be sure to be at good speed before climbing.

once climb begins, retract flaps at safe altitude and climb rate. momentary reduction in climb rate will occur. be sure to be clear of obstacles.

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11
Q

common errors during soft field take off

A

too much back elevator pressure during initial takeoff roll resulting in excessive AOA. tail strike 😮

climbing before enough speed gained = fall back down. utilize ground effect.

forgetting flaps

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12
Q

common errors during soft field landing

A

tail strike

coming in too fast causing floating

rounding out too high above the surface. will drop to ground!

bad transfer of weight from wings to wheels. keep back pressure during roll out.

letting nose wheel fall to ground without control. let it come down easy.

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13
Q

ADM flow chart

A

aeronautical decision making

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14
Q

DECIDE

A

detect the problem
estimate the need to react
choose desired outcome
identify options: how to achieve outcome
do things
evaluate the effect of actions

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15
Q

CRM

A

crew resource management. originally “cockpit resource management”.

using all resources to be safe

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16
Q

ADM factors

A

identifying and assessing risks

mitigating risks

learning about hazardous attitude to avoid

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17
Q

5 Ps checklist

A

the plan

the plane

the pilot

the passengers

the programming

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18
Q

3 Ps model

A

perceive

process

perform

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19
Q

PAVE

A

regarding personal minimums to determine maximum acceptable risk

pilot

aircraft

enVironment (fuck you)

external pressures

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20
Q

bad attitudes

A

anti-authority

impulsivity

invulnerability

macho

resignation - helpless. being too nice can be this too.

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21
Q

cross country minimum distance

A

50 NM straight line departure to destination

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22
Q

pilot’s handbook of aeronautical knowledge recommends visual waypoints be no more then ___ NM apart

A

20

but really keep to around 15

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23
Q

choosing altitudes

A

odd altitudes for easterly courses of flight +500
0°-179°

even altitudes for westerly courses of flight+500
180°-359°

choose altitudes based on power off glide distance to a good place to land. consult POH
- keep in mind winds aloft might hinder or help

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24
Q

performance calculations

A

how long will the flight be and how much fuel will be needed

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25
pilotage
navigation by visual reference to landmarks
26
dead reckoning
navigation of an airplane solely by means of computations based on airspeed, course, heading, wind direction, wind speed, groundspeed, elapsed time main tools are compass ad clock
27
compass errors
VDMONA variation (east is least and west is best - subtract ° for E and add ° for west) deviation instruments on airplane generate magnetic fields magnetic depth near poles, compass can dip oscillation combination of other errors use average indication northerly turning errors turning N, compass leads. turning S compass lags UNOS undershoot N (stop turn early). overshoot S 15+(1/2 latitude) acceleration error ANDS accelerate N. decelerate S decelerating on E or W heading compass will go S. accelerating on E or W heading compass will go N.
28
"land as soon as possible"
a landing should be accomplished at the nearest suitable area. this may or may not be an airport but getting the airplane on the ground is of the utmost importance.
29
"land as soon as practical"
emergency conditions are less urgent. although mission is to be terminated, the emergency is such that an immediate landing at the nearest suitable site may not be necessary based on severity of the emergency, weather conditions, field facilities, or ambient lighting.
30
rule of thumb calculations 60 knots = ___ minutes per NM 90 knots = ___ minutes per NM 120 knots = ___ minutes per NM
1.00 0.75 0.50
31
things to figure out when diverting
heading in case of electrical failure, use pen (? somehow) ground speed rule of thumb calculations 60 knots = 1.00 minutes per NM 90 knots = 0.75 minutes per NM 120 knots = 0.50 minutes per NM arrival time distance / ground speed = hours (then *60 for minutes) quick calculation: use 120 KIAS for 2 NM per minute - 20 NM ≈ 10 minutes fuel consumption in pre-flight figure out based on power settings (mixture - see POH) *** do not sacrifice control to make calculations *** remember: aviate, navigate, communicate, mitigate
32
things that lead to being lost
not consistantly cross referencing your location with your map improper NAVLOG calculations poor waypoint selection becoming task saturated
33
5 Cs
confess to yourself that you're lost conserve your fuel reduce power and make sure mixture is lean climb to reduce risk of obstacles be able to see further be able to receive signals better (radio and navigation) communicate let ATC know you're lost use 121.5 if needed (called "guard frequency") --- on garmin press and hold frequency change button (↔) comply with ATC's directions
34
guard frequency
121.5
35
how to use VOR to figure out where you are
plot 2 radials. where they intersect is where you are choose 2 VORs in the general area of where you think you could be (based on last known position) tune and ID them 1st VOR: center the needle draw this radial on map coming out from VOR compass. keep in mind to and from flag. do the same with 2nd VOR. where they intersect is where you are.
36
to use GPS to get to nearest airport
hit direct, enter, enter
37
order of controls for climbing
pitch then power then trim when adjust power, then adjust trim
38
to maintain fuel to oxygen ratio
at higher altitudes less fuel is needed. mixture control. make sure to lean the mixture enough when on the ground. helps prevent fouled spark plugs
39
high oil temperature and low oil pressure
could mean not enough oil
40
when to not set parking brake
when cold and moisture can freeze brakes when brakes are overheated
41
carb icing
even lower temperature because of lower pressure caused by venturi shape. further aggravated by small opening.
42
if experience engine roughness
add carb heat. RPMs will drop initially then increase as ice melts off
43
starting a flooded engine
try to purge excess fuel throttle full open and mixture full lean. begin start sequence. then throttle closed and mixture full rich.
44
electrical malfunctions
excessive rate of charge - shown by high reading on ammeter or loadmeter (depends on aircraft) insufficient rate of charge - shown by 0 on loadmeter or negative on ammeter low voltage enunciator can go on during low RPM
45
how long will the battery last?
30-60 minutes
46
hi jack, i can't talk right now, it's an emergency
7500 = highjacking 7600 = lost comms 7700 = general emergency
47
problem: - airspeed indicator shows increasing during climb - shows decreasing during decent - altimeter works - VSI works
pitot tube front hole and drain might be blocked if icing, turn pitot heat on
48
problem: - airspeed indicator shows decrease during climb - shows increase during decent - altimeter frozen - VSI frozen
static port may be blocked flight deck has static source. close the windows and open air vents. reading will be a few knots higher.
49
leaning the mixture
after engine start, lean for RPM increase -can be tough so listen to engine too -lean until head decrease in engine power then slighly more rich until sound of engine returns to normal * do not keep engine rich at idle/taxi. result: fouled spark plugs - if expect holding short >1 minute, keep lean. really, stay lean until cleared for takeoff. if long climb, don't wait to do cruise checklist to lean. during cruise: do thorough lean. use EGT gauge if have one. if not, use tachometer - too rich, excess fuel acts as coolant causing temperature in exhaust to go down. -lean until hit "peak EGT". after peak EGT, temperature falls again. now it's excess air acting as the coolant. --- rich the mixture to recommended by manufacturer (cessna is 50° rich of peak) -----generally each tick is 25° --- depending on power setting might want to be more rich - so further from peak EGT
50
each tick on EGT is generally how many degrees?
25
51
using tachometer to lean at cruise
set power to desired RPM then begin lean like EGT, when leaning indicator will increase then decrease. lean until indicator return to desired RPM. if no increase of RPM, lean slowly until RPM drop or engine roughness starts. then rich to point just before this happened.
52
problem: during taxi engine roughness
action/response: adjust mixture for smooth operation remain as lean as possible with the engine running smoothly
53
problem: during runup no RPM drop during magneto check
notify maintenance and use caution because the magneto may not be grounded and could conceivably turn over without warning
54
problem: during runup excessive RPM drop during magneto check
execute "cleaning fouled spark plugs" checklist
55
problem: during runup engine runs rough or sputters (very hot day)
consider density altitude and lean appropriately for the conditions. complete "cleaning fouled spark plus" checklist in case of vapor lock
56
problem: during take off RPM loss
if mixture is not full rich (or lean for high density altitude), enrich
57
problem: during take off / cruise RPM loss
apply carburetor heat / adjust mixture for smooth engine operation
58
problem: during cruise engine runs rough
adjust mixture for altitude / apply carburetor heat
59
problem: during decent engine runs rough
adjust mixture for altitude / apply carburetor heat during decent: @ 3000 MSL mixture should be full rich
60
during decent: @ ___ MSL mixture should be ___
3000 full rich
61
symptoms of fouled spark plug
rough running engine at idle misfiring engine magneto check with an excessive RPM drop
62
checklist: cleaning fouled spark plugs
hold brakes securely! only perform on surface free from gravel/dirt throttle --- 2000 RPM mixture --- lean for slight RPM drop --- if have EGT gauge, we want peak EGT * maintain for at least 60 seconds --- do not allow temperature to red line --- watch oil pressure mixture --- full forward throttle --- 1800 RPM perform magneto check
63
symptoms of vapor lock
difficulty starting engine fluctuation of idle speed and fuel flow pull throttle back and engine dies high RPM drop during magneto check poor engine response to throttle adjustments
64
glide range for most light airplanes
about 1.5 NM per 1000' of altitude lost
65
ABCDE
for emergency landings airspeed - pitch for best glide speed - trim to relieve control temperatures best place to land - find nearest airport and determine if in glide range - see POH for glide range with engine failure with no wind checklist declare emergency - location - tail number - # souls - nature of emergency - other pertinent information *squawk 7700 on transponder emergency location transmitter (ELT) activate
66
situations that would justify a precautionary landing
smoke in the cockpit engine fire situations deemed more important to get on ground fast over landing at airport *skip best glide speed if needed
67
4 "ate"s to always do. in order.
aviate, navigate, communicate, mitigate
68
general guidance for emergency decent
high drag, high airspeed, idle power decent read POH before this happens for specifics - reduce power to idle - push yoke forward 1) perform 90° sweeping turns 2) clean configuration flow 3) reduce throttle to idle 4) initiate turning descent while clearing for traffic --- bank angle 30°-45° 5) maintain 120 KIAS (for training) --- actual emergencies may require acceleration to VNO or VNE, as appropriate. in turbulent conditions do not exceed VA 6) notify ATC / traffic as appropriate airspeed +0/-10 KIAS altitude ±100' airplane flying handbook recommends increasing flaps to full - do not do at ATP during training so not hurt plane. level off early enough to complete maneuver at specified altitude - 10% VSI --- 800' per minute, begin level off at 80' above target altitude
69
problem: - airspeed reads 0 - altimeter works - VSI works
pitot may be blocked
70
problem: - airspeed reads high - altimeter reads high - VSI momentarily shows a climb
using alternate cockpit static air
71
problem: - airspeed reads high - altimeter reads high - VSI reverses
broken VSI glass
72
no flap landing
in pattern: - relatively nose high attitude to maintain altitude while slowing down - descending may be harder too. - fly wider and longer pattern descend out of TPA at 80 KIAS on base leg, slow to and trim for 70 KIAS maintain 70 KIAS until landing is assured. then slow to 65 KIAS until 10' to 20' above runway. up to 50% more runway may be needed. don't force nose down early. may feel like stalling. don't freak out.
73
if suspecting carburetor ice
use carburetor heat. make sure to leave on long enough. leave on even after symptoms improve. but don't leave it on too long - while in use, air is not filtered - mixture setting in changed look for opportunity to land if no ice, RPM will drop and stay low. if ice, RPM will rise as ice melts
74
how to tell if engine is overheating
loss of power high oil temperatures
75
when can ELTs be tested?
first 5 minutes of an hour
76
what planes create more wake turbulence (vortices)
heavy, clean, slow heavy because needs more lift so pressure differential flaps and landing gear disturb the air moving over the wings so tip vortices dissipate faster slow tighter vorticities wait 3 minutes or big spoon little spoon the previous plane's landing/TO. land after the point it did or take off before it did.
77
when climbing you'll need ___ to counteract ___
right rudder P factor
78
when taking off you'll need ___ to counteract ___
right rudder torque reaction from propeller
79
when descending you'll need ___ to counteract ___
left rudder P factor
80
go around sequence
power pitch flaps gear
81
impending signs of stall
horn shaking buffet strip causing wind buffeting from "early stall"
82
to recover from a stall
reduce AOA maximum power level the wings
83
getting out of a spin
cessna: PARE power idle ailerons neutral rudder opposite elevator forward piper archer: REAP used because it's in that POH rudder opposite elevator forward ailerons nuetral power idle
84
when at high power but slow, what can happen?
a spin. like this during TO or with high AOA during slow flight
85
when turning, do what? why?
pitch up and add power. coordinate with the rudder. some lift goes to the horizontal component. also, when turning the airplane yaws in the opposite direction because lift and drag increase on up wing and decrease on down wing.
86
trim sequence
rudder elevator aileron
87
what's the difference between a movement area and a non-movement area?
movement area requires ATC clearance
88
when do you begin to level off during a climb?
10% rate of climb (feet per minute) before desired altitude
89
rotating beacon color meanings
white/ green or green land airport white/yellow or yellow water airport green/yellow/white heliport white/white/green military airport
90
airplane walk around
nose strut - no fluid - extended well propeller - cracks - dents documents - maintenance binder - registration - airworthiness placard structure - door opens and closes well - crews and rivets tires - full - wear - red dot fuel oil - add 1 full quart if you can (no partials) pitot cover off chocks in baggage
91
shallow, medium, steep turn angles
shallow ≤20° medium ≈20°-45° steep ≥45°
92
if the nose goes up during a bank ___
rudder too soon
93
if the nose torques or goes opposite the turn ___
rudder was too late
94
random turbulent air at lower altitude. what happened?
convective current caused by uneven heat absorption of the ground things like rocks take in more heat than grass updrafts over barren areas downdrafts over water or expansive vegetation

ATP (9 decks)

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