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ATP > actually flying > Flashcards

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
Q

pilotage

A

navigation by visual reference to landmarks

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26
Q

dead reckoning

A

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

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27
Q

compass errors

A

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.

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28
Q

“land as soon as possible”

A

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.

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29
Q

“land as soon as practical”

A

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.

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30
Q

rule of thumb calculations
60 knots = ___ minutes per NM
90 knots = ___ minutes per NM
120 knots = ___ minutes per NM

A

1.00
0.75
0.50

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31
Q

things to figure out when diverting

A

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

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32
Q

things that lead to being lost

A

not consistantly cross referencing your location with your map

improper NAVLOG calculations

poor waypoint selection

becoming task saturated

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33
Q

5 Cs

A

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

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34
Q

guard frequency

A

121.5

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35
Q

how to use VOR to figure out where you are

A

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.

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36
Q

to use GPS to get to nearest airport

A

hit direct, enter, enter

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37
Q

order of controls for climbing

A

pitch then power then trim

when adjust power, then adjust trim

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38
Q

to maintain fuel to oxygen ratio

A

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
Q

high oil temperature and low oil pressure

A

could mean not enough oil

40
Q

when to not set parking brake

A

when cold and moisture can freeze brakes

when brakes are overheated

41
Q

carb icing

A

even lower temperature because of lower pressure caused by venturi shape. further aggravated by small opening.

42
Q

if experience engine roughness

A

add carb heat.

RPMs will drop initially then increase as ice melts off

43
Q

starting a flooded engine

A

try to purge excess fuel
throttle full open and mixture full lean. begin start sequence. then throttle closed and mixture full rich.

44
Q

electrical malfunctions

A

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
Q

how long will the battery last?

A

30-60 minutes

46
Q

hi jack, i can’t talk right now, it’s an emergency

A

7500 = highjacking
7600 = lost comms
7700 = general emergency

47
Q

problem:

  • airspeed indicator shows increasing during climb
  • shows decreasing during decent
  • altimeter works
  • VSI works
A

pitot tube front hole and drain might be blocked

if icing, turn pitot heat on

48
Q

problem:

  • airspeed indicator shows decrease during climb
  • shows increase during decent
  • altimeter frozen
  • VSI frozen
A

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
Q

leaning the mixture

A

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
Q

each tick on EGT is generally how many degrees?

A

25

51
Q

using tachometer to lean at cruise

A

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
Q

problem:

during taxi
engine roughness

A

action/response:

adjust mixture for smooth operation

remain as lean as possible with the engine running smoothly

53
Q

problem:

during runup
no RPM drop during magneto check

A

notify maintenance and use caution because the magneto may not be grounded and could conceivably turn over without warning

54
Q

problem:

during runup
excessive RPM drop during magneto check

A

execute “cleaning fouled spark plugs” checklist

55
Q

problem:

during runup
engine runs rough or sputters (very hot day)

A

consider density altitude and lean appropriately for the conditions. complete “cleaning fouled spark plus” checklist in case of vapor lock

56
Q

problem:

during take off
RPM loss

A

if mixture is not full rich (or lean for high density altitude), enrich

57
Q

problem:

during take off / cruise
RPM loss

A

apply carburetor heat / adjust mixture for smooth engine operation

58
Q

problem:

during cruise
engine runs rough

A

adjust mixture for altitude / apply carburetor heat

59
Q

problem:

during decent
engine runs rough

A

adjust mixture for altitude / apply carburetor heat

during decent:
@ 3000 MSL mixture should be full rich

60
Q

during decent:
@ ___ MSL mixture should be ___

A

3000

full rich

61
Q

symptoms of fouled spark plug

A

rough running engine at idle

misfiring engine

magneto check with an excessive RPM drop

62
Q

checklist:
cleaning fouled spark plugs

A

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
Q

symptoms of vapor lock

A

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
Q

glide range for most light airplanes

A

about 1.5 NM per 1000’ of altitude lost

65
Q

ABCDE

A

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
Q

situations that would justify a precautionary landing

A

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
Q

4 “ate”s to always do. in order.

A

aviate, navigate, communicate, mitigate

68
Q

general guidance for emergency decent

A

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
Q

problem:

  • airspeed reads 0
  • altimeter works
  • VSI works
A

pitot may be blocked

70
Q

problem:

  • airspeed reads high
  • altimeter reads high
  • VSI momentarily shows a climb
A

using alternate cockpit static air

71
Q

problem:

  • airspeed reads high
  • altimeter reads high
  • VSI reverses
A

broken VSI glass

72
Q

no flap landing

A

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
Q

if suspecting carburetor ice

A

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
Q

how to tell if engine is overheating

A

loss of power

high oil temperatures

75
Q

when can ELTs be tested?

A

first 5 minutes of an hour

76
Q

what planes create more wake turbulence (vortices)

A

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
Q

when climbing you’ll need ___ to counteract ___

A

right rudder

P factor

78
Q

when taking off you’ll need ___ to counteract ___

A

right rudder

torque reaction from propeller

79
Q

when descending you’ll need ___ to counteract ___

A

left rudder

P factor

80
Q

go around sequence

A

power

pitch

flaps

gear

81
Q

impending signs of stall

A

horn

shaking

buffet strip causing wind buffeting from “early stall”

82
Q

to recover from a stall

A

reduce AOA

maximum power

level the wings

83
Q

getting out of a spin

A

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
Q

when at high power but slow, what can happen?

A

a spin. like this during TO or with high AOA during slow flight

85
Q

when turning, do what? why?

A

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
Q

trim sequence

A

rudder
elevator
aileron

87
Q

what’s the difference between a movement area and a non-movement area?

A

movement area requires ATC clearance

88
Q

when do you begin to level off during a climb?

A

10% rate of climb (feet per minute) before desired altitude

89
Q

rotating beacon color meanings

A

white/ green or green
land airport

white/yellow or yellow
water airport

green/yellow/white
heliport

white/white/green
military airport

90
Q

airplane walk around

A

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
Q

shallow, medium, steep turn angles

A

shallow
≤20°

medium
≈20°-45°

steep
≥45°

92
Q

if the nose goes up during a bank ___

A

rudder too soon

93
Q

if the nose torques or goes opposite the turn ___

A

rudder was too late

94
Q

random turbulent air at lower altitude. what happened?

A

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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