Aero Club PPL VFR Revision Questions Flashcards
Vs1 (define and state for ZK-WAC)
Stall speed in clean configuration with flaps retracted. WAC Vs1 = 52 kts
Vs0 (define and state for ZK-WAC)
Stall speed in landing configuration (full flaps).
WAC Vs0 = 49 kts
Vx (define and state for ZK-WAC)
Speed that allows for best angle of climb.
WAC Vx = 64 kts
Vy (define and state for ZK-WAC)
Speed that allows for best rate of climb.
WAC Vy = 70 kts
Vno (define and state for ZK-WAC)
Maximium structural cruising speed. (aka Maximum speed for Normal Operations). Exceeding load limits above this speed may permanently deform the aircraft.
WAC Vno = 110 kts
Va (define and state for ZK-WAC)
Design maneuvering speed. Applying maximum control inputs beyond this speed may generate forces that exceed the aircraft’s structural limitations. Below Va, an aircraft in turbulence will stall before it sustains structural damage. (However turbulence can cause airspeed to fluctuate wildly, so Va should be treated as a redline to stay below)
WAC Na = 103 kts
Vne (define and state for ZK-WAC)
Never exceed speed.
WAC Vne = 138 kts
Vbg (define and state for ZK-WAC)
Best power-off glide speed.
WAC Vbg = 70 kts
What precautions do we need to take when operating in turbulence?
Reduce speed to below Va. Use gentle control inputs to avoid compounding structural loads. Maintain attitude and accept some variation in altitude. Consider finding clearer air by altering altitude or course, increasing separation from terrain and avoiding the lee side of mountains, hills and other sources of mechanical air disturbance.
State the correct engine idle speed for the PA38 and why.
1200 rpm, which keeps the engine and oil temps in the green, but not to hot while less air is moving over the engine, reduces fuel burn and engine wear, and keeps the plugs from fouling, particularly when combined with leaning the mixture.
When do we use the electric fuel pump boost and why.
We use electric fuel pump at startup, at take off, when switching fuel tanks, and when landing.
Electric fuel pump ensures maximum fuel pressure, and provides a backup if the mechanical pump fails. It is important in phases of flight where a drop in fuel pressure would be dangerous. It is also required when the mechanical pump is not running (before we start the engine, or if the engine stops) and when interruption to the fuel flow may require additional pressure to reestablish flow.
In a FLOWOP or glide approach, why do we carry out engine warms every 1000’ that we descend?
We warm the engine every 1000’ of descent to reduce thermal shock on the engine and to clear the carburetor from any ice that may have accumulated.
If we activate the carb heat and experience rough running followed by an increase in engine RPM, what may have occurred.
There may have been ice in the carburetor. Initial rougher running may be caused as the ice melts and water vapor mixes with less-dense warmed air. As the ice clears and air flow becomes less restricted, increased engine RPM is expected.
Why do we carry out a dead cut check followed by a mag drop test prior to take off?
We are checking that both L and R mags and the ignition system are all functioning properly. A dead cut checks that the mags are properly switched and grounded, and the mag drop test checks that each mag is firing and is performing within tolerance.
What are the RPM limits during a magneto drop check while carrying out an engine run up?
CHECK THIS IS RIGHT - 75-150 RPM drop, and within 50 RPMs of each other.
Can we still fly if the engine does not meet the minimum limits after a mag drop check?
No.
Flying in the cruise at 2000’ AMSL while carrying out my scan, I note that my oil temp is indicating a very HIGH temperature, while my oil pressure is indicating a sudden DROP in pressure.
Explain TWO reasons this may be occurring and what measures you should take as the PIC.
You could be running out of oil (maybe a gasket has failed and the oil has seeped out) or the oil pump may have failed causing the drop in oil pressure and oil is no longer circulating in the engine. In both cases, engine failure is likely moments away. Immediately prepare for a precautionary landing, knowing that it may quickly develop into a FLWOP.
Flying at 5000’ AMSL on a cold day you note that to maintain 2300 RPM you have to continually advance the throttle until eventually you have full power set and the RPM continues to reduce.
What actions should you take, and what is the most likely cause?
You are likely experiencing carb icing. Apply full carb heat to clear the carburetor.
Why do we need to ensure that the static vents are not blocked on our aircraft prior to flight
Blocked static vents may cause instruments that rely on air pressure to fail or misindicate.
If the static vent becomes blocked in flight, how will this affect the VSI in its operation if enter a climb or descent?
A blocked static vent will cause the VSI’s measure of outside air pressure to remain fixed, rather than changing with the aircraft’s change in elevation. If the aircraft climbs or descends, a VSI with fully blocked static pressure will indicate zero rate of climb/descent.
In the PA-38 Tomahawk should our static vent become blocked, what is the first action the pilot can take to regain the use of the instrumentation?
Switch to alternate pitot/static source by pushing the lever under the left side of the control quadrant forward to ‘open’.
What other instruments rely on the static vent?
Altimeter, and airspeed indicator
What is a common type of instrument error we need to be aware of when flying the aircraft out of balance, deliberately or not, and why does this occur?
When flying out-of-balance, pitot and static vents will not be correctly aligned to the airflow across the aircraft. They may misindicate as a result, particularly IAS.
Why does the PA-38 have two external static vents?
The two static vents on opposite sides of the fuselage are used to arrive at static air pressure when crabbing to the wind (flying out of balance) and one vent may be receiving more ‘wind’ (air pressure) than the other. They also serve as a redundancy in case one gets blocked.
