Aero Club PPL VFR Revision Questions

Question 1

Vs1 (define and state for ZK-WAC)

Answer 1

Stall speed in clean configuration with flaps retracted. WAC Vs1 = 52 kts

Question 2

Vs0 (define and state for ZK-WAC)

Answer 2

Stall speed in landing configuration (full flaps).
WAC Vs0 = 49 kts

Question 3

Vx (define and state for ZK-WAC)

Answer 3

Speed that allows for best angle of climb.
WAC Vx = 64 kts

Question 4

Vy (define and state for ZK-WAC)

Answer 4

Speed that allows for best rate of climb.
WAC Vy = 70 kts

Question 5

Vno (define and state for ZK-WAC)

Answer 5

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

Question 6

Va (define and state for ZK-WAC)

Answer 6

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

Question 7

Vne (define and state for ZK-WAC)

Answer 7

Never exceed speed.
WAC Vne = 138 kts

Question 8

Vbg (define and state for ZK-WAC)

Answer 8

Best power-off glide speed.
WAC Vbg = 70 kts

Question 9

What precautions do we need to take when operating in turbulence?

Answer 9

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.

Question 10

State the correct engine idle speed for the PA38 and why.

Answer 10

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.

Question 11

When do we use the electric fuel pump boost and why.

Answer 11

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.

Question 12

In a FLOWOP or glide approach, why do we carry out engine warms every 1000’ that we descend?

Answer 12

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.

Question 13

If we activate the carb heat and experience rough running followed by an increase in engine RPM, what may have occurred.

Answer 13

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.

Question 14

Why do we carry out a dead cut check followed by a mag drop test prior to take off?

Answer 14

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.

Question 15

What are the RPM limits during a magneto drop check while carrying out an engine run up?

Answer 15

CHECK THIS IS RIGHT - 75-150 RPM drop, and within 50 RPMs of each other.

Question 16

Can we still fly if the engine does not meet the minimum limits after a mag drop check?

Answer 16

No.

Question 17

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.

Answer 17

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.

Question 18

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?

Answer 18

You are likely experiencing carb icing. Apply full carb heat to clear the carburetor.

Question 19

Why do we need to ensure that the static vents are not blocked on our aircraft prior to flight

Answer 19

Blocked static vents may cause instruments that rely on air pressure to fail or misindicate.

Question 20

If the static vent becomes blocked in flight, how will this affect the VSI in its operation if enter a climb or descent?

Answer 20

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.

Question 21

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?

Answer 21

Switch to alternate pitot/static source by pushing the lever under the left side of the control quadrant forward to ‘open’.

Question 22

What other instruments rely on the static vent?

Answer 22

Altimeter, and airspeed indicator

Question 23

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?

Answer 23

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.

Question 24

Why does the PA-38 have two external static vents?

Answer 24

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.

Question 25

What sensor/s does the ASI use to indicate your airspeed and where would this sensor/s be found?

Answer 25

ASI uses pitot and static air pressure to determine air speed by mechanically subtracting the ambient static pressure from the pitot pressure, which indicates the air pressure coming at the aircraft from the front. The static vents are on either side of the rear fuselage. The pitot is on the forward underside of the left wing facing forward.