Checkride Oral Test Flashcards
Inspections needed for aircraft
- AVIATED
- Annual inspection
- VOR check
- 100-hour inspection
- altimeter/pitot-static system
- transponder
- emergency locator transmitter (ELT)
- airworthiness directives
Documents needed in aircraft
SPARROW
- supplements (changers to aircraft since new)
- placards
- air worthiness
- registration
- radio (if international)
- operating limitations
- weight and balance
VFR Required Equipment
ATOMATOFLAMES
A – airspeed indicator
T – tachometer (for each engine)
O – oil pressure gauge (for each engine using a pressure system)
M – manifold pressure gauge (for each altitude engine)
A – altimeter
T – temperature gauge (for each liquid-cooled engine)
O – oil temperature gauge (for each engine)
F – fuel gauge
L – landing gear position indicator
A – anti-collision lights
M – magnetic compass
E – ELT
S – safety belts
Sources for weather
- FFA (aviation weather.gov)
- 1800wxbrief.com (can call this one)
- be able to walk through TFR, NOTAM, AIRMET, SIGMET, PIREP, METAE, TAF
Fitness for Flight
IMSAFE
- Illness
- Medication
- Stress
- Alcohol
- Fatigue
- Emotion / Eating
Preflight Actions
NWKRAFT
- NOTAMS
- Weather reports and forecasts
- Known ATC delays
- Runway lengths of intended use
- Alternatives available
- Fuel requirements
- Takeoff and landing distances
Flight planning website
skyvector.com
Altitudes for cross country
Flying West - even thousands plus 500 feet ( ex 2500)
Flying East: odd thousands plus 500 feet
only applies above 3000 feet above groun
Flying East - odd thousands plush 500 feet ( ex 3500)
Class E Minimums
3152
- 3 miles visible
- 1000 above clouds
- 500 below clouds
- 2000 horizontal distance from clouds
Squak code for no radio
7600
Runway light colors
- Taxi : blue
- runway : white
- end of runway : yellow
- pilot controlled lights
- l
Runway light colors
- Taxi : blue
- runway : white
- end of runway : yellow
- pilot controlled lights
- look in chart supplement for radio frequencies
- 7 clicks HIRL
- 5 click MIRL
- 3 clicks LIRL
Pilot controlled lights indicated on sectional with *L
Rotational beacon controlled sometimes by pilot
At all towered airports
Many non towered
White flash followed by single green flash
Military is two two white flashes between green
When lit in daytime it means below minimums for vfr
Aircraft position lights
- green on right wing
- red on left wing
- white on tail
True airspeed when climbing
True airspeed is roughly 2% higher than indicated airspeed per 1000 feet above sea level
Oxygen
- needed when:
- 12,500 or higher for 30 minutes
- between 14,000 and 15,000 crew must be using
High Performance aircraft
> = 200 HP
Complex aircraft
both landing gear and adjustable prop
Aircraft Categories
- airplane, blimp, glider, rotarcraft
Aircraft Class
- single engine land
- single engine sea
- multi engine land
- multi engine sea
FAR Regs General
- Part 61 - becoming a pilot
- Part 91 - how they take license away
NOTEMS
D - airport, taxiway closures, obstacles
FDC - air traffic control notices for enroute
TFR
Temporary flight restrictions ( president in town, airshow, etc.)
Ceiling
Lowest solid layer of clouds (broken or overcast)
Spin Recovery
P - power idle
A - ailerons neutral (and flaps up)
R - full opposite rudder and hold position
E - elevator foward
Va
maneuvering speed
Pressure altitude
Height above standard pressure plane
find by setting limited to standard 29.92
Density Altitude
pressure altitude correction for non-standard temperature
Engine
Horizontally opposed, air cooled
Carb Icing
- turn pitot heat switch on
- turn back or change altitude to obtain an outside air temperature less conducive to icing
- pull cabin heat control full out and open defroster outlets
- adjust mixture for max rpm
- plan landing at nearest airport
- watch for higher stall speeds
If you are lost
5 Cs
- circle
- confess
- climb
- conserve
- communicate
- comply
Power for instruments
- airspeed - pitot tube
- attitude - vacuum
- altimeter - pitot static
- turn coordinator - electric
- heading indicator - vacuum
- vertical speed indicator - pitot static system
Scuba diving
- a single non compression dive - wait 12 hours
- multiple no-compression dives in one day - wait 18 hours
- multiple days in a row of diving, or a single decompression dive - wait 24 hours
Non-convective SIGMET
- significant meteorological event
- non-convective
- four hours
- not thunderstroms (ex: sandstorm)
- high winds
- severe icing
- volcanic ash
Convective SIGMET
- thunderstorms
- six hours
AIRMET
3 types:
- Sierra (obstructions, mountains, low ceilings)
- Tango (turbulence) 30 knots or greater
- Zulu - icing, freezing
Four left turning tendencies
- P factor (right side of prop biting more because of angle of attack)
- Gyroscopic precession (especially will tail raises)
- Engine rotation (torque)
- Slip stream from prop rotating around fuselage and then hitting vertical stabilizer
Load factor
- load put on plane by manuervering
- 60% turn doubles load factor
Center of Gravity
- less stable as it moves back
- will go faster as it moves back because don’t need as much up elevator to hold tail down (and nose up) - less drag
- difficult to recover from stall if too far back
Lost Radio
Best course is to land at an uncontrolled airstrip and call. If need to land at controlled airport:
- wag wings
- flash landing lights if you have them
- transmit 7600 on transponder
- enter 45 on downwind
- stead green light from tower is safe to land
- blinking green light keep circling
- flashing red light - unsafe to land
- steady red - give way to other aircraft and continue circling
=
On the Ground:
- steady green: cleared for takeoff
- flashing green: cleared to taxi
- steady red: stop
-flashing red: taxi clear of landing areas (runway) in use
-flashing white - return to starting point on airport
for both: alternating red & green : general warning signal -exercise extreme caution
Standard weather conditions
- 29.92” Hg pressure
- 15 degrees C (59 F)
- atmosphere lapse is 2 degrees C per 1000 feet
Vx
best angle-of-climb speed - used for clearing obstacles after takeoff, then accelerate to Vy.
Don’t use Vx unless absolutely necessary
Vy
best rate of climb speed
Vx and Vy when increasing elevation (or density altitude)
Vx increases, and Vy decreases. Where they become equal is the airplane’s absolute ceiling
The impossible turn
- turning back to airport in critical situation
- should only attempt if 1000 feet above runway
Cross country Fuel requirements
- enough onboard to fly too your point of first intended landing at cruise speed, plus 30 minutes (plus 45 minutes at night)
Descent Planning
- add 1000 ft to destination airport field elevation for pattern altitude
- subtract that number from your cruise altitude to determine how much altitude must be lost
- divide that figure by 300 and you will have the number of miles from your destination to begin your descent at 300 feet per mile
Approach speed
- 1.3 Vso (speed when in landing configuration)
- if lighter than max gross weight, reduce published approach speed by one knot for every 100 pounds less than gross weight
Landing commits
- 100 feet above landing surface, about 1/3 mile out
- go around if too high or too much speed at this point
Ground Effect
- when the wing is less than one-half the wingspan above the ground
- induced drag is reduced by 48% if within 3 feet of ground
- when taking off, increase speed to Vx in ground effect before climbing out
Longitudinal Lines
- called meridians
- 60 nautical miles per degree
- 60 minutes per degree
- one minute of latitude equals one nautical mile when measured along a line of longitude toward either pole
UTC
- Universal Coordinated Time
- 15 degrees of longitude east or west of Greenwich England marks a one hour time difference
- also called Zulu Time
Isogonic Lines
- lines of equal magnetic variation across the continent
Agonic Line
- line going from Chicago and Key west where there is zero variation between magnetic and true north
Computations for magnetic variation
- “east is least” - subtract variation from true course to get magnetic course if west of agonic line
- “West is best” - add variation to true course to get magnetic course if east of the agonic line
Minimum Height above national wildlife refuge
2000 feet AGL
Before landing quick checklist
GUMPSGGG
Gas, Undercarriage, Mixture, Propeller, Seatbelts, Gear, Gear, Gear
Effect of bank on stall speed
Increasing bank increases stall speed. 60 degree bank increases stall speed by 40%.
greater than 60 degree bank
need parachute and two people in plane
why is rudder needed to start and stop turns
Adverse yaw caused by down deflected aileron on opposite side of turn direction. this is called adverse aileron drag.
Vno
-Maximum structural cruising speed. Only exceed in smooth air.
- Top of the green arc
Vs1
- power-off stall speed in a specified configuration, usually flaps up
- bottom of green arc
White Arc on airspeed indicator
- low-speed end indicates the power-off stall speed in the landing configuration (Vso)
- high-speed end indicates the maximum allowable speed for flaps fully extended (Vfe)
Green Arc on airspeed indicator
-low-speed end indicates the power-off stall speed in a specified configuration, usually gear and flaps up (Vs1), and the high-speed end indicates maximum structural cruising speed (Vno)
Yellow Arc on airspeed indicator
The caution range, pilots should avoid operating at airspeeds in the caution range except when in smooth air
Red Line on airspeed indicator
Vne (never-exceed speed) destructive aerodynamic force3s may result from flight at or above the red line
Standard atmosphere pressure
29.92 inches of mercury
(1013.2 millibars)
- temp of 15 C or 59 F
MLS
Mean sea level. Height above this is indicated when altimeter is set to local values)
Altimeter setting when above 18,000 feet
Set to 29.92 (standard pressure)
- will show altitude above the standard datum plane
Indicated altitude
- what the hands on the altimeter point to
- long hand hundreds of feet (calibrations are 20 feet)
- next largest hand is thousands of feet
-third hand is tens of thousands
Absolute altitude
actual height above the surface as read by a radar altimeter
True altitude
height above sea level. when altimeter setting window to the local setting, it should read the field elevation above sea level.
- differences of over 75 feet indicate the instrument needs overhauled or replacement
3 types of magnetic error
Oscillation error
Northerly turning error
acceleration error
Magnetic compass - northerly turning error
- the lines of force of earth’s magnetic field are parallel to surface at the equator, but bend downward toward the surface as latitude increases, and are essentially vertical at the poles.
This force, pulls the end of the compass magnets downward, is called magnetic dip.
when the airplane bands and the compass card tilts, the compass magnets, affected by dip, introduce a compass error.
When you turn from a generally northerly heading, the compass will momentarily turn in the opposite direction, slow to a stop, and then follow the progress of the turn, but lagging the actual heading change.
Conversely, when you turn from a southerly heading, the compass jumps out ahead of the turn, and leads the heading change
Magnetic compass - acceleration error
evident on headings of east or west.
if airplane is accelerated, without changing heading, the compass will indicate turn to the north, while deceleration on an east or west heading will cause the compass to indicate a turn to the south.
ANDS (accelerate north, decelerate South)
LAG (North)
ANDS (West and East)
LEAD (South)
When to set heading indicator?
Only in straight and level, unaccelerated flight
Used times turns after noting initial heading
Magnetic Deviation
An error which affects the accuracy of the magnetic director indicator, but is caused by external forces
Flight Review requirement
Every 24 months
Includes 1 hour of ground school, and 1 hour of flight
Recent Flight Experience requirement
Must have 3 take off/landings in previous 90 days in class and category aircraft that you intend to take passengers.
To full stop if in taildragger, touch and goes ok for tricycle.
For night flying of passengers, must be to full stop and “that period between the end of evening civil twilight and the beginning of morning civil twilight”
Change of address
notify FAA within 30 days
Cross country requirements
- One short - 50 NM
- One long - 150 NM with at least three airports, and one non-stop of at least 50 NM
Bottle to throttle rule
Cannot be crew member on flight until 8 hours after consuming alcohol
Cannot let passengers be under influence of alcohol or drugs unless under medical supervision
Must submit to breathalyzer at any time > 0.04 is bad
Right of way
in order of maneuverability, except emergencies which has priority
two converging planes of same category ? One on right has right-of-way. If you see red wing lights, you must give way.
Overtake on the right (see white tail light and anti collision light)
When see both red and green, you are head-on and both pilots change course to the right
when two planes landing, the lower one has right-of-way, but cannot be used to cut in line
Speed limits
- No limit above 10,000
- below, generally is 250 knots, which extends to ground in class B space
- which you fly below the horizontal limits of class B space, or when in VFR corridor through class B space, the limit is 200 knots
- within 4 NM of class C and D space is 200 knots
Minimum Safe Altitudes
Except for when landing and taking off, you must always fly high enough to make a safe emergency landing without harming people/objects on surface.
Over congested space: 1000 feet above highest obstacle within 2000 horizontal feet
Other than congested: 500 feet
Sparse populated? 500 horizontal feet from person, vessel, vehicle, or structure on surface
What to do if you cannot get altimeter setting on ground?
Set altimeter to local field elevation, and then update later when in air
Default traffic pattern direction
Left, unless otherwise indicated on chart
Class A Airspace
Airway - as VFR pilot you may not climb above 18,000 feet MLS without an instrument rating and an instrument clearnce
When is transponder required
-To enter Class B or C airspace.
-Also to fly above 10,000 MLS
-To operate within the horizontal boundaries of Class C , and above its ceiling up to 10,000 MLS
- To operate between the surface and 10,000 MLS within 30 miles of the primary airport in Class B airspace
Automatic Dependent Surveillance Broadcast (ADS-B) Out.
unless flying an airplane that was certified without electrical system, you must have one when flying in airspace that requires a Mode C transponder.
If inoperative you must notify ATC at least one hour before operating in airspace where it is required
These broadcasts your position to ATC through ground stations and to airplanes equipped with ADS-B
Aerobatic flight
- prohibited:
- over a congested area,
- over an open assemblage of persons (air shows get waivers),
- within the lateral boundaries of Class B, D, or D airspace
- Class E airspace when designated for an airport
- below 1,500 feet AGL, or when flight visibility is less than 3 statute miles,
Parachutes required
- required for certain maneuvers
- bank angles > 60 degrees
- any nose-up or nose-down attitude that exceeds 30 degrees
- any parachute used must have been packed within the preceding 120 days by a rated parachute rigger
Plane just returned to service
Must do test flight before taking passengers
Special Flight Rules Areas
- require specific knowledge and/or permission prior to entry
- examples Washington DC, grand canyon, Florida spaceport
ASRS
Aviation Safety Reporting System
Run by NASA
Fill out incident report within 10 days, and the FAA will not be able to take action against you.
- must be inadvertent
- one free “get out of jail” card every five years
Part 830
Accident Reporting
- any occurrence during which any person suffers death or serious injury, or one in which the aircraft receives substantial damage
- Ex: hospitalization for more than 48 hours within 7 days of the injury
An incident is an occurrence, other than accidents, which affect the safety of operations
The following incidents must be reported:
- flight control malfunction or failure
- inability of required crew member to perform flight duties as a result of injury or illness
- failure of structural components of a turbine engine, excluding compressor and turbine blades and vanes
- in-flight fire
-airecraft collide in flight
- failure of electronic flight information systems and/or primary flight display
- colliions avoidance system warnings received while operating under IFR
- Propeller failure resulting from anything other than a ground strike
- when aircraft is overdue and believed to have Benn involved in an accident
- gear up landing with no injuries is not a reportable accident
- a fire while taxiing is not a reportable accident
- memory aid: notify immediately, report within 10 days.
Part 43
- limited amount of owner-operator-performed preventive maintenance.
- removal, installation, and repair of landing gear tires
- servicing landing gear shock struts by adding oil, air, or both
- servicing landing gear wheel bearings
- Lubrication not requiring disassembly, other than removal of nonstructural items such as coverplates, cowlings, and fairings.
- Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces.
- Replenishing hydraulic fluid in the hydraulic reservoir.
- Making small, simple repairs to fairings, non-structural cover plates, cowlings, and small patches and reinforcements, but not changing the contour so as to interfere with proper airflow.
- Replacing safety belts.
- Replacing seats or belt parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system.
- Troubleshooting and repairing broken circuits on landing light wiring circuits.
- Replacing bulbs, reflectors, and lenses of position and landing lights.
- Replacing wheels and skis where no weight and balance computation is involved.
- Replacing or cleaning spark plugs and setting spark plug gap clearance.
- Replacing any hose connection except hydraulic connections.
- Cleaning fuel and oil strainers.
- Replacing batteries and checking fluid level and specific gravity.”
Chart Supplement
- Revised every 56 days
- check this before setting off on cross country flight to learn specifics of airport
Advisory Circulars
- These EXPLAIN FAA regulations to the public in lay terms.
Notices to Airment
Information that might affect the safety of a flight, such as runway closure, TFR, NAVAID outage, lighting system change, etc.
- available from flight service station briefer
- TFR can pop up without warning, always check for them with flight service before takeoff
- notams.aim.faa.givnotamSearch
Abort takeoff roll
If not at 3/4 takeoff speed at halfway down runway the. Get on brakes
Abort takeoff roll
If not at 3/4 takeoff speed at halfway down runway the. Get on brakes
Abort takeoff roll
If not at 3/4 takeoff speed at halfway down runway the. Get on brakes
Each course change at night and checkpoints
Check H a s t
Heading
Altitude
Airspeed
Terrain
Taxiway markings
Double yellow lines separate movement areas from non movement areas (ramp)
White lines in ramp area
Ground control do not control non movement area
Airport lights
Taxiways Omni directional blue
Runway omnidirectional white
Green lights mark threshold
Red lights mark end of landing surface
Vasi
Visual approach slope indicator
White over white too high
Red over white is right
Red over red you’re dead
3 bar vasi is at airports where big jets land. Pilot is 50 feet off ground when landed so need a different set
Small planes use the closest two
Papi
Precision approach path indicator
More accurate than vasi for off glide path
Clearance for 3.4 NM
Two red two white is what you want
Taxiing diagram
Page 356
Crosswind component
“If you don’t have a diagram available, use these rules of thumb to compute crosswind component; for wind angles of less than 20 degrees, ignore the crosswind component; for wind angles of 20-40 degrees multiply the reported wind velocity by .5, for angles of 40-60 degrees multiply by .7, and for angles of 60 degrees or more, consider the full wind velocity to be the crosswind component.”
Airport signs
Memory aid: If the sign has a yellow border it tells you the designation of the taxiway or runway on which you are located. If the controller told you to hold short of runway 15 and you see Figure G, you’re in real trouble.
Approach speeds
“When landing, your goal should be to touch down at the minimum speed consistent with safety. Your target airspeed at 50 feet above runway elevation on short final should be the speed given in the landing distance chart in Section 5 (Performance) of your AFM. It will be higher than the airspeed you calculate by using the bottom of the white arc. Call this your reference speed, VREF. Now work backwards to establish pattern speeds: Add five knots to get the target speed on final, add another five knots for the target speed on base leg, another five for speed on downwind, and a final five knots for pattern entry speed. For a 1980 Cessna 152, with a VREF of 54 knots, you would enter the pattern at 74 knots, slow to 69 on downwind, bleed off airspeed to 64 on base, and aim at maintaining 60 (round number) on final until you are on short final.”
Declare emergency examples
“Here are a few of the situations in which a pilot should declare an emergency:
• Alternator or generator failure at night or in instrument meteorological conditions (IMC)
• Vacuum pump failure at night or in IMC
• Medical emergency
• Low oil pressure or high oil temperature
• Low fuel
• Flying into IMC without an instrument rating
• Lost or position uncertain
• Unsafe landing gear indication
• Rough-running engine
• Fire
• Fuel leak”
DECIDE
“Aeronautical Decision Making lays the groundwork for rational actions in flight. Even if you display none of the hazardous attitudes listed above, there are many points in every flight where a decision is called for and you should have a mental template to use—this is the DECIDE model:
- Detect the fact that a change has occurred (or is needed).
- Estimate the need to react to the change (hardly anything in aviation requires immediate action).
- Choose a desirable outcome for your decision.
- Identify actions to take in order to achieve the desirable outcome.
- Do. Take the necessary action.
- Evaluate the effect of your action on the needed change.”
PAVE - about the flight you are about to take
“P—Pilot. Physical and mental have been covered; this memory aid is about proper certification, ratings, flight experience, currency, etc.
A—Aircraft. All inspections current? Is this the right plane for the mission, or is it close to being overloaded? Are the avionics appropriate for the NAVAIDs to be used? Sufficient fuel quantity for the planned legs?
V—enVironment. First and foremost, this is about weather. Can you carry out your planned flight and stay in visual meteorological conditions all the way to your destination? What are the conditions at the destinations and enroute airports? Weather deteriorating at airports upwind from the destination? Any frontal weather to consider? Second consideration: Terrain. Use the Maximum Elevation Figures on sectional charts to ensure that your chosen cruise altitude will clear all terrain and obstructions and still meet cloud clearance requirements. Flying east-west at a constant altitude in the western half of the country means that the ground will rise beneath you—this is a trap at night. The acronym for that is CFIT = Controlled Flight into Terrain. Speaking of night flight, do not take it casually; visual clues are hard to see and depth perception is reduced.
E—External pressures. These are the most difficult decisions a pilot must make: Telling the passengers that they will have to continue their trip by land or commercial air; telling the passengers that you have to land for fuel and that they will either miss or be late for their meeting/connection. Trying to do things with passengers that you have never been trained for or practiced. Showing off: Low passes over someone’s house or a group of people.”
