cheese pilot Mock Checkride Flashcards

Question

What principle does the attitude Indicator rely on? Gyroscopic principle

Answer 1

Functions of rigidity and space functions on a horizontal gyroscope Operates on the principle of rigidity in space. Shows bank and pitch information. Older AIs may have a tumble limit. Should show correct attitude within 5 minutes of starting the engine. Normally vacuum-driven in GA aircraft, may be electrical in others. May have small acceleration/deceleration errors (accelerate-slight pitch up, decelerate- pitch down) and roll-out errors (following a 180 turn shows a slight turn in the opposite direction).

Answer 2

In a vacuum system instruments, the air flows through the instrument being pulled through and escaping. There are 4 little slits at the bottom of the instrument that are covered (all slightly off-center to only effect one slit if off-center). if the instrument is out of alignment the air escapes from the now uncovered slit (the other 3 slits are still covered) and with the air gyroscopic precession is created moving the instrument back into its correct alignment.

Answer 3

The heading indicator will be rotating Vertically. Operates on the principle of rigidity in space. Operates on the principle of rigidity in space. It only reflects changes in heading, but cannot measure the heading directly. You have to calibrate it with a magnetic compass in order for it to indicate correctly. HIs may be slaved to a magnetic heading source, such as a flux gate, and sync automatically to the present heading. Normally powered by the vacuum system in on GA aircraft.

Answer 4

Operates on the principle of precession. (Not rigidity in space) Has a slanted gyroscope of 30° allowing the Turn cordinators to show rate-of-turn and rate of roll. Turn-and-slip indicators show rate-of-turn only. Gyroscope is horizantal

Answer 5

MAGNETIC COMPASS ERRORS & LIMITATIONS – “DV MONA” ■ D- Deviation (placard that shows the inaccuracy of the magnetic compass) ■ V- Variation (isogonic lines on a sectional) ■ M- Magnetic dip (inclination, earths magnetic flux field) ■ O- Oscillation (the instability of the magnet due to it being in a fluid container) ■ N- North/south turn errors - Northern Hemisphere: UNOS Undershoot North/ Overshoot South ■ A- Acceleration errors - Northern Hemisphere: ANDS Accelerate North/ Decelerate South Electronic equipment can the magnetic compass to deviate(phones, ipads, etc)

Answer 6

Turn coordinators show rate-of-turn and rate of roll. Turn-and-slip indicators show rate-of-turn only.

Answer 7

The turn indicator has a tilted gimbal at 30 degrees which allows it to detect both yaw and roll hence the rate of turn and rate of roll

Answer 8

■ A stack of sealed aneroid wafers expands and contracts with atmospheric pressure changes received from the static port. ■ A mechanical linkage between the aneroid and the display translates the sensed pressure to an altitude indication.

Answer 9

An aneroid barometer that shows the height above a given pressure level, based on standard pressure lapse rate of 1000’ per inch of mercury.

Answer 10

The pressure setting is displayed in the “Kollsman Window” in mb and/or inches of mercury (Hg)

Answer 11

■ In the US, when operating below 18,000’ MSL regularly set the altimeter to a station within 100 NM. Above 18,000’ MSL, the altimeter should be set to the standard sea level pressure of 29.92” Hg, and operate in Flight Levels (FL). ■ “High to Low - Watch out below!”. Use caution when flying from high pressure to low pressure areas. If altimeter setting is not updated, altitude will indicate higher, causing the pilot to fly lower than desired. Flying from hot to cold areas results in the same error.

Answer 12

■ Indicated altitude – Uncorrected altitude indicated on the dial when set to local pressure setting (QNH). ■ Pressure altitude – Altitude above the standard 29.92. Hg plane (QNE). Used when flying above the transition altitude (18,000’ in the US) ■ Density altitude – Pressure alt. corrected for nonstandard temperature. Used for performance calculations. ■ True altitude – Actual altitude above Mean Sea Level (MSL). ■ Absolute altitude – Height above airport elevation (QFE).

Answer 13

Indicates rate-of-climb in fpm (accurate after a 6-9 sec. lag), and rate trend (immediately with rate change). ■ A diaphragm inside the instrument is connected directly to the static source. ■ The area outside the diaphragm also receives static pressure, but via a calibrated leak (a restricted orifice). ■ This configuration essentially responds to static pressure change over time. ■ As the diaphragm expands or contracts, a mechanical linkage moves the pointer needle to display the current rate of climb to the pilot. ■ Instantaneous VSI (IVSI) solves the lag issue with the addition of vertical accelerometers.

Answer 14

The airspeed indicator measures the difference between impact (ram) air pressure from the pitot tube and ambient pressure from the static port. The result pressure is called dynamic pressure and corresponds to airspeed. ▷ Dynamic Pressure (airspeed) = Impact Pressure – Static pressure. ■ A diaphragm in the instrument receives ram pressure from the pitot tube. The area outside the diaphragm is sealed and connected to the static port. A mechanical linkage converts the expansion and contraction of the diaphragm to airspeed shown on the display dial.

Answer 15

Airspeed indicator – Indicates correctly only at the blockage altitude. ▷ Higher altitudes → airspeed indicates lower than it should. ▷ Lower altitudes → Indicates higher than it should. ■ Altimeter – will freeze on the altitude where it was blocked. ■ VSI – freezes on zero. ▷ After verifying a blockage in the static port, you should use an alternate static source or break the VSI window (in which case, expect reverse VSI information). ■ When using the alternate static source (a lower static pressure is measured): ▷ Airspeed indicator – indicate a faster speed than it should. ▷ Altimeter – indicate higher than it should. ▷ VSI – momentarily show a climb.

Answer 16

The only instrument affected is the airspeed indicator. ■ Ram air inlet clogged and drain hole open? Airspeed drops to zero. ■ Both air inlet and drain hole are clogged? The airspeed indicator will act as an altimeter, and will no longer be reliable. ■ When suspecting a pitot blockage, consider the use of pitot heat to melt ice that may have formed in or on the pitot tube.

Answer 17

Not adjusting the altimeter below flight level 18,000 will read a false altitude and if unadjusted can cause CFIT (Controlled flight into terrain) *"High to low, look out below" is a phrase used primarily in aviation, meaning that when flying from an area of high pressure to an area of low pressure, pilots need to be extra vigilant and aware of potential terrain hazards because their altimeter may not accurately reflect their altitude unless they adjust their altimeter setting accordingly When flying from a "hot" to a "cold" area, your altimeter will read higher than your actual altitude, meaning you are closer to the ground than you think, hence the phrase "from hot to cold, look out below" - this is because colder air is denser and exerts more pressure, causing the altimeter to indicate a higher altitude than it actually is.

Answer 18

Indicated altitude – Uncorrected altitude indicated on the dial when set to local pressure setting (QNH). ■ Pressure altitude – Altitude above the standard 29.92. Hg plane (QNE). Used when flying above the transition altitude (18,000’ in the US) ■ Density altitude – Pressure alt. corrected for nonstandard temperature. Used for performance calculations. ■ True altitude – Actual altitude above Mean Sea Level (MSL). ■ Absolute altitude – Height above airport elevation (QFE).

Answer 19

reverse altimeter but as you climb you could see a slower speed with a small climb. Example 80knts climbing 10fpm

Answer 20

Indicated airspeed (IAS) – indicated on the airspeed indicator ■ Calibrated airspeed (CAS) – IAS corrected for instrument & position errors. ■ Equivalent airspeed (EAS) – CAS corrected for compressibility error. ■ True airspeed (TAS) – Actual speed through the air. EAS corrected for nonstandard temperature and pressure ■ Mach number – The ratio of TAS to the local speed of sound. ■ Ground speed – Actual speed over the ground. TAS corrected for wind conditions.

Answer 21

G - Generator / alternator. R - Radios. Two-way radio communication & navigational equipment suitable for the route to be flown. A - Altimeter (sensitive, adjustable for barometric pressure) B - Ball (slip-skid indicator). C - Clock. Shows hours, minutes and seconds with sweep-second pointer or digital representation. Installed as part of aircraft equipment. A - Attitude indicator. R - Rate-of-turn indicator. D - Directional gyro (heading indicator).

Answer 22

Is area navigation which acts like an umbrella that sits over top of a bunch of different forms of navigation (GPS, VOR/VOR, DME/DME, Inertial Reference Unit / System (IRU/ IRS) RNAV is area navigation that is picking up all signals available to that RNAV system in the area and triangulating its position based on that. IF the aircraft is equipped with GPS, RNAV picks up all the satellites in the area to figure out its location. Similar concert with VOR/VOR and DME/DME the RNAV is picking up every VOR or DME it can see to triangulate its location. (this is different from the pilot tuning in VORs getting radials and frequencies and identifying stations is not RNAV that is Victor Airway navigation/IFR navigation)

Answer 23

Allows navigation on any desired path without the need to overfly ground-based facilities. ■ Types: ▷ Global Navigation Satellite System (GNSS) (e.g., GPS, Galileo, GLONASS, BeiDou) ▷ VOR/DME RNAV ▷ DME/DME RNAV ▷ Inertial Reference Unit / System (IRU/ IRS) ■ RNAV VNAV - Vertical NAVigation guidance. ■ BARO-VNAV - An RNAV system that uses the barometric altitude to compute vertical guidance for the pilot. ■ Published RNAV routes include Q (FL180 to FL450) and T (1,200 AGL to 18,000 MSL) routes and are designated RNAV 2 unless charted as RNAV 1. ■ Magnetic Reference Bearing (MRB) - the published bearing between two waypoints on an RNAV route.

Answer 24

rnav includes ▷ Global Navigation Satellite System (GNSS) (e.g., GPS, Galileo, GLONASS, BeiDou) ▷ VOR/DME RNAV ▷ DME/DME RNAV ▷ Inertial Reference Unit / System (IRU/ IRS)

Answer 25

GPS is a Global Navigation Satellite System (GNSS) operated by the United States. ■ The constellation consists of a minimum of 24 satellites (with some spares) orbiting above the earth at 10,900 NM. The system is designed so that at least 5 satellites are in view at any given location on earth. ■ The Aircraft’s GPS receiver calculates the distance to a GPS satellite based on the time lapse since the broadcast timestamp (obtained from an atomic clock onboard the satellite) and the time it received the signal. ■ Using only one satellite, the aircraft could virtually be on any point on a sphere surrounding the satellite, with the calculated distance (“pseudo-range”) as the sphere’s radius. ■ The GPS receiver uses the intersection of spheres, from multiple satellites, to calculate the aircraft’s geographical position. Course and speed data are computed from aircraft position changes. ■ At least 3 satellites are required for 2D position. (latitude and longitude); at least 4 satellites are required for 3D position. (latitude, longitude and altitude).

Answer 26

Receiver Autonomous Integrity Monitoring (RAIM) is a function of GPS receivers that monitors the integrity of the satellite signals. ▷ RAIM (fault detection) requires a minimum of 5 satellites, or, 4 satellites + an altimeter input (baro-aided RAIM) ▷ To eliminate a corrupt satellite (fault exclusion), RAIM needs an additional satellite (total of 6 or 5 + baro-aid) ■ A database loaded into the receiver unit contains navigational data such as: airports, navaids, routes, waypoints and instrument procedures.

Answer 27

Wide Area Augmentation System (WAAS) in the US; EGNOS in Europe. □ Ground stations (Wide-area Reference Stations and Wide-area Master Stations) measure GPS errors and produce correction signals. These corrections are broadcasted back to the satellite segment from which they are bounced back to aircraft GPS WAAS receivers to improve accuracy, integrity and availability monitoring for GPS navigation. Covers a wide area. □ Facilitates APV approaches such as LPV and LNAV/VNAV and LP approaches

Answer 28

The GPS shows you lateral distance off course the VOR shows you angular in degrees off course

Answer 29

□ Formerly named Local Area Augmentation System (LAAS) in the US. Now replaced with the ICAO term “GBAS.” □ Errors are broadcasted via VHF to GBAS-enabled GPS receivers. □ GBAS is more accurate than WAAS but covers a much smaller geographical area. □ Allows for category I and above approaches to GLS DA minima. ■ RNP is: ▷ A statement of navigation equipment and service performance. ▷ RNAV with navigation monitoring and alerting.

Answer 30

allows you to execute precision-like approaches with GPS at a lower min altitude DA (Decision Altitude) and will give (LPV) localizer performance style approaches with vertical guidance

Answer 31

Off Route Obstruction Clearance Altitude Provides 1,000’ of clearance in non-mountainous areas and 2,000’ of clearance in mountainous areas

Answer 32

12,600ft MSL

Answer 33

MEA Minimum Enroute Altitude Lowest altitude (in MSL) between radio fixes assuring acceptable nav. signal coverage and obstacle clearance requirements

Answer 34

On a low IFR chart, a "MOCA" (Minimum Obstacle Clearance Altitude) is indicated as a number usually displayed smaller and with an asterisk next to it, typically found below the "MEA" (Minimum Enroute Altitude) on an airway, signifying the lowest altitude at which you can fly along that route while still maintaining guaranteed obstacle clearance, even if the navigational signal coverage may be limited in certain areas; essentially, it's the altitude that ensures you won't hit any obstacles, but not necessarily the best signal quality throughout the route. Key points about MOCA: Location on chart: Usually displayed beneath the MEA on an airway segment on a low IFR chart. Asterisk indicator: Often marked with an asterisk to distinguish it from the MEA. Function: Guarantees obstacle clearance along the entire route, but may not provide signal coverage for the whole way. MEA? MOCA? OROCA? IFR Altitudes Explained May 4, 2022

Answer 35

MOCA Minimum Obstruction Clearance Altitude Provides obstacle clearance and nav. coverage up to 22 NM from the station If both MEA and MOCA are present, a pilot may fly lower than the MEA but not lower than the MOCA, provided nav. signals are available. If using only VOR, you may NOT descend below the MEA unless you are within 22 NM from the station

Answer 36

Reporting Point When out of ATC radar coverage, pilots are required to report when passing this position. (report in a non-radar environment) Required position report information: - Identification - Position - Time - Altitude - Type of flight plan (not required if IFR) - ETA and name of next reporting point - Name of next point on flight plan - Pertinent remarks

Answer 37

Minimum operational network if there is a wide spread gps or satellite outage you can land via non gps approaches within 100nm

Answer 38

■ Missed approach ■ Airspeed ±10 kts / 5% change of filed TAS (whichever is greater) ■ Reaching a holding fix (report time & altitude) ■ VFR on top when an altitude change will be made. ■ ETA changed ±2 min, or ±3 min in North Atlantic (NAT) * ■ Leaving a holding fix/point ■ Outer marker (or fix used in lieu of it) * ■ Unforecasted weather (§91.183) ■ Safety of flight (any other information related to safety of flight, §91.183) ■ Vacating an altitude / FL ■ Final Approach fix * ■ Radio/Nav/approach equipment failure (§91.187) ■ Compulsory reporting points ▲ * (§91.183) ■ 500 - unable climb/descent 500 fpm * Required only in non-radar environments (including ATC radar failure)

Answer 39

(§91.175) 1. The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. 2. The flight visibility (or the enhanced flight visibility, if equipped) is not less than the visibility prescribed in the standard instrument approach being used. 3. At least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: (except for CAT II & III approaches) i. The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. ii. The threshold. iii. The threshold markings. iv. The threshold lights. v. The runway end identifier lights. vi. The visual glideslope indicator. vii. The touchdown zone or touchdown zone markings. viii. The touchdown zone lights. ix. The runway or runway markings. x. The runway lights.

Answer 40

visible moisture aircraft surface temperature near or below the freezing level

Answer 41

■ Structural Ice. Two conditions for formation: 1. Visible moisture (i.e., rain, cloud droplets), and 2. Aircraft surface temperature below freezing. ▷ Clear ice– The most dangerous type. Heavy, hard and difficult to remove. Forms when water drops freeze slowly as a smooth sheet of solid ice. Usually occurs at temperatures close to the freezing point (-10° to 0° C) by large supercooled drops of water ▷ Rime ice – Opaque, white, rough ice formed by small supercooled water drops freezing quickly. Occurs at lower temperatures than clear ice. ▷ Mixed ice – Clear and rime ice formed simultaneously. ■ Instrument ice – Structural ice forming over aircraft instruments and sensors, such as pitot and static. ■ Induction ice – ice reducing the amount of air for the engine intake. ■ Intake ice – Blocks the engine intake. ■ Carburetor ice – May form due to the steep temperature drop in the carburetor Venturi. Typical conditions are outside air temperatures of -7° to 21° C and a high relative humidity (above 80%). ■ Frost – Ice crystals caused by sublimation when both the temperature and the dew point are below freezing.

Answer 42

Pitot heat - anti-icing and de-icing windshield defrost

Answer 43

ICEFLAGS Inversion Illusion Coriolis Illusion Elevator Illusion False Horizon Leans Autokenisis Graveyard spiral Somatogravic Illusion

Answer 44

3 systems the body uses for spatial orientation Vestibular system Somatosensory system Visual system □ Vestibular System - Consists of organs in the inner ear ◦ 3 semicircular canals sense movement in 3 axes: pitch, roll, and yaw. The canals are filled with fluid, which moves against tiny sensory hairs as the head is moved. The brain gets these signals and interprets a sensation of movement. ◦ 2 otolith organs, the utricle and saccule, sense acceleration in the horizontal and vertical planes. □ Somatosensory System - Consists of nerves in the skin, muscles and joints. □ Visual System - Visual cues from our eyes help the brain figure out spatial orientation.

Answer 45

The leans - After leveling the wings following a prolonged turn, pilot may feel that the aircraft is banked in the opposite direction of the turn. □ Coriolis Illusion - After a prolonged turn, the fluid in the ear canal moves at same speed as the canal. A head movement on a different plane will cause the fluid to start moving and result in a false sensation of acceleration or turning on a different axis. □ Graveyard Spiral - A pilot in a prolonged, coordinated constant-rate turn may experience the illusion of not turning. After leveling the wings, the pilot may feel the sensation of turning to the other direction (“the leans”), causing the pilot to turn back in the original direction. Since a higher angle of attack is required during a turn to remain level, the pilot may notice a loss of altitude and apply back force on the elevator. This may tighten the spiral and increase the loss of altitude. □ Somatogravic Illusion - Rapid acceleration stimulates the inner ear otolith organs in the same way as tilting the head backwards. This may create the illusion of a higher pitch angle. Deceleration causes the opposite illusion – the sensation of tilting the head forward and the aircraft being in a nose-low attitude. □ Inversion Illusion - An abrupt change from climb to straight and level may create the illusion of tumbling backwards due to the fluid movement in the otolith organs. □ Elevator Illusion - An abrupt upward vertical acceleration may create the illusion of climbing, due to fluid movement in the otolith organs.

Answer 46

□ False Horizon - An illusion in which the pilot may misidentify the horizon line. May be caused by sloping cloud formation, an obscured horizon, an aurora borealis, dark night with scattered lights and stars or the geometry of the ground □ Autokinesis - Staring at a stationary point of light in a dark or featureless scene for a prolonged period of time may cause the light to appear to be moving. A pilot may attempt to align the aircraft with the perceived moving light, resulting in loss of control.

Answer 47

Runway Width Illusion - During approach to land, a narrow runway may give the pilot the illusion that the airplane is too high, whereas a wide runway may make it seem too low. □ Runway and Terrain Slope Illusion - An up-sloping terrain or runway can give the illusion that the plane is higher than it actually is. □ Featureless Terrain Illusion - Also known as “black hole approach.” Flying over dark or featureless terrain (for example, during an over-water approach) can give the illusion that the aircraft is at a higher altitude, causing the pilot to fly lower than desired. □ Water Refraction - Light refraction due to rain on the windshield may cause the horizon to seem lower and, as a result, the aircraft to appear higher. This illusion may lead the pilot to fly lower than desired. □ Haze - During an approach, haze may give the illusion that the runway is further or that the airplane is higher than it is. □ Fog - Flying into fog may create an illusion of a nose-up motion. □ Ground Lighting Illusion - ◦ Lights along straight paths (e.g., road or train lights) can be mistaken for runway or approach lights. ◦ Bright runway and approach lights can make the runway appear closer than it is, especially when the surrounding terrain is dark. This illusion may lead the pilot to fly a higher approach than desired.

Answer 48

Graveyard Spiral - A pilot in a prolonged, coordinated constant-rate turn may experience the illusion of not turning. After leveling the wings, the pilot may feel the sensation of turning to the other direction (“the leans”), causing the pilot to turn back in the original direction. Since a higher angle of attack is required during a turn to remain level, the pilot may notice a loss of altitude and apply back force on the elevator. This may tighten the spiral and increase the loss of altitude

Answer 49

The spiral: the axis of rotation is outside of the airplane The spin: the axis of rotation is inside of the airplane

Answer 50

□ False Horizon - An illusion in which the pilot may misidentify the horizon line. May be caused by sloping cloud formation, an obscured horizon, an aurora borealis, dark night with scattered lights and stars or the geometry of the ground □ Autokinesis - Staring at a stationary point of light in a dark or featureless scene for a prolonged period of time may cause the light to appear to be moving. A pilot may attempt to align the aircraft with the perceived moving light, resulting in loss of control.

Answer 51

Divides the cockpit panel by Pitch, Bank, and Power instruments. ▷ Pitch instruments: Attitude Indicator, Altimeter, Airspeed Ind., and VSI. ▷ Bank instruments: Attitude ind., Heading ind., Mag. Compass, and Turn Coordinator. ▷ Power instruments: Airspeed, Tachometer, Manifold pressure ▷ For a specific maneuver, primary instruments provide the most essential information for pitch, bank and power while supporting Instruments back up and supplement the information presented by the primary instruments. ▷ Example, for a constant rate climb with a standard rate turn – □ Primary: Pitch - VSI; Bank - Turn Coordinator; Power - RPM / MP □ Secondary: Pitch - ASI; attitude, Bank - AI, HI, Mag. Compass; Power - ASI

Answer 52

Divides the cockpit panel by control instruments and performance instruments. First, set the power and attitude, then monitor the performance and make adjustments. ▷ Control instruments □ Power - Tachometer, Manifold pressure, EPR, N1, etc. □ Attitude - Attitude Indicator ▷ Performance Instruments □ Pitch: altimeter, airspeed and VSI □ Bank: Heading Indicator, Turn Coordinator, and magnetic compass

Answer 53

The blue color signifies that the airport's IAP is published in DoD documents, not the standard FAA Terminal Procedures Publications (TPPs). Military use: This usually means the airport is primarily used by military aircraft and may have specific procedures for military operations.

Answer 54

Visual Decent Point AIM 5-4-5 A defined point on the final approach course of a non-precision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may begin, provided adequate visual reference is established. ■ Identified by a ‘V’ symbol on the descent profile. ■ If not equipped to identify the VDP, fly the approach as if no VDP was published. ■ Do not descend below the MDA prior to reaching the VDP

Answer 55

Outer marker is IAF Middle marker is FAF Inner marker is MAF (missed approached fix)

Answer 56

the ILS works using 3 components (cheese pilot " The actual 3 big components are guidance. Which is your localizer and glide slope. You have your distance. Which is going to be your marker beacons, DME, GPS, cross radials, etc. Finally you have your visual component. the localizer, glide slope, Marker beacon, and the approach lighting system. 1-1-9 The localizer is on the opposite side of the runway and provides lateral guidance. 90 and 150 Hz signals are sent over VHF frequency and used by the receiver to interpret the plane’s lateral position Extends 18 NM calibrated to approximately 700 ft. wide at the threshold 4 times more sensitive than a VOR Glide Slope: 329.3 - 335 MHz (UHF) Automatically tuned with the localizer Vertical position interpreted by the intensity of 90 - 150 Hz signals carried over the UHF frequency 1.4 degrees in width (full deflection is 0.7 degrees either direction) Range of around 10 NM Typically 3 degree slope Marker Beacons: Provide range information over points Transmit at 75 MHz Outer Marker: 4-7 miles out. Indicates position for glide slope intercept. Shows as BLUE Middle Marker: Approximately 3,500 ft. from the runway. Shows as AMBER Indicates where Glide Slope meets Decision Height Usually 200 ft above touchdown zone elevation Inner Marker: Indicates point where the Glide Slope meets the Decision Height on a CAT II ILS approach Shows as WHITE Back Course Marker: Indicates Final approach Fix on a selected Back Course approach Shows as WHITE

Answer 57

a secondary, incorrect glide path signal that can be picked up by an aircraft during an approach, often appearing at a steeper angle than the intended glide slope

Answer 58

Double check your altitute matches with the FAF A false glide slope is going to be a lot steeper of a descent angle anywhere from 6-9 degrees instead of the standard 3 degrees

Answer 59

Marker beacon Outer Marker: 4-7 miles out. Indicates position for glide slope intercept. (FAF) Shows as BLUE Middle Marker: Approximately 3,500 ft. from the runway. Shows as AMBER Indicates where Glide Slope meets Decision Height Usually 200 ft above touchdown zone elevation Inner Marker: Indicates point where the Glide Slope meets the Decision Height on a CAT II ILS approach Shows as WHITE Back Course Marker: Indicates Final approach Fix on a selected Back Course approach Shows as WHITE You can imput the ILS onto the DME(bar1/2) *ILS is on the opposite side of the runway

Answer 60

When you have the lights in sight, you can go down to 100ft above the TDZE (touch down zone elevation) using only normal descent and maneuvers

Answer 61

When seeing the approach light system, the pilot may descend 100' above the TDZE and can only descend past the 100' below the TDZE if the pilot sees the red terminating bars (light) and side row bars are visible. If all you have are rabbits, you can descend to 100' above, but cannot descend unless seeing the terminating bars and side row bars

Answer 62

Visual Descent point A defined point on the final approach course of a non-precision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may begin, provided adequate visual reference is established. Identified as a “V” symbol on the descent profile. If not equipped to identify the VDP, fly the approach as if no VDP was published Do not descend below the MDA prior to reaching the VDP

Answer 63

MDA-TDZE = X/300

Answer 64

The Final Approach coarse is grater than 30° aligned from the runway

Answer 65

(Global Positioning System) Global Navigation Satellite System has a minimum of 24 satellites 5 satellites are visible at all time to the aircraft 3 satellites will give you 2D positioning and 4 satellites will give you 3D positioning (Receiver Autonomous integrity Monitoring) RAIM uses 4 satellites and an altimeter input or a minimum of 5 satellites and the 5th satellite will act as a fault detection or loss of integrity (5 satellites = you have RAIM with fault detection) (Wide Area Augmentation System) Ground base stations (Wide-area Reference Stations and Wide-area Master Stations) measure GPS errors and produce correction signals. These corrections are broadcasted back to the satellite segment from which they are bounced back to aircraft GPS WAAS receivers to improve accuracy, integrity, and availability monitoring for GPS navigation. Facilitates approaches beyond LNAV alone. LPV, LNAV/ VNAV

Answer 66

when you have RAIM and at least 6 satellites OR 5 satellites and a baro-aided altimeter if a satellite is faulty the system will kick out the faulty one

Answer 67

Using the 24+ GPS satellites that are in orbit. The satellites send signals to the aircraft and ground base stations. The ground base station will then send the signals to a Master Station. The Master station then takes the information from the base station and applies the correction. The Master Station will then take those corrections and send them to an uplink station* uplink to the geostation With all the corrections and new data that was received from the Geostationary satellite, the satellite will then send it to the aircraft with a pseudo-range signal to provide more accuracy, and clarification and apply corrections to the other GPS satellites. (the ground base stations are not doing anything besides transferring the signal from the satellite to the Master Station)

Answer 68

orbits the Earth in a fixed position, allowing it to continuously monitor a specific area The satellite and earth are rotating at the same speed allowing the satellite to stay above the earth at a fixed spot

Answer 69

Somatogravic the inner ear otolith organs in the same way as tilting the head

Answer 70

an abrupt upward vertical acceleration may create the illusion of climbing, due to fluid movement in the otolith organs.

Answer 71

After leveling the wings following a prolonged turn, the pilot may feel that the aircraft is banked in the opposite direction of the turn.

Answer 72

Graveyard spiral A pilot in a prolonged, coordinated constant rate turn may experience the illusion of not turning. After leveling the wings, the pilot may feel the sensation of turning to the other direction "the leans" causing the pilot to turn back in the original direction. Since a higher angle of attack is required during a turn to remain level, the pilot may notice a loss of altitude and apply back force on the elevator. This may tighten the spiral and increase the loss of altitude.

Answer 73

The spin the axis of rotation is within the airplane The spiral the axis of rotation is outside of the airplane

Answer 74

Embedded thunderstorms are hidden in the clouds and you cannot see the thunderstorm without weather radar

Answer 75

The FAA recommends 20nm Since hail has been recorded up to 30nm Personal recommendation could be 50nm

Answer 76

Thunderstorm cell formation needs three ingredients: sufficient water vapor, unstable air, and a lifting mechanism Sufficient water vapor (commonly measured using dewpoint) must be present to produce unstable air. Virtually all showers and thunderstorms form in an air mass that is classified as conditionally unstable. A conditionally unstable air mass needs a lifting mechanism strong enough to release the instability. Lifting mechanisms include: converging winds around surface lows and troughs, fronts, upslope flow, drylines, outflow boundaries generated by prior storms, and local winds, such as sea breeze, lake breeze, land breeze, and valley breeze circulations.

Answer 77

a sudden change in either direction or velocity, generally associated with vertical movement

Answer 78

A microburst is a small-scale, intense downdraft that, when reaching the surface, spreads outward, symmetrically or asymmetrically in all directions from the downdraft center. It is the most severe type of wind shear. Microburst activity may be indicated by an intense rain shaft at the surface, but virga (i.e., streaks of precipitation falling from a thunderstorm cloud but not reaching the ground) at the cloud base and/or a ring of blowing dust is sometimes the only visible clue.

Answer 79

Ice can still build over the air intake

Answer 80

adding fuel to the airplane can result in lowering the temperature of the wings up to 20 degrees the fuel being added is often significantly colder than the surrounding air, causing the metal of the wing to cool down through direct contact, a phenomenon known as "cold soaking"; essentially, the cold fuel transfers its temperature to the wing structure, which can then lead to ice formation if the ambient air is near freezing point

Answer 81

Visable moisture aircraft surface temperature below freezing

Answer 82

Induction Icing – This includes any icing that impedes that process of air entering the intake manifold to be mixed with fuel. Ice that builds up on the air intakes is an obvious form of this. Carburetor ice is also a form of induction icing. This can be attributed to the incomplete vaporization of fuel in combination with the pressure decrease inside of the venturi. Even on a day as warm as 70°F, carburetor ice can began to form with adequate moisture in the air. Instrument Icing – Icing of the pitot tube or static ports can cause the instruments to give inaccurate readings or to fail completely. Structural Icing – Ice that forms on the surface of the aircraft. Since airfoils create lift by decreasing the pressure and thus the temperature of the air around them, icing on the propeller, horizontal and vertical tail surfaces, and wings can form at ambient temperatures that are above the freezing level. Structural icing includes: Rime Ice Rough, milky, opaque ice Formed by the instantaneous or very rapid freezing of super cooled droplets as they strike the leading edges Rough surface can decrease aerodynamic efficiency, but it is lighter than clear ice Clear Ice Glossy, transparent ice formed by the relatively slow freezing of super cooled water Denser, harder, and sometimes more transparent than the rime ice Harder to remove than rime ice Mixed Ice Combination of clear and rime ice Roughness and weight can have an effect on aerodynamics

Answer 83

Clear ice forms when the temperature is warmer than -10 °C and there are large supercooled water droplets (altostratus, nimbostratus, and cumuliform clouds.) Clear ice (or glaze ice) is a glossy, clear, or translucent ice formed by the relatively slow freezing of large, supercooled water droplets. Clear icing conditions exist more often in an environment with warmer temperatures, higher liquid water contents, and larger droplets

Answer 84

In general, rime icing tends to occur at temperatures colder than -15 °C and small supercooled water droplets (low-level stratus clouds, but can also occur in fog and light drizzle) Rime ice is rough, milky, and opaque ice formed by the instantaneous freezing of small, supercooled water droplets after they strike the aircraft The rapid freezing traps air and forms a porous, brittle, opaque, and milky-colored ice

Answer 85

Clear icing is a more hazardous ice type for many reasons. It tends to form horns near the top and bottom of the airfoils’ leading edge, which greatly affects airflow. This results in an area of disrupted and turbulent airflow that is considerably larger than that caused by rime ice. Since it is clear and difficult to see, the pilot may not be able to quickly recognize that it is occurring. It can be difficult to remove since it can spread beyond the deicing or anti-icing equipment, although in most cases, it is removed nearly completely by deicing devices.

Answer 86

Pitot heat which is a anti-icing system

Answer 87

Inside the casing there is a pressurized aneroid wafer (29.92) as i climb they expand and I descend the contract and they are attached with linkages to move the needles

Answer 88

the pitot tube is connected to the diaphragm while the static port is connected to the air inside the casing surrounding the diaphragm. If the static port is plugged the air pressure surrounding the diaphragm is remains at a constant when you climb the airspeed is going to bleed off indicating a decrease in airspeed when you descend the airspeed is going to increase indicating an increase in airspeed (potential of hearing the stall horn since there is a false indication of a faster airspeed) Example you typically descend at 90knts but since your static port is plugged the altimeter reads higher as you descend. with that false reading you still descend at IAS 90knts BUT thats a flase airspeed and you are descending at a much slower speed which could lead to you being closer to a stall) Airspeed indicator acts as a reverse altimeter

Answer 89

The pitot static instruments Altimeter, airspeed Indicator, and VSI will all read as normal during straight and level flight. Only when the pilot climbs or descends will the Instruments show a false reading. To fix the issue the pilot can pull the alternate static port in the cockpit

Answer 90

When pulling the alt static source your static systems instruments will change (altimeter reads higher, VSI will momentarily increase, and AI will increase in speed)

Answer 91

The alt static port should have the same reading as the static port but does not because the cabin isn't perfectly sealed. Air can escape through the cracks or the doors, windows, etc. As the air outside air moves past those gaps, the outside air will pull the air from the cabin creating a slightly lower pressure due to the Venturi effect.

Answer 92

Contact ATC informing them about the situation and requesting to land as soon as possible

Answer 93

When flying a VOR/DME A approach, you can generally use a GPS system up until the final approach fix (FAF), as long as the approach procedure specifically allows for GPS usage on the final approach segment; otherwise, you would need to transition to using the VOR navigation for the final approach course once you reach the FAF

Answer 94

Pilots license Medical Valid government issued ID Logbook with proper hours and endorsements Written exam score above a 70 Planes maintenance log

Answer 95

50 hours of X-Country PIC time -At least 10 hours in airplanes 40 hours actual or simulated instrument time -At least 15 hours with a CFII -20 of which may be accomplished in an approved FTD or ATD with instructor Use of full flight simulators or Flight Training devices (FTDs) -Must be with a CFII -Max 30 hours under Part 141 -Max 20 hours under Part 61 Use of FAA-approved Aviation Training Device -Must be with a CFII -Max 10 hours if Basic ATD -Max 20 hours if Advanced ATD One 250 NM X-Country flight Along airways or directed by ATC routing -An instrument approach at each airport -3 different kinds of approaches using navigation systems -3 hours of instrument flight training in the last 2 calendar months

Answer 96

■ When acting as PIC under IFR or in weather conditions less than prescribed for VFR. (§61.3) ■ When carrying passengers for compensation or hire on cross-country flights in excess of 50 NM or at night. (§61.133) ■ For flight in Class A airspace (§91.135) ■ For Special VFR between sunset and sunrise (§91.157)

Answer 97

when operating the aircraft solely by reference to instrument under actual or simulated conditions

Answer 98

Within 6 calendar months preceding the month of flight: ■ 6 instrument approaches. ■ Holding procedures & tasks. ■ Intercepting & Tracking courses through the use of navigational electronic systems. ■ The above can be completed in a FFS, ATD, or FTD provided the device represents the category of aircraft for the instrument rating privileges to be maintained and the pilot performs the tasks and iterations in simulated instrument conditions. A flight instructor is not needed.

Answer 99

You have an additional 6 months to regain currency by performing the “6 HITS” with a safety pilot (under simulated conditions), an instructor or examiner.

Answer 100

▷ Holds at least a private pilot certificate with the appropriate category and class. ▷ Have adequate vision forward and to each side of the aircraft. ▷ Aircraft must have a dual control system.

Answer 101

An Instrument Proficiency Check (IPC) is required. Administered by a CFII, examiner, or other approved person. Guidelines are in the ACS. ■ Some IPC tasks, but not all, can be conducted in a FTD or ATD. (See ACS) To meet recent instrument

Answer 102

If the airport does not have an instrument approach and 1 hour before or 1 hour after 2,000' ceilings of less 3 sm of visibility or less

Answer 103

The alternate airport minima published in the procedure charts, or, if none: ■ Precision approach: 600 ft ceiling and 2 SM visibility. ■ Non-precision approach: 800 ft ceiling and 2 SM visibility. ■ No instrument approach is available at the alternate: Ceiling & visibility must allow descent from MEA, approach an

Answer 104

If equipped with non-waas GPS flight plan can be based on a GPS approach at either destination or alternate but not both 1-1-17b NON WAAS you can use your GPS for either your destination or your alternate but not both. Example GPS for one airport and ILS for the alternate airport

Answer 105

Since the aircraft is WAAS capable and we have a baro-aiding altimeter you can use LPV, LNAV/VNAV as your destination and your alternate

Answer 106

Must have enough fuel for your primary destination and your alternate plus an additional 45min of normal cruise

Answer 107

“A TOMATO FLAMES” – A - Altimeter T - Tachometer for each engine. O - Oil temperature indicator for each engine. M - Manifold pressure gauge for each altitude engine. A - Airspeed indicator. T - Temperature gauge for each liquid-cooled engine. O - Oil pressure gauge F - Fuel quantity gauge for each tank. L - Landing gear position lights (if retractable gear). A - Anticollision lights (for aircraft certified after March M - Magnetic direction indicator (magnetic compass). E - ELT, if required by §91.207. S - Safety belt / shoulder harness

Answer 108

F - Fuses/circuit braker(spare set). L - Landing light (if for hire) . A - Anticollision lights. P - Position lights (navigation lights). S - Source of electrical power (i.e., battery).

Answer 109

All equipment for VFR day and night ATOMATOEFLAMES and FLAPS plus G - Generator / alternator. R - Radios. Two-way radio communication & navigational equipment suitable for the route to be flown. A - Altimeter (sensitive, adjustable for barometric pressure) B - Ball (slip-skid indicator). C - Clock. Shows hours, minutes, and seconds with a sweep-second pointer or digital representation. Installed as part of aircraft equipment. A - Attitude indicator. R - Rate-of-turn indicator. D - Directional gyro (heading indicator). (magnetic compass will not work as directional gyro)

Answer 110

for IFR flight the airplane requires a sensitive altimeter adjustable for barometric pressure (kollsman window)

Answer 111

■ D- Deviation ■ M- Magnetic dip ■ N- North/south turn errors - ■ V- Variation ■ O- Oscillation ■ A- Acceleration errors - Northern Hemisphere: UNOS Undershoot North/ Overshoot South Northern Hemisphere: ANDS Accelerate North/ Decelerate South Variation (isogonic lines)– Since the magnetic north pole and the geographic North Pole are not collocated, we need to consider this when planning flights. Easterly variation is subtracted from true heading while westerly variation is added to get our magnetic heading. Remember: East is least and West is best! Deviation – Since a compass depends on aligning with the Earth’s magnetic fields to read accurately, any kind of other local magnetic fields will cause an error known as deviation. This other magnetic fields are produced from electrical currents from the aircraft avionics and varies on different headings. The compass correction card located on the compass tells the pilot which compass heading to steer to for a desired magnetic heading. Dip Errors – While flying on a north or south heading, these turning errors are most pronounced. While flying a north heading and turning to the left, the compass will initially show a turn in the opposite direction and lag behind the turn. When on a south heading, the compass will lead the turn and show that the turn is being made a much faster rate than it actually is. *Imagine that north is home to the compass. While at “home” the compass wants to stay there during a turn and will lag behind before it finally decides to catch up reluctantly. Conversely, while most far away from home on a south heading, when a turn is commenced, the compass gets excited and races there (leading the turn) Northerly Turning Error – CG displacement of the float assembly in the compass causes false turn indications. When turning to the north, the turn should be stopped prior to arrival at the desired heading. When turning south, turn pass the desired heading. The rule is: UNOS Undershoot North Overshoot South Acceleration Error – While on east or west headings, acceleration results in a slight turn to the north. Deceleration results in a slight turn to the south. The rule is: ANDS Accelerate North Decelerate South Oscillation Error – A combination of all of these errors and results in the compass swinging back and forth around the headings being flown

Answer 112

In the G1000 AHRS operates the gyroscopic instruments

Answer 113

Ball Indicator Rate of Turn Indicator Attitude Indicator Heading Indicator

Answer 114

This unit has 3 gyroscopes, 3 accelerometers and 3 magnetometers oriented in the 3 axes(pitch , bank, yaw) which calculates the aircraft attitude and heading accurately the information will then be sent to the electronic instruments and systems

Answer 115

Horizontal Situation Indicator

Answer 116

Squawk 7600. If you are in VMC, stay in VMC and land as soon as practical Choose your route in this order 1. Assigned route CRAFT 2. Vectors (if you are receiving vectors to a fix and you lose communication, fly directly to that fix) 10min vectors to traffic wait before changing as filed when 10 3. Expected 4. Filed Choose whichever altitude is the highest 1. MEA 2. Expected 3. Assigned

Answer 117

91.175 Runway Runway Markings Approach Lights Runway Lights flight visibility cannot be less than specified on the approach chart Descent to the runway must be made at a normal rate

Answer 118

RNAV LPV or LNAV/VNAV Lateral Navigation -GPS course Vertical Navigation -GPS glidepath -Baro-aided VNAV Missed approach Point -reaching a defined DA on the glideslope (Decision Altitude)

Answer 119

Identifier

Answer 120

X, Y, and Z

Answer 121

received the practical test endorsement and received 3hrs in the preceding 2 months prior to the practical

Answer 122

master and a sweeping

Answer 123

10° - 12°

Answer 124

Localizer glide slope Marker beacon Approach lighting system

Answer 125

coupled or paired frequencies

Answer 126

usually set off the runway usually by the papis double check this...

Answer 127

30min on 301 Mendoza

Answer 128

The HSI consists of the heading indicator Omni bearing selector (OBS) Course Deviation Indicator (CDI)

Answer 129

IO fuel injected 360 :A yardstick of an engine's size is the total volume displaced by its pistons in one revolution of the crankshaft L2A is the model

Answer 130

josues thought* it takes the outside air and is used in our air fuel mixture without any additional manipulation of the air

Answer 131

As altitude increases, atmospheric pressure decreases, causing a loss of engine power. Manifold pressure drops ~1 inch per 1,000 feet. Results in ~3% horsepower loss per 1,000 feet gained.

Answer 132

A turbocharger compresses intake air, increasing its pressure and density, allowing the engine to: Maintain or increase power at higher altitudes. Improve fuel efficiency and performance.

Answer 133

Turbo-normalized: Maintains sea-level manifold pressure at altitude without exceeding normal limits. Ground-boosted: Increases manifold pressure beyond sea-level values, boosting power output. Example: Cirrus SR22T (36.5" MP up to 16,000 feet).

Answer 134

The wastegate regulates turbine speed by controlling exhaust gas flow: Open wastegate: Exhaust bypasses turbine → less boost. Closed wastegate: Exhaust drives turbine → increased boost. Prevents overboosting and maintains optimal pressure.

Answer 135

Overboosting: Exceeding manifold pressure limits can damage the engine. Throttle Sensitivity: Turbo systems respond slowly; avoid rapid throttle movements. Heat Management: Increased intake temp → risk of detonation. Use intercoolers, cowl flaps, and fuel mixture adjustments. Monitor Engine Sensors: Turbine Inlet Temperature (TIT) Cylinder Head Temperature (CHT) Exhaust Gas Temperature (EGT)

Answer 136

Hazardous and/or unforecast weather Safety Information Avionics malfunction Clearance Deviation Leaving an altitude for a newly assigned altitude altitude change when VFR on top Airspeed varies by 5% or 10knts whichever is grater Time and altitude reaching an assigned holding fix Departing a holding fix Executing the missed approach procedure Time and altitude passing designated reporting points time estimate over a designated reporting point off by more than 3 min leaving the FAF inbound on a nonprecision approach Leaving the OM (or outer marker substitute) inbound on a precision approach minimum fuel status (non-emergency)

Answer 137

The purpose of an LRU is to have separation in different systems incase one of the Line replaceable units is inop the maintenance team can easily replace the LRU making it efficient

Answer 138

the G1000 consist of 7 LRUs

Answer 139

All navigation systems use one of these 3 waves Ground Waves -Most common. used for VHF navigation and communication (comms, VOR, NDB, ILS...) -Limited to line of sight, reflects hard off of objects and cannot penetrate ionosphere. Typically short range. Sky Waves -useful for HF communication over long distances -will reflect off of the ionosphere back to Earth -starting to be replaced by satellite communications Space Waves -These waves can penetrate the ionosphere and are the type of radio waves that satellite and GPS navigation and communication utilize

Answer 140

a NDB is a ground-based radio transmitter that transmits a signal in all directions (190-535 khz). very few still exist in the NAS requires an ADF (automatic direction Finder) receiver and instrument to interpret. Consists of two antennas: loop and sensing The loop antenna determines 2 possible points the NDB signal is coming from. Sensing antenna determines 1 point by determining the stronger single strength from those 2 points The ADF instrument simple points needle TO station

Answer 141

DME is a ground-based navigation system in which distance, speed and time can be determined. Often coupled with VOR and ILS systems. How it works: -you tune to the DME station and your receiver sends an interrogation signal to the station -DME station receives the signal and sends a reply back -DME receiver in the aircraft calculates slant range distance limitations and errors line of sight slant range error reliable up to 199nm Due to a limited number of frequencies for a reply signal, only about 200 aircraft can use at one time

Answer 142

VOR are the primary groud based navigation air used in the NAS and across the world. These nav airds have been used to develop the airways network in the U.S (Victor Airways) VORs can be identified by a 3 letter identifier or morse code GPS and RNAV capability has been and will be replacing most of these systems VORs give the capability to the pilot of identifying a specific position in 360 degrees around a VOR. A pilot can also track 360 different radials TO or FROM the station VORs are aligned to magnetic north Each VOR has a 360 radials that are aligned to magnetic north when the VOR was installed (over time, magnetic drift will cause the radials to vary from the actual magnetic north) Radial = navigational line extending FROM the station

Answer 143

The VOR emits 2 signals variable phase - sweeping radio wave that rotates around the VOR station at about 1800 rpm Reference phase - a constant radio wave emitting in all directions

Answer 144

VOR VOR/DME VORTAC

Answer 145

a radio navigation system used by aircraft, combining a VHF Omnidirectional Range (VOR) for civilian navigation with a Tactical Air Navigation (TACAN) beacon primarily used by military aircraft, essentially providing both azimuth (direction) and distance information from a single ground station; the name "VORTAC" is a combination of "VOR" and "TACAN

Answer 146

Low altitude 1,000' - 18,000 (40nm) Terminal 1,000' - 12,000 (25nm) High altitude 1,000' - 14,500' (40nm) 14,500' - 60,000' (100nm) 18,000' - 45,000' (130nm)

Answer 147

31 orbiting satellites DOD (Department of defence) Min 4 needed LNAV or L/NAV

Answer 148

LPV and LP LP min are added in locations where terrain or obstructions do not allow vertically guided LPV minima

Answer 149

GPS 9.5' H and 14' V WAAS 2.3' H and 4' V

Answer 150

Place Amount of error if any Date Signature

Answer 151

Required Navigation Performance Authorization required by the FAA for the airplane and crew

Answer 152

always required as published at IF or IAF unless on the approach, there is a Terminal Arrival Area terminal arrival area is like a mini STAR (TAA is the circle that has the 30NM to cumum (noPT) BUT you must hear "direct cumum cleared for the approach" do not need to do a procedure turn

Answer 153

T: SID, ODP, Non Standard Requirements A: Not Authorized to list as an Alternate (using this approach) W: Daily WAAS Outages

Answer 154

Altimeter Tachometer Oil temperature gauge Magnetic compass Airspeed Indicator Temperature gauge (for liquid cooled engines) Oil pressure Fuel quantity gauge Landing gear position indicator (for retractable landing gear) Anti-collision lights – Aviation red or white (e.g. red rotating beacon or white strobes) Manifold pressure gauge (for airplanes with a constant speed propeller) ELT Safety Belt