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Ultimate CFI Flashcards > Fundamentals of Flight > Flashcards

Fundamentals of Flight Flashcards

1
Q

What are the four fundamentals of flight?

A

Straight-and-Level Flight, Level Turns, Straight and Turning Climbs, Straight and Turning Descents.

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2
Q

What is straight-and-level flight?

A

Straight and Level flight is when the pilot flies in a straight line (constant heading) and is level (not climbing nor descending).

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3
Q

What is the purpose of straight-and-level flight?

A

Straight and Level flight is the first basic maneuver to learn and needs to be mastered before moving on to more complex maneuvers.

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4
Q

What are the 3 axis of rotation and what are they controlled by?

A
  1. Lateral Axis - Pitch - Elevator
  2. Longitudinal Axis - Roll - Ailerons
  3. Vertical Axis - Yaw - Rudder
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5
Q

What occurs when the pilot’s hand pulls the yoke toward the pilot?

A

This is referred to as adding back pressure. The airplane’s nose will rotate backwards about the lateral axis and in relation with the pilot.

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6
Q

What occurs when the pilot’s hand pushes the yoke forward?

A

This is referred to as applying forward pressure. The airplane’s nose will rotate forwards about the lateral axis and in relation to the pilot.

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7
Q

What occurs when the pilot turns the yoke toward the right?

A

The airplane rolls to the right about the longitudinal axis and is referred to as bank.

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8
Q

What occurs when the pilot turns the yoke toward the left?

A

The airplane rolls to the left about the longitudinal axis and is referred to as bank.

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9
Q

What occurs when forward pressure is applied to the right rudder pedal?

A

The airplane yaws to the right about the vertical axis.

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10
Q

What occurs when forward pressure is applied to the left rudder pedal?

A

The airplane yaws to the left about the vertical axis.

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11
Q

What causes flight control resistance and how does it affect control pressure?

A

The resistance is governed by the airspeed of the plane. The faster the plane is going, the more airflow and resistance is felt on the control surfaces. This changes the amount of control pressure you have to implement on the controls.

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12
Q

What is a common error regarding control pressure?

A

The pilot uses application of control movements rather than control pressure. The pilot should fly the aircraft by using proper control pressure rather than mechanically controlling the aircraft with movements.

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13
Q

How should the pilot hold the yoke?

A

The yoke should be held lightly with the pilot’s fingers.

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14
Q

What is a common error regarding how the yoke is held?

A

The pilot holds the controls with a forceful grip, resulting in sensitive feeling of the control pressure lost.

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15
Q

Name some examples of how the pilot can “feel” the airplane?

A

Sounds of airflow across the airframe, vibrations felt through the controls, engine and propeller sounds and vibrations at various attitudes, sensations felt by the pilot through physical acceleration.

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16
Q

Which two systems help humans sense the “feel” of the airplane?

A

Vestibular and Somatosensory

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17
Q

What is attitude?

A

An airplane’s attitude is determined by the angular difference between a specific axis and the natural horizon.

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18
Q

What are the two types of attitude?

A
  1. Pitch Attitude

2. Bank Attitude

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19
Q

What is pitch attitude?

A

Pitch attitude is the angle formed between the airplane’s longitudinal axis and the natural horizon.

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20
Q

What is bank attitude?

A

Bank attitude is the angle formed between the airplane’s lateral axis and the natural horizon.

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21
Q

What are two methods to determining the attitude?

A

Visual and Instrument

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22
Q

Describe how you can visually determine the airplane’s attitude.

A

You can visually determine the airplane’s attitude by using the horizon as a reference. A pilot uses their eyes and visually references the airplane’s wings and cowling to establish the airplane’s attitude to the natural horizon.

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23
Q

What are the different elements of attitude control?

A
  1. Pitch Control
  2. Bank Control
  3. Power Control
  4. Trim Control
  5. Yaw Control
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24
Q

Describe pitch control and how it relates to attitude control.

A

Controlling of the airplane’s pitch attitude about the lateral axis by using the elevator to raise and lower the nose in relation to the natural horizon or the flight instruments.

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25
Q

Describe bank control and how it relates to attitude control.

A

Controlling of the airplane’s bank attitude about the longitudinal axis by using the ailerons to attain a desired bank angle in relation to the natural horizon or flight instruments.

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26
Q

Describe power control and how it relates to attitude control.

A

Controlled by the throttle and is used when the flight situation requires a specific thrust setting or for a change in thrust to meet a specific objective.

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27
Q

Describe trim control and how it relates to attitude control.

A

Used to relieve the control pressures held by the pilot on the flight controls after a desired attitude has been attained.

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28
Q

Describe yaw control and how it relates to attitude control.

A

Used to cancel out the effects of yaw induced changes, such as adverse yaw and effects of the propeller.

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29
Q

What is integrated flight instruction?

A

It is the use of outside references and flight instruments to establish and maintain desired flight attitudes & airplane performance.

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30
Q

What is the purpose of integrated flight instruction?

A

It achieves a more precise and competent overall piloting ability.

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31
Q

Describe the elements of integrated flight instruction.

A

The pilot visually controls the airplane’s attitude in reference outside to the natural horizon (90%). The airplane’s attitude and performance is validated by referring to the flight instruments and taking a quick ‘snapshot’ (10%). If the flight instruments display that the airplane’s performance is in need of correction, the correction must be determined and then precisely and smoothly applies with reference to the natural horizon. Then the attitude and performance is re-checked by referring to the flight instruments.

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32
Q

What are two common errors regarding integrated flight instruction?

A
  1. The pilot makes attitude adjustments while still looking at the flight instruments. Only take a snapshot of the flight instruments and then adjust by looking back outside.
  2. The pilot fails to cross-check and correctly interpret outside and instrument references.
33
Q

What is level flight?

A

Maintaining a constant altitude.

34
Q

Which reference points should the pilot use to determine pitch attitude?

A

The pilot must pick a point toward the airplane’s nose as a reference, and then keeping that reference point in a fixed position relative to the natural horizon.

35
Q

Which flight instruments can the pilot use to verify pitch attitude?

A
  1. Attitude Indicator
  2. Altimeter
  3. Vertical Speed Indicator
36
Q

How can a pilot attain level flight?

A

First the pilot should use outside references to attain what they think looks to be level flight. The pilot then cross-checks the flight instruments to verify. If other than desired, the pilot refers back to outside references and makes adjustments, then re-checks instruments, and does this until the desired attitude and performance are attained. Once this occurs, the pilot should ‘lock’ in a mental image of the distance between the reference point on the nose and the natural horizon.

37
Q

What is straight flight?

A

Maintaining a constant direction or heading.

38
Q

How can you determine your bank attitude visually?

A

By visually checking the lateral level relationship of the airplane’s wingtips to the natural horizon. They should be an equal distance from the horizon.

39
Q

Which instruments can you use to determine bank attitude?

A
  1. Attitude Indicator
  2. Heading Indicator
  3. Turn Coordinator
40
Q

What is a common error regarding straight flight?

A

The pilot tries to control bank attitude by reference to the aircraft’s nose. This causes slight deviations to go unnoticed. Referencing the wingtips is a much easier indicator of slight deviations from straight flight.

41
Q

What will occur if you apply power while in straight & level flight?

A

The nose will want to raise up and you will need to apply forward pressure to maintain level flight.

42
Q

What will occur if you descrease power while in straight & level flight?

A

The nose will want to lower and you will need to apply back pressure to maintain level flight.

43
Q

What can occur from an improperly trimmed airplane?

A

Tension, fatigue, distracts the pilot from outside visual scanning, and contributes to abrupt and erratic airplane attitude control inputs.

44
Q

What is the purpose of trim?

A

To relieve the control pressure required to maintain a desired attitude.

45
Q

What type of trim does most GA planes have?

A

Elevator Trim

46
Q

What occurs when you trim ‘nose-down’?

A

The amount of forward pressure required is reduced.

47
Q

What occurs when you trim ‘nose-up’?

A

The amount up back pressure required is reduced.

48
Q

What is a common error regarding trim?

A

The pilot tries flying the airplane with the trim. The pilot should always apply the control pressures required to attain a desired attitude. After the desired attitude is obtained, trim the aircraft to relieve those control pressures required. Do not try to change the plane’s attitude by using trim.

49
Q

What are the common errors of straight & level flight?

A
  1. Attempting to use improper pitch and bank reference points on the airplane to establish attitude.
  2. Forgetting the location of preselected reference points on subsequent flights.
  3. Attempting to establish or correct airplane attitude using flight instruments rather than the natural horizon.
  4. “Chasing” the flight instruments rather than adhering to the principles of attitude flying.
  5. Mechanically pushing or pulling on the flight controls rather than exerting accurate and smooth pressure to affect change.
  6. Not scanning outside for traffic and hazards.
  7. A tight forceful grip on the yoke.
  8. Flying with one wing low and maintaining directional control using only the rudder control.
  9. Failure to make timely control inputs when deviations are detected.
  10. Inadequate attention to sensory inputs in developing feel for the airplane.
50
Q

What occurs with lift when the aircraft is banked in a certain direction?

A

The total lift component splits into two different elements:

  1. Vertical Component of Lift (Opposes Gravity)
  2. Horizontal Component of Lift (Turns the Airplane)
51
Q

What occurs if you enter a turn without adding back pressure or power?

A

The airplane will start to descend. Some of the vertical component of lift gets transformed into horizontal component of lift, making you require more lift to counteract weight. The amount of back pressure or power depends on how steep the bank angle is.

52
Q

Does the rudder assist in turning the airplane?

A

No. The rudder is used to maintain coordinated flight. Coordinated flight is when the nose of the aircraft is pointing directly into the relative wind.

53
Q

What classes can you divide turns in?

A
  1. Shallow Turns - 20 degrees or less
  2. Medium Turns - 20 degrees to 45 degrees
  3. Steep Turns - 45 degrees or more
54
Q

Describe the characteristics of a shallow turn.

A

The bank angle is such that the inherent lateral stability of the airplane slowly levels the wings unless aileron pressure is held in the desired direction to maintain bank angle.

55
Q

Describe the characteristics of a medium turn.

A

The airplane’s inherent stability does not return the wings to level. The airplane tends to remain at a constant bank angle without any flight control pressure held by the pilot. The pilot neutralizes the aileron flight control pressure and rudder pressure.

56
Q

Describe the characteristics of a steep turn.

A

The airplane continues in the direction of bank due to over-banking tendency. The pilot must apply opposite aileron pressure to maintain bank angle.

57
Q

What is adverse yaw?

A

When the pilot deflects the aileron to bank the aircraft, both lift and drag are increased on the rising wing and lift and drag are decreased on the lowering wing. This results in differential drag which yaws the aircraft in the opposite direction of the turn. To counteract, the rudder pressure is applied simultaneously with aileron and in the direction of the turn.

58
Q

What is uncoordinated flight and what are some negatives about it?

A

Uncoordinated flight is when the nose of the aircraft isn’t directly pointing into the relative wind. One negative is that it creates more drag and reduces performance. Another even bigger negative is that it can support pro-spin characteristics.

59
Q

What is a skid?

A

A skid is when the rate of turn is too great for the bank angle. The nose of the aircraft is pointing toward the inside of the turn. It is usually caused by too much rudder in the direction of turn. The pilot may feel that they are being pressed toward the outside of the turn.

60
Q

What is a slip?

A

A slip is when the bank angle is too great for the rate of turn. The nose of the aircraft is pointing toward the outside of the turn. It is usually caused by not enough rudder in the direction of turn. The pilot may feel that they are being pressed toward the inside of the turn.

61
Q

What instrument can you use to determine if you are coordinated or not?

A

The inclinometer on the turn coordinator. ‘Step on the ball’.

62
Q

What two things effect the radius of a turn?

A
  1. Angle of Bank

2. Airspeed

63
Q

What occurs with the turn radius when airspeed is increased?

A

The inertia is greater and the horizontal component of lift required is greater, causing the turn rate to become slower. Therefore, at a given bank angle, a higher airspeed makes the radius of turn larger because the airplane turns at a slower rate.

64
Q

What is over-banking tendency?/

A

As the radius of the turn becomes smaller, a significant difference develops between the airspeed of the inside wing and the airspeed of the outside wing. The wing on the outside travels a longer path than the inside wing. Both complete their respective paths in the same unit of time. Therefore, the outside wing travels at a faster speed than the inside wing. This results in more lift. This causes an over-banking tendency that must be controlled by the use of opposite aileron. The outboard wing also produces more drag, which much be compensated for by the use of rudder.

65
Q

What visual references should you use when establishing a turn?

A

In most GA airplanes, the top surface of the engine cowling is fairly flat. This provides a reasonable indication for the degree of bank in relation to the natural horizon.

66
Q

Which instruments should the pilot cross-check?

A
  1. Attitude Indicator
  2. Heading Indicator
  3. Turn Coordinator
67
Q

What does it mean if the airplane’s nose starts to move before the bank starts?

A

Rudder pressure is being applied too early.

68
Q

What type of pressure needs to be applied in a shallow turn?

A

If the bank is shallow, the pilot needs to maintain a small amount of aileron pressure into the direction of bank including rudder to counteract adverse yaw.

69
Q

What type of pressure needs to be applied in a medium turn?

A

If the bank is medium, the ailerons & rudder pressure should be neutralized.

70
Q

What type of pressure needs to be applied in a steep turn?

A

If the bank is steep, it will require opposite aileron to prevent the bank from steepening. Over-banking tendency will overpower adverse yaw and cause the pilot to have to apply rudder pressure into the direction of turn.

71
Q

What can an improperly trimmed airplane cause?

A

An improperly trimmed airplane requires constant control pressures, which could result in fatigue, tension, distracts the pilot from outside visual scanning, and could contribute to abrupt and erratic airplane attitude control inputs.

72
Q

What is the purpose of trim?

A

Trim relieves the control pressures required to maintain a certain attitude.

73
Q

What is a common error with trim?

A

The pilot tries flying the aircraft with trim. This means the pilot tries to change the airplane’s attitude with the trim. This is not the correct way to use trim. The trim should only be used to maintain an attitude. The pilot should first apply the necessary control pressures to attain their desired attitude, then after the attitude is attained, trim the aircraft to relieve the control pressures to maintain the desired attitude.

74
Q

What are some common errors with level turns?

A
  1. Failure to cross-check and correctly interpret outside and instrument references.
  2. Application of control movements rather than pressures.
  3. Uncoordinated use of flight controls.
  4. Faulty trim technique.
75
Q

What occurs with the forces of flight when entering and attaining a climb attitude?

A

Weight no longer acts perpendicular to the flightpath. A portion of it acts in a rearward direction, contributing to total drag. As the airplane changes from level flight to a climb, the angle of attack increases causing more induced drag to occur as well. This increased drag requires an increase in thrust to sustain the same airspeed, otherwise the aircraft decelerates. The deceleration is steady due to momentum.

76
Q

What are the propeller effects that occur during a climb?

A

Typically when you’re in a climb, airspeed is slower and angle of attack is higher than in cruise flight. One effect will be P-Factor (asymmetrical loading) due to the higher angle of attack. It will cause the aircraft to yaw to the left. Torque effect will be felt due to the high RPM, causing the aircraft to roll left. Spiraling slipstream will be felt due to the aircraft’s slower forward movement and higher engine RPM. This will cause the aircraft to yaw to the left. Gyroscopic precession will only be felt in the transition of cruise to climb attitude, and will yaw the aircraft to the right, however it will be overshadowed by the other propeller effects. To combat this, the pilot must use right rudder pressure during the climb.

77
Q

Name off the types of climbs.

A
  1. Normal Climb
  2. Best Rate of Climb
  3. Best Angle of Climb
78
Q

What is a normal climb?

A

A normal climb (sometimes called cruise climb) is performed at an airspeed set by the manufacturer. The normal climb speed is generally higher than the best rate of climb speed. The additional speed provides better engine cooling, greater control authority, better visibility over the nose.

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