John Dye Prep

Question 1

Preflight Action

Answer 1

91.103

For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC;

(b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:

(1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and

(2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.

Know when alternates should be used, even windy days
If a storm is approaching head to it to train, monitor and won’t have to go towards it to return

Question 2

Light gun signals with students

Answer 2

Have students know them and ask tower to show it

Question 3

OTC drugs

Answer 3

Can pop hot, look at list online and consult AME

Question 4

Weight of oil

Answer 4

7.5 lbs per gallon

Question 5

Weight of fuel

Answer 5

6lbs per gallon

Question 6

Weight of water

Answer 6

8.3 lbs per gallon more dense that fuel sink to bottom

Question 7

Procedure when lost

Answer 7

Climb- better view of landmarks. It also helps with radio and navigation reception, as well as radar coverage. Maintain your original heading.

Communicate
Confess
Comply

Question 8

Definition of a ceiling

Answer 8

Ceiling means the height above the earth’s surface of the lowest layer of clouds or obscuring phenomena that is reported as “broken”, “overcast”, or “obscuration”, and not classified as “thin” or “partial

Question 9

Broken thin layer a ceiling ?

Answer 9

Definition says nah

Question 10

LIFR

Answer 10

Low IFR). Ceiling less than 500 feet and/or visibility less than 1 mile

Question 11

IFR

Answer 11

Ceiling 500 to less than 1,000 feet and/or visibility 1 to less than 3 miles.

Question 12

MVFR

Answer 12

Ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive

Question 13

VFR

Answer 13

Ceiling greater than 3,000 feet and visibility greater than 5 miles; includes sky clear

Question 14

Defense Mechanisms

Answer 14

The refusal to accept what happened, will happen or is happening
They may all minimize a situation to sound better in their head (dilute the problem)
Ex: Refusing to admit the truth or a fault- a student almost landed while another aircraft was on the runway
The student minimizes the situation by stating that they could have landed safely regardless
Or they may say that the aircraft had already turned off even though they did not
Repression
Placing uncomfortable thoughts into inaccessible parts of the brain to forget
A flight where the student got the aircraft into a spin when practicing stalls may repress that memory which will inhibit them from wanting to practice stalls again
Displacement
Taking anger out or placing feelings onto someone less intimidating
A student who does not get an airplane for the day may take their frustration out on their partner or roommate as opposed to the dispatcher/instructor who did not give them an airplane
Rationalization
Making unacceptable actions seem less severe
A student who performs poor on a phase quiz will rationalize the bad grade by stating they didn’t have enough time to prepare
Compensation
Hiding weakness by emphasizing an area of strength
A student who failed their stage check for specialty landings may try to justify that they should have passed because their maneuvers were all within ACS standards
Projection
Projecting blame onto someone else
A student cannot go on their local flight because the student did not ask line for fuel in the plane when it was low. The student may blame the instructor for not letting the flight occur when it is the student’s fault for not having the aircraft prepared
Reaction Formation
Faking a belief contrary to the actual belief
A student may pretend to not care about their instructor’s critiques and criticism when they actually care deeply
Fantasy
Thinking about what should be instead if what is
A student may only want to fly the plane and not put in any work with ground schools and sim lessons

Question 15

Anxiety Vs Stress

Answer 15

Anxiety - feeling of worry or unease about something that is going to happen, often with an uncertain outcome

Stress- describes the body’s nonspecific response to demands placed on someone.

Question 16

Scenario Based Training

Answer 16

Highly structured script of real world experiences to address aviation training in an operational environment. Presents realistic situations for pilots to rehearse and explore practical applicability

Question 17

What makes a good scenario

Answer 17

Clear objective
Tailored to the student
Associates itself to the local environment

Question 18

Let a perfect student solo?

Answer 18

No, they needs to see things incorrectly, so they can learn how to correct and become better.

Question 19

SRM

Answer 19

Single Pilot resource management

Question 20

5 P Model

Answer 20

Pilot plane pax plan programming
Be comfortable with avionics and know they are up to date

Question 21

Situational awareness

Answer 21

ability to perceive, understand, and effectively respond to one’s situation. It involves comprehending a given circumstance, gathering relevant information, analyzing it, and making informed decisions to successfully address any potential risks, hazards, or events that might occur

Think of a bubble you are in the middle, the more SA, the bigger the bubble can become

Question 22

CFIT

Answer 22

Pilot had little to no SA

Question 23

Bold face engine fail on takeoff roll

Answer 23

Throttle idle
Brakes apply

Question 24

Bold face engine failure immediately after take off

Answer 24

Airspeed 65 (60 flaps down)

Question 25

Bold face fire on ground engine starts

Answer 25

Crank
1700 rpm
Shut down

Question 26

Bold face engine fire on ground doesn’t start

Answer 26

Crank
Throttle full
Mixture idle cut off
Crank
Fuel shutoff out
Fuel pump off

Question 27

Bold face engine fire in flight

Answer 27

Mixture idle cut off
Fuel shutoff out
Aux pump off
Master off

Question 28

Bold face wing fire

Answer 28

Landing taxi light off
Pitot heat off
Nav off
Strobe off
Side slip flame away from fuel tank

Question 29

Bold face cabin fire

Answer 29

Master off
Vents closed
Fire extinguisher

Question 30

Stall

Answer 30

A stall occurs when the smooth airflow
over the airplane’s wing is disrupted, and the lift degenerates rapidly. This is caused when the
wing exceeds its critical angle of attack (AOA). This can occur at any airspeed, in any attitude,
with any power setting

Question 31

AoA

Answer 31

AOA is the angle at which the chord line of the wing meets
the relative wind. The chord line is a straight line drawn through the profile of the wing
connecting the extremities of the leading edge and trailing edge. The AOA must be small enough
to allow attached airflow over and under the airfoil to produce lift. AOA is an element of lift.
Change in AOA will affect the amount of lift that is produced

Question 32

load factor

Answer 32

Load factor is the ratio of the lifting force produced by the wings to the
actual weight of the airplane and its contents. Load factors are usually expressed in terms of “G.”
The aircraft’s stall speed increases in proportion to the square root of the load factor

Question 33

CG

Answer 33

. The CG location has a direct effect on the effective lift and
AOA of the wing, the amount and direction of force on the tail, and the degree of stabilizer
deflection needed to supply the proper tail force for equilibrium.

Question 34

Aft CG

Answer 34

As the CG is moved aft, the amount of
elevator deflection needed to stall the airplane at a given load factor will be reduced. An
increased AOA will be achieved with less elevator control force. This could make the entry into
inadvertent stalls easier, and during the subsequent recovery, it would be easier to generate higher load factors due to the reduced elevator control forces. In an airplane with an extremely
aft CG, very light back elevator control forces may lead to inadvertent stall entries and if a spin
is entered, the balance of forces on the airplane may result in a flat spin. Recovery from a flat
spin is often impossible

Question 35

Forward CG

Answer 35

A forward CG location will often cause the stalling AOA to be reached
at a higher airspeed. Increased back elevator control force is generally required with a forward
CG location

Question 36

temp/altitude increase on plane

Answer 36

Altitude has little or no effect on an airplane’s indicated
stall speed. Thinner air at higher altitudes will result in decreased aircraft performance and a
higher true airspeed for a given indicated airspeed. Higher than standard temperatures will also
contribute to increased true airspeed for a given indicated airspeed. However, the higher true
airspeed has no effect on indicated approach or stall speeds.

Question 37

Spin

Answer 37

A spin may be defined as an aggravated stall that results in what is termed
“autorotation” wherein the airplane follows a downward corkscrew path. As the airplane rotates
around a vertical axis, the rising wing is less stalled than the descending wing creating a rolling, yawing, and pitching motion. The airplane is basically being forced downward by gravity,
rolling, yawing, and pitching in a spiral path.

Question 38

Primary cause of a spin

Answer 38

The primary cause of an inadvertent spin is exceeding the critical
AOA while applying excessive or insufficient rudder and, to a lesser extent, aileron. Insufficient
or excessive control inputs to correct for Power Factor (PF), or asymmetric propeller loading,
could aggravate the precipitation of a spin.

Question 39

Types of spins

Answer 39

a. An incipient spin is that portion of a spin from the time the airplane stalls and rotation
starts, until the spin becomes fully developed. Incipient spins that are not allowed to develop into
a steady state spin are commonly used as an introduction to spin training and recovery
techniques.

b. A fully developed, steady state spin occurs when the aircraft angular rotation rate,
airspeed, and vertical speed are stabilized from turn-to-turn in a flightpath that is close to
vertical.

c. A flat spin is characterized by a near level pitch and roll attitude with the spin axis near
the CG of the airplane. Recovery from a flat spin may be extremely difficult and, in some cases,
impossible

Question 40

Spin recovery

Answer 40

power out
aileron neutral
rudder opposite
elevator forward
when spin stops neutralize rudder
bring nose up

Question 41

Spiral

Answer 41

The spiral mode is an autorotation mode similar to a spin.
The center of rotation is close to the centerline of the airplane but the airplane is not stalled.
Many airplanes and gliders will not spin at forward CG locations but will spiral. Many airplanes
will enter a spin but the spin will become more vertical and degenerate into a spiral. It is
important to note that when the spin transitions into the spiral the airspeed will increase as the
nose goes down to near vertical. The side forces on the airplane build very rapidly and recovery
must be effected immediately before exceeding the structural limits of the airplane. Release the
back pressure on the stick (yoke), neutralize the rudder and recover from the steep dive. As in
stall and spin recovery, avoid abrupt or excessive elevator inputs that could lead to a secondary
stall

Question 42

Lift

Answer 42

Relative force perpendicular to relative wind

Question 43

Relative wind

Answer 43

Parallel and opposite of the flight path

Question 44

Flight path

Answer 44

Trajectory of the CG

Question 45

Center of gravity

Answer 45

CG= Moment / weight
Theoretical concentration of mass, weight acts through this point
Depends on distribution of weight
Balance point

Question 46

Induced drag

Answer 46

Created by lift from pressures equalizing from the tips and lateral flow outwards
Creates downwash and down wash points the relative wind downwards, tilting the vertical lift vector downwards because lift is always perpendicular to the relative wimd

Question 47

Arm

Answer 47

Distance in inches from reference datum

Question 48

Datum

Answer 48

Imaginary plane where measurements are taken from determined by the manufacturer

Question 49

Moment

Answer 49

Weight x Arm expressed in pound inches

Question 50

Parasite drag

Answer 50

Not from lift but all forces that slow aircraft down

Question 51

Velocity in equation

Answer 51

Calibrated -IAS corrected for position and instrument error
Equivalent Airspeed- Calibrated corrected for compressibility
True airspeed- EAS corrected for density altitude

Uses true airspeed
True airspeed =EAS x square root of standard sea level density / actual density

Question 52

CL

Answer 52

Measure of how much lift a wing produces per square foot of surface.
Function of wing shape and AoA. each AoA produces a particular lift coefficient since AoA is the controlling factor in pressure distribution

In flight we can change AoA through elevator in the lift equation

Question 53

For landing

Answer 53

Brief exit plan
Listen to act, may be different. Don’t have expectation bias

Question 54

Student pilots solo talking to ATC

Answer 54

Announce has student. More SA for others and everyone can accommodate