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multi > Multi lalalala > Flashcards

Multi lalalala Flashcards

1
Q

Vso

A

Stall speed landing configuration; 60 kts

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2
Q

Vs1

A

Stall speed gear up; 70 kts

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3
Q

Vyse

A

Best rate of climb OEI; 85 kts

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4
Q

Vxse

A

Best angle of climb single engine; 85 kts

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5
Q

Vsse

A

Safe, intentional OEI speed; 71 kts

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6
Q

Vno

A

Do not exceed unless in smooth air; 154kts

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7
Q

Vne

A

Never exceed speed; 194 kts

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8
Q

Vfe

A

Flap operating range
120 kts - 10°
110 kts - full

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9
Q

Vle

A

Landing gear extended speed

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10
Q

Vlo

A

Speed gear can be raised or lowered
140 kts- extend gear
112 kts - retract gear

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11
Q

Vl/d

A

Best glide; 95 kts

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12
Q

Va

A

Maneuvering speed; 132 kts

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13
Q

Vy

A

Best rate of climb; 85 kts

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14
Q

Vx

A

Best angle of climb; 71 kts

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15
Q

Vmca

A

Minimum controllable airspeed with OEI; 65 kts

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16
Q

Vr

A

Rotate speed; 71 kts

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17
Q

Engines

A
  • lycoming
  • four cylinder, direct drive
  • 180 horsepower at 2700 rpm
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18
Q

Left wing engine

A

O-360-A1G6D (clockwise)

O - horizontally opposed
360 - 360 cubic inches of displacement
A1G6D - configuration

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19
Q

Right wing

A

LO-360-A1G6D

LO- left hand rotating (counter rotating)
360 - 360 cubic inches of displacement
A1G6D - configuration

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20
Q

What kind of prop do we have

A

Two bladed 76” hartzell, constant speed, full feathering, controllable pitch, hydraulically actuated

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21
Q

High pitch components

A

Springs and dome pressure aided by counter weights

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22
Q

Low pitch components

A

Engine oil under governor boosted pressure

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23
Q

Unfeathering accumulators

A
  • aid in restarting engine during flight
  • store engine oil under pressure from governors which is released back to the governors for propeller unfeathering when the prop control lever is moved back from the feather position
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24
Q

Anti feathering pins

A

Through centrifugal force, prevent feathering during engine shutdown which makes it possible to feather a propeller when the engine rpm is below 950 rpm; if airborne, pilot must ensure rpms don’t drop below 950 before feathering occurs

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25
Q

Fuel

A

100 (green) or 100LL (blue)

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26
Q

Tanks

A

Two bonded leading edge fuel tanks outboard of each nacelle in each wing

  • total capacity: 103 gallons
  • total usable: 100 gallons
  • each tank: 51.5 gallons
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27
Q

Fuel selection system

A

ON - CROSSFEED - OFF

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28
Q

Fuel path

A

Respective tank > fuel strainer > fuel selector valve > check valve > engine driven fuel pump > carburetor

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29
Q

Fuel drains

A

8 locations, four on each wing

  • flush sump drain valve
  • drain
  • 2 flush drains (drains cross feed fuel lines)
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30
Q

Fuel quantity indicators

A
  • two float operated sensors in each wing tank
  • transmit electrical signals to the indicators
31
Q

Auxiliary fuel pump (electric)

A

Provide pressure for priming starting taxiing takeoff and landing; provides pressure for continued engine operation in case engine driven fuel pump becomes inoperative

32
Q

Engine priming

A

Three point fuel priming system (no. 1, 2, 4 cylinders)

33
Q

Why is there three point priming system

A
  • even fuel distribution when starting
  • prevents overload of fuel in one cylinder
  • good coverage of engine combustion chambers
34
Q

Max takeoff and landing weight

A

3900 lbs

35
Q

Max ramp weight

A

3916 lbs

36
Q

Max zero fuel weight

A

3500 lbs

37
Q

System circuitry

A

Single wire, ground return type, with the airplane structure used as the ground return

Single wire (power) wire carries electricity to the device and sends electricity back to the battery and uses the airplanes metal body as the grounding wire; saves weight and space

38
Q

Alternator/battery

A

ME-1 thru ME-182 (labeling the wires)

  • one 12 volt, 35 amp hour (battery/lead acid)
  • two 14 volt, 60 amp hour (alternators/belt driven)
39
Q

Where are battery fumes vented

A

Outside through two vents in lower fuselage skin below the battery box

40
Q

Voltage regulator

A

Out put of each alternator is controlled by a separate voltage regulator

  • regulators automatically maintain bus voltage at a set value for all loads up to the alternator rating
  • regulators maintain approx equal load sharing between the two alternators
41
Q

Bus tie fuse

A

On airplanes ME-103 and after

  • mutual tie to the battery bus through two bus isolation circuit breakers
  • bus isolation circuit breakers isolate bus 1 and bus 2 from the battery bus circuit
42
Q

Self excitation load capability

A
  • alternator can start making its own energy once spinning fast enough
  • alternator needs approx. 1200 to 1400 rpm to start making power
  • when alt starts making power it can only handle half (50%) of its usual workload; engine spins faster, more power
  • will continue making power when engine slows to 850 to 100 rpm
43
Q

Alternator out warning lights

A

Anytime alternator voltage is
- ME-1 thru ME-2 (14 volt system)
- under voltage light
- over voltage light
- batt turned on with both lights off light

44
Q

What can external power be used for

A

Engine starting and ground electrical system checks

45
Q

Airframe

A
  • all metal, low wings
  • semi monocoque fuselage, tricycle type landing gear
46
Q

Cabin heating

A
  • 45,000 BTU (British thermal unit; one liter of water one degree Celsius) per hour combustion air heater
  • 2/3 gal per hour from right wing when heater is operating
  • own fuel and exhaust system
  • overheat switch shuts off heat system in case the discharge temperature reaches 300 degrees; thermocouple shut off switch
47
Q

Pressure system

A
  • provides pressure for flight instruments and autopilot (if installed)
  • engine driven, dry (doesn’t need lubrication), pressure pumps
  • single system
  • if either pump fails check valves automatically close and the remaining pump continues to operate all gyro instruments
48
Q

Stall warning

A
  • sensing vane on the leading edge of each wing
  • horn goes off when the flaps are above 16 degrees
  • if BAT and ALT switches are off the horn will not sound
49
Q

Flight controls

A
  • manual elevator trim
  • electric elevator trim
  • aileron trim
  • flaps
  • limit switches automatically interrupt power to the electric motor when flaps reach the extremes of travel
  • when flaps are extended beyond 16 landing gear warning horn will sound if gear is not down and locked (regardless of throttle position)
50
Q

Ground control

A
  • nose wheel controlled by spring loaded linkage from nose gear to rudder pedals
51
Q

Landing gear system

A

Hydraulically operated, fully retractable, tricycle landing gear

  • hydraulic pump and reservoir are located behind baggage compartment
52
Q

Landing gear retraction and extension

A
  • electrically driven, reversible hydraulic pump which is activated by a two position gear selector switch
  • may be extended and retracted hydraulically and may be lowered by gravity
  • 1550 PSI to hold gear up; if PSI drops to 1250 pump will automatically turn on to boost PSI back to 1550
  • red light = pump is running
53
Q

Landing gear w arning horn

A
  • throttles retarded below an engine setting sufficient to sustain flight and the landing gear is retracted the gear horn will sound immediately
  • flaps beyond 16 degrees and gear not down horn will sound
54
Q

Landing gear emergency extension

A

Can be manually extended by turning the hydraulic pressure bypass valve 90 degrees counterclockwise; make sure gear selector is down before turning valve

55
Q

What does the safety pressure switch do

A
  • installed in the pitot system
  • deactivates hydraulic pressure system circuit when impact air is below 59-63 kts
  • replaces squat switch (checks for weight on wheels to determine if plane is on the ground)
56
Q

Prop normal operation

A

Governor controls air flow to adjust blade pitch for rpm changes

57
Q

Prop feathering

A

Oil drains from the cylinder and counterweights and spring move blade to a feathered position (pitch angle of 80 to 85 degrees)

58
Q

Prop high pitch stop

A

When engine loses oil pressure counterweights and spring automatically move blade to feather position; high pitch stop blade prevents prop from feathering on the ground (centrifugal force will hold stop pin back against the force of the spring in the air allowing blades to feather)

Engine is not rotating = pin prevents blade from moving into feather position

59
Q

Prop unfeathering

A

Pitch control moves to a normal range, engine started; oil pressure pushes blades to low pitch

60
Q

Duchess prop features

A
  • uses compressed nitrogen at 350 PSI to unfeather
  • if nitrogen charge fails to unfeather prop, try restart (cranking engine)
61
Q

Speed adjusting lever

A
  • controls speed adjusting screw
  • cockpit controlled
62
Q

Speed adjusting screw

A
  • controlled by speed adjusting lever
  • controls tension on speeder spring
  • speed adjusting screw hits stops (high, low)
63
Q

Speeder spring

A
  • moves to increase or decrease flyweight position
  • speeder spring moves down, flyweights move in (underspeed)
  • speeder spring moves up, flyweights move out (overspeed)
64
Q

Control valve (pilot valve)

A
  • moves in same direction as speeder spring
  • directs oil flow to or from the hub
65
Q

Underspeed condition

A
  • flyweights in, pilot valve down
  • oil from gear boost pump allowed in
  • oil flow from engine oil sump to propeller hub
66
Q

Overspeed condition

A
  • flyweights out, pilot valve up
  • high pressure oil flows to engine sump
67
Q

How manufacturer determines Vmca

A

C - critical engine failed and prop windmilling
O - operating engine producing max continuous power
M - max gross weight
B - bank angle of up to 5 degrees
A - aft CG
T - takeoff configuration (gear up, cowl closed, carb off)
S - standard day (15 degrees Celsius, 29.92” Hg, 1013.2 millibars)

68
Q

What does Vmc guarantee

A

At or above Vmc only guarantees directional control only, not that the aircraft will climb

69
Q

Vmc decreases with…

A
  • aircraft has no critical engine
  • prop is feathered
  • power on the operating engine is reduced
  • higher gross weight
  • bank up to 5 degrees into the good engine
  • CG is forward
  • gear is extended; gear acts as a stability device to decrease yawing tendency, but also creates drag
  • higher density altitude (hotter temp/lower pressure) because in a normally aspirated aircraft Vmc decreases when density altitude increases (asymmetrical power decreases)
70
Q

Vmc increases with…

A
  • aircraft has a critical engine
  • prop is windmilling in the takeoff configuration
  • power on the operating engine is increased
  • lower gross weight
  • no bank angle into the good engine
  • center of gravity is shifted rearward
  • gear is retracted
  • lower density altitude (lower temp or higher pressure)
71
Q

P factor

A
  • yaw
  • descending blade produces more thrust than ascending blade
  • large arm = large yaw
  • during takeoff and climb, aircraft yaws toward the operating engine
  • if an engine fails, aircraft yaws toward the inoperative engine, requiring corrective rudder input
72
Q

accelerated slipstream

A
  • ## roll
73
Q

control surfaces

A
  • bearing supported
  • conventional cable system
  • push pull rods terminating in bell cranks
74
Q

what kind of struts do we have

A

shock struts

  • called oleo or air/oil struts, use a combination of nitrogen (or sometimes compressed air) and hydraulic fluid to absorb and dissipate shock loads on landing
  • use two telescoping cylinders, both of which are closed at the external ends. the top cylinder is attached to the aircraft, and the bottom cylinder is attached to the landing gear. the bottom cylinder, typically called the piston, can also freely slide in and out of the upper cylinder.

multi (4 decks)

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