Operation of Systems Flashcards
Four Main Control Surfaces
Elevators (lateral axis- pitch)
Ailerons (longitudinal- roll)
Rudder (vertical- yaw)
Trim (release manual pressure)
Flight Control Operation
Control Wheel (ailerons & elevator)
Rudder/Brake (Rudder)
Flaps
Permit slower airspeed and a steeper angle of descent during landing approach
Braking System
Hydraulically actuated disc-type brakes
Hydraulic line connects each brake to master cylinder on each pilot rudder pedal
Hydraulic Fluid
MIL-H-5606 Mineral-based
Odor similar to penetrating oil and dyed red
Engine
Lycoming, 160 HP
direct drive, air-cooled, horizontally opposed, four-cylinder, carbureted engine
Four Strokes in each cylinder
Suck, Squeeze, Bang, Blow
Intake- piston starts downward travel, intake valve open & fuel-air mixture drawn into cylinder
Compression- intake valve closes, piston starts moving back to top of cylinder
Power- Fuel-air mixture ignited, cylinder pressure increase and forces piston downward away from cylinder head creating power that turns crankshaft
Exhaust- purge cylinder of burned gases. exhaust valve opens and piston moves toward cylinder again.
Carburetor
Process of mixing fuel and air in correct proportions to form combustible mixture
Vaporizes liquid fuel into small particles and mixes it with air
Carborator Heat
Allows unfiltered heated air from a shroud to be directed to induction air manifold prior to carburetor
Results in richer mixture, (less air for same amount of fuel), can cause decrease in engine power up to 15%
Mixture control
Regulates fuel to air ratio
To prevent mixture being too rich at high altitudes with decreasing air density. Also to conserve fuel and provide optimum power.
Fuel Injection System
Injects fuel directly into cylinders:
- Engine-driven fuel pump
- Fuel/air control unit
- Fuel Manifold valve
- Discharge nozzles
- Auxiliary Fuel Pump
- Fuel pressure/flow indicators
Ignition System
Two engine-driven magnetos and two spark plugs per cylinder
Fuel Used
100 LL Blue (100 Green Min)
Fuel System
Two 24 usable gallon tanks
Engine driven pump with an auxiliary electric fuel pump in case of failure, always on for take offs and landings
Can non-turbine piston engine be fueled with Jet A
Run briefly but detonation and overheating will soon cause power failure
Electrical System
14 volt 60 amp alternator
Secondary 12 volt battery
Powers:
Radio, turn coordinator, fuel gauges, pitot heat, interior and exterior lights
Ammeter
indicates flow of current, in amperes, from alternator to battery or battery to electrical system
Indicates charging rate of battery
Voltage regulator
Monitors system voltage, detects changes, and makes required adjustments in output of alternator to maintain a constant regulated system voltage
Cabin Heat
Fresh air, heated by exhaust shroud, directed to cabin through series of ducts
5 Functions of Engine Oil
Lubricates parts
Cools by reducing friction
Removes heat from cylinders
Seals between cylinder walls and pistons
Cleans by carrying off metal and carbon particles & other oil contaminants
Carburetor Icing
Vaporization of fuel + expansion of air passing through carburetor = sudden cooling of mixture
Water vapor squeezed out by cooling and if temp reaches freezing point or below moisture deposited as frost of ice in carburetor
First indication- loss of RPM
Will know if working if after initial loss, RPM rises and after turned off rises more
Icing favorable temp less than 70, humidity above 80%
Detonation
Uncontrolled, explosive ignition of fuel/air mixture within cylinders combustion chamber
Causes excessive temps and pressure, high cylinder head temps likely when operating at high power setting
Causes:
lower fuel grade
High manifold pressure + low RPM
high power settings + lean mixture
Steep climbs where cylinder cooling reduced
Preignition
Fuel/air mixture ignites prior to engines normal ignition event resulting in reduced engine power and high operating temperatures
Usually caused by residual hot spot in combustion chamber
Correct with reduction of power, reduce climb rate, enrich fuel/air mixture
No RPM drop while testing one magneto
P-lead not grounding on that side OR magneto failed and engine has been entirely running on other magneto
Ammeter continuous discharge
Alternator has quit producing a charge, circuit breaker should be checked and reset
If that doesn’t work, alternator should be turned off, pull breaker, turn off all non essential electrical power, land asap
Ammeter excessive rate of charge (more than 2 needles)
battery would overheat and evaporate electrolyte, possible explosion of battery
Turn off alternator, pull breaker, turn off all electrical equipment not essential, land asap
Low oil pressure but oil temp normal
Low oil pressure could mean insufficient oil
If temp continues normal a clogged oil pressure relief valve or gangue could be culprit
Land asap to check
Loss of power inflight
Best Glide
Best Field
Check carb heat, fuel tanks, fuel selector, mixture control, magnetos
Engine Fire
mixture idle, valve off, switch off, cabin heat and air vents off, increase descent
Engine fire on start up
Increase higher RPM for a few moments then shut down engine
If engine didn’t start set throttle to full, mixture idle, continue try engine start to put out fire by vacuum
Fire continue = turn off ignition, master switch, and fuel selector. Evacuate and get fire extinguisher.
Pitot Static System
Altimeter, Vertical Speed Indicator, and Airspeed Indicator
Altimeter
Measures absolute pressure of ambient air and displays in terms of feet above selected pressure level
Limitations of Pressure altimeter
Warm Day = pressure level higher, altimeter lower than actual altitude
Cold Day = indicates higher than actual altitude
Higher than standard pressure = indicates lower than actual altitude
Lower than standard pressure = indicates higher than actual altitude
High to low or hot to cold, look out below!
Absolute Altitude
Vertical distance of aircraft above terrain
Indicated Altitude
Read directly from altimeter uncorrected as set to current altimeter setting
Pressure Altitude
Adjusted to 29.92
(Used for computer solutions to calculate density altitude, true alt, true airspeed)
True Altitude
True vertical distance above sea level
(Used for elevations found on charts)
Density Altitude
Corrected for non standard temp variations
(Used for aircraft’s take off, climb, landing performance)
Airspeed Indicator
Pressure gauge; difference between impact pressure from pitot head and undisturbed atmospheric pressure from static source
Subject to proper flow of air in pitot static
Airspeed Indicator Errors
Position Error- static ports sensing erroneous static pressure, slipstream flow disturbing static port
Density Error- changes in alt and temp not compensated for by instrument
Compressibility Error- packing of air into pitot tube at high airspeeds, higher than normal indications
Indicated Airspeed IAS
Speed observed on airspeed indicator
Calibrated Airspeed CAS
Indicator reading corrected for position and instrument errors
TAS at sea level in standard atmosphere
Equivalent Airspeed EAS
reading corrected for position, instrument error and adiabatic compressible flow for particular altitude
True Air Speed TAS
Corrected for altitude and nonstandard temp, speed in relation to air mass in which its flying
Airspeed Limitations NOT ON AIRSPEED INDICATOR
Design Maneuvering Speed Va
Best Angle of Climb Speed Vx
Best rate of climb speed Vy
White Arc
Flap operating range
Lower A/S limit white arc
Vso stall speed landing
Upper A/S limit white arc
Vfe flap extension
Green arc
Normal operating range
Lower A/S limit green arc
Vs1 stall clean
Upper A/S limit green arc
Vno max structural cruising speed
Yellow arc
caution range (smooth air only)
Red line
Vne never exceed
Vertical Speed Indicator
Pressure differential instrument, vented to static system
Pressure inside instrument case changes slower than pressure in aneroid, as a/c ascends static pressure becomes lower and pressure inside case compresses aneroid moving pointer up showing climb in number of feet per minute
Not accurate until aircraft is stabilized because of restriction of airflow in static line
Gyroscopes
Turn coordinator
heading indicator
Attitude indicator
Two fundamental properties of gyroscope
Rigidity in space (fixed position in plane)
Precession- rate at which gyro processes is inversely proportional to speed of the rotor and deflective force
Vacuum System
Engine-driven vacuum pump provides suction which pulls air from instrument case
Normal pressure enters the case directed against rotor vanes to turn the rotor (gyro) at high speed. Air drawn into instrument from cockpit and vented outside.
Attitude Indicator
mounted on horizontal plane, depends on rigidity of space for operation
Horizon bar indicates true horizon, bar remains fixed as airplane pitched and banked
If pitch or bank limits exceeded the instrument will give incorrect indications until reset
Tiny errors- slight nose up and down indication during rapid acceleration & deceleration. And small bank and pitch error after 180 degree turn
Turn Coordinator
shows yaw and roll of aircraft around vertical and longitudinal axis
Indicates direction and rate of turn
Ball indicates whether plane is in coordinated flight, skid, or slip
Turn indicator slip
Ball is inside of turn, not enough rate of turn for amount of bank
Turn indicator skid
ball in tube is outside of turn, too much rate of turn for amount of bank
Magnetic compass
manetized needles fasted to a float assembly around which is mounted a compass card align themselves parallel to earths lines of magnetic force
At steeper bank angles, compass indications are erratic and unpredictable
Magnetic compass errors
Oscillation- erratics movement of compass card by turbulence
Deviation- electrical and magnetic disturbance in a/c
Variation- angular diff between true and magnetic north
Acceleration error/Northerly turn
Acceleraution Error
ANDS
Northerly Turn Error
UNOS
E/W Headings Accelerate
North
Decelerate
South
Undershoot
North
Overshoot
South
AHRS
Attitude and Heading Reference System
3 axis sensors
heading, attitude, and yaw info
Replace mechanical gyros for superior reliability
ADC
Air Data Computer
A/c computer than receives pitot pressure, static pressure and temp to calculate precise altitude, IAS,TAS, VSI, air temp
PFD
Primary Flight Display
One display that shows horizon, airspeed, altitude, VSI, trend, trim, rate of turn, etc.
MFD
Multi Function Display
Presents info in configurable ways, used with PFD
FD
Flight Director
Electronic flight computer,presents steering instructions on flight display
FMS
Flight Management System
Database for programming routes, approaches, departures and supplies navigation data
INS
Inertial Navigation System
Computer based navigation that tracks movement of aircraft via signals produced by onboard accelerometers
Magnetometer
Measures strength of earths magnetic field to determine aircraft heading
Effective dates for FMS/RNAV
Shown on start up screen
Two types of ADS-B
Automatic Dependent Suveillance Broadcast
Out- broadcasts a/c position, altitude, velocity, Ando their info to ATC
In- receipt, processing, and display of ADS-B transmissions
TIS-B
Traffic Information Services Broadcast
Broadcast of ATC derived traffic info to ADSB equipped a/c from ground radio stations
Not used for collision avoidance, may receive TIS-B of themselves if doing maneuvers, may see duplicate traffic symbols, less often traffic reports than ADS-B, a/c without transponder will not be displayed as TIS-B Traffic
