Private Pilot I Final Flashcards
Day VFR required equipment
(1) Airspeed indicator
(2) Altimeter
(3) Magnetic compass
(4) Tachometer (5) Oil pressure indicator
(6) Oil temperature indicator
(7) Fuel pressure indicator
(8) Fuel quantity indicator - each tank
(9) Volt-ammeter
(10) Elevator/rudder trim indicator
(11) Alternator
(12) Safety restraint - each occupant
Night VFR
1) All equipment required for Day VFR
(2) Position lights
(3) Instrument lights
(4) Anti-collision (strobe) lights
Airplane Lights
Strobe Lights-anti-collision lights (Flashing white lights)
Recognition lights
NAV lights
Fin Strobe lights
Right wing tip contains green light
Left wingtip contains red light
Tail has white light
Class G (1,200 feet or less above the surface (regardless of MSL altitude)
1 SM and clear of clouds
Class G (More than 1,200 feet above the surface but less than 10,000 feet MSL)
1 SM and 500 feet below.
1,000 feet above.
2,000 feet horizontal.
Class G (More than 1,200 feet above the surface and at or above 10,000 feet MSL)
5 SM and 1,000 feet below.
1,000 feet above.
1 statute mile horizontal.
Engine Fire During Start
Starter >Crank Engine
Mixture> Idle cut-off
Throttle> Open
Electric Fuel Pump> Off
Fuel Selector > Off
Abandon if fire continues
Engine Power Loss during takeoff
If sufficient runway remains for a normal landing, land straight ahead.
If insufficient runway remains
Maintain safe airspeed
Make only shallow turn to avoid obstructions
Flaps as situation requires
If sufficient altitude has been gained to attempt a restart:
Maintain safe airspeed
Fuel selector> Switch to tank containing fuel
Electrical Fuel Pump > Check ON
Mixture> Check Rich
Carburetor Heat> ON
If power is not regained, Proceed with Power off landing
Engine Power Loss IN Flight
Fuel selector > Switch to tank containing fuel
Electric Fuel Pump> ON
Mixture> Rich
Carburetor Heat> ON
Engine Gauges> Check for indication of cause of power loss
If no fuel pressure is indicted check tank selector position to be sure it is on a tank containing fuel.
if power is not restored, prepare for Power off landing Trim for 73 KIAS
POWER OFF Landing
Locate suitable field
Establish Spiral Pattern
1000 ft. above field at downwind position for normal landing approach
When field can easily be reached slow to 63 KIAS for shortest landing.
Touchdowns should normally be made at lowest possible airspeed with full flaps
When committed to power off landing
Ignition>Off
Battery Master Switch> OFF
Alternator Switch> OFF
Fuel Selector> OFF
Mixture> idle cut-off
Seat belts and harnesses> Tight
Fire in Flight
Source of fire> Check
Electrical fire (smoke in cabin):
Battery Master Switch > OFF
Alternator Switch> OFF
Vents> Open
Cabin Heats> OFF
Land as soon as practical
Engine fire:
Fuel selector>OFF
Throttle> Closed
Mixture> Idle cut-off
Electrica fuel pump> Check off
Heater> OFF
Defroster> OFF
Proceed with power OFF Landing procedure
Loss of oil pressure
Land as soon as possible and investigate cause Prepare for power off landing
Loss of Fuel Pressure
Electric fuel pump> ON
Fuel selector > Chek on tank containing fuel
High Oil Temperature
Land at nearest airport and investigate the problem
Prepare for power off landing
Electrical Failures: Note, Anytime the bus voltage is below 25 Vdc, the Low Bus Voltage Annunciator will be illuminated
ALT annunciator light illuminated:
Ammeter> Check to verify inop. alt
If ammeter shows Zero:
ALT switch> OFF
Reduce electrical loads to minimum:
ALT circuit breaker> Check and reset as required
ALT switch> ON
If power not restored:
ALT switch> OFF
If alternator output cannot be restored, reduce electrical loads and land as soon as practical. Anticipate complete electrical failure. Duration of battery power will be dependent on electrical load and battery condition prior to failure
Electrical Overload (Alternator over 20 amp above known electrical load)
ALT switch> On
Battery Master switch>Off
If alternator loads are reduced:
Electrical load> Reduce to minimum
Land as soon as practical
If alternator loads are not reduced:
ALT switch>OFF
BATT switch> As required
Land as soon as possible. Anticipate complete electrical failure
Spin Recovery
Rudder> Full opposite to direction of rotation
Control Wheel> Full forward while neutralizing ailerons
Throttle> Idle
Rudder> Neutral (when rotation stops)
Control wheel> As required to smoothly regain in flight attitude
Open door: If both upper and lower latches are open, the door will trail slightly open, and airspeed will be reduced slightly
To close the door in flight:
Slow airplane to 89 KIAS
Cabin Vents> Close
Storm window> Open
If upper latch is open> Latch
If side latch is open pull-on arm rest while moving latch handle to latch position.
If both latches are open> latch side latch then top latch
Engine Roughness
Carburetor Heat> ON
If roughness continues after one min:
Carburetor Heat> OFF
Mixture> adjust for Max smoothness
Electric Fuel pump> ON
Fuel Selector> Switch tanks
Engine Gauges> Check
Magneto switch> L then R then Both
If operation is satisfactory on either on either magneto, continue on that magneto at reduced power and full Rich mixture to first airport. Prepare for power off landing
Carburetor Icing
Carburetor Heat>ON
Mixture> adjust for max smoothness
Primary flight controls
Ailerons, Elevator, and Rudder
Secondary flight controls
flaps, Trim, Spoilers
Airfoil
Shape of an object when moving a force. Helps to produce lift. A structure with curved surfaces designed to give the most favorable ratio of lift to drag in flight, used as the basic form of the wings, fins, and horizontal stabilizer of most aircraft.
Lift
Upward force created by airflow as it passes over an airfoil. (Opposing force)
Bernoulli principle
As the velocity of a fluid increases its pressure decreases. (Better performance closer to the ground)
Newton’s third law
For every action there is an equal opposite reaction
Pilot control of lift
Air density is constant, Only can control where we fly and not the density. Coefficient of lift and velocity are constant can be changed. Velocity can be changed as well
AOA (Area of Attack)
Angle between the chord line and the relative wind (opposite direction of the flight path).
Notes for AOA
Increasing AOA increases lift
Airplane stalls at the same AOA
Stall strips
create a controlled stall across the wing, At the root and not the wing tip. (If there is not stall strip the airflow will stay attached longer.
Low AOA
stagnation point is at the leading edge
High AOA
stagnant point is under the wing, increases velocity and angle of attack. Causes the air flow to separate before the wing reaches the critical AOA
Turbulent flow
separates from the wing sooner, along the area of the wing.
the fluid does not flow in parallel layers, the lateral mixing is very high, and there is a disruption between the layers.
is characterized by the irregular movement of particles (one can say chaotic) of the fluid.
Laminar flow
stay close to the wings and adheres.
Is the smooth, uninterrupted flow of air over the contour of the wings, fuselage, or other parts of an aircraft in flight. Laminar flow is most often found at the front of a streamlined body and is an important factor in flight.
Critical AOA
Greatest amount of lift the plane can produce without stalling.
Stall
There is not enough air flow to produce that AOA. Increasing AOA the air flow can go over the wing. No longer follows the curvature of the wing (Turbulent airflow)
Boundary layer
sticks to the upper surface of the wing
Note about lift airspeed
Faster we go the more lift that is produced. Double airspeed we are going to quadruple lift
Weight
combined load of the plane. (opposes lift, always points down to the center of the earth due to gravity)
Notes about weight and lift
Straight and level flight Weight should be equal to lift (equilibrium)
If lift becomes less than weight you lose altitude
If weight is less than lift you gain altitude
Maneuvering speed
88 to 111
Note:
Maneuvering speed decreases with weight.
Apply more force with heavier weight
Thrust
forward acting force (opposes drag)
Newtons 2nd law
Force equals mass times acceleration. Mass of the air is moving opposite of the flight directional path
Note: Heavier airplane you are producing more thrust
Prop wash
The force or wind generated behind a propellor
Note about propellor
Propeller is an airfoil. Blade angle varies from the root to the wing. Root has more curvature and has less space to travel moves slower. Wing tip has greater distance to travel and moves faster.
Note about Propellor part 2
Twisting propeller provides more lift creates uniform thrust
Large AOA and pressure differences across the propeller
Faster air results in lesser pressure in front of the propeller and more pressure behind the propeller
Note about thrust and drag
Maintaining a constant airspeed requires and even thrust and drag. (Equilibrium)
Drag
Rearward acting force, disrupted airflow, drag goes back. Acts rearward
Parasite Drag
created by an aircraft surface which interferes with the smooth airflow over the plane. Drag increases as airspeed increases.
Form drag
Results from an object general shape
Interference drag
Generated by the mixing of different airflows. An airflow hitting different spots of the aircraft and mixing together. Very pronounced at sharp angles. At the sharp angles it breaks the laminar air flow.
Skin friction drag
Generated by aircrafts rough surface creating drag
Induced Drag
byproduct of lift, wingtip vortices. Occurs whenever lift is produced. Decreases when airspeed increases
Downwash
Source of induced drag, vortices increase the drag due to the energy spent and producing the turbulence. Point relative downward. Lift is perpendicular to the wind
Vortices
increases the downwash. Greater when up in flight
Ground Effect
Area reduced, induced drag. Ground limiting the downwash and flattening it out. Pushes lift vector up causing us to float down the runway. Causes induced drag to reduce
Note on induced drag
Greater size and intensity cause more of an induced drag and downwash
Aspect ratio
ratio of the wing length to its chord. Wing tips have less area to cover, less downwash and less induced drag. More of AOA. Not enough of maneuverability.
Wing tip vortices
occurs whenever wings produce lift, strength of the force is determined by the shape of the wing. Greatest when plane is heavy, clean, and slow. Keep a High AOA (High pitch)
Axis of flight-
Lateral, longitudinal, vertical
Lateral
Wingtip to Wingtip. Controlled by pitching (elevator Stabilizer
Longitudinal
Nose to tail. Roll (ailerons)
Vertical
passes through the center of gravity. Yaw (Rudder)
Climb
Increasing AOA, lift is greater than weight momentarily, increase power
Descent
Increase speed, decrease AOA, Weight is more than lift momentarily. Take power out for more control
Turning plane
Lift is acting inward and upward. Two components
Vcl
vertically and opposes weight
Hcl (Horizontal component)
Acts horizontal turns the plane and moves horizontal. Acts opposite to centrifugal force
Centrifugal
Force acting outward of a body moving around a center.
Maintain altitude
increase pitch until the weight is acting straight down.
airspeed note:
Steeper bank loses more airspeed. Use power so airspeed isn’t lowered.
Rate of turn
Number of degrees an airplane
Radius of turn
Combination of bank and angle of speed. Increasing airspeed
Slip-
rate of turn is too slow for the angle of the bank. Plane is yawed outside the turning path. To re-coordinate you need to decrease or increase rate of turn.
Skid
Rate of turn is too great for the bank angle. The plane is yawed inside the turn. Centrifugal force
Reduce the rate of turn or increase the angle of bank
Torque
maintain centerline with right rudder. Commonly when take-off.
P Factor
Asymmetric propeller loading, downward moving blade generates more thrust and has higher AOA. Takes a bigger bite of air than the ascending blade. Occurs during high AOA. Shift thrust to the right causing a yaw to the left
Gyroscopic procession
Feel force 90 degrees from where the force is happening
Procession
tilting turning tendency of the gyro
Spiraling slipstream
at high speeds of rotation that go all the way back to the left rudder causing the plane to yaw to the left
Adverse Yaw
Aircraft wants to yaw in the opposite directions of the turn. Caused by an uneven distribution of lift over the wings.
Load factor
Amount of load placed divided by the total weight of the plane. Load factor of three. You can overload the plane causing damage to the plane
Stall part 2
lost of lift over the wings. Exceeding critical AOA. Turbulent air over the wing in upper and lower cambers. Most likely to occur in private and commercial likely to happen in the pattern.
Stall note:
Things to consider- Take into account weight, bank, pitch
How to know: Buffeting, less effective control, hearing the stall warning
Spin
Stall in an uncoordinated condition. Combination of roll and yaw. Uncoordinated yaw and ailerons
Entry
ingredients for a spin. Improper coordination, slow speed high AOA
Incipient
transition to a stall to a spin
Developed
Aerodynamic forces are developed
REAP
Rudder Full Opposite (Neutralize when rotation stops)
Elevator Forward (Break stall)
Ailerons Neutral (equalize AOAs)
Power Idle
Climbing Flight
Forces in level flight
Increase thrust
Increases A/S
Increase Lift (V^2)
Increase parasite Drag
Forces in climb
Increase thrust & Pitch Nose up
Increases AOA & Lift A/S stays constant
Increased Induced Drag
Left turning Tendencies
Torque (or anti-torque effect)
Adverse Yaw Tendency
Rudder is used to overcome adverse Yaw and coordinate the turn
Airworthiness
FAA official authorization allowing for the operation of flight. (Don’t expire as long as the aircraft is up to date on maintenance)
Maintenance requirements
These state that any u.s registered aircraft (91.401 91.403 91.405 FAR AIM.) Owner or operator is responsible to keep the aircraft in maintenance. Have all required inspections done. Aircraft must be prepared before you bring it back in. No one can fly a plane that has had recent maintenance
Maintenance side notes:
No person may carry
Make operational checks
Pilot is responsible for verifying that the plane is good to go
Annual
done 12 calendar months due a year the day the end of the month. Must be performed by A&P w Inspector authorization. Found in engine, airframe, and propeller
VOR
Every 30 days, date, degree of bearing error, place you did it, and signature of pilots. Only required for IFR operations. Private Pilots or greater can do a VOR check. In Class B airspace it is required for VFR
100 Hour
Maintenance time. Only have to be done for operations for hire. Can exceed this to up to 10 hours fling to a place where an inspection can be done. The time exceeded will count towards the next 100 hour. Has to be done by A&P mechanic
GPS
Required after every 56 days or 28 days if used for nav purposes. Can be done by anybody. Can’t be found in any sections of the binder
Altimeter/pitot static
due every 24 calendar months. Must be done by a certified avionics shop. IFR only. Find it in avionics section
Transponder
24 calendar months. Must be done by a certified repair station. Found in avionics section
ELT(Emergency Locator Transmitter)
Every 12 calendar months. Battery must be replaced after an hour of use or half of usable battery life. Hour of use can come from testing. Test it five minutes after the hour. Must be done by an A&P mechanic
Engine
Airframe
Avionics
Propeller
Progressive inspection
Minimize downtime, used by flight schools. Divide it into four sections. Every 50 hours of maintenance use it goes down. 4 inspections of 50 hours (200 hours). Has to be done within 12 calendar months. Can’t overfly that. Once a maintenance plane hits 50 hours the aircraft has to go down for maintenance.
Preventative maintenance
Can be performed by anybody that holds a pilot’s certificate
Replenishing hydraulic fluid.
Replacing bulbs in the plane. Servicing landing gear. After you do the maintenance you have to make an entry in the maintenance section in the logbook. The date of completion, certificate, certificate of the person.
Airworthiness Directives
Legally enforced rules, put in place by the FAA to correct for unsafe conditions. You have to comply.
One time
one time modification
Multiple times are scheduled
Service bulletin
contains recommendation from manufacturer. Advisory from the manufacturer to address a problem with the plane. The problem should be fixed.
Maintenance records
Owners and operators should keep up with records Pilots should keep up with the maintenance records.
VFR requirements
C-compass
A-airspeed indicator
A-altimeter
A- anti-collision lights
F- fuel quantity gages
F- floatation devices
O- oil temperature gages
O- oil pressure gages
T- tachometer
M-manifold pressure gauges
E- Emergency Location Transmitter (ELT)
G- Gear position indicator
S-Safety Belts
Night F- Fuses L- Landing Lights A- Anti-collision lights P- Position Lights S- Source of power
Minimum equipment list
Allows for the operation of the aircraft with particular and operative that isn’t functional to still fly.
Individual equipment list (Master list)
FAA certification
Section Notes:
ELT Annual and 100 hour found in Airframe section
100 hour and annual found in engine as well. Not ELT
Tachometer
an instrument which measures the working speed of an engine (especially in a road vehicle), typically in revolutions per minute.
Mixture
A device for controlling the ratio between fuel and air entering an engine ‘s carburetor or fuel injection system.
Throttle
a valve for regulating the supply of a fluid (such as steam) to an engine especially
Detonation
The sudden release of heat energy from fuel in an aircraft engine caused by the fuel-air mixture reaching its critical pressure and temperature.
