Private Pilot Study Guide Flashcards
Private Eligibility Requirements: FAR 61.103
- Be at least 17 years of age
- Be able to read, speak, write, and understand English
- Hold a US Student Pilot certification
- Hold at least a third class medical
- Receive and log ground and flight training and given proper endorsements by and authorized instructor
- Pass the required knowledge and practice tests
- Meet the applicable aeronautical experience requirements from FAR 61.109:
40 hours of total time;
20 hours of authorized instruction
• 3 hours simulated instrument
• 3 hours XC
• 3 hours Night (consisting of 100NM XC at least 10 night T/O and landings to a full stop)
• 3 hours of practice preparation
10 hours of Solo
• 5 hours XC (Consisting of at least one 150NM XC of 3 different legs/3 airports, 1 leg greater than 50NM, with full stop landings)
• 3 T/O landings to a full stop at a field
Privileges and Limitations of a Pilot: FAR 61.113
- A private pilot may not pay less than the pro-rata share of the operating expenses of a flight with passengers, provided the expenses involve only
the fuel, oil, airport expenditures, or rental fees - Except as provided below, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or
property for hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft - A private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if: the flight
is only incidental to that business or employment; and the aircraft does not carry passengers or property for the compensation or hire - A private pilot who is an aircraft salesman and who has at least 200 hours of logged flight time
- A private pilot may act as pilot in command of a charitable, non-profit, or community event flight
- A private pilot of an aircraft towing a glider or unpowered ultra-light vehicle
Medical Requirements and Duration: 61.23
Calendar Months
Under 40 Over 40
1st Class - 12 6
2nd Class - 12 12
3rd Class - 60 24
Endorsements: FAR 61.31
61.31 E - Complex - Retractable gear, flaps, controllable pitch propeller (logged ground and flight training, found proficient in the airplane, and
received the appropriate logbook endorsements) Remember “E” stands for everything
61.31 F - High performance - Above 200 Horsepower (logged ground and flight training, found proficient in the airplane, and received the
appropriate logbook endorsement) “F” stands for fast
61.31 I - Tail Wheel - (logged ground and flight training, found proficient in the airplane, and received the appropriate logbook endorsement)
61.31 G - Pressurized Cabin - Service ceiling or max operating altitude above 25,000’ MSL (logged ground and flight training, found proficient in the
airplane, and received the appropriate logbook endorsement) “G” stands for gas
All endorsements require:
• Receive and logged both ground and flight training by an authorized instructor in same type aircraft;
• Receive a one-time endorsement from an authorized instructor
Currency Requirements: FAR 61.56 & 61.57
Accomplish a biennial flight review with an authorized instructor within the preceding 24 calendar months FAR 61.56
In order to carry passengers, pilot must log, within the preceding 90 days, 3 takeoffs and landings in the same category, class, and type aircraft (If tail
wheel or at night, takeoffs and landings must have been made to a full stop; if night flight, landings must be one hour after sunset) FAR 61.57
Physical Condition (IMSAFE): AIM 8-1-1
I - Illness: The safest rule is not to fly while suffering from any illness
M - Medication: Do not fly on medications (Even crew members should refrain from flying)
S - Stress: How do you know when you are stressed?
A - Alcohol: 8 hours bottle to throttle; Blood alcohol must be below 0.04%; never while under the influence
F - Fatigue: Acute (Short term) | Chronic (Long term) Sleep, Recovery, Sleep Apnea, etc.
E - Emotion/Eating: Hungry, Argument, Death, Divorce, Upsetting events, etc.
Note: Aircraft accident statistics show that pilots should be conducting preflight checklists on themselves as well as their aircraft for pilot impairment
contributes to many more accidents than failures of aircraft systems
Passenger Brief: (SAFETY
S - Seatbelt/Shoulder harness: fastened for taxi, takeoff and landing; Seat is adjusted and locked in place; How to unlock the seatbelt, etc.
A - Air Vents: Location and operation; Passenger discomfort; All environmental controls (what they can adjust or do they have any questions)
F - Fire Extinguisher: Location and operation (PASS) Pull, Aim, Squeeze, Sweep methods
E - Exit Doors (and Windows) How to secure and operate; Evacuation plan; Emergency equipment and locations; Emergency checklist
T - Traffic: Scanning, spotting and notifying the pilot; Sterile cockpit expectations
Y - Your questions: There are no dumb questions; I prefer you to ask because it is more fun
Aeromedical Hypoxia: AIM 8-1-2 & PHAK 16
Hypoxia - State of oxygen deficiency in the body sufficient to impair functions of the brain and organs
Hypoxic - Insufficient oxygen available to the lungs
Hypemic - Blood is not able to transport sufficient oxygen to the cells in the body (Usually due to anemia or carbon monoxide poisoning)
Stagnant - Oxygen deficiency due to inadequate blood circulation
Histotoxic - Inability of cells to effectively use oxygen due to drugs or alcohol
Symptoms: Can be seen between 12,000’ and 15,000’ Euphoria, loss of coordination, narrowed vision, headache, decreased reaction time, judgment,
memory, and dizziness
Treatment: Lower altitude, Emergency decent, Supplemental Oxygen)
Note: Other important factors to know area Middle ear & Sinus problems, spatial disorientation, visual & spatial illusions, motion sickness, stress,
fatigue, dehydration, and heatstroke
Hyperventilation
Carbon Monoxide Poisoning
Decompression Sickness
Scuba
Alcohol & Drugs
Hyperventilation - Result of excessive loss of carbon dioxide into the body (Caused by; Stress, Fright, pain in which one’s breathing rate and depth
increase leading to unconsciousness)
Symptoms: Light headed, suffocation, drowsiness, headache, tingling in extremities, visual impairment
Treatment: Slow and controlled breathing or talking aloud (Try to re-establish CO2 back into the body)
Carbon Monoxide Poisoning - CO prevents the hemoglobin from carrying oxygen to the cells, resulting in Hypemic Hypoxia (Your body can
absorb CO up to 200 times faster than oxygen) CO is odorless, colorless, produced by all internal combustion engines. Heater and defrost vents are
the passageways for CO to enter the cockpit (If you smell exhaust take action immediately)
Treatment: Fresh air vents on, open windows, turn off heater/defrost, and/or use supplemental oxygen
Decompression Sickness - Not enough time to for the body to rid itself of excess nitrogen absorbed from diving, nitrogen bubbles can form in the
bloodstream, spinal cord, or brain as pressure decreases with altitude (Typically causes joint pains).
SCUBA - A pilot or passenger who intends to fly should allow the body sufficient time to rid itself of excess nitrogen absorbed during diving.
Controlled ascent - Wait 24 hours; Non-controlled ascent below 8,000 - Wait 12 hours Non-controlled ascent over 8,000 - Wait 24 hours
Alcohol & Drugs 91.17 - No person may act or attempt to act as a crew-member of a civil aircraft; 8 hours after consumption, while under the
influence, while using any drug that affects the person’s faculties in any way contrary to safety; or while having an alcohol concentration greater than
0.04% BAC (Blood Alcohol Content)
Required Documents on Aircraft: FAR 91.203
A - Airworthiness Certificate (remains valid as long as the aircraft meets its approved type design, is in a condition for safe operation and
maintenance, preventative maintenance, and alterations are performed in accordance with CFR 14 Parts 21, 43, and 91)
R - Registration (expires three years after aircraft was registered or renewed - also expires: change of ownership, per request, registered in another
country, crash, or 30 days after death of the owner)
R - Radio licenses (required if operating outside the US, pilot & aircraft licenses, acquired from Federal Communications Commission –FCC)
O - Operator’s Handbook (Pilot Operating Handbook – POH) 91.9 & 91.25
W - Weight & Balance (Official updated/current W&B located in the POH) Type Certificate Data Sheet (TCDS) – Make Model
Required Inspections: AV1ATEES
A - Annual Inspection (Every 12 months – Inspect the Aircraft) 91.409(a)
V - VOR* (Every 30 days) AIM 1-1-3 thru 1-1-8 & 91.171
1 - 100 Hour (Required for hire every 100 hours of flight time (Overflown by 10 hours for maintenance to inspect the “airframe”) 91.4099(b)
A - Altimeter* (24 calendar months) 91.215 & 91.413
T - Transponder (24 calendar months) 91.215 & 91.413
E - Electronic Location Transmitter ((ELT) (12 calendar months)) 91.207(d)
E - ELT Battery (1 hour of cumulative use or 50% of useable life) 91.207(c)
S - Static* (24 calendar months) 91.411
* Only required for IFR flight
• An annual inspection may take the place of a 100 hour inspection, however the 100 hour will not cover an annual inspection
• 100 hour inspection may be signed off by an Aircraft Maintenance Technician (AMT) who holds an Airframe and/or Power-plant certificate
(A&P), but an AMT who is an Authorized Inspector (AI) may sign off on annual inspections
Required “DAY” VFR Equipment: 91.205(b)
A - Airspeed Indicator
T - Tachometer (Per each engine)
O - Oil Pressure Gauge (Per each engine)
M - Manifold Pressure Gauge (Per each engine)
A - Altimeter
T - Temperature Gauge (Only if liquid cooled)
O - Oil Temperature Gauge (Only if air cooled)
F - Fuel Quantity Gauge (Per Tank)
L - Landing Gear Position Indicator (Only if gears are retractable)
A - Ant-Collision Lights
M - Magnetic Compass
E - Emergency
Required “NIGHT” VFR Equipment: 91.205(c)
ATOMATOFLAMES + F - Fuses (One spare set or three spare fuses of each kind are required) L - Landing Lights (If for hire) A - Anti-Collision Lights P - Position Lights/Navigation Lights S - Source of Electricity
Night Operations
General Use - Use flashlights other than white light; Allow eyes to adjust for maximum visibility (Usually takes up to 30 minutes); Trust your
instruments (Don’t trust false horizons such as clouds or city lights); Be much more cautious; Peripheral vision is better at night; Use edge lights to
distinguish Runway and Taxiway; Reduced visibility makes it more difficult; Look closely for taxiways, signs, hold short lines, center lines, etc.;
Taxi slower to allow time for a quick stop;
Aircraft Lights – Use exterior lights to make aircraft on airport easier to see; Engines running (Rotating beacon); Taxing (Navigation lights, position
lights, anti-collision lights); Crossing runway (All exterior lights are illuminated); Line up and wait (All lights except for landing light); Cleared for
departure (All exterior lights illuminated); Be mindful of other pilots; Only use light/strobes if they will not hinder other pilots ability to see; Note: At
night it is suggested to remain off centerline to be more visible; Exposure to a sudden bright light after eyes have adjusted to the darkness can cause
temporary blindness (Be vigilant to others in areas of taxi, run-up, and areas whereas you could blind other pilots)
Minimum Equipment List (MEL): 91.213
List of equipment that can be inoperative and the aircraft still be airworthy - Check Type Certificate Data Sheet (TCDS)
ATP - Does not have MEL’s, however if equipment is inoperative;
• Remove equipment, make notation in the maintenance logbook, get a new weight and balance; or
• Placard equipment, make notation in the logbook, replace or fix with same type part, ensure that there is another notation in logbook which
indicates that the part was replaced or fixed and has returned to service, remove placard.
VFR Altitudes: 91.159
On magnetic course of 360* - 179* Fly odd thousands + 500’ (If cruising above 3000’ AGL)
On magnetic course of 180* - 359* Fly even thousands + 500’
Note: This is based on Magnetic Course (Whereas Magnetic Course is True Course corrected for Variation)
Special Flight Permit:
If an aircraft is not airworthy due to inoperative equipment, then a special flight permit can be issued. Special flight permits may only be issued by a
Designated Airworthiness Representative (DAR) and only if the aircraft is capable of flight. It is given so that the aircraft may be flown to a
maintenance location where repairs, maintenance, or alterations can be made (also to get a plane of a hazardous position). You need to contact your
local Flight Standards District Office (FSDO) to get one.
Airworthiness Directives & Form 337’s:
Used by the FAA to notify aircraft owners/operators of upcoming conditions that may prevent their aircraft from continuing to be airworthy
• Mandatory requirement - If not followed, aircraft will not be airworthy
• AD’s may be one time or reoccurring
• Regarding form 337’s pilot should look through maintenance records for documentation, FAA approval, and signature
Pressure Altitude
Pressure Altitude (PA) = Altitude above the standard datum plane; Altitude corrected for non-standard pressure
Equation; PA = 1000’ (29.92 – Current Altimeter Setting) + Elevation; Example: KGKY 1000(29.92 – 30.12 = -200)+628 field elevation = 428 PA
PA can also be determined by reading the displayed altitude after setting the Kollsman window on altimeter to 29.92
Note: Standard Datum Plane is a theoretical level where the weight of the atmosphere at sea level (SL) is 29.92” of Hg or 1013.2mb as measured by
a barometer and 15* C
Density Altitude (DA)
Pressure altitude corrected for non-standard temperature
As temperature increases; DA increases and air density decreases
• As altitude increases; DA increases and air density decreases
• As humidity increases; DA increases and air density increases (due to moisture in the air making a little more dense than dry air)
• As pressure increases; DA decreases and air density increases
Equation; DA = 120 (Current Temperature – ISA Temperature) +PA (Can also be calculated using E6B)
• A decrease in air density means a high density altitude and increase in air density means a lower density altitude
• The density of air has a significant effect on aircraft performance; Higher the density altitude the lower the aircraft performance - vice versa
• With a lower air density; Power is less, since the engine takes less air; Thrust is less, since the propeller is less effective in thin air; Lift is
less, because the thin air exerts less force on the airfoils
Oxygen Requirements: 91.211
12,500’ and below; Crew and passengers are not required to provide or use supplemental oxygen
12,500’ and above; Crew must be on oxygen during the duration of the flight above that altitude for greater than 30 minutes
14,000’ and above; Crew must be on oxygen at all times
15,000’ and above; Crew must be on oxygen & all passengers must be offered and have access to supplemental oxygen
Note: As PIC you are responsible for all crew and passengers, be wise and use oxygen at lower altitudes than the FAR regulation provides, to ensure
safety of passengers
ATC Light Signals: 91.125
COLOR AIR GROUND
Green - Cleared to land / Cleared for takeoff
Flashing Green - Return for landing / Cleared to taxi
Red - Give way to other aircraft / Stop
Flashing Red - Do not land (Airport unsafe) / Taxi clear of active runway
Red/Green Flashing - Exercise extreme caution (both)
White Flashing - Not Applicable / Return to starting point
Effects of forward Center of Gravity (CG)
Takeoff - Longer roll, harder to rotate
Landing - Potential for damaging nose gear
Cruise Speed - Slower cruise speed, an increase in drag and greater angle of
attack is required to maintain altitude
Stall Speed - Higher stall speed due to increased loading, and critical angle
of attack is reached at higher airspeed
Stability - More stable, because the CG is further from the center of
pressure, which increases longitudinal stability
Stall/Spin - Easier
Effects of AFT Center of Gravity (CG)
Takeoff - Quick rotation, may liftoff before having enough airspeed
Landing - Potential to flare too much and tail strike
Cruise Speed - Higher cruise speed due to reduced drag and a smaller angle
of attack required to maintain altitude
Stall Speed - Lower stall speed, because there is less wing loading
Stability - Less stable, because the CG is closer to the center of pressure,
which causes
Stall/Spin - More difficult
Minimum Safe Altitudes: 91.119
Except when necessary for takeoff and landing, no person may operate an aircraft below the following altitudes:
• Anywhere – An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface
• Over Congested Areas – 1000’ above the height of the heights the obstacle within a horizontal radius of 2000’ of the aircraft
• Other than Congested Areas – An altitude of 500’ above the surface except over open water or sparsely populated area (May not be
operated closer than 500’ to any person, vessel, or structure in these type areas)
Right of Way Rules: 91.113
Balloons; Gliders; Airships; Airplanes; Rotorcraft; *Aircraft towing gliders or refueling other aircraft has right-of-way over all engine driven aircraft
• General; See and avoid other aircraft (Weather permitting)
• Distress; An aircraft in distress has the right-of-way over all other aircraft
• Converging; Aircraft to the RIGHT have the right-of-way if same category; if different categories follow (BGAAR)
• Head on; Each aircraft should alter course to the RIGHT
• Overtaking; Aircraft being overtaken has the right-of-way; Aircraft overtaking another shall alter course to remain RIGHT and pass safely
• Landing; Aircraft on final have the right-of-way over others on the surface; When 2 aircraft are approaching final to land, the lowest
aircraft has the right-of way *Do not take advantage of any of the right-of-way rules (especially to cut in front of another aircraft)
Collision Avoidance: PHAK 14-28
See and avoid; Maintain vigilance at all times; The pilot is always responsible to see and avoid traffic; Never rely fully on ATC; Poor visual scanning
increases mid-air collision; Approaching aircraft have very high closer rates; Cockpit management (Study maps, checklists, manuals, before flight
with proper preflight planning); Visual obstructions in the cockpit (Move to see around blind spots and maneuver as necessary); Be more visible (Use
exterior lights); ATC Support (Use flight following, for radar traffic advisories whenever possible
Compass Errors
V - variation (true vs magnetic) D - Deviation (magnetic interference) M - Magnetic dip O - Oscillation (turbulence) N - Northerly turning errors A - Acceleration errors
Compass errors : Northerly Turning Errors
When turning form a north or south heading
U - Undershoot
N - North
O - Overshoot
S - South
*Heading North - Compass indicates opposite direction first “Lags” when turning to the left or right
Heading South - Compass indicates “Fast” accelerated movement towards left or right turns
Compass errors : Acceleration Errors
East or West heading
A - Accelerate
N - North
D - Decelerate
S - South
Heading West/East - Turning South/North is smooth
Aircraft Structure Components
Fuselage; Wings; Empennage; Landing Gear; Power plant
True Course
Measured clockwise from true North (Charts) with a plotter
True Heading
True Course corrected for wind (using E6B)
Magnetic Heading
True Heading corrected for Variation (Found on VFR Sectionals)
Compass Heading
True coarse corrected for variation
Magnetic Course
True course corrected for variation
Lift
Upward force generated by the wings
Weight
Downward force created by gravity.
Combined load of the airplane itself, the crew, the fuel, and the cargo or
baggage; Weight pulls the airplane downward because of the force of gravity (Opposes lift and acts vertically downward through the airplane’s
center of gravity a.k.a. CG)
Thrust
= Forward force produced by the power plant/propeller (Opposes or overcomes drag)
Drag
Force that limits the performance of the aircraft.
Rearward
retarding force that opposes thrust caused by the disruption of airflow by the wing, fuselage, or other objects (Acts in opposite direction of flight) *
Uncelebrated level flight, the sum of the upward forces are equal to the sum of the downward forces and the sum of the forward forces are equal to
the backward forces
Stall
Occurs when the smooth laminar airflow over the wing is disrupted, in which it separates from the surface of the wing resulting in loss of lift
• The aircraft will stall when the critical angle of attack (AOA) is reached
• The aircraft will start at higher airspeed under increased load factor
• Critical phases where a stall can occur; takeoff, landing, go around, and traffic pattern
Spin
– Is an aggravated, uncoordinated stall that results in autorotation about the vertical axis. Stages – Entry, incipient, developed, and recovery
• Both wings are stalled but one wing is stalled more than the other – Aircraft will spin in the direction of the “Most stalled” wing
• An airplane can spin at any airspeed or altitude
• Critical phases where a spin can occur; takeoff, landing, go around, and traffic pattern
• KNOW SPIN RECOVERY PROCEDURE; P- power idle, A- ailerons neutral, R – rudder opposite of spiral, E – elevator forward (PARE)
Relative Wind
The airflow that flows around the airplane as it travels through the air.
The relative wind is parallel to but opposite the aircraft flight path.
Load Factor
– The force applied to aircraft to deflect its flight from a straight line, whereas force produces stress on the structure
• LF is the ratio of the total air load acting on the airplane to the gross weight of the airplane
• LF is important to the pilot for two main reasons; 1. It is dangerous to overload the structure – an excessive load can result in the structure
failure of an aircraft 2. An increase LF increases the stall speed and makes stalls possible at seemingly safe speeds
Maneuvering Speed
The maximum airspeed at which full abrupt control inputs can be made, full deflection in one axis, without causing structural damage to the aircraft
• Speeds below maneuvering speed, the aircraft will stall before exceeding the design load limit factor
• Speeds above maneuvering speed, the design load limit factor will be exceeded before the aircraft stalls
• Va changes with weight (as aircraft gross weight increases, Va increases) AOA – heavier loaded aircraft must be flown at a greater AOA
than a lighter aircraft to maintain level flight. So the heavier aircraft is closer to its stall before reaching its structural load limit factor
Inertia – a heavier
Indicated airspeed (IAS)
Indicated on the airspeed indicator
Calibrated airspeed (CAS)
Indicated airspeed corrected for position errors
True airspeed (TAS)
Actual speed through the air, CAS corrected for non-standard temperature and pressure
Ground speed (GS)
Actual speed over the ground, TAS corrected for wind conditions
Mach number
The ratio of TAS to the local speed of sound
Indicated altitude
Altitude indicated on the dial when set to local pressure setting
