Sky Army Flashcards
AEROMEDICAL FACTORS:
HYPERVENTILATION
excessive breathing rate leads to an abnormal loss of CO2 from the blood.
SPECIAL USE AIRSPACE:
- PROHIBITED AREA - an area where the flight of an aircraft is prohibited
- RESTRICTED AREA - an area where flight is not prohibited but is very dangerous to fly through without contacting the controlling agency
- WARNING AREA - an area that extends 3NM off the coast of the US. May be hazardous to non-participating aircraft
- MILITARY OPERATIONS AREA - airspace of defined vertical and lateral limits established to separate training activities from IFR traffic
- ALERT AREA - an area that contains a high volume of pilot training or an unusual type of aerial activity
- CONTROLLED FIRING AREA - contain activities that could be hazardous to non-participating aircraft, operations suspended immediately if and when an aircraft approaches.
FRONTAL ACTIVITY:
COLD FRONTS
Cold fronts are cold, dense air masses that encounter warm, light air masses, pushing the warm air up into the atmosphere. You can think of a cold front as a snowplow on a truck, pushing the snow, or in this case, the warm air, up and out of the way. Along the steep edge of a cold front, you’ll often find cumulus and cumulonimbus clouds, because of the rapidly rising air. This is why cold fronts are associated with squall lines, thunderstorms, frontal turbulence, and overall bad weather.
AEROMEDICAL FACTORS:
SPATIAL DISORIENTATION
vestibular system is “confused,” lack of orientation with reference to position, attitude, or movement in the airplane.
- Daytime Illusions: use examples of RWY width, upsloping + downsloping terrain.
- Nighttime illusions: Autokinesis, Black Hole approach, False Horizon
AERONAUTICAL DECISION MAKING:
CHECKLIST SUMMARY
3 P’s
5 P’s
ALL THREE CHECKLISTS USED IN LINE WITH 3 P’s:
PERCEIVE, PROCESS, and PERFORM!
FIVE P’s CHECK USED AT ANY TIME AT KEY DECISION POINTS DURING THE FLIGHT TO MAKE THE APPROPRIATE DECISION REQUIRED BY THE CURRENT SITUATION. Plan Plane Pilot Passengers Programming
AIRCRAFT BASIC SYSTEMS:
CARBURETOR (FLOAT-TYPE IN N3VA)
Outside air flows through an air filter, then flows into the carburetor through a venturi. The fuel then flows into the airstream where it is mixed with the flowing air. It is then drawn through the intake manifold and ignited. The flow of the fuel-air mixture to the combustion chamber is controlled by the throttle.
AEROMEDICAL FACTORS:
SYMPTOMS OF HYPERVENTILATION
- Similar to Hypoxia, but include:
- Cramping
- Clinching of the phalanges
HIWAS
hazardous inflight weather advisory service
LOGGING TIME
Must document and record:
- Training / Aeronautical Experience for certificate, rating, or flight review.
- Currency
- Checkride!!! PROOF OF TRAINING!!!
AEROMEDICAL FACTORS:
CARBON MONOXIDE POISONING
CO, a colorless, odorless, and tasteless gas found in exhaust fumes, can be inadvertently inhaled while flying, reducing the ability of blood to carry oxygen.
- It could occur when aircraft heater vents provide CO a passageway into the cabin, especially if the engine exhaust is leaking or broken, as it flows in with the air coming over the manifold.
- At the first sign of gas in the cockpit (exhaust odor), the heater should be SHUT OFF, and all air vents should be OPENED.
- CARBON MONOXIDE POISONING SYMPTOMS:
- Headache
- Blurred Vision
- Dizziness
- Drowsiness
- Loss of muscle power
FRONTAL ACTIVITY:
WARM FRONTS
Warm fronts occur when a faster-moving warm front encounters a slower cold front, and the warm air pushes up and over the colder air, because the warm air is less dense. Lifting action with warm fronts is much more gradual than with cold fronts. But there is also some bad weather associated with warm fronts. Rain or other precipitation from a warm front falls into the colder air below, causing widespread precipitation, fog, low ceilings / visibilities, and heavy snow (during cold months). And if the warm front moves slowly across the ground, you’ll often find several days of poor weather and IFR conditions.
MICROBURSTS
- Intense local downdrafts which spread in all directions from the downdraft center upon reaching the surface. This causes both vertical and horizontal wind shears which are extremely hazardous to all aircraft at low altitudes. Can be undetectable, but often occur beneath TS and visible rain or virga.
- The pilot would, upon entering a microburst, first encounter a performance enhancing headwind, causing a higher airspeed indication and increased AoA.
- There would then be an extreme and sudden increase in descent rate, and a decrease in AoA.
- Those winds would quickly turn into an extreme tailwind, which could increase landing distance, float, and approach speed with no time to react on final approach.
METAR
an aviation routine weather report - broadcasted every out for particular airports
AERONAUTICAL DECISION MAKING:
TEAM CHECKLIST
- Transfer: Should the decision be transferred to someone else?
- Eliminate: Can you eliminate the hazard?
- Accept: Do the benefits outweigh the costs if we accept the risk?
- Mitigate: What can you do to mitigate the risk?
PERFORM RISK MANAGEMENT USING TEAM!!!!
SIGMET
- significant weather that is potentially dangerous to all aircraft showing severe turbulence, icing, dust, or sandstorms that reduce visibility below 3SM.
- Given identifier November through Yankee. -Valid for 4 hours, or 6 hours if related to a hurricane.
- CONVECTIVE SIGMET is showing convective weather activity such as sfc winds greater than 50 knots, tornadoes, lines of TS, embedded TS, hail measuring greater than 3⁄4 inches in diameter.
- Issued at 55 minutes past the hour, valid for 2 hours.
AERONAUTICAL DECISION MAKING:
DECIDE MODEL
- Detect: detect that a problem has arisen when a change occurs
- Estimate: estimate the need to react to the change and the severity or impact of the
problem - Choose: determine the desirable outcome and choose a course of action
- Identify: identify solutions that will get you to the objective
- Do: select a suitable method of getting to the desired outcome
- Evaluate: evaluate the decision to see if it was correct
APPLIES TO ADM BECAUSE IT PROVIDES THE PILOT WITH A LOGICAL WAY OF MAKING DECISIONS TO COME TO A SUCCESSFUL RESULT!!!
PROG CHART INTERPRETATION
WIND BARBS
- Indicates the direction from which wind is blowing in true direction
- SHORT BARB = 5 KNOTS
- LONG BARB = 10 KNOTS
- PENNANT = 50 KNOTS
- REDBARB=GUSTS UP TO…???
RECENT FLIGHT EXPERIENCE
- To carry passengers (day):
- Must have made 3 TO’s + L’s in the preceding 90 days as the sole
manipulator of the flight controls, and in the same category, class, and type if a type rating is required. If the flight will be in a tailwheel, the takeoffs and landings must be done in an airplane with a tailwheel. - To carry passengers (night):
- Must have made 3 TO’s + L’s to a FULL STOP within the period beginning 1 hour after sunset and ending 1 hour before sunrise in the preceding 90 days, as the sole manipulator of the controls in the same category, class, and type if a type rating is required.
FRONTAL ACTIVITY:
OCCLUDED FRONTS
Occluded Fronts = NOT so great for flying. They happen when cold fronts catch up and overtake warm fronts ahead of them. The end result is two fronts in one area, one at the surface, and one aloft / above the other. Since this type of front is so unstable, you often see widespread cloudiness, precipitation, and TS (may be embedded). There are two types of occluded fronts: 1) In a cold front occlusion, cold air pushes underneath a warm air mass, forcing it skyward. 2) In a warm front occlusion, the warm air overruns colder air. But in both cases, warmer air is lifted between the two air masses. Fronts can be complex, but with a good understanding of the weather that is associated with each of them, it will be much easier for you to plan your next flight.
PROG CHART INTERPRETATION
- GRAY LINES surrounding pressure systems: CENTRAL PRESSURE OF EACH HIGH AND LOW, GIVEN IN MILLIBARS
- ORANGE DASHES extending from pressure systems: TROUGHS EXTENDED FROM THE PRESSURE SYSTEM
AERONAUTICAL DECISION MAKING:
PAVE CHECKLIST
- PILOT in Command: “Am I ready for this flight?” IMSAFE Checklist!
- AIRCRAFT: What limitations will the aircraft impose upon the trip? Right aircraft? Familiar
with aircraft? Equipped? Sufficient fuel, weight + balance, and ceiling? - enVironment: taking into account weather, terrain, airport, airspace, and nighttime
conditions. - External Pressures: influences that create a sense of pressure – could be at the
expense of safety.
USED FOR PERCEIVING HAZARDS PREFLIGHT PREPARATION!!!!
AEROMEDICAL FACTORS:
MIDDLE EAR AND SINUS PROBLEMS
Middle ear pressure expands and contracts which can cause the inability to equalize, usually due to sinus congestion, ear infections, previous ear problems, or an upper respiratory infection.
- MIDDLE EAR / SINUS SYMPTOMS:
- Temporary loss of hearing
- Fullness in the ears
THUNDERSTORMS (TS)
- Three stages:
- CUMULUS STAGE: lifting action of the air begins. Strong updrafts prohibit
moisture from falling. - MATURE STAGE: Drops of moisture are too heavy for the cloud to support,
begin falling as precipitation. Causes downward motion of the air in the storm.
This increases surface winds and decreases temperature. - DISSIPATING STAGE: Starts when vertical motion of the cloud slows down.
Downdrafts spread out and replace updrafts needed to sustain the storm
AIRSPACE:
CLASS B
- airspace from the surface to 10000’ MSL, consists of the surface area and two or more layers resembling an upside down wedding cake at times.
- EQUIPMENT: TWO WAY RADIO AND TRANSPONDER WITH ALT. REPORTING CAPABILITY.
- ENTRY REQUIREMENTS: ATC CLEARANCE
- Must hold a private pilot certificate (Student pilot may operate in the airspace around the primary airport if training for certification and if some regs are met).
- MODE C VEIL: surface up to 10000’ MSL, within 30 nm, aircraft must be equipped with automatic pressure altitude reporting equipment having MODE C capability.
Airplane Docs
ARROW
Airworthiness Cert - never expires.
Registration Cert - valid until it is damaged/unusable, sold, or owner dies.
Radio license - only needed if you are outside of America (Int’l Flights).
Operating limits
Weight and balance - for the aircraft, must be the most recent
AIRCRAFT BASIC SYSTEMS
Know how to DRAW and EXPLAIN systems, including:
- PITOT STATIC SYSTEM
- VACUUM SYSTEM
- FUEL SYSTEM
- ELECTRICAL SYSTEM
- POWERPLANT / PROPELLER
LOAD FACTOR
The amount of force applied to an aircraft to deflect its flight from a straight line which produces a stress on its structure.
AEROMEDICAL FACTORS:
FLYING AFTER SCUBA DIVES
- Altitudes below 8000 feet: 12 hours if no controlled ascent was made 24 hours if controlled ascent was made
- Altitudes above 8000 feet: at least 24 hours after any scuba dive.
AIRCRAFT BASIC SYSTEMS:
CARB ICE
occurs due to decrease in air pressure in the venturi, causing a sharp drop in temperature in the carburetor.
- First sign is LOSS OF RPM!!!
