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Commercial Pilot > Stage 1 > Flashcards

Stage 1 Flashcards

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Charter Pilot (Part 135) - Oral flashcards
1
Q

Pilot Documentation

A

Valid Govt Photo ID
Pilot Certificate
Medical Certificate

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2
Q

Airplane Documents

A

A- Airworthiness
R- Registration
R- Radio Operation License
O- Operating limitation
W- W&B
P- Placards
D-Data Plate
C- Compass Deviation Card

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3
Q

Commercial Pilot Provileges

A

Carry passengers/property for hire on flights in excess of 50 nm.

Without IRA:
No passengers XC in excess of 50nm.
No passengers allowed at night.

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4
Q

To act as PIC

A

-Valid Medical
-Appropriately rated in category/class
-Successfully completed a flight review within preceding 24 calendar months

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5
Q

To carry passengers

A

Day- 3 TO and Landings within preceding 90 days
Night- 3 TO and landings to a full stop within preceding 90 days. (1 hour after sunset to 1 hour before sunrise)

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6
Q

Aircraft inspections

A

A- Airworthiness Directives (Issued by FAA)
A- Annual
V- VOR
I- 100 inspection
A- Altimeter
T-Transponder
E- ELT
S- Service Bulletin (Issued by Manufacturer)

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7
Q

Required Equipment (Archer)

A

Required equipment is FAR 91.205, and a headset for the operator POH 2-6. Limitations of G1000, are listed in the POH 2-13.

A- Airspeed indicator
T- Tachometer for each engine
O- Oil Pressure Gauge
M- Manifold Pressure Gauge
A- Altimeter
T- Temperature gauge for each liquid cooled engine
O- Oil temperature gauge for each air cooled engine
F- Fuel Gauge indicator
L- Landing gear position indicator
A- Anti Collision lights
M- Magnetic direction indicator
E- Emergency locator Transmitter (ELT)
S- Safety belts

FLAPS- VFR Night
F- Fuses
L- Landing light
A- Anti-collision light
P- Position lights
S- Source of electricity

Instrument required equipment: (GRABCARD)
•VFR day and night
•Generator/ Alternator
•Radio
•Altimeter
•Ball
•Clock
•Attitude Indicator
•Rate of turn indicator
•Directional Gyro (HSI)

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8
Q

Inoperative Equipment

A

Determine if the equipment is required, in order:
-Minimum Equipment List
-POH/KOEL
- Airworthiness Directives
-Required Equipment

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9
Q

Actions before operating the aircraft, with inoperative equipment?

A

-Inop equipment must be removed/deactivated.
-Log into maintenance records if removed or described by a mechanic.
-Placard “inop”
-PIC has final determination on whether plane is safe to fly.

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10
Q

Preventative maintenance

A

A holder of a Private pilot certificate may perform preventative maintenance. (Part 43 Appendix A(C))

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11
Q

Special Flight Permit

A

-Issued by Flight Standard Districts Office.
- For an aircraft that doesn’t currently meet proper airworthiness requirements, but is capable of safe flight.
-Only for the purpose of flying the aircraft to a point of repairs

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12
Q

Requirements for Airspace Entry

A

A- IFR Rated
B- Clearance, ADSB-Out, Mode C Transponder, 30nm Mode C Veil
C- Two way comms, Transponder, ADSB-Out, 10nm outer ring, 5nm inner ring
D- Two Way Comms
E- Mode C Transponder and and ADSB-Out above 10k’

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13
Q

Cloud Clearances

A

B- 3sm, clear of clouds
C/D- 3sm, 152
E-
•Above 10k’- 5111
•Below 10k’- 3152
G-
•Below 1200’ AGL-
Day- 1sm clear of clouds
Night- 3152
•Above 1200’AGL-
Day- 1152
Night- 3152

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14
Q

Non-standard Airspace

A

M- MOA
C- Controlled Firing Area
P- Prohibited
R- Restricted
A- Alert
W- Warning
N- National Security
S- Special flight rules area

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15
Q

Airspeed Limitations

A

Below 10k’ MSL- 250 KIAS
Class B- 250 KIAS inside, 200KIAS underneath
Class C/D- 2500’ AGL and within 4nm, 200 KIAS

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16
Q

Indicated altitude

A

Uncorrected altitude indicated on the dial when set to local pressure setting.

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17
Q

Pressure altitude

A

Altitude above the standard 29.92 ahh plane.

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18
Q

Density Altitude

A

Pressure altitude corrected for non-standard temperature.

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19
Q

True Altitude

A

Actual altitude above MSL

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20
Q

Absolute Altitude

A

Height above ground level

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21
Q

Indicated Airspeed

A

Indicated on the airspeed indicator

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22
Q

Calibrated Airspeed

A

IAS corrected for installation error and instrument error.

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23
Q

True Airspeed

A

CAS corrected for altitude and nonstandard temperature

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24
Q

Ground Speed

A

Actual speed over the ground. TAS corrected for wind conditions.

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25
Q

3 versions of Night time

A

Sunset to Sunrise- position lights required

End of evening civil twilight to beginning of civil twilight- 30 minutes after sunset, 30 minutes before sunrise

1hour after sunset to 1hour before sunrise- used for currency and carrying passengers.

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26
Q

VFR Altitude (Route Selection)e

A

Must comply above 3000’ AGL
East is odd 1000’s + 500
West is Even 1000’s +500

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27
Q

Pilotage and Deadreckoning

A

Pilotage- Knowing where you are by reading a map

Dead reckoning- knowing where you are by using time, ground speed, and distance

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28
Q

METAR

A

Current/observed weather updated every 50 minutes past the hour

Contains Dewpoint: Point at which the air becomes fully saturated. If dew point/temperature within 2° expect fog.

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29
Q

TAF

A

Terminal Aerodrome Forecast
•Forecast valid 24 hours, updated every 6 hours
•Only acceptable to use within 5sm of airport
If no TAF, use GFA tool

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30
Q

GFA Tool

A

Graphical Forecast Area
• available on aviationweather.gov
•Use when airport does not have a TAF
•Can see cloud coverage, ceiling, winds, storms, etc.

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31
Q

Flight Categories

A

Low IFR- Magenta, less than 500’ AGL, vis less than 1sm

IFR-Red, 500-1000 Ceiling AGL, Vis 1-3sm

Marginal VFR- Blue, Ceiling 1000-3000’ AGL, Vis 3-5sm

VFR- Green, Ceiling greater than 3000’ AGL, Vis greater than 5sm

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32
Q

Airport beacon

A

When lit, indicates either:
•IFR weather during the daytime
•Nighttime

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33
Q

Winds aloft

A

Forecast wind velocity and direction at various altitudes:

•Absence of winds- Airport elevation with 1500’ AGL

Absence of Temp- Airport elevation within 2500’ AGL

Temps assumed negative above 24k’

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34
Q

High Pressure System

A

•Rotate Clockwise, outward, downward
•Poor visibility
•Brings higher pressure/density

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35
Q

Low Pressure System

A

•Rotate counterclockwise, inward, upward
•Good visibility
•Includes precipitation because of higher humidity
•Lower pressure/density

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36
Q

Warm front

A

•Slow moving, so change in weather is gradual.
•Stratiform clouds
•Poor visibility because air is stable and calm
•Steady Precipitation

Like a warm fuzzy blanket, it covers whatever weather currently exists.

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37
Q

Cold Front

A

•Cumulus Clouds
•Possible Thunderstorms
•Showery Precipitation (in front of the cold front)

Think like a snow shovel, it pushes existing weather up. This creates unstable air.

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38
Q

Stationary Front

A

•When a cold and warm front meet and stop movement.
•Lingers for a long time

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39
Q

Occluded Front

A

•When a fast-moving cold front catches up to a slow moving warm front.
• Classified cold or warm based on what is in contact with the ground, before the warm occlusion begins.

Brings unfavorable weather conditions:
TCU, light moderate or heavy precipitation, poor visibility in precipitation, rapid temperature drops.

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40
Q

Types of thunderstorms

A

•Air mass thunderstorms (Scattered, Common during summer afternoons)
• Severe Thunderstorms (Wind gusts 50+KTSM, hail 3/4 +in, tornadoes)
• Single cell- less than 1 hour
•Supercell- 2 hours
•Multi cell- compact cluster of thunderstorms
• Squall lines ( worst of the worst)
•Frontal thunderstorms

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41
Q

Microburst

A

•Horizontal distance of 1nm or less
•Vertical distance of 1000ft or less
• No longer than 15 minutes
•Downdrafts up to 6000’ ft/min

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42
Q

AIRMET

A

•Valid for 6hrs
• Contains moderate weather conditions

3 types of AIRMETS-

•Tango- Turbulence, surface winds greater than 30kts, Low- level wind shear
•Sierra- Mountain Obscurations, IFR conditions
• Zulu- Freezing, Cannot fly in known icing conditions (91.527)

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43
Q

Types of Ice

A

Clear-
•Forms when larger water droplets spread and freeze over a surface. Most dangerous because it’s hard to see and heavy!
Rime-
•Forms when smaller droplets freeze immediately when contacting aircraft surface. Appears milky white.
Mixed-
•Mixture of clear and Rime.

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44
Q

SIGMET

A

Significant Meteorological Information
•Valid 4 hours
• Will affect safety of all aircraft
• Severe or greater turbulence
•Severe or greater icing
• Dust or Sandstorms
•Volcanic Ash
•Hurricanes

45
Q

Convective SIGMET

A

SIGMET related to convective activity
•Valid for 2 hours
•Thunderstorms
• Winds greater than 50kts
•Hail greater than 3/4in diameter
•Tornadoes

46
Q

Ingredients for a Thunderstorm

A

•Moisture
•Uplifting action
•Unstable air
(Normal temp decrease 2° Celsius per 1000’, Unstable is 3° per 1000’)

47
Q

Stages of Thunderstorm

A

•Cumulus- Large updrafts, Clouds are building in form and height

•Mature- Most dangerous, Both Up/Downdrafts, Extreme Precipitation, Lightning

•Dissipating- Mostly downdrafts, Contains possible microburst, storm weakens in intensity

48
Q

Moisture

A

• Humidity- moisture content in the air

•Relative Humidity- actual amount of moisture in the air compared to the total amount that could be present at that temperature

49
Q

Four Groups of clouds

A

•Low
•Middle
•High
• Clouds with vertical development

50
Q

Four names of clouds

A

•Stratus- Sheet-like
•Cumulus- Puffy
•Cirrus- Wispy
•Nimbus- Rain

51
Q

High Clouds

A

Above 20,000ft AGL
•Cirrus
•Cirrostratus
•Cirrocumulus

52
Q

Pre-flight Weather sources

A

•Aviationweather.gov
•1800wxbrief.com
•ForeFlight
•Weather Channel
•Look outside

53
Q

Inflight Weather sources

A

•ATIS/AWOS/ASOS
•ADSB-In, XM Radio
•FSS
•ATC workload permitting
•Phone with cell service in emergency situations

54
Q

PIREP

A

Reported by pilots

Must include:
Location
Altitude
Time which experienced
Aircraft type

If turbulence report gain or loss in airspeed

55
Q

FWD CG Characteristics

A

Range- Down
Fuel Burn- Up
Airspeed- Down
Stall Recovery- Up
Landing flare- Down
Stability- Up

56
Q

AFT CG Characteristics

A

Range- Down
Fuel Burn- Up
Airspeed- Down
Stall recovery- Up
Landing flare- Down
Stability- Up

57
Q

International Standard Atmosphere

A

At Sea level:
•Standard Pressure 29.92 in Hg
•Standard temperature 15°C/59°F

58
Q

Supplemental Oxygen

A

•12500’- 14000’ for 30 minutes required crew on oxygen
•14001’- required crew immediately on oxygen
• 15001’- each occupant is provided with oxygen

59
Q

Pressurization

A

•Allows high altitude operations due to loss in pressure and protects occupants against effect of hypoxia.

60
Q

Where does pressurization come from?

A

•Pressurization is obtained from a turbocharger or turbine engine.
•Typically maintains a pressure altitude of 8,000’ at maximum cruising altitude

61
Q

Hypoxia

A

Insufficient supply of oxygen to the blood cells.

62
Q

Hypoxic

A

Insufficient supply of 02 to the body as a whole. As altitude increases, O2 percentage of the atmosphere is constant, but it’s pressure decreases. The reduced pressure becomes insufficient for the 02 molecules to pass through the respiratory a systems membranes.

63
Q

Histotoxic

A

Inability of the body cells to affectively use the O2 supplied by the blood. This can be caused by use of alcohol or drugs.

64
Q

Hypemic

A

Inability of the blood to carry the 02 molecules. It may be result of insufficient blood (bleeding or blood donation), anemia or CO poisoning.

65
Q

Stagnant

A

Caused by the blood not flowing efficiently. Can be caused by heart problems, excessive acceleration (G’s), shock or a constricted blood vessel. Cold temperatures can restrict circulation and decrease blood supplied to the extremities.

66
Q

Hyperventilation

A

A condition which occurs when excessive amount of CO2 is eliminated from the body as a result of breathing too rapidly. Symptoms may be similar to those of hypoxia. Talking aloud, slowing breathing rate, providing an explanation as to why something happened to ease their mind.

67
Q

Decompression Sickness

A

Inert Gasses (mainly nitrogen) are released rapidly from solution in the body tissues and fluids as a result of low barometric pressure. The gasses form bubbles that may harm the body in several ways. The most common result of decompression sickness is joint pain “the bends.”

68
Q

Middle Ear and Sinus Blockage

A

•Air pressure in the middle ear and sinuses normally equalizes with external air through the nasal passages.

• Allergies, colds or sinus infections may block these small openings and prevent the pressure from equalizing.

•If the air gets trapped, it may cause pain, reduction in hearing or damage to the ear drums. This effect is usually most severe during descent.

69
Q

SCUBA Diving Rules

A

Wait at least 12 hours after diving that does not require a controlled ascent for flights up to 8000 ft.

Wait at least 24 for flights above 8000ft or after any diving that required a controlled ascent.

70
Q

Vestibular Illusions

A

The leans
Coriolis Illusion
Graveyard Spiral
Somatogravic illusion
Inversion Illusion
Elevator illusion

71
Q

The Leans

A

After leveling the wings following a prolonged turn, a pilot may feel that the aircraft is banked in the opposite direction of the turn.

72
Q

Coriolis Illusion

A

After a prolonged turn, the fluid in the ear canal moves at the same speed as the turn. A head movement on a different plane will cause the fluid to start moving and result in a false sensation of acceleration or turning on a different axis.

73
Q

Graveyard Spiral

A

A pilot in a prolonged, coordinate constant-rate turn may experience the illusion of not turning.

After leveling the wings, the pilot may feel the sensation of turning to the other direction, causing the pilot to turn back in the original direction.

Since a higher angle of attack is required during a turn to remain level, the pilot may notice a loss of altitude and apply back force on the elevator. This may tighten the spiral and increase the loss of altitude.

74
Q

Somatogravic Illusion

A

Rapid acceleration stimulates the inner ear otolith organs in the same way as tilting the head backwards.

This may cause the illusion of a higher pitch angle. Deceleration causes the opposite illusion- the sensation of tilting the head forward and the aircraft being in a nose-low attitude.

75
Q

Inversion Illusion

A

An abrupt change from climb to straight and level may create the illusion of tumbling backwards due to the fluid movement in the otolith organs.

76
Q

Elevator Illusion

A

An abrupt upward vertical acceleration may create the illusion of climbing, due to fluid movement in the otolith organs.

77
Q

Fuel Requirements

A

•Day- Origin to Destination + 30 min at cruise operation
•Night- Origin to Destination + 45 min at cruise operation

School Policy: Day/Night Origin to Destination + 1 hour at normal cruise

78
Q

Global Positioning System

A

Uses satellites to triangulate position and altitude in Space-
• 24 satellites in constellation
•3 satellites required to provide lateral information (2D)
•4 satellites required to provide altitude information (3D)

Receiver Autonomous Integrity Monitoring (RAIM)-
• 5 + baroaided VNAV or 6 satellites required to ensure reliable information is being received
• With bad satellite information, RAIM will annunciate integrity has been compromised and take that satellite offline

Wide Area Augmentation System (WAAS)-
• Signals from satellites are monitored by ground based stations
• Ground based stations correct signals for the following errors: Clock errors, Position errors
• Ground station send correction data to master station
• Master station computes the correction data and prepares a correction message.
•New message is sent to a geostationary satellite (GEO)
GEO broadcasts to WAAS receiver on aircraft.

79
Q

Very High Frequency Omni-directional Range (VOR)

A

•Short range radio navigation equipment used to determine relative position and bearing from

VOR Receiver Checks-
• Required every 30 days

VOR Test Facility (VOT)-
• Frequency 108.0 MHz
• 0 degrees FROM/ 180 degrees TO

Ground Tolerances-
• +- 4 degrees

Air tolerances-
• +- 6 degrees

Dual VOR Check-
• +- 4 degrees

80
Q

Distance Measuring Equipment

A

•Uses slant range (line of sight) to determine distance

Most inaccurate when directly over VOR/DME-
• Negligible for every 1 mile away and 1000’ high
More accurate when further away and lower

81
Q

Compass Errors (VDMONA)

A

Variation- Isogonic lines on sectional depict difference between true north and magnetic north

Deviation- Electronic equipment interfere with compass to provide inaccurate readings

Magnetic Dip- As a compass approaches magnetic poles, compass wants to dip towards the ground

Oscillation- Mixture of all errors

Northerly Turning Errors (UNOS)-
•Undershoot North
•Overshoot South
A result of magnetic dip: Compass is a magnet, it’s attracted to and wants to stay with the other magnet (pole).
Start rollout at 1/2 latitude + 15 degrees.

Acceleration Errors (ANDS)-
•Acceleration North
•Decelerate South
A result of magnetic dip, compass is a magnet it’s attracted to and wants to stay with the other magnet (pole).

82
Q

Private Carriage

A

•Selective in who is served
• Not willing to fly just anyone
• Generally a long-term service
•Does not hold out to all customers
• If in doubt contact the FSDO

83
Q

Services Allowable for part 119 Private Carriage

A

•Flight Instruction
•Nonstop sightseeing flights
•Ferry or training flights
•Crop Dusting, seeding, spraying, bird chasing
•Banner towing
•Aerial photography or survey
•Firefighting
•Repair work
•Power line or pipeline patrol

84
Q

Common Carriage

A

•Refers to the carriage of passengers or cargo as a result of advertising the availability of the carriage to the public.

85
Q

Four elements defining a common carrier…

A

•A holding out or willingness to
•Transport persons or property
•From place to place
•For compensation

86
Q

Holding out

A

Advertising
• implies offering to the public, the carriage of persons and property for hire
• Can be done using signs and advertising, agencies, reputation
•A carrier holding one’s self out as generally willing to carry only kinds of traffic is nevertheless a common carrier

87
Q

Wet lease

A

• 110.2 any leasing arrangement whereby a person agrees to provide an entire aircraft and at least one crew member.
• The airplane and pilot are coming from the same source.
• Requires an operator certificate from part 91k, 135 or 121.

88
Q

Dry Lease (AC 91-37B)

A

•Leasing of an aircraft without the crew is considered to be a dry lease.
• Typically, the lessee exercises operational control of the aircraft.
• This is allowed WITHOUT an operators certificate.
•Permitted to operate under part 91, not required to comply with 121/135 operations.

89
Q

Complex Endorsement (61.31e)

A

•Flaps
•Controllable pitch prop
•Retractable landing gear
•Requires ground and flight training

90
Q

High Performance Endorsement (61.31f)

A

•Greater than 200hp per engine
• Requires ground and flight training

91
Q

Tailwheel Endorsement

A

•Wheel supporting the tail of the aircraft
•Requires only flight training

92
Q

High Altitude Endorsement (61.31g)

A

•Allow operation of pressurized aircraft that has a service ceiling or maximum operating altitude above 25,000’ MSL
•Requires ground and flight training

93
Q

Alcohol Consumption

A

Far 91.17

94
Q

Oxygen Masks

A

•Simple oronasal design that covers the users mouth and nose, for crew it is equipped with a microphone.
•A passenger mask may be a simple, cup-shaped rubber molding sufficiently flexible to obviate individual fitting.

95
Q

Cannula

A

•Plastic tubing that runs under the nose to administer oxygen to the user
•Many cannulas have a flow meter in the oxygen supply, that should be scanned periodically by the pilot.
•Current regulations require aircraft with oxygen systems installed and certified for operations above 18,000’ to be equipped with oxygen masks.

96
Q

Diluter-Demand Oxygen Systems

A

•Supplies oxygen only when the user inhaled through the mask.
•Automix lever allows the regulators to automatically mix cabin air and oxygen or supply 100% oxygen, depending on altitude.
•can be used safely up to 40,000’

97
Q

Pressure-Demand Oxygen Systems

A

•Similar to D-DO equipment, except oxygen is supplied to the mask under pressure at cabin altitude above 34,000’.
•Provide airtight oxygen seals, but also provide a positive pressure application of oxygen to the mask face piece, that allows the users lungs to be pressurized w/ O2.
• The mask regulator eliminates the hose to be purged of air before 100% oxygen begins flowing.

98
Q

Continuous-Flow Oxygen System

A

•Usually provided for passengers
•Has a reservoir bag that collects oxygen from the continuous-flow oxygen system during the time when the mask user is exhaling.
•Allows a higher aspirating flow rate during the inhalation cycle, reduces air dilution
•Ambient air is added to the supplied O2 during inhalation after the reservoir bag oxygen is depleted.
•Exhaled air is released to the cabin.

99
Q

Electrical Pulse-Demand Oxygen System

A

•Deliver oxygen by detecting an individuals inhalation effort and provide oxygen flow during the initial portion of inhalation.
•Do not waste oxygen during the breathing cycle because oxygen is only delivered during inhalation.
•Can reduce the amount of oxygen needed by 50-85%.
•Incorporate internal barometer that automatically compensated for changes in altitude by increasing the amount of oxygen delivered for each pulse as altitude is increased.

100
Q

Pulse Oximeters

A

•Measures the amount of oxygen in an individuals blood, and heart rate.
•Measures the color changes that red blood cells undergo when they become saturated with 02.
•Transmits a special light beam through a fingertip to evaluate the color of red cells.
•Can calculate the degree of oxygen saturation within 1% of directly measured blood oxygen.
•Useful for pilots operating in non-pressurized aircraft above 12500’, where supplemental 02 is required.

101
Q

Does wind flow parallel or Perpendicular to isobars?

A

•Air flows parallel at altitudes 2k-3k’ AGL.
•Air flows more perpendicular to isobars at altitudes closer to the ground, due to friction with the surface.

102
Q

Purpose of a Constant Speed Propeller

A

•Allow the pilot to set appropriate power settings for the desired phase of flight.
•Pilots selects the desired RPM settings.
•Controls the pitch of the propeller blade.

103
Q

Pitch Settings

A

•Increased Pitch:
- Higher AoA= more thrust
- More torque is required, as a result engine RPM decreases.

•Decreased Pitch
-Less torque required
-Engine RPM increases

104
Q

Example of Prop Pitch Settings

A

•Takeoff:
-Low pitch
-High RPM for maximum power settings

•Cruise:
-High Pitch
-Low RPM for increased fuel efficiency

105
Q

Prop Governor

A

Maintains desired RPM setting by using flyweights

106
Q

“L” Flyweights

A

•Regulates set RPM setting by taking advantage of centrifugal force.

• Underspeed (RPM too slow):
- If you don’t touch controls in a climb:
Engine will want to slow down, so flyweights move inward, decreasing oil pressure because oil flows out of the propeller hub, decreasing pitch.
-As pitch decreases, engine is able to speed up again.

•Overspeed (RPM is too fast)
-If you don’t touch controls in a descent: Engine will want to speed up, so fly weights move outward, increasing oil pressure, and increasing the pitch.
-As pitch increases, engine is able to slow down and become more efficient.

107
Q

Propeller Pitch

A

•Controlled hydraulically using engine oil and a piston.
• For a single engine: Spring pushes on piston to lower pitch in case of loss of oil pressure, giving max power as fail safe.

108
Q

Fixed Pitch Propeller

A

•If we don’t touch throttle, our engine RPM will slow down in a climb and speed up in a descent.

Commercial Pilot (1 decks)

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