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Stage 1 Check > Stage 1 Check > Flashcards

Stage 1 Check Flashcards

1
Q

What documents are required?

A

Government photo ID, medical certificate, student pilot certificate. For aircraft, need: registration, airworthiness cert, W/B, and operating manual

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2
Q

SMILE

A

Student pilot, medical, ID, logbook, endorsements

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3
Q

PAVE

A

Pilot, aircraft, environment, external

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4
Q

IMSAFE

A

Illness, medications, stress, alcohol, fatigue, eating

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5
Q

R22 powerplant

A

-Lycoming Oscar-360-Juliett-2-Alpha
-Four cylinder, horizontally opposed, air cooled, carbureted, normally aspirated
-rating 145 BHP, derated to 131 @ 2700 RPM
-cooling system squirrel cage blower
-wet sump oil system

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6
Q

Main rotor

A

-Free to teeter and cone, rigid inplane (semi rigid articulation)
-25’2” Diameter
-Blade chord 7.2”
-Tip speed 698 fps @ 104%

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7
Q

Tail rotor

A

-Free to teeter, rigid inplane
-42” diameter
-Blade chord 4”, precone angle 1 degree, 11 minutes
- Tip speed 622 fps @ 104%

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8
Q

Drive System

A
  • Two double Vee belts
    -Upper sheave: Sprag-type overrunning clutch
  • Drive line: spiral-bevel gears
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9
Q

Approved fuel grades

A

100LL or UL 91

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10
Q

Vne - Never exceed

A

Up to 3000 DA - 102 KIAS, over 3000 DA, depends on temperature

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11
Q

Rotor Speed Limits

A

Max 104%, minimum 101% (power on)

-power off max 110%, minimum 90%

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12
Q

Max oil temp

A

118 degrees Celsius

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13
Q

Oil pressure

A
  • idle minimum 25 psi
  • min during flight 55 psi
    -max during flight 95 psi
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14
Q

MAP schedules

A

52 degrees/11 degrees Celsius at 3459 altitude:
-21.6 and add 0.9 for 22.5 max takeoff
-With carb heat add 1.5 for 23.1 and 24

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15
Q

Weight limits

A

-max 1370, minimum 920
-max per seat 240
-baggage 50

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16
Q

max operating DA

A

14000

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17
Q

Things that have to be operational

A

alternator, RPM governor, low roto warning, and OAT gage

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18
Q

Fuel Capacity

A

18.3

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19
Q

Instrument Markings

A

rotor tach
- yellow arc 60-70%
-green arc 101%-104%
Upper red line 110%

Manifold
-yellow arc 19.6 - 24.1 Hg
-Red line 24.1 Hg

Carb air temp
- yellow arc -15 - 5 degrees celsius

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20
Q

Placards

A

-MAP
-Vne
-Fuel grade 100 OCT minimum
- Fuel grade 100LL
-Fuel shutoff valve
- 16.9 US Gal near fuel tank
- minimum solo pilot weight

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21
Q

Power Failure above 500 AGL

A
  • lower collective
  • steady glide 65 KIAS
  • select landing spot
    -cyclic flare 40 feet AGL
  • level ship 8 feet AGL
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22
Q

Power Failure 8 feet-500 feet AGL

A

-enter autorotation
-keep steady glide 65 KIAS
-maintain rotor RPM 97%

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23
Q

Power failure below 8 AGL

A
  • right pedal
    -settle
    -pull collective
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24
Q

Max glide distance

A
  • 75 KIAS
  • Rotor RPM 90%
  • 1 NM per 1500 feet AGL
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25
Q

Water landing - power off

A
  • autorotation
    -unlatch doors
    -apply lateral cyclic upon water contact
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26
Q

Water landing - power on

A
  • hover above water, passenger exit
  • fly safe distance
    -switch battery and alternator off
  • roll off throttle
    -keep level, apply lateral cyclic to stop rotors
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27
Q

Loss of tail rotor thrust in flight

A
  • autorotation
    -maintain 70 KIAS
  • select landing site, roll throttle into travel overspring
  • if no suitable landing, fly at low power settings (so it doesn’t yaw to the right too much) at 70 KIAS until finding a more suitable spot
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28
Q

Loss of tail rotor thrust in hover

A

– roll throttle off
- settle
-pull collective

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29
Q

Land as soon as practical

A
  • headset audio failure
  • tach failure (tach, governor, and low RPM are on separate circuits)
  • governor complete flight manual control
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30
Q

Engine fire in flight

A
  • autorotation
    -cabin heat and battery off
  • if engine is running, perform normal landing and fuel mixture/ fuel valve off
    -engine not running - fuel valve off, autorotation
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31
Q

Caution Low RPM warning and governor

A

inoperative with battery and switches both off

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32
Q

Warning/caution lights

A
  • oil indicates loss of engine power or oil pressure; chech tachs for power loss and oil for pressure loss. Land immediately if confirmed
  • MR temp, MR chip, TR chip: if warning light is accompanied by noise, vibration, temp rise, then land immediately.
  • break in fuzz - clean and hover for 30 minutes
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33
Q

Low Fuel light

A

low fuel - indicates 1.5 GAL usable fuel remaining, leaving only 10 minutes left

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34
Q

Clutch light

A

-clutch - indicates clutch actuator circuit is on or engaging; light stays o until belts are tensioned

if clutch light stays on 10 seconds, pull clutch circuit breaker and land as soon as practical

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35
Q

ALT light

A

-ALT - indicates low voltage and possible alternator failure

turn off nonessential electrical equipment and switch ALT off and back on to reset. If light stays on, land as soon as practical

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36
Q

Starter ON

A

Indicates starter motor engaged, If it does not go off, pull mixture off and turn battery switch off

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37
Q

Low RPM light

A

Indicates rotor speed below 97%
-lower collective roll throttle on, apply aft cyclic

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38
Q

Carbon Monoxide detector

A

Shut off heater open vents; if CO poisoning symptoms occur, land immediately

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39
Q

Low RPM horn

A
  • provided through audio system
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40
Q

LOW G

A

aft cyclic and then correct the roll

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41
Q

Uncommanded pitch in turbulence

A

Apply controls to maintain rotor RPM, positive G forces; minimize cyclic controls in turbulence

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42
Q

Inadvertent turbulence

A

depart the area or land as soon as practical

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43
Q

Recommended airspeeds

A

-Takeoff 60 KIAS
- Max rate of climb 53 KIAS
- Max range 83 KIAS
- Turbulence 60-70 KIAS
-Landing 60 KIAS
- Auto 60-70 KIAS

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44
Q

Carburetor Heat Usage

A

Carb ice most likley forms between OAT -4 degrees C and 30 degrees C and difefrence between OAT and dewpoint is 15 degrees

Use carb heat during autos of MAP below 18

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45
Q

Rotor System

A

Two all-metal blades mounted to the hub by coning hinges. The hub is mounted to the shaft by a teeter hinge

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46
Q

Drive System

A

A vee-belt sheave is bolted directly to the engine output shaft. Vee-belts transmit power to the upper sheave which has an overrunning clutch contained in its hub. Transmits power forward to the main rotor and aft to the tail rotor

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47
Q

Flight controls

A

Primary controls are actuated through push-pull tube systems and bellcranks

engine throttle is correlated to the collective inputs through a mechanical linkage

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48
Q

Electrical System

A

14 volt DC system and a lead-acid battery

49
Q

Pitot-static system

A

supplies air pressure to operate the airspeed indicator, altimeter, and VSI

50
Q

Requirements before solo

A

-Pre-solo written
-Pre-solo flight
-SFAR 73 Awareness and solo (20 hour dual)
-Solo (90 days renewal)
-SFAR 73 PIC

51
Q

PIC requirements

A

Endorsement to act as a PIC, 200 flight hours, 50 of which in that aircraft, 10 hours of dual

Flight review in preceding 12 months

52
Q

Rotor RPM decay

A

leads to blade/rotor stall

usually the result of improperly coordinating the collective and throttle

Can happen on approaches

53
Q

Retreating blade stall

A

-the retreating rotor blade has a lower relative blade speed, combined with an increased angle of attack, causing a stall and loss of lift. Retreating blade stall is the primary limiting factor of a helicopter’s never exceed speed, VNE

  • only the retreating half of the helicopter’s rotor disc experiences a stall. The advancing blade continues to generate lift, but the retreating blade enters a stall condition, usually resulting in an uncommanded increase in pitch of the nose and a roll in the direction of the retreating side of the rotor disc
  • High gross weight
  • High airspeed
  • Low rotor RPM
  • High density altitude
  • Steep or abrupt turns
  • Turbulent ambient air
54
Q

Low RPM/ blade stall speed

A

80% + 1%/1000 ft DA

Source of energy potential, kinetic, inertia

too much coning - centrifugal force

55
Q

Low G effects

A

Right roll and mast bumping

56
Q

Frequencies

A

KBDN CTAF 123.0

57
Q

W/B - standard weight

A

This weight consists of the airframe, engines, and all items of operating equipment that have fixed, permanently installed locations in the airplane, including fixed ballast, hydraulic fluid, unusable fuel, and full engine oil

58
Q

W/B - basic empty

A

optional equipment, unusable fuel (fuel that cannot be drained), and full operating fluids, including full engine oil

59
Q

Weight and Balance

A

Weight and balance is measured against a reference datum, an imaginary vertical plane from which all horizontal distances are measured (firewall, leading edge, etc.)

From that datum, an arm, which is the distance from the datum, can be measured

60
Q

Exceeding max weight limit

A

structural overloads, performance issues, controllability

61
Q

Finding pressure altitude

A

29.92 - (current alt setting) * 1000) + 3459

62
Q

Vne

A

Never exceed speed - causes retreating blade stall and damage to components due to high stress

63
Q

Wind limits R22

A

Surface winds exceeding 25 Kts, gust spread 15 kts, moderate and severe turbulence

64
Q

Types of Drag

A

Profile, parasite, and induced

  • parasite drag - caused by structure/materials

-profile drag - form drag + interference drag (frictional resistance of blades passing through air)

-Induced drag - Downwash is another source of lift-induced drag

65
Q

Airfoils

A

Symmetrical airfoils have identical upper and lower surfaces. They are suited to rotary-wing applications because they have almost no center of pressure travel.

Advantages of the nonsymmetrical airfoil are increased lift-drag ratios and more desirable stall characteristics.

66
Q

Coning

A

The tips of the helicopter rotor blades move faster through the air than the parts of the blades near the hub, so they generate more lift, which pushes the tips of the blades upwards, resulting in a slight cone shape to the rotor disc

67
Q

Effective translational lift

A

The additional lift obtained.
when entering forward flight,
due to the increased efficiency
of the rotor system.

-between 16-24 knots
-apply forward and left lateral cyclic

-combined effects of dissymmetry of lift, transverse flow, and gyroscopic precession

68
Q

Translating tendency

A

The tendency of the single rotor helicopter to move
laterally (right, direction of tail rotor thrust) during hovering flight.

69
Q

Dissymmetry of Lift

A

The unequal lift across the rotor
disk resulting from the
difference in the velocity of air
over the advancing blade half
and the velocity of air over the
retreating blade half of the rotor
disk area.

Advancing Blade - upflap/downward flow of air - decreased AOA

Retreating Blade - downflap/upward flow of air - increased AOA

L=CL1/2PS*V^2

70
Q

Gyroscopic Precession

A

An inherent quality of rotating bodies,
which causes an applied force to be
manifested 90° in the direction of rotation
from the point where the force is applied

71
Q

Coriolis Effect (conservation of angular momentum)

A

The tendency of a rotor blade to
increase or decrease its velocity
in its plane of rotation when the
center of mass moves closer to or
farther from the axis of rotation.

72
Q

Pendular Action

A

The lateral or longitudinal
oscillation of the fuselage due
to its suspension from the
rotor system.

73
Q

Torque

A

In helicopters with a single,
main rotor system, the
tendency of the helicopter to
turn in the opposite direction
of the main rotor rotation

74
Q

Retreating Blade Stall

A

A stall that begins at or near
the tip of a blade in a
helicopter because of the high
angles of attack required to
compensate for dissymmetry
of lift.

75
Q

Ground Effect

A

It is due to the interference of the surface with the airflow pattern of the rotor system, and it is more pronounced the nearer the ground is approached. Increased blade efficiency while operating in ground effect is due to two separate and distinct phenomena

  • reduction of velocity of induced airflow - The result is less induced drag and a more vertical lift vector
76
Q

Transverse Flow Effect

A

encountered when a helicopter moves horizontally (typically forward) through the air, which causes the rotor disc to roll to the side

-when the helicopter starts moving into undisturbed air, a portion of the disc is in clean, unaccelerated air, while the remaining portion of the rotor disc is still working on descending air. The part of the disc working on clean air therefore sees a higher angle of attack than the portion of the disc which is working on descending air

-clean air develops more lift

77
Q

Vortex Ring State

A

A vortex ring state sets in when the airflow around a helicopter’s main rotor assumes a rotationally symmetrical form over the tips of the blades, supported by a laminar flow over the blade tips, and a countering upflow of air outside and away from the rotor. In this condition, the rotor falls into a new topological state of the surrounding flow field, induced by its own downwash, and suddenly loses lift. Since vortex rings are surprisingly stable fluid dynamical phenomena

  • helo developing power, descent rate exceed 300 fpm, and aircraft below ETL
78
Q

Vuichard Recovery

A

For helicopters with a counterclockwise rotating main rotor, pull the collective to climb power, and apply right cyclic and left pedal

79
Q

Required Equipment (Night)

A

FLAPS
-Fuses
-Landing lights
-Anticollision lights
-Position Lights
-Source of power
-5 SM of viz

80
Q

MATSFOOL-MATS

A

-Mag heading
-Airspeed
-Temp gauge
-Seatbelts
-Fuel gauge
-Oil temp
-Oil pressure
-Landing gear
-Manifold pressure
-Altimeter
-Tachs
-Shoulder harness

81
Q

GOAL-H

A

-Governor
-OAT
-Altimeter
-Low RPM & lights
-Headset

82
Q

NAIL-C

A

-Nav lights
-Anti-collision lights
-Instrument lights
-Landing lights
-Celestial illumination

83
Q

Airspace (local)

A

KBDN - class Echo, not controlled

KRDM, class Delta, controlled
-initial callups to ATIS

Class Golf is 1/2 SM of viz

84
Q

GELL

A

Flight review at 12 months

-Governor off
-Enhanced autos
-Low rotor RPM
-Low G

85
Q

ATIS

A

Automatic terminal information service. Want the weather at a major airport and its local notices to airmen (notams)

86
Q

AROW

A

A – Airworthiness Certificate

        R – Registration Certificate

        O – Operating Limitations

        W – Weight and Balance
87
Q

PL(ease!) START

A

PL(ease!) START - Engine-out emergency memory aid.
Pitch for best glide, Landing site, Seat belts, Troubleshoot, Approach, Radios, Turn off.

88
Q

NW-KRAFT - preflight

A

-Notams
-Weather
-Known ATC delays
-Runway lengths
-Alternates
-Fuel requirements
-Take-off distances

89
Q

DECIDE

A

Detect,
Estimate,
Choose a course of action, Identify solutions,
Do the necessary actions, and Evaluate the effects of the actions

90
Q

PIC requirements 61 subpart E

A

3 takeoffs, 3 landings in preceding 90 days

no night carrying passnegers wihtin 1 hour of sunrise/sunset unless 3 TO/landings at nights

91
Q

Newton Laws

A

Newton’s 3rd law on lift:

-What the wing does to the air is the action while lift is the reaction.

-Newton’s first law says that there must be a force on the air to bend it down (the action). Newton’s third law says that there must be an equal and opposite force (up) on the wing (the reaction). To generate lift a wing must divert lots of air down.

92
Q

Bernoulli’s Principle

A

Bernoulli’s principle states that an increase in the speed of a fluid occurs simultaneously with a decrease in static pressure or the fluid’s potential energy

-The simple form of Bernoulli’s equation is valid for incompressible flows (low Mach numbers)

-only applicable for isentropic flows: when the effects of irreversible processes (like turbulence) and non-adiabatic processes (e.g. thermal radiation) are small and can be neglected.

-Newton’s Second Law - F=ma

93
Q

Light Gun Signals

A

-Steady Green: cleared to land

  • Flashing green: means “return for landing” (in a pattern)

-A steady red light means that you must give way to other aircraft and continue circling.

-A flashing red signal is definitely one to watch out for. It is safety-related. It means that the airport is, at present, unsafe, and an approach to landing should not be made.

A flashing white light sent to aircraft on the ground means that the airplane must return to its starting point at the airport.

94
Q

NASA reporting system

A

report to the National Aeronautics and Space Administration (NASA) actual or potential discrepancies and deficiencies in aviation safety.

95
Q

Class A airspace

A

airspace from 18,000 feet MSL up to and including FL 600, including the airspace overlying the waters within 12 nautical miles off the coast of the 48 contiguous States and Alaska

-IFR

96
Q

Class B airspace

A

airspace from the surface to 10,000 feet MSL surrounding the nation’s busiest airports in terms of IFR operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored and consists of a surface area and two or more layers

-ATC clearance

-Clear of Clouds

-Radio and ADS-B Out

  • 30 NM
97
Q

Class C airspace

A

airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passenger enplanements

  • 5 NM
  • Radio and ADS-B Out
98
Q

Class D airspace

A

Class D airspace extends upward from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower.

-full time or part time (reverts to class E or G)

-KRDM initial callup on ATIS and tail number

99
Q

Class E airspace

A

airspace extending upward from 14,500 feet MSL to, but not including, 18,000 feet MSL overlying the 48 contiguous states, the District of Columbia and Alaska

-airspace above FL 600

100
Q

Class G airspace

A

uncontrolled, at surface and up to 14,500 unless other airspace layered over it

101
Q

VFR Wx minimums

A

Class B, C, D, E airspace:

  • 3 SM
    1000 feet above
    -500 below
    -2000 horizontal

Class E above 10,000 MSL

  • 5 SM/1000/1000/ 1 mile horizontal

Class G

  • 1/2 SM (1 SM at night), COC

Class G over 1200 feet MSL

  • 1 SM (3 SM at night)
  • 1000 above/500 below/2000 horizontal
102
Q

Loss of tail rotor effectiveness LTE

A

Weathervaning. Left crosswind tail - rotor vortex ring state. Left quartering headwind -main rotor vortex interference. High altitude

103
Q

LTE recovery

A

Full left pedal, forward airspeed, reduce collective

104
Q

EP power failure >500 AGL

A
  1. Lower collective to maintain rotor RPM.
  2. Establish steady glide T 65 KIAS
  3. Adjust collective to keep RPM 96-110%
  4. Select landing spot
  5. Restart may be attempted if sufficient time available
  6. If not restarted, turn unnecessary switches and fuel valve off
  7. At 40 feet AGL begin cyclic flare to reduce rate of descent and forward speed
  8. At 8 feet AGL apply forward cyclic to level ship and raise collective to cushion landing
105
Q

Power failure 8 feet-500 feet AGL

A
  1. Lower collective immediately
  2. Adjust collective to maintain RPM between 97-110%
  3. Maintain airspeed until ground approached, then begin cyclic flare
  4. At 8 feet AGL forward cyclic to level airship, raise collective to cushion landing
106
Q

Power FaIlure below 8 feet AGL

A
  1. Apply right pedal to prevent yawing
  2. Allow to settle
  3. Raise collective to cushion landing
107
Q

Max glide distance

A

75 KIAS

Rotor RPM 90%

Glide ration 4:1 or 1 NM per 1500 AGL

108
Q

Air restart procedure

A

Mixture full rich

Primer down and locked

Throttle closed, crack slightly

Actuate starter with left hand

Only do if engine not malfunctioned or safe autorotation is established

109
Q

Loss of tail rotor thrust in forward flight

A

Indicates by right nose yaw that can’t be corrected

  1. enter autorotation
  2. 70 KIAS
  3. Select landing site, roll throttle off into over spring, perform auto landing

Vertical stabilizers might permit limited controlled flight at low power settings and airspeeds above 70 KIAS

110
Q

Loss of tail rotor thrust in hover

A

Nose right yaw

Roll throttle off into over spring

Raise collective to cushion landing

111
Q

Headset failure

A

Land as soon as practical

112
Q

Engine fire on ground

A

Continue to start to suck flames and excess fuel into engine

If starts, run at 50-60 RPM

Fuel mixture off

Fuel valve off

Battery off

Apply rotor brake

Exit

113
Q

Engine fire in flight

A

Enter autorotation

Cabin heat off

Cabin vent on

If engine running perform normal landing

If engine stops, fuel valve off and complete an autorotation

Battery off

Rotor brake and exit

114
Q

Electrical fire in flight

A

Battery and alternator off
Cabin vents
Land immediately
Fuel mixture off
Fuel valve off

115
Q

Tach failure

A

Use remaining tach to monitor RPM
Allow governor to control RPM and land as soon as practical

116
Q

Governor failure

A

Override governor, switch it off and complete flight with manual control

117
Q

Warming lights

A

Oil - land immediately of pressure loss confirmed

MR Temp , MR chip, TR chip - if light accompanied by secondary indications of moused temp rising, vibrations then land immediately

Otherwise as soon as practical

118
Q

Warning lights 2

A

Low fuel - 1.5 gallon usable remaining

10 min left

Clutch - clutch actuator circuit is on

10 seconds, pull circuit breaker and land as soon as practical

If second indications of drive system failure then reduce power and land immediately

ALT - low voltage so turn off unnecessary electrical equipment and switch ALT off and on to reset. Light stays in land as soon as practical

Starter on - pull mixture and turn battery off

Low RPM - lower collective, roll throttle on, apply aft cyclic

CO - shit off heater and open vents

119
Q

GIML

A

Governor off
Inputs to avoid/undershoot in an auto
Max glide auto
Low RPM recognition & recovery

Stage 1 Check (1 decks)

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