VFR Study Cards Flashcards

Question

What is a congested area?

Answer 1

• Any city. town, settlement or open air assembly of people • Must st at least 1,000 feet above the highest obstacle within a 2,000' horizontal radius • [If asked] Over non-congested, you must be at least 500' from any person, vessel, vehicle or structure • Otherwise, you must maintain an altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property

Answer 2

• For pre-flight, some good resources are AviationWeather.gov, call or visit 1800WXBRIEF, and ForeFlight. • In flight resources include the ATIS/AW0S/ASOS, ATC and Flight Service Stations on 122.2

Answer 3

- on the airplane we have the rotating beacon on the back and the strobe underneath (both red in front, white on back - anti-collision lights), - the position (nav) lights - red on the left, green on the right - with white landing lights next to them on the wing tips and a white taxi light under the propeller. Airport lighting includes: - A rotating beacon that flashes white and green for civilian land airports, yellow - white seaports, white-yellow-green heliport - white-white-green military on from dusk till dawn or during IFR conditions - Red and white glideslope indicators - e.g. VASIs and PAPIs - White runway edge lights yellow last 2000 at night or low visibility • Blue omnidirectional taxiway lights green center lights

Answer 4

Wind shear is a rapid change in the wind speed and/or direction It can cause dramatic changes in heading, airspeed and altitude, especially close to the ground Severe windshear is a change greater then 15 knots (about 17 miles per hour) or vertical speed change greater then 500 feet per minute (around 5 to 6 mph in the vertical direction). Microbursts are powerful and intense downdrafts. They are like a giant hand pushing you down. The microburst downdraft can be as strong as 6,000 feet per minute, There are a couple of ways that your pilots can use to predict windshear and microburst potential. If the spread between the outside air temperature and dew point is large, then there is a good chance of windshear from microbursts. If known wind shear exists, delay takeoff or landing or divert to another airport

Answer 5

• Request progressive taxi • Read back all instructions to ATC - Review airport layouts and have airport diagram handy • Turn on lights to be seen • Have a sterile cockpit for focus • Continually scan for traffic

Answer 6

• True airspeed is the calibrated airspeed corrected for altitude and nonstandard temperature - it can be found through an E6B calculation (or similar flight computer) • Density altitude is pressure altitude corrected for nonstandard temperature • High density altitude negatively affects performance because the air-is not as dense so the engine doesn't produce as much power, the propeller loses thrust and the wing is not as efficient • These negatively affect your takeoff roll, climb rate and cruise performance

Answer 7

Structural icing - forms on the aircraft (happens when flying into any visible moisture when the temperature is near, at, or below freezing) • Clear ice - most dangerous, can't see, freezes over wing * Rime ice - rough, freezes on impact • Mixed - both clear and rime Instrument icing • Icing of the pitot tube or static ports which can cause the instruments to read inaccurately or fail * Airspeed indicator uses both pitot and static • VSI (Vertical Speed Indicator) and Altimeter use the static port Induction icing • Carburetor icing - even on a warm, 70* day • Will notice when RPMs suddenly drop • No issue in our plane as there's an oil pan below the carburetor keeping it warm

Answer 8

To avoid decompression sickness and allow the body sufficient time to rid itself of excess nitrogen, wait - 12 hours before flying up to 8,000' and - 24 hours if flying above 8,000'.

Answer 9

• Sierra: Issued for widespread IFR conditions and mountain obscuration • Tango: Moderate turbulence and surface winds greater than 30 kts • Zulu: Moderate icing • Valid for 6 hours; applicable to GA aircraft

Answer 10

Sigmets: Significant weather information • Issued for severe turbulence not associated with thunderstorms - Widespread dust storms and volcanic ash • Severe icing * Valid for 4 hours; applicable to all aircraft Convective Sigmet • Issued for thunderstorm (convective) activity • Winds greater than 50 kts • Hail greater than 3/4"

Answer 11

• A ceiling is the lowest layer of clouds reported as being broken or overcast • Clouds are reported as broken when five-eighths to seven-eighths of the sky is covered with clouds • Overcast means the entire sky is covered with clouds.

Answer 12

The only flight experience that is required to be entered into a pilot logbook is that experience which is required for obtaining a certificate or rating, completing a flight review, or meeting recency of experience requirements.

Answer 13

All passengers must be provided with supplemental oxygen when the cabin altitude is above 15,000 ft. MSL. The required flight crew must be provided with and use supplemental oxygen for all time in excess of 30 minutes spent above 12,500 ft. MSL, and for the entire time spent above 14,000 ft. MSL.

Answer 14

A serious injury is defined by NTSB Part 830 as an injury requiring hospitalization for more than 48 hours, most bone fractures, muscle or nerve damage, internal organ damage, second or third degree burns, or any burns, affecting over 5% of the body.

Answer 15

The fog types include radiation, advection, precipitation-induced, upslope, and ice. (RAPUI) - Radiation fog forms when the air close to the ground is cooled faster than the air above it. It usually forms at night or near daybreak. Wind will breakup. - Advection fog forms along coastal areas when the water is warmer than the air around it. - Precipitation-induced fog forms when relatively warm rain or drizzle falls through cool air and evaporation from the precipitation saturates the cool air. - Upslope fog forms as a result of moist, stable air being cooled adiabatically as it moves up sloping terrain. - Ice fog occurs in cold weather when the temperature is well below freezing and water vapor sublimates directly as ice crystals. Temps< -25C Alaska - Steam fog - If you’ve ever looked at a warm lake on a cold morning you’ve seen steam fog forming. As the cold dry air moves over the warm body of water, it quickly becomes saturated with moisture evaporating from the warm water and the moisture condenses.

Answer 16

1) a lifting action, 2) an unstable lapse rate, and 3) sufficient water vapor.

Answer 17

Graphical depiction of METAR information Issued 8 times daily and valid for 8 hours It is a flight planning tool to see overall surface conditions across the U.S.

Answer 18

Forecast of aviation weather hazards such as icing, freezing levels, and turbulence Issued 4 times a day there is a 12 hour forecast and a 24 hour forecast

Answer 19

Issued 8 times daily and valid for 3 hours Shows position of pressure systems, fronts, local weather, wind speed and directions, and visual obstructions.

Answer 20

Issued 35 minutes past every hour and valid for 1 hour. Displays areas of precipitation and indicates the height of the radar echo tops in hundreds of feet MSL. Movement of cells is indicated by an arrow that points in the direction of the movement with the speed in knots beside it. This chart does not show clouds or fog, only precipitation.

Answer 21

Variation - Since the magnetic north pole and the geographic North Pole are not collocated, we need to consider this when planning flights Deviation - magnetic fields are produced from electrical currents from the aircraft avionics and are change on different headings. The compass correction card located on the compass Dip Errors - While flying a north heading and turning to the left, the compass will initially show a turn in the opposite direction and lag behind the turn. When on a south heading, the compass will lead the turn and show that the turn is being made a much faster rate than it actually is. Acceleration Errors -While on east or west headings, acceleration results in a slight turn to the north. Deceleration results in a slight turn to the south. The rule is: ANDS Accelerate North Decelerate South Oscillation - combination of above

Answer 22

- FL 180 to FL 600 - Instrument Rating and IFR flight plan needed - Mode C Transponder - 2-way radio communication - no weather minimums

Answer 23

- Upside down wedding cake design up to 10,000 MSL - Endorsement needed if student pilot - Clearance from ATC required to enter - Mode C Transponder required any time within 30 nm (mode C veil) + 2WRadio+ADS-B out – - 3 miles visibility and clear of clouds

Answer 24

- Inner core 5 nm radius and from surface to 4500 AGL - outer core 10 nm radius and from 1200' AGL to 4000' AGL - Mode C Transponder and 2 way radio communication - 3 miles visibility and 1000' above 500' below and 2000' horizontal from clouds

Answer 25

- Dashed blue on sectional chart - 4 nm radius and from surface to 2500' AGL - 2 way radio communications - 3 miles visibility and 1000' above 500' below and 2000' horizontal from clouds

Answer 26

- Everywhere - Can start at the surface (dashed magenta on sectional) - 700' AGL (faded magenta on sectional) - 1200' AGL (faded blue - usually in margin of sectional chart and not seen) - may extend up to but not including FL 180, Class E also exists above FL 600 - Equipment - need ADSBo and Transponder above 10000, over Class B/C and ADSBo over Gulf of Mexico >3000 MSL - Below 10,000’: 3 miles visibility and 1000' above 500' below and 2000' horizontal from clouds – Above 10,000’: 5 miles visibility and 1000' above 1000' below and 1 mile horizontal from clouds

Answer 27

- uncontrolled airspace - may start at the surface and can go as high as 14,500' MSL or 1200' AGL - no equipment requirements – - Below 1200' AGL : 1 mile visibility and clear of clouds – Above 1200' AGL but below 10,000' MSL : 1 mile visibility and 1000' above 500' below and 2000' horizontal from clouds – At night: 3 miles visibility and 1000' above 500' below and 2000' horizontal from clouds – Above 10000' : 5 miles visibility and 1000' above 1000' below and 1 mile horizontal from clouds

Answer 28

ICEFLAGS Inversion – Abrupt change in altitude creates the illusion of tumbling backwards Coriolis – Rapid head movement causes the illusion of accelerating or turning Elevator – An updraft causes the pilot to think that aircraft is in a climb. Pilot reacts by forcing the nose down inducing a dive. False Horizon – Sloping cloud formations or obscured horizons confuse the pilot into misaligning with the horizon. Leans – Abrupt recovery from a roll can mislead pilot into thinking aircraft is in a turn in the opposite direction. Autokinesis – At night, stationary lights may appear to be in motion. Pilot may lose control of aircraft trying to align it with “moving” light. Graveyard Spiral – In a prolonged constant rate turn, sensation of the turn is not felt. In recovery to straight and level, the pilot may sense a turn in the opposite direction and pull back on the yoke, only tightening the spiral. Somatogravic – Rapid acceleration causes the illusion of the being in a nose up attitude. Rapid deceleration will have the opposite effect.

Answer 29

A systematic approach to risk assessment and stress management. The two defining elements of ADM are hazard and risk.

Answer 30

IRAIM Impulsivity – Acting without thinking. Antidote: Not so fast. Think first. Resignation – The feeling of uselessness or inability or effect change. A pilot who exhibits resignation is an essentially a victim of circumstance. Antidote: I am not helpless. I can make a difference. Antiauthority – Disregard for regulations. This is the “Don’t tell me what to do” attitude. Antidote: Follow the rules. They are usually right. Invulnerability – The thought that “it can’t happen to me”. Antidote: It could happen to me. Macho – An attitude that “you can do it”. This is often associated with trying to impress others or show off. Antidote: Taking risks is foolish.

Answer 31

IMSAFE PAVE 5Ps Illness – Am I sick? Medication – Am I taking any medication? If so, have I discussed with my AME if it is safe for flight? Stress – Am I under psychological stress? School/Work? Money? Health? Family/Social life? Alcohol – Have I been drinking within the previous 8 hours? Am I still experiencing the effect of alcohol? Fatigue – Have I gotten adequate rest? Eating – Am I hungry? Pilot – Am I ready for this trip (IMSAFE)? Are my certificates/ratings current? Am I proficient? Aircraft – Is the airplane airworthy (AVIATES)? Does it have all of the required documentation (ARROW)? Is it equipped for the intended operation (ATOMATOFLAMES/FLAPS)? Can it carry the intended passengers/load (weight and balance/fuel)? Performance characteristics? enVironment – (NWKRAFT) External pressures – Are my passengers/employer urging me to get somewhere? Do I have stress influencing my life? Plan - The pilot should accomplish all preflight planning and be prepared to adjust the flight plan as necessary during the flight. The plan also involves circumstances surrounding the flight planning process, like gathering weather information and assessing the route. Plan - (NWKRAFT) Plane – Airworthiness and documentation (ARROW) Pilot – physical fitness, currency, and proficiency (IMSAFE) Passengers – Are they fit to fly? Are they comfortable flying? (SAFETY) Programming – Are you proficient using the avionics? Are the GPS databases up to date?

Answer 32

DECIDE (1) D = define the problem (2) E = estimate need for change (3) C = consider all the alternatives (4) I = identify the best alternative (5) D = develop and implement a plan of action (6) E = evaluate and monitor the solution and feedback when necessary

Answer 33

Vr - 48 Vx - 64 Vy - 74 Vlanding - 65 Vs - 58 Vso - 50 Vg - 70 (59 @ 1700#) Vclimb - 87 Va - 112 (94 A@ 1700#) Vfe - 100 (top of white) Vno - 122 (max structural cruise - top of green) Vne - 149 (never exceed - top yellow) x wind - 15

Answer 34

Papers - ARROW, Student pilot Flaps down Master on Stall light, Nav, Landing, Beacon lights Fuel pump - pressure / quant Master off

Answer 35

Ties / Towbar Fuel quantity cap/drain/vent Engine/Oil/Exhaust Alt Belt/Air Intake/Prop Pitot/Static port - cover Gear/Tires/Struts/Cotter Brakes/Pads/Fluid Surfaces / Controls Baggage door Final W/A

Answer 36

Flaps Up Briefing (SAFETY) Hobbs/Tach pic ATIS - Runway and Flight info on board Breakers

Answer 37

Mix Rich Throttle - pump and set 25% Prime locked Brakes Locked Switches - (Master - Beacon - Aux Fuel on) Prop - call out "prop clear" Turn Mag (2 hands - one on throttle) OIL PRESSURE! Aux Fuel Pump off - check pressure Mix - lean a finger

Answer 38

Fuel Tank Selector Trim Neutral Flt Controls Free and Correct (look at ailerons) Instruments Mixture rich 1800 RPM watch for creep Mag Test Carb Heat Test Gauges/Vacuum/Ammeter in Green Throttle back

Answer 39

Flaps set 0-25* Fuel pump on Mixture rich Heading Bug Light (Landing/Strobes) Doors/windows Note time Brakes off Full throttle

Answer 40

Power Mixture Intruments Landing lights off (?) Fuel pump off

Answer 41

Max power Pitch - cowling on horizon Raise flaps one notch VSI+ then raise second notch flaps VSI+ and Vy - flaps

Answer 42

Mode C Veil - not actual part of airspace (but A/W Class "B") Horizontal - 30nm Vertical - SFC to 10000 Must have ADSB-out and Altitude Encoding Transponder

Answer 43

122.95 MHz

Answer 44

1. The flight plan shall be to the first fuel stop, based on maximum allowable passengers, baggage, and/or cargo loads using real-time weather. 2. Appropriate and current aeronautical charts should be used. 3. Airspace, obstructions, and terrain features should be properly identified. 4. Easily identifiable en route checkpoints should be selected. 5. Most favorable altitudes considering weather conditions and equipment capabilities should be selected. 6. Headings, flight times, and fuel requirements should be computed. 7. Appropriate navigation systems/facilities and communication frequencies should be selected. 8. Pertinent information from NOTAMS, Chart Supplements, and other flight publications should be considered. 9. A navigation log should be completed, and simulating filing a VFR flight plan should be accomplished. 10. Correctly calculating the weight and balance for the planned trip and that the center of gravity is within the airplane's operations limitations for the duration of the flight.

Answer 45

TRSAs (Terminal Radar Service Areas) are areas where participating pilots can receive additional radar services. TRSAs are often described as being “optional Class C” airspace. The purpose of the service is to provide separation between all IFR operations and participating VFR aircraft. The primary airport(s) within the TRSA become(s) Class D airspace. The remaining portion of the TRSA overlies other controlled airspace, which is normally Class E airspace beginning at 700 or 1,200 feet and established to transition to/from the en route/terminal environment. The Class D portion is charted with a blue segmented line. Participation in TRSA services is voluntary. TRSAs are depicted on VFR sectional charts and terminal area charts with a dark grey rings and altitudes for each segment. When you are in contact with TRSA controllers you can expect the same services provided by other approach control centers in U.S. airspace. As a VFR pilot, you would first contact the relevant approach control (for example, SOCAL Approach for Palm Springs Airport is 135.27 Hz) and state your intentions. The TRSA will provide separation services and sequencing. You will be assigned a distinct squawk code and be given traffic alerts when other planes are nearby you. The controllers may also assign you specific altitudes and headings to fly. If you choose to participate in the TRSA, these altitude and heading assignments are mandatory. As always, if the controllers instruct you to do something that you cannot safely comply with (for example, a heading that would steer you into a cloud while flying VFR), don’t hesitate to say “unable”.

Answer 46

Air Defense Identification Zones are the area of airspace over land or water, extending upward from the surface, within which the ready identification, the location, and the control of aircraft are required in the interest of national security. The ADIZ surrounding the U.S. border is depicted on a sectional chart with a solid magenta line and a series of dots.

Answer 47

Flyways are the most loosely defined, and can be found on a TAC . They suggest general routes and altitudes near busy airspace to keep VFR traffic out of restrictive airspace. A Corridor is a section of airspace that has been cut out of more restrictive airspace, like Class B, to allow VFR traffic to transit without explicit clearance. There will often be suggested altitudes and frequencies to prevent conflicts. Transition Routes are also found on the TAC and are charted routes for VFR aircraft to fly through more restrictive airspace. They will require contacting ATC, but provide a route for pilots to quickly request and then fly to avoid having to take a longer route around the area.

Answer 48

1. Remain outside or above Class D surface area. 2. Determine direction and flow of traffic. 3. Join the pattern and watch for light gun signals. 4. Acknowledge by rocking wings (daytime), acknowledge by flashing landing light or navigation lights (night time).

Answer 49

Adiabatic lapse rate: The rate at which a parcel of air cools as its altitude changes. This is a constant rate. Ambient (or actual) lapse rate: The rate at which the temperature of the actual air around you changes as your altitude changes. This rate is not a constant and often varies from one altitude to another, one place to another, and one minute to another. If you have a parcel of air that is warmer than the surrounding air, it will rise, like a hot air balloon without the canopy or basket to hold it down. On the way up, its own temperature will cool at the adiabatic lapse rate and the temperature of the air around it will change at the ambient lapse rate. When the parcel's temperature is the same as the ambient temperature, it will stop moving. Stable air is already in that state, with no lifting force. Unstable air has a lifting force because the ambient lapse rate is far enough off the adiabatic lapse rate to make it want to rise.

Answer 50

Unusual Attitude Recovery - AI color / Check Airspeed - if it's BROWN (AS high/increasing) - power DOWN, level wings, pitch up - if it's BLUE (AS low/decreasing) - power THROUGH, pitch down, level wings

Answer 51

Taxiway edge - blue centerline - green runway guard - two raised at runway entry clearance bar - 3 sunken yellow along runway entry stop bar lights - row of sunken red - turned off when clear T/O Runway edge - white (except last 2000ft for ILS), LIL, MIL, HIL centerline - white every 50 ft until last 3000ft then 2000ft alt red-white then 1000ft red touchdown zone (TDZL) - white bars from 100ft beyond threshold to 3000ft or half runway length whichever shorter runway threshold - green row at beginning and red row at end of runway REIL lights - pair of synchronized flashing lights located on each side of the runway threshold at smaller airports

Answer 52

GRABCARD Generator or alternator Rate of Turn Indicator Attitude Indicator Ball (inclinometer) Clock (second-hand sweep or digital) Altimeter (pressure sensitive) Radio/Navigation (appropriate for flight) Directional Gyro/Heading Indicator

Answer 53

ADS-B XM Weather Approach Control (TRACON) Center Control (ARTCC) Ask the tower controller to look out the window If Tower is busy, call the ground controller on com 2 when you’re still 50nm out and ask him to look out the window and give you an opinion Use FSS to get an updated briefing or ask a specific question (122.2 or as noted on the chart) Relay to other aircraft that may be operating in the area you are going 4G or 3G to your cell phone if you are low enough

Answer 54

Clouds Visability Winds - crosswind or windshear

Answer 55

Heading - which way the plane is pointing (head) Track - path along the ground (tracks) Course - direction you originally planned to go (map direction) Bearing - where you want to "BE." Relative bearing can change when you get off course

Answer 56

Call ATC or FSS "Washington Center, NXXXX has a pilot report when you're ready." "Denver Center, NXXXX is 18 miles east of the Red Table VOR, light rime ice at 17,0000', temperature -14C."

Answer 57

1. Local Weather (Weather.com) or hourly on Foreflight 2. METAR - hourly and TAF's - every 6hrs. for conditions 3. Surface and Prog charts for fronts and general patterns (4hrs) 4. AIRMETs (6hr.) and SIGMETS (4hrs) for alerts ASEL don't fly 5. Radar (summary are old, I use "live" Sentry) - for precipitation 6. GFA - BEST way to check the weather between two airports aviationweather.com 7. Briefing - Foreflight or FSS (outlook, standard and abbreviated)

Answer 58

Hypoxia - dizziness lightheaded; descend, supplemental O2 CO - HA, blurred vision, fatigue; open vent, turn off heater, O2, land, Sentry Hyperventilation - tingling, HA; paper bag, counting Airsickness - N/V, barf bag, scopolamine patch, focus on horizon, hands on wheel, air vents Middle ear - chewing gum, swallowing Nitrogen scuba - 24 hours if >fl80 or control ascent dive / 12 others Stress - Fatigue -

Answer 59

I RAM I I - Impulsivity: "Do it quickly" R - Resignation: "What's the use?" A - Anti-Authority: "Don't tell me" M - Macho: "I can do it" I - Invulnerability: "It won't happen to me"

Answer 60

- Power to idle (don't forget carb heat) - If necessary, pitch up to decrease airspeed to top of white arc (100) - Full flaps - Execute spiral descent (bank angle 30 deg) - maintain speed at top of white arc - Descend to desired altitude - Be ready for emergency landing

Answer 61

1) Ground-based: Near ground with cold clear nights can trap fog or smoke close to ground affecting visibility. 2) Inversion Aloft: Warm air current with rain over colder air layer trapped below can lead to icing.

Answer 62

1) Perceive Hazards - PAVE 2) Process - Why CARE? Consequences - Alternatives - Reality of the situation - External pressures 3) Perform - Change the situation to make sure the hazard doesn't hurt ME (Mitigate risk and Evaluate outcome)

Answer 63

Too forward - nose heavy pro - increased longitudinal stability with better spin/stall recovery con - lower cruise speed con - higher stall speed con - may be difficult / impossible to flair Too aft - nose light pros - higher cruise speed, lower stall speed con - decreased longitudinal stability with poor spin/stall recovery con - may pitch up and stall

Answer 64

Blast Pad - yellow V's (no go zone) Displaced Threshold - white arrows (no landing except rollout) Threshold Markings - "piano keys" (100') Runway Designation Marking - "the numbers" (300') Centerline Markings - (every 200') Touchdown Zone Markings - (every 500' x 3000') Aiming Point VFR Marker - (1000')

Answer 65

1) Calculate the 'spread,' where you're taking the current temperature and subtracting the dew point. 2) Divide the spread by 4.4 (if temperatures are in °F) or 2.5 (if temperatures are in °C), then multiply by 1000. This will give you cloud base in feet above ground level.

Answer 66

AWC 1. “Advisories”- Airmet/Sigmets 2. “Forecasts” - winds/temps>(click region on “data”) 3. “Forecasts” - Prog Chart 4. “Forecasts” - aviation forecasts>Surface/Clouds 5. “Forecasts” - GFA tool 6. “Forecasts” - HEMS .

Answer 67

Typically, the faster you fly the less ice you will accumulate, If you weren’t picking up ice 5 minutes ago, but now you are, I’d seriously consider high-tailing it back to where you were last where there weren’t icing conditions and then find a place to land ASAP! (180 degree is almost always your best bet!) Fly in the clear, preferably in warmer air (maybe descend), or fly away from the clouds into the sun where although the temperature may still be well below freezing, the sun can sublimate the ice off of the airframe. Remember your airplane is now going to have a higher 1G stall speed (stall speed in level flight) than it did before, and the stall warning device (horn or light) probably won’t warn you of an impending stall since it was calibrated for a different angle of attack Talk with ATC, tell them what is happening and what you need. Whether it is reports of clear air from other pilots or have them to tell you where the nearest airport is, use them as your resource (your tax dollars pay them, put them to work for you!) Don’t hesitate to declare an emergency and ask for all the help you need. No flaps. REMEMBER: If the Pitot tube gets completely iced over, you will no longer have accurate airspeed information. Instead, you will have the airspeed indicator frozen on the last measured airspeed.

Answer 68

ADS-B XM Weather Approach Control (TRACON) Center Control (ARTCC) Ask the tower controller to look out the window If Tower is busy, call the ground controller on com 2 when you’re still 50nm out and ask him to look out the window and give you an opinion Use FSS to get an updated briefing or ask a specific question (122.2 or as noted on the chart) Relay to other aircraft that may be operating in the area you are going 4G or 3G to your cell phone if you are low enough