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AOA - Angle of Attack
Angular difference of the chord line in relation to the relative wind
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Chord Line
Imaginary straight line between the leading and trailing edge
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Relative Wind
is parallel to and opposite the flight path of the airplane
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Lift
Opposes weight and gravity
Key aerodynamic force
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Stall
Exceeding the critical angle of attack
The separation of airflow from the airfoil resulting in the loss of lift
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Spin Recovery
THROTTLE - IDLE
RUDDER - FULL OPPOSITE TO SPIN
CONTROL STICK - EASE FORWARD
RUDDER - NEUTRAL WHEN ROTATION STOPS
FLAPS - CRUISE
CONTROL STICK - PULL CAUTIOUSLY
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Vertical Axis
passes through CG
called YAW
controlled by rudder pedals
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Lateral Axis
Wingtip to wingtip through CG
Called pitch
Controlled by elevator
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Longitudinal Axis
Nose to tail through CG
Called Roll
Controlled by Ailerons
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TORQUE (Turning Tendencies)
- Left turning tendency
- Newton's third law
- Propeller rotates clockwise-rotates plane counterclockwise
-
Gyroscopic Precession
- Right turning tendency
- caused by props gryroscope characteristics
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Asymmetrical Thrust (P-Factor)
Unequal thrust causes yaw left
-
Turning Tendencies
(High power, low airspeed)
- Torque
- Gyroscopic precession
- Asymmetrical thrust
- Spiraling slip stream
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Induced drag
- created by the production of lift
- inversely proportional to square of speed
-
Stall speed increases with
- weight
- forward CG
- changes in wing shape (i.e. ice or snow)
- turbulence
-
What turns an airplance
horizontal component of lift
-
Load factor and stall speed
increasing load factor causes aircraft to stall at higher speeds
-
AFT CG
- Stall speed decreases
- stability decreases
- cruise speed increase
-
Forward CG
- Stall Speed increases
- Stability increases
- Cruise speed decreases
-
High Air pressure
equals better performance
-
As temp goes up performance
goes down
-
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As humidity increases
- Air density decreases
- performance goes down
-
Vx
- Best angle of climb
- 60 KIAS Flaps T/O
-
Vy
- Best rate of climb
- 66KIAS Flaps T/O
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-
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Light Gun signal
STEADY GREEN
- cleared to cross
- cleared to takeoff
- cleared to land
-
Light Gun signal
FLASHING GREEN
- cleared to taxi
- return for landing
-
Light Gun signal
FLASHING RED
- taxi clear of runway
- airport is unsafe/do not land
-
NOTAMS D
widely disseminated
-
-
Class B
(Chart depiction)
Solid blue line
-
Class C
(Chart depiction)
Solid magenta
-
Class D
(Chart depiction)
Dashed blue line
-
Class E
(Chart depiction)
Dashed magenta line
-
-
Class A
- IFR only
- Clearance required
- FL180-FL600
- <Mach 1
-
Class B requirements
- Clearance required
- IFR & VFR
- Two way radio maintained
- Mode C
-
Class B Speed (Above 10,000)
<Mach 1
-
Class B Speed (Below 10,000)
<250KIAS
-
Class B Speed (VFR below)
<200 KIAS
-
-
Class C requirements
- IFR & VFR
- Two way communication
- Mode C
-
Class C speeds
- <250 KIAS
- <200 KIAS below 2,500AGL w/i 4nm of airport
-
Class C weather
- 1532
- 1000' above
- 500' below
- 3 SM vis
- 2,000' horizontal
-
Class B height
Surface to 10,000 MSL (generally)
-
Class C height
- Core = surface-4,000AGL 5NM radius
- Shelf = 1,200AGL-4,000'AGL, 5-10NM
-
Class D Airspace requirements
Two way communications
-
Class D airspeeds
- <250KIAS
- <200KIAS within 4NM of primary airport
-
Class D weather
- 1532
- 1,000 above
- 500 below
- 3SM
- 2,000 horizontally
-
Class D height
SFC-2,500 AGL
-
Class E weather (below 10,00MSL)
- 1532
- 1,000 above
- 500 below
- 3SM
- 2,000 horizontally
-
Class E weather (above 10,000MSL)
- 5111
- 5SM
- 1,000 above
- 1,000 below
- 1SM horizontally
-
Class G speeds
- <250 KIAS below 10,000MSL
- <Mach 1 above 10,000MSL
-
Class G weather (above 10,000MSL)
- 5111
- 5SM
- 1,000 above
- 1,000 below
- 1SM horizontally
-
Class G weather (below 1,200'AGL)
-
Class G weather (above 1,200'AGL & below 10,000MSL)
- 1512
- 1SM vis
- 500' below
- 1,000' above
- 2,000 horizontally
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ADM - Aircrew Decision Making
Systematic approach to the mental process used by aircraft pilots to consistently determine the best course of action in response to a given set of circumstances
-
ADM Steps
- 1. Identify personal attitudes hazardous to safe flight
- 2. learn behavior modification techinques
- 3. learn to recognize and cope with stress
- 4. develop RM skills
- 5. use all resources
- 6. Evaluate effectiveness of ADM skills
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Hazardous Attitudes
- 1. Anit-authority
- 2. Impulsivity
- 3. Invulnerability
- 4. Macho
- 5. Resignation
-
Anti-authority Antidote
Follow the rules. They are usually right.
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Impulisivity - Antidote
Not so fast. Think first
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Invulnerability - ANTIDOTE
It could happen to me
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Macho - ANTIDOTE
Taking chances is foolish
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Resignation - ANTIDOTE
I'm not helpless. I can make a difference
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Risk Management
Decision-making process to systematically evaluate possible courses of action, ID risks and benefits and determine the best course of action
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Runway Incursion
Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected surface designated for takeoffs and landings of an aircraft
-
CRM 6 core components
- 1. Mission planning/debriefing (mission analysis)
- 2. Communication
- 3. Risk management/decision making
- 4. Situational awareness (SA)
- 5. Task management
- 6. Crew Coordination/flight integrity
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DA-20 Flaps
- Slotted
- electric flap acuator
- 3 positions
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Powerplant
- Propeller
- IO-240-B engine
- 125hp @ 2800RPM
-
FUEL SYSTEM
- tank
- gascolator
- Duke's fuel pump
- fuel shutoff
- engine driven fuel pump
- throttle body/Fuel control unit
- fuel distribution manifold
- fuel injectors
- engine cylinders
-
IGNITION SYSTEM
- Ignition switch
- magnetos
- ignition leads
- spark plugs
-
OIL SYSTEM
- Wet oil sump
- engine-driven oil pump
- oil filter
- vernatherm (oil cooler bypass)
- engine accessories
- engine components
-
CAMBER
the characteristic of the aerofoil's upper and lower surfaces
-
Density altitude
pressure altitude corrected for variations in temperature
-
Indicated Airspeed (IAS)
the speed of the aircraft as observed on the airspeed indicator
-
True Airspeed (TAS)
- speed of the aircraft in relation to the air mass in which it is flying
- IAS corrected for air density
-
Wake turbulence (times)
- 3 minute behind heavy
- 2 minute behind small plus
- 1 minute behind small helicopters
- 3,000' lateral with small fixed wing aircraft
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How often does a civilian check ride need to be accomplished?
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