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44 Cards in this Set
- Front
- Back
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What is a spin? |
A spin in a small airplane or glider is a controlled (recoverable) or uncontrolled (possibly unrecoverable) maneuver in which the airplane or glider descends in a helical path while flying at an angle of attack (AOA) greater than the critical AOA. Spins result from aggravated stalls in either a slip or a skid. If a stall does not occur, a spin cannot occur. In a stall, one wing will often drop before the other and the nose will yaw in the direction of the low wing. |
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Describe several flight situations where an unintentional spin may occur. |
a. Engine failure on takeoff during climbout- pilot tries to stretch glide to landing area by increasing back pressure or makes an uncoordinated turn back to departure runway at a relatively low airspeed. b. Crossed-controlled turn from base to final (slipping or skidding turn)-pilot overshoots final (possibly due to a crosswind) and makes an uncoordinated turn at a low airspeed. c. Engine failure on approach to landing- pilot tries to stretch glide to runway by increasing back pressure. d. Go-around with excessive nose-up trim- pilot applies power with full flaps and nose-up trim combined with uncoordinated use of rudder. e. Go-around with improper flap retraction--pilot applies power and retracts flaps rapidly resulting in a rapid sink rate followed by an instinctive increase in back pressure. |
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What does an aft center of gravity do to an aircraft's spin characteristics? |
Recovery from a stall in any aircraft becomes progressively more difficult as its center of gravity moves aft. This is particularly important in spin recovery, as there is a point in rearward loading of any airplane at which a flat spin will develop. A flat spin is one in which centrifugal force acting through a center of gravity located well to the rear, will pull the tail of the airplane out away from the axis of the spin, making it impossible to get the nose down and recover. |
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What load factor is present in a spin? |
About 1 G |
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What is the procedure if you have a complete engine failure on takeoff? |
Throttle Idle Max brakes Mixture lean Retract flaps Ignition off Master switch |
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Immediately before touchdown in a forced landing procedure, what items should be completed? |
a. Establish an airspeed with flaps up of 65 KIAS and with flaps down of 65 KIAS. b. Set the mixture control to "Idle Cut-Off." c. Set the fuel selector valve to "Off." d. Turn the ignition switch to "Off." e. Select the landing down or up depending on terrain. f. Set the wing flaps as required (30° is recommended). g. Make sure doors are unlatched prior to touchdown. h. Turn the master switch to "Off." Make your touchdown with the tail slightly low. j. Apply brakes heavily. |
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What is detonation? |
Detonation is an uncontrolled, explosive ignition of the fuel/ air mixture within the cylinder's combustion chamber. It causes excessive temperatures and pressures which, if not corrected, can quickly lead to failure of the piston, cylinder, or valves. In less severe cases, detonation causes engine overheating, roughness, or loss of power. It is characterized by high cylinder head temperatures, and is most likely to occur when operating at high power settings. |
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What are some of the most common operational causes of detonation? |
a. Using a lower fuel grade than that specified by the aircraft manufacturer. b. Operating with extremely high manifold pressures in conjunction with low rpm. Operating the engine at high power settings with an excessively lean mixture. d. Extended ground operations or steep climbs where cylinder cooling is reduced. |
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What action should be taken if detonation is suspected? |
Detonation may be avoided by following these basic guidelines during the various phases of ground and flight operations: a. Make sure the proper grade of fuel is being used. b. While on the ground, keep the cowl flaps (if available) in the full-open position. c. During takeoff and initial climb, use an enriched fuel mixture, as well as a shallower climb angle to increase cylinder cooling d. Avoid extended, high power, steep climbs. . Develop habit of monitoring engine instruments to verify proper operation. |
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What is preignition? |
Preignition occurs when the fuel/air mixture ignites prior to the engine's normal ignition event. Premature burning is usually caused by a residual hot spot in the combustion chamber, often created by a small carbon deposit on a spark plug, a cracked spark plug insulator, or other damage in the cylinder that causes a part to heat sufficiently to ignite the fuel/air charge. Preignition causes the engine to lose power, and produces high operating temperature. As with detonation, preignition may also cause severe engine damage, because the expanding gases exert excessive pressure on the piston while still on its compression stroke. |
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What actions should be taken if preignition is suspected? |
Detonation and preignition often occur simultaneously and one may cause the other. Since either condition causes high engine temperature accompanied by a decrease in engine performance, it is often difficult to distinguish between the two. Using the recommended grade of fuel, and operating the engine within its proper temperature, pressure, and rpm ranges, reduces the chance of detonation or preignition. |
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If the engine begins to run rough when flying through heavy rain, what action should be taken? |
During flight through heavy rain, it is possible for the induction air filter to become water saturated. This situation will reduce the amount of available air to the carburetor resulting in an excessively rich mixture and a corresponding loss of power. Carburetor heat may be used as an alternate source of air in such a situation. |
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During a cross-country flight you notice that the oil pressure is low, but the oil temperature is normal. What is the problem and what action should be taken? |
A low oil pressure in flight could be the result of any one of several problems, the most common being that of insufficient oil. If the oil temperature continues to remain normal, a clogged oil pressure relief valve or an oil pressure gauge malfunction could be the culprit. In any case, a landing at the nearest airport is advisable to check for the cause of the trouble. |
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Name the three types of structural ice that may occur in flight. |
Clear Icing- or glaze ice, is a glossy, clear, or translucent ice formed by the relatively slow freezing of large, supercooled water droplets. Clear icing conditions exist more often in an environment with warmer temperatures, higher liquid water contents, and larger droplets. It forms when only a small portion of the drop freezes immediately while the remaining unfrozen portion flows or smears over the aircraft surface and gradually freezes. Rime Icing--a rough, milky, and opaque ice formed by the instantaneous freezing of small, supercooled water droplets after they strike the aircraft. Rime icing formation favors colder temperatures, lower liquid water content, and small droplets. It grows when droplets rapidly freeze upon striking an aircraft. The rapid freezing traps air and forms a porous, brittle, opaque, and milky-coloredice. Mixed leing--a mixture of clear ice and rime ice, mixed ice forms as an airplane collects both rime and clear ice due to small-scale variations in liquid water content, temperature, and droplet sizes. Mixed ice appears as layers of relatively clear and opaque ice when examined from the side. Mixed icing poses a similar hazard to an aircraft as clear ice. It may form horns or other shapes that disrupt airflow and cause handling and performance problems. Note: In general, rime icing tends to occur at temperatures colder than -15°C, clear icing when the temperature is warmer than -10°C, and mixed ice at temperatures in-between. This is only general guidance. The type of icing will vary depending on the liquid water content, droplet size, and aircraft-specific variables |
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Describe the types of icing found in stratiform clouds, and the types found in cumuliform clouds. |
Stratiform clouds--both rime icing and mixed icing are found in stratiform clouds. Icing in middle and low-level stratiform clouds is confined, on average, to a layer between 3,000 and 4,000 feet thick. A change in altitude of only a few thousand feet may take the aircraft out of icing conditions, even if it remains in clouds, The main hazard lies in the great horizontal extent of stratiform cloud layers. Cumuliform Clouds--icing is usually clear or mixed with rime in the upper levels. The icing layer is smaller horizontally but greater vertically than in stratiform clouds. Icing is more variable in cumuliform clouds because the factors conducive to icing depend on the particular cloud's stage of development. Icing intensities may range from a trace in small cumulus to severe in a large towering cumulus or cumulonimbus, especially in the upper portion of the cloud where the updraft is concentrated and supercooled large drops (SLDs) are plentiful. |
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What action is recommended if you inadvertently encounter icing conditions? |
You should leave the area of visible moisture. This might mean descending to an altitude below the cloud bases, climbing to an altitude above the cloud tops, or turning to a different course. If unable to leave the area of visible moisture, the pilot must move to an altitude where the temperature is above freezing. If you're going to climb, do so quickly; procrastination may leave you with too much ice. If you're going to descend, you must know the temperature of the air and the type of terrain below. |
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If you encounter in-flight icing, and ATC asks you to report your conditions, what are the official reportable icing values that you are expected to use? |
Trace, light, moderate, and severe |
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If icing has been inadvertently encountered, how would your landing approach procedure be different? |
a. Maintain more power during the approach than normal. b. Maintain a higher airspeed than normal. c. Expect a higher stall speed than normal. d. Expect a longer landing roll than normal. e. A "no flaps" approach is recommended. f. Maintain a consistently higher altitude than normal. g. Avoid a missed approach (get it right the first time). |
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What is the worst kind of ice? |
Freezing rain |
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What causes carburetor icing and what are the first indications of its presence? |
The vaporization of fuel, combined with the expansion of air as it passes through the carburetor, causes a sudden cooling of the mixture. The temperature of the air passing through the carburetor may drop as much as 60°F within a fraction of a second. Water vapor is squeezed out by this cooling, and, if the temperature in the carburetor reaches 32°F or below, the moisture will be deposited as frost or ice inside the carburetor. For airplanes with a fixed pitch propeller, the first indication of carburetor icing is a loss of rpm. For airplanes with controllable- pitch (constant speed) propellers, the first indication is usually a drop in manifold pressure. |
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What conditions are favorable for carburetor icing? |
Carburetor ice is most likely to occur when temperatures are below 70°F (21°C) and the relative humidity is above 80 percent. However, due to the sudden cooling that takes place in the carburetor, icing can occur even with temperatures as high as 100°F (38°C) and humidity as low as 50 percent. This temperature drop can be as much as 60 to 70°F. Therefore. at an outside air temperature of 100°F, a temperature drop of 70°F results in an air temperature in the carburetor of 30°F. |
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A pilot flying an aircraft certificated for flight in KnOWn icing (FIKI) should be aware of a phenomenon known as roll upset. What is roll upset? |
Roll upset is an uncommanded and uncontrolled roll phenomenon associated with severe inflight icing. It can occur without the usual symptoms of ice accumulation or a perceived aerodynamic stall. Pilots flying certificated FIKI aircraft should be aware that severe icing is a condition outside of the aircraft's certification icing envelope. The roll upset that occurs may be caused by airflow separation (aerodynamie stall), which induces self-defection of the ailerons and loss of or degraded roll handling characteristics. The aileron deflection may be caused by ice accumulating in a sensitive area of the wing aft of the deicing boots. |
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What is the recommended recovery procedure for a roll upset? |
a. Reduce the angle of attack by increasing airspeed. If in a turn, roll wings level. b. Set appropriate power and monitor the airspeed and angle of attack. A controlled descent is a vastly better alternative than an uncontrolled descent. c. If flaps are extended, do not retract them unless it can be determined that the upper surface of the airfoil is clear of ice, because retracting the flaps will increase the AOA at a given airspeed. d. Verify that wing ice protection is functioning normally by visual observation of the left and right wing. |
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What is meant by decompression? |
Decompression is the inability of the aircraft's pressurization system to maintain the designed aircraft cabin pressure. For example, an aircraft is flying at an altitude of 29,000 feet but the aircraft cabin is pressurized to an altitude equivalent to 8,000 feet. If decompression occurs, the cabin pressure may become equivalent to that of the aircraft's altitude of 29,000 feet. The rate at which this occurs determines the severity of decompression. |
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What are the three types of decompression? |
Explosive decompression-~-Cabin pressure decreases faster than the lungs can decompress. Most authorities consider any kind of decompression which occurs in less than ½ second as explosive and potentially dangerous. This type of decompression could only be caused by structural damage, material failure, or by a door popping open. Rapid decompression-_-A change in cabin pressure where the lungs decompress faster than the cabin. Rapid decompression decreases the period of useful consciousness because oxygen in the lungs is exhaled rapidly. The pilot's effective performance time is reduced by one-third to one-fourth its normal time. Gradual or slow decompression--Can be the most dangerous and occurs when the cabin pressure decreases at a rate so slow that it may not be detected by the flight crew. If not corrected, the insidious effects of hypoxia take effect and eventually result in crew incapacitation. Possible causes of a slow decompression include cracked windows, pressure seal leaks, and pressurization system component failures. Automatic visual and aural warning systems generally provide an indication of a slow decompression. |
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What are the three types of decompression? |
Explosive decompression-~-Cabin pressure decreases faster than the lungs can decompress. Most authorities consider any kind of decompression which occurs in less than ½ second as explosive and potentially dangerous. This type of decompression could only be caused by structural damage, material failure, or by a door popping open. Rapid decompression-_-A change in cabin pressure where the lungs decompress faster than the cabin. Rapid decompression decreases the period of useful consciousness because oxygen in the lungs is exhaled rapidly. The pilot's effective performance time is reduced by one-third to one-fourth its normal time. Gradual or slow decompression--Can be the most dangerous and occurs when the cabin pressure decreases at a rate so slow that it may not be detected by the flight crew. If not corrected, the insidious effects of hypoxia take effect and eventually result in crew incapacitation. Possible causes of a slow decompression include cracked windows, pressure seal leaks, and pressurization system component failures. Automatic visual and aural warning systems generally provide an indication of a slow decompression. |
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What are the dangers of decompression? |
a. Hypoxia. b. At higher altitudes, being tossed or blown out of the airplane. c. Evolved gas decompression sickness (the bends). d. Exposure to wind blast and extreme cold. |
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What instruments are affected when the pitot tube freezes? |
a. Pitot tube blocked and associated drain hole remains clear-Airspeed decreases to zero; altimeter and vertical speed read normal. b. Pitot tube and drain hole blocked-_Airspeed indicator acts as an altimeter; reads high in climb and low in descent. Altimeter and vertical speed read normal. |
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What instruments are affected when the static port freezes? |
Airspeed Indicator--Accurate at the altitude frozen as long as the static pressure in the indicator and the system equals outside pressure. If the aircraft descends, the airspeed indicator would read high (outside static pressure greater than that trapped). If the aircraft climbs, the airspeed indicator will read low. Altimeter--Indicates the altitude at which the system was blocked. Vertical speed-_-Indicates level flight. |
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Ammeter right deflection after starting |
After starting-_-The power from the battery used for starting is being replenished by the alternator. Or, if a full-scale charge is indicated for more than 1 minute, the starter is still engaged and a shutdown is indicated. |
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Ammeter right deflection during flight |
A faulty voltage regulator is causing the alternator to overcharge the battery. |
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Ammeter left deflection after starting. |
-Normal during start. Other times indicates the alternator is not functioning or an overload condition has occurred in the system. The battery is not receiving a charge. |
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Ammeter left deflection during flight |
During flight--The alternator is not functioning or an overload has occurred in the system. The battery is not receiving a charge. |
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What action should be taken if the ammeter indicates a continuous discharge (left needle) while in flight? |
The alternator has quit producing a charge, so the master switch and the alternator circuit breaker should be checked and reset if necessary. If this does not correct the problem, the following should be accomplished: a. The alternator should be turned off; pull the circuit breaker (field circuit will continue to draw power from the battery). b. All electrical equipment not essential to flight should be turned off the battery is now the only source of electrical power). c. The flight should be terminated and a landing made as soon as possible. |
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What action should be taken if the ammeter indicates a continuous charge (right needle) while in flight (more than two needle widths)? |
If a continuous excessive rate of charge were allowed for any extended period of time, the battery would overheat and evaporate the electrolyte at an excessive rate. A possible explosion of the battery could result. Also, electronic components in the electrical system would be adversely affected by higher than normal voltage. Protection is provided by an overvoltage sensor which will shut the alternator down if an excessive voltage is detected. If this should occur the following should be done: a. The alternator should be turned off; pull the circuit breaker (the field circuit will continue to draw power from the battery). b. All electrical equipment not essential to flight should be turned off (the battery is now the only source of electrical power). c. The flight should be terminated and a landing made as soon as possible. |
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If a positive gear down indication is not received, what action is recommended first? |
Several preliminary checks can be made prior to using the emergency extension procedure: a. Check that the master switch is set to "On." b. Check that the "Landing Gear" and "Gear Pump" circuit breakers are in. C. Check both "Landing Gear" position indicators by using the 'Press-To-Test" feature and by rotating the dimming shutter. d. If a bulb has burned out, you can use the other operating bulb as a temporary replacement. |
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What recommended procedure should be used if the landing gear fails to retract after takeoff? |
If the landing gear fails to retract normally, the following checklistshould be completed. a. Check that the master switch is set to "On." b. Check that the landing gear lever is in the full up position. c. Check that the gear pump and landing gear circuit breakers are "In." d. Check the gear up light. e. Recycle the landing gear lever. f. Check for proper gear motor operation by examining the ammeter and listening for noise. Note: If you still hear a gear motor noise after 1 minute, pull out the gear pump circuit breaker to avoid overheating the motor. You can reinstall the circuit breaker when needed for landing. |
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How is the emergency gear extension system operated? |
There is a hand-operated pump, located between the front seats, which may be used for manual extension of the landing gear in the event of a hydraulic failure. |
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What is the recommended procedure if the landing gear will not extend normally? |
If the landing gear fails to extend normally, the following checklist should be completed. a. Check that the master switch is "On." b. Check that the landing gear lever is "Down." c. Check that the gear pump and landing gear circuit breakers are "In." d. Extend the handle and pump the emergency hand pump until heavy resistance is encountered (about 30 to 40 times). e. Check that the gear down light is "On." {. Secure the pump handle. |
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What procedure should be followed if a pilot does not receive a positive indication of the gear being down and locked? |
Attempt to extend the gear manually. If this action is unsuccessful, plan for a gear-up landing. The following checklist should be completed: a. Complete the "before landing" checklist. b. Establish a normal approach configuration with full flaps. c. Check that the gear pump and landing gear circuit breakers are "In." d. Initiate a tail low landing. e. Use a minimum amount of braking. f. Taxi slowly. g. Shut down the engine and then inspect the gear. |
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What is the recommended procedure in dealing with a flat main landing gear tire? |
a. Establish a normal approach configuration with full flaps. b. Touchdown with the good tire first on that side of the runway and keep the aircraft off of the flat tire for as long as possible c. Use braking on the good wheel as required to maintain directional control. |
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Why should taxiing on a slush, snow, or ice covered taxiway in a retractable gear airplane be avoided? |
During thawing conditions, mud and slush can be thrown into wheel wells during taxiing, and takeoff, If it then freezes during flight, this mud and slush could create landing, gear operational problems, 'The practice of recycling the gear after a takeoff can be used an a preventive procedure, However, the safest procedure is to avoid these surface conditions with retractable gear aircraft, |
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What procedure should be followed in an asymmetrical flap emergency? |
The roll encountered in a split flap situation is countered with opposite aileron. The yaw caused by the additional drag created by the extended flap will require substantial opposite rudder, resulting in a cross-control condition. Almost full aileron may be required to maintain a wings-level attitude, especially at the reduced airspeed necessary for approach and landing. The approach to landing with a split flap condition should be flown at a higher than normal airspeed. The pilot should not risk an asymmetric stall and subsequent loss of control by flaring excessively. The airplane should be flown onto the runway so that the touchdown occurs at an airspeed consistent with a safe margin above flaps-up stall speed. |
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What procedure should be followed if loss of elevator control occurs? |
a. Extend the landing gear. b. Lower flaps by 10°. C. Set trim for level flight. d. Using throttle and elevator trim control, establish an airspeed of 70 knots. Do not change the established trim setting. Maintain control of the glide angle by adjusting power. At the landing flare, the elevator trim should be adjusted to full noseup and the power reduced. At the moment of touchdown, close the throttle. |
