Transcript Final Review Commercial - Kansas State University

Final Review Commercial
Power Plants
• Carburetor Heat
• Mixture
Fuel Injection
• Auxiliary Fuel Pump
• Fuel Flow Indicator
• Vapor Lock
• Exhaust Gas Temperature
• Cylinder Head Temperature
Mixture
• Best Economy Mixture
• Best Power Mixture
Abnormal Combustion
• Preignition
• Detonation
Turbocharging Systems
• Manifold Pressure Gauge
• Critical Altitude
• Service Ceiling
• Overboost
Constant Speed Propellers
• Blade Angle
• Pitch Angle
• Governing Range
• Propeller Control
• Efficiency
Oxygen Systems
• Continuous Flow
• Diluter Demand
• Pressure Demand
Oxygen Masks
• Oronasal Rebreather
–Color Coded Red Pilot
• Quick Donning
–Diluter Demand
–Pressure Demand
Oxygen Service
• Aviator Breathing Oxygen
• Oxygen Duration Charts
• FBO
• Never deplete below 50 psi
Pressurization
• Outflow Valve
• Safety/dump Valve
• Isobaric Range
• Differential Range
Oxygen Requirements
• Part 91
–12,500 to 14,000 over 30 minutes
–14,000 for crew members
–15,000 for passengers
Human Factors
• Hypoxia
• Hyperventilation
Ice Control Systems
• Anti-icing
• De-icing
Landing Gear Systems
• Electrical Gear Systems
• Hydraulic Gear Systems
• Electrohydraulic Systems
Airspeed Limitations
• VLE
• VLO
Emergency Extension
• Hand Crank
• Hand Pump Hydraulic System
• Freefall System
• Carbon dioxide pressurized
system
Fundamental Flight Maneuvers
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Straight and Level
Turns
Climbs
Descents
Four Aerodynamic Forces
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Lift
Thrust
Drag
Weight
When are they in equilibrium?
Bernoulli’s Principle
• As the velocity of a fluid increase, its
internal pressure decreases
• High pressure under the wing and
lower pressure above the wing’s
surface
Controlling Lift
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Increase airspeed
Change the angle of attack
Change the shape of the airfoil
Change the total area of the wings
Angle of Attack
• Directly controls the distribution of
pressure acting on a wing. By changing
the angle of attack, you can control the
airplane’s lift, airspeed and drag.
Angle of Attack
• Angle of attack at which a wing stalls
remains constant regardless of weight,
dynamic pressure, bank angle or pitch
attitude.
Flaps
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•
Plain
Split
Slotted
Fowler
Ground Effect
• Within one wingspan of the ground
• An airplane leaving ground effect will
experience an increase in what kind of
drag?
Drag
• What kind of drags rate of increase is
proportional to the square of the
airspeed?
• Parasite Drag
• What kinds of drag make up parasite
Drag
Load Factor
• Ratio between the lift generated by the
wings at any given time divided by the
total weight of the airplane.
Load Factor
• A heavily loaded plane stalls at a higher
speed than a lightly loaded airplane.
• It needs a higher angle of attack to
generate required lift at any given speed
than when lightly loaded.
Aircraft Stability
• Achieved by locating the center of
gravity slightly ahead of the center of
lift
• Need a tail down force on the elevator
Turns
• The horizontal component of lift.
• Load Factor and Turns
• The relationship between angle of bank ,
load factor, and stall speed is the same for
all airplanes
Density Altitude
• High
• Hot
• Humid
Surface Winds
• Headwind or tailwind component
– a 10 knot headwind might improve
performance by 10%
– a 10 knot tailwind might degrade
performance by 40%
Performance Charts
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•
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Experience Test Pilots
Factory new Airplanes
Repeated Tests using Best Results
Format -Table -Graphic
Cruise Charts
• Range is the distance an airplane can
travel with a given amount of fuel
• Endurance is the length of time the
airplane can remain in the air
Cruise Charts
• Maximum range is at L/Dmax or best
glide speed
• Maximum endurance is about 76% or
best glide speed
• Generally close to stall speed
Excessive Weight
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Higher takeoff speed
Longer takeoff run
Reduced rate and angle of climb
Lower maximum altitude
Excessive Weight
• Shorter range and endurance
• Reduced cruise speed and
maneuverability
• Higher stall speed
• Higher landing speed and longer
landing roll
Forward CG Effects
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Higher takeoff speed and ground roll
Reduced rate and angle of climb
Lower maximum altitude
Reduced maneuverability
Forward CG Effects
• Higher stalling speed
• Reduction in performance caused by
increased tail-down loading
• Reduced pitch authority
Beyond Aft CG Effects
• Decreased stability and increased
susceptibility to over control
• Increased risk of stalls and spins of
which recovery may be difficult or
impossible
Weight Shift Computations
Weight of Cargo Moved
Airplane weight
Distance CG moves
=
Distance Between
Arm locations
Elt
• Frequency 121.5 and 243.0
• Battery
– 1 hour of cumulative use
– One half the battery useful life
• Test during 5 minutes after the hour
Diverting for Emergencies
• Time is of the essence
• Turn to new course as soon as possible
• Use rule of thumb computations,
estimates and shortcuts
Engine Temperature
• Oil cools the internal portion of the
engine
• High temperature is often a sign of low
oil level
Heating System
• Heating in most aircraft is by exhaust
manifold-type
• Crack in the system can allow carbon
monoxide into the cabin
• If your aircraft backfires during run up,
have it checked
Engine Failure(Takeoff)
• Lower the nose and maintain a safe
airspeed
Turbulence
• Slow to maneuvering speed
• Maintain a level attitude
• Do not chase the pitot static
instruments
Spatial Disorientation
• Rely on instrument indications
• Ignore body sensations
Emergency Descent
• Reduce the throttle to idle
• Roll into a bank angle of
approximately 30-45 degrees
• Set propeller to low pitch
( High
RPM)
Emergency Descent
• Extend landing gear and Flap as
recommended by the manufacturer
• Do not exceed VNE, VLE, VFE, or VA if
turbulent
Best Glide Speed
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Gear and Flaps retracted
Propeller to low RPM (High Pitch)
Pitch
Trim
Best Glide Speed
• Checklist
• Any deviation from the best glide
speed will reduce the distance you can
glide
Lost Procedures
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Climb
Communicate
Confess
Comply
Conserve
Lost Procedures
• Radar
• DF Steer
• Emergency Frequency 121.5
Short Field Takeoff & Landing
Takeoff
• Objective - Knowledge of elements
• Positive and accurate control of aircraft
with shortest ground roll and steepest
angle of climb
• Proper airspeeds VR, VX, and VY
Takeoff
–Maintain VX =5/-0 KTS
• After clearing the obstacle accelerate
to VY +5/-5
• Retract the landing gear and flaps after
a positive rate of climb or as
recommended
Common Takeoff Errors
• Failure to use the entire runway
• Improper positioning of the flight
controls and wing flaps
• Improper engine operation during short
field takeoff and climb out
Common Takeoff Errors
• Inappropriate removal of hand from
throttle
• Poor directional control
• Improper use of brakes
Short Field Landing
• Consider the wind conditions, landing
surface and obstructions
– Height of obstructions dictate how
steep the approach will have to be
Short Field Landing
–Descent angle will be steeper than a
normal approach. Aim point will be
closer to the obstacle
–Aim point will be short of the
touchdown point
–Select a go around point, normally
before descending below barriers
Common Errors
• Improper use of landing performance
data and limitations
• Failure to establish approach landing
configuration at appropriate time or in
proper sequence
Common Errors
• Failure to maintain a stabilized approach
• Improper technique in use of power, wing
flaps and trim
Common Errors
• Improper removal of hand from
throttle
• Improper technique during round out
and touchdown
Common Errors
• Poor directional control after
touchdown
• Improper use of brakes
Soft Field Takeoff & Landing
Common Errors
• Improper initial positioning of the
flight controls or wing flaps
• Allowing the airplane to stop on the
takeoff surface prior to initiating
takeoff
• Improper power application
Common Errors
• Inappropriate removal of hand from
throttle
• Poor directional control
Common Errors
• Improper use of brakes
• Improper pitch attitude during liftoff
– Dragging tail of aircraft on ground
Common Errors
– Settling back to the runway because
of too high or too low a pitch attitude
• Failure to establish and maintain
proper climb configuration and
airspeed
• Drift during climbout
Soft Field Landing
• Maintain crosswind correction and
directional control throughout the
approach and landing
• Touch down softly, with no drift, and
with the longitudinal axis aligned with
the runway
Soft Field Landing
–Maintain some power to assist in
making a soft touchdown
–Hold it off to slow airspeed and
establish a nose high pitch
attitude
Soft Field Landing
–After touchdown maintain back
pressure to keep the nose wheel
off the ground
–Maintain full back pressure
• Maintain after landing proper position
of the flight controls and taxi speed
Common Errors
• Improper technique in use of power,
wing flaps and trim
• Inappropriate removal of hand from
throttle
• Improper technique during roundout
and touchdown
Common Errors
• Failure to hold back elevator pressure
after touchdown
• Closing the throttle too soon after
touchdown
Common Errors
• Poor directional control after
touchdown
• Improper use of brakes
Steep Turns
Enter Steep Turn
• Heading toward reference point roll
into a coordinated turn with an angle of
bank of 50o +5/-5
• As the turn begins, add back pressure
to increase the angle of attack
Enter Steep Turn
• As you go through 30o, add power if
necessary to maintain entry altitude
and airspeed
Enter Steep Turn
• Trim to relieve excess control pressure
• Begin rollout one half the angle of
bank 20-25 degrees before your
reference point
• Look and clear before all turns.
–To recover from an excessive
nose-low attitude reduce the
angle of bank
–Add back elevator pressure to
raise the nose
–Reestablish the desire angle of
bank
Maintain Altitude +100
• Maintain entry altitude and airspeed
throughout the entire maneuver
• During rollout release the back
pressure or if using trim apply
Common Errors
• Improper pitch, bank, and power
coordination during entry and rollout
• Uncoordinated use of the flight
controls
Common Errors
• Inappropriate control applications
• Improper technique in correcting
altitude deviations
• Loss or orientation
Common Errors
• Excessive deviation from desired
heading during rollout
Chandelles
Altitude
• FAA requires the maneuver be
performed no lower than 1,500 ft AGL
• Pick an altitude that is easy to identify
on your altimeter
Bank
• Establish but do not exceed 30o angle
of bank
• Enter using a smooth coordinated level
turn
Apply Power and Pitch
• After establishing a level 30o banked
turn start a climbing turn by applying
back elevator pressure to attain the
highest pitch attitude at the 90o point
Common Errors
• Improper pitch, bank, and power
coordination during entry or completion
– Pitch up too fast will cause a stall
– Pitch too slow or allow the pitch to
decrease will cause you to reach 180o
point at too high an airspeed
Common Errors
–Adjust power prior to the
maneuver to establish cruise
flight and increase after bank is
established and as pitch is being
increased
–No other power changes are
made
Common Errors
• Uncoordinated use of flight controls
– Maintain coordinated flight
– Compensate for torque and aileron
drag
– Check the ball in the inclinometer
Common Errors
• Improper planning and timing of pitch
and bank attitude changes
– During the first 90o of turn the bank
is constant
– At the 90o point you should have
reached the maximum pitch
Common Errors
–During the second 90o, pitch
attitude remains constant and the
bank is slowly reduced
–At the 180o point, the pitch
attitude is constant and the roll
out to wings level is completed
Common Errors
– Plan and time the pitch and bank
changes while dividing you attention
• Factors related to failure to achieve
maximum performance
– Improper pitch
– Improper bank
Lazy Eights
Objective
• Lazy eights require smooth
coordinated use of the flight controls
– At no time are you straight and level
– Maneuver requires constantly
changing control pressure
Plan,Orient and Maneuver
At 45o
Altitude
Increasing
Airspeed
Decreasing
Pitch Attitude
Maximum
Bank Angle
15o
Plan,Orient and Maneuver
At 90o
Altitude
Maximum
Airspeed
Minimum
Pitch Attitude
Level
Bank Angle
30o
Plan,Orient and Maneuver
At 135o
Altitude
Decreasing
Airspeed
Increasing
Pitch Attitude
Minimum
Bank Angle
15o
Plan,Orient and Maneuver
At 180o
Altitude
Entry
Airspeed
Entry
Pitch Attitude
Level
Bank Angle
0o
Common Errors
• Poor selection of reference points
– Easily identified
– Not too close
• Uncoordinated use of the flight
controls
Common Errors
– Maintain coordinated flight
– Compensate for torque
– Check inclinometer
• Unsymmetrical loops from poor pitch
and bank attitude changes
Common Errors
– Stalling before reaching the 90o point
– Excessive diving
– Rushing the angle of bank
• Inconsistent airspeed and/or altitude at
key points
Common Errors
–Adjust power after the first
maneuver if off entry airspeed or
altitude Loss of orientation. Need
to observe your reference point
as well as your attitude indicator,
altimeter and airspeed indicator
Common Errors
• Excessive deviation from reference
points
– Each 45o segment must be
preplanned and the proper pitch and
bank attained
Eights-on Pylons
Objective
–At a given groundspeed there is
an associated altitude at which
the airplane will appear to pivot
about the point and is called the
pivotal altitude
–The higher the groundspeed the
higher the pivotal altitude
Objective
–In strong wind, altitude changes
will be greater e.g. 100 to 200
feet
–In light wind, altitude changes
will be smaller e.g. 50 to 100 feet
–Wind calm means no change to
pivotal altitude
Determine the Pivotal Altitude
• To determine the pivotal altitude fly at
an altitude well above the pivotal
altitude then reduce power and
descend at cruise airspeed in a medium
bank turn.
Determine the Pivotal Altitude
• The reference line will move back until the
pivotal altitude is reached. If you continue
to descend the reference line will move
forward
• You can estimate the pivotal altitude by
using the following formula
Determine the Pivotal Altitude
(Groundspeed in knots)2 =
Pivotal Altitude
11.3
1002
11.3
=
885
Perform the Maneuver
• As you turn into the wind the
groundspeed decreases causing the
pivotal altitude to decrease causing you
to descend to maintain the pivotal
altitude
Orientation and Planning
• Remain oriented on the location of the
pylons and the direction of the wind
• Plan ahead
• Divide your attention between
coordinated airplane control and
outside visual reference
Use Pivotal Altitude
• Do not use rudder to force the
reference line forward or backward to
the pylon
Common Errors
• Faulty Entry technique
– Poor planning
– Not being at pivotal altitude
– Rolling into a bank too soon
• Poor Planning, Orientation and
Division of Attention
Common Errors
–Lack of anticipation of changes
in groundspeed
–Poor pylon selection
–Poor division of attention.
Uncoordinated flight control
applications and not looking out
for other traffic
Common Errors
• Uncoordinated flight control application
• Use of improper line of sight reference
• Application of rudder alone to maintain
line of sight on pylon
– Most Common Error
Common Errors
– Do not Yaw the wing backward with
rudder if the reference line is ahead
of the pylon
• Improper timing of turn entries and
rollouts
– Usually do to poor planning
Common Errors
–Rollout needs to be timed to
allow the airplane to proceed
diagonally to a point downwind
of the second pylon
Common Errors
• Improper correction for wind between
pylons
• Selection of pylons where there is no
suitable force landing area within
gliding distance
• Large pitch and airspeed changes