Final Review Commercial

1
Final Review Commercial
2
Power Plants

• Carburetor Heat
• Mixture

3
Fuel Injection

• Auxiliary Fuel Pump
• Fuel Flow Indicator
• Vapor Lock
• Exhaust Gas Temperature
• Cylinder Head Temperature

4
Mixture

• Best Economy Mixture
• Best Power Mixture

5
Abnormal Combustion

• Preignition
• Detonation

6
Turbocharging Systems

• Manifold Pressure Gauge
• Critical Altitude
• Service Ceiling
• Overboost

7
Constant Speed Propellers

• Blade Angle
• Pitch Angle
• Governing Range
• Propeller Control
• Efficiency

8
Oxygen Systems

• Continuous Flow
• Diluter Demand
• Pressure Demand

9
Oxygen Masks

• Oronasal Rebreather
• Color Coded Red Pilot
• Quick Donning
• Diluter Demand
• Pressure Demand

10
Oxygen Service

• Aviator Breathing Oxygen
• Oxygen Duration Charts
• FBO
• Never deplete below 50 psi

11
Pressurization

• Outflow Valve
• Safety/dump Valve
• Isobaric Range
• Differential Range

12
Oxygen Requirements

• Part 91
• 12,500 to 14,000 over 30 minutes
• 14,000 for crew members
• 15,000 for passengers

13
Human Factors

• Hypoxia
• Hyperventilation

14
Ice Control Systems

• Anti-icing
• De-icing

15
Landing Gear Systems

• Electrical Gear Systems
• Hydraulic Gear Systems
• Electrohydraulic Systems

16
Airspeed Limitations

• VLE
• VLO

17
Emergency Extension

• Hand Crank
• Hand Pump Hydraulic System
• Freefall System
• Carbon dioxide pressurized system

18
Fundamental Flight Maneuvers

• Straight and Level
• Turns
• Climbs
• Descents

19
Four Aerodynamic Forces

• Lift
• Thrust
• Drag
• Weight
• When are they in equilibrium?

20
Bernoullis Principle

• As the velocity of a fluid increase, its internal
  pressure decreases
• High pressure under the wing and lower pressure
  above the wings surface

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Controlling Lift

• Increase airspeed
• Change the angle of attack
• Change the shape of the airfoil
• Change the total area of the wings

22
Angle of Attack

• Directly controls the distribution of pressure
  acting on a wing. By changing the angle of
  attack, you can control the airplanes lift,
  airspeed and drag.

23
Angle of Attack

• Angle of attack at which a wing stalls remains
  constant regardless of weight, dynamic pressure,
  bank angle or pitch attitude.

24
Flaps

• Plain
• Split
• Slotted
• Fowler

25
Ground Effect

• Within one wingspan of the ground
• An airplane leaving ground effect will experience
  an increase in what kind of drag?

26
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

27
Load Factor

• Ratio between the lift generated by the wings at
  any given time divided by the total weight of the
  airplane.

28
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.

29
Aircraft Stability

• Achieved by locating the center of gravity
  slightly ahead of the center of lift
• Need a tail down force on the elevator

30
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

31
Density Altitude

• High
• Hot
• Humid

32
Surface Winds

• Headwind or tailwind component
• a 10 knot headwind might improve performance by
  10
• a 10 knot tailwind might degrade performance by
  40

33
Performance Charts

• Experience Test Pilots
• Factory new Airplanes
• Repeated Tests using Best Results
• Format -Table -Graphic

34
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

35
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

36
Excessive Weight

• Higher takeoff speed
• Longer takeoff run
• Reduced rate and angle of climb
• Lower maximum altitude

37
Excessive Weight

• Shorter range and endurance
• Reduced cruise speed and maneuverability
• Higher stall speed
• Higher landing speed and longer landing roll

38
Forward CG Effects

• Higher takeoff speed and ground roll
• Reduced rate and angle of climb
• Lower maximum altitude
• Reduced maneuverability

39
Forward CG Effects

• Higher stalling speed
• Reduction in performance caused by increased
  tail-down loading
• Reduced pitch authority

40
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

41
Weight Shift Computations
Weight of Cargo Moved Distance CG
moves Airplane weight Distance
Between Arm locations
42
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

43
Diverting for Emergencies

• Time is of the essence
• Turn to new course as soon as possible
• Use rule of thumb computations, estimates and
  shortcuts

44
Engine Temperature

• Oil cools the internal portion of the engine
• High temperature is often a sign of low oil level

45
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

46
Engine Failure(Takeoff)

• Lower the nose and maintain a safe airspeed

47
Turbulence

• Slow to maneuvering speed
• Maintain a level attitude
• Do not chase the pitot static instruments

48
Spatial Disorientation

• Rely on instrument indications
• Ignore body sensations

49
Emergency Descent

• Reduce the throttle to idle
• Roll into a bank angle of approximately 30-45
  degrees
• Set propeller to low pitch ( High RPM)

50
Emergency Descent

• Extend landing gear and Flap as recommended by
  the manufacturer
• Do not exceed VNE, VLE, VFE, or VA if turbulent

51
Best Glide Speed

• Gear and Flaps retracted
• Propeller to low RPM (High Pitch)
• Pitch
• Trim

52
Best Glide Speed

• Checklist
• Any deviation from the best glide speed will
  reduce the distance you can glide

53
Lost Procedures

• Climb
• Communicate
• Confess
• Comply
• Conserve

54
Lost Procedures

• Radar
• DF Steer
• Emergency Frequency 121.5

55
Short Field Takeoff Landing
56
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

57
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

58
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

59
Common Takeoff Errors

• Inappropriate removal of hand from throttle
• Poor directional control
• Improper use of brakes

60
Short Field Landing

• Consider the wind conditions, landing surface and
  obstructions
• Height of obstructions dictate how steep the
  approach will have to be

61
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

62
Common Errors

• Improper use of landing performance data and
  limitations
• Failure to establish approach landing
  configuration at appropriate time or in proper
  sequence

63
Common Errors

• Failure to maintain a stabilized approach
• Improper technique in use of power, wing flaps
  and trim

64
Common Errors

• Improper removal of hand from throttle
• Improper technique during round out and touchdown

65
Common Errors

• Poor directional control after touchdown
• Improper use of brakes

66
Soft Field Takeoff Landing
67
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

68
Common Errors

• Inappropriate removal of hand from throttle
• Poor directional control

69
Common Errors

• Improper use of brakes
• Improper pitch attitude during liftoff
• Dragging tail of aircraft on ground

70
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

71
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

72
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

73
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

74
Common Errors

• Improper technique in use of power, wing flaps
  and trim
• Inappropriate removal of hand from throttle
• Improper technique during roundout and touchdown

75
Common Errors

• Failure to hold back elevator pressure after
  touchdown
• Closing the throttle too soon after touchdown

76
Common Errors

• Poor directional control after touchdown
• Improper use of brakes

77
Steep Turns
78
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

79
Enter Steep Turn

• As you go through 30o, add power if necessary to
  maintain entry altitude and airspeed

80
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.

81

• 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

82
Maintain Altitude 100

• Maintain entry altitude and airspeed throughout
  the entire maneuver
• During rollout release the back pressure or if
  using trim apply

83
Common Errors

• Improper pitch, bank, and power coordination
  during entry and rollout
• Uncoordinated use of the flight controls

84
Common Errors

• Inappropriate control applications
• Improper technique in correcting altitude
  deviations
• Loss or orientation

85
Common Errors

• Excessive deviation from desired heading during
  rollout

86
Chandelles
87
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

88
Bank

• Establish but do not exceed 30o angle of bank
• Enter using a smooth coordinated level turn

89
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

90
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

91
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

92
Common Errors

• Uncoordinated use of flight controls
• Maintain coordinated flight
• Compensate for torque and aileron drag
• Check the ball in the inclinometer

93
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

94
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

95
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

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Lazy Eights
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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

98
Plan,Orient and Maneuver
At 45o Altitude Increasing Airspeed Decreasing
Pitch Attitude Maximum Bank Angle 15o
99
Plan,Orient and Maneuver
At 90o Altitude Maximum Airspeed Minimum Pitch
Attitude Level Bank Angle 30o
100
Plan,Orient and Maneuver
At 135o Altitude Decreasing Airspeed Increasin
g Pitch Attitude Minimum Bank Angle 15o
101
Plan,Orient and Maneuver
At 180o Altitude Entry Airspeed Entry Pitch
Attitude Level Bank Angle 0o
102
Common Errors

• Poor selection of reference points
• Easily identified
• Not too close
• Uncoordinated use of the flight controls

103
Common Errors

• Maintain coordinated flight
• Compensate for torque
• Check inclinometer
• Unsymmetrical loops from poor pitch and bank
  attitude changes

104
Common Errors

• Stalling before reaching the 90o point
• Excessive diving
• Rushing the angle of bank
• Inconsistent airspeed and/or altitude at key
  points

105
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

106
Common Errors

• Excessive deviation from reference points
• Each 45o segment must be preplanned and the
  proper pitch and bank attained

107
Eights-on Pylons
108
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

109
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

110
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.

111
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

112
Determine the Pivotal Altitude
(Groundspeed in knots)2 Pivotal
Altitude 11.3 1002 885 11.3
113
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

114
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

115
Use Pivotal Altitude

• Do not use rudder to force the reference line
  forward or backward to the pylon

116
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

117
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

118
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

119
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

120
Common Errors

• Rollout needs to be timed to allow the airplane
  to proceed diagonally to a point downwind of the
  second pylon

121
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