Checkride Flashcards Preview

Aviation > Checkride > Flashcards

Flashcards in Checkride Deck (61)
Loading flashcards...
1
Q

As a private pilot, what kind of a rating will I need?

A

A private pilot single engine land rating; category and class.

2
Q

As a private pilot, what am I prohibited from doing?

A

Carrying passengers or cargo for hire.

3
Q

As a private pilot, can I get money for flying?

A

I can share the expenses of the flight with my passengers, on a pro-rated basis. I can fly in a charitable airlift, provided some other restrictions are met.

4
Q

As a private pilot, can I fly an airplane in furtherance of my business?

A

I can use the airplane to get from one place to another, provided the airplane is incidental to the business.

5
Q

What recent experience must I have in order to be pilot in command?

A

3 takeoffs and landings within the last 90 days, in the same category and class of aircraft, and type, if a type rating is required. If flying at night (1 hour after sunset to 1 hour before sunrise), those 3 would have to be at night, and to a full stop.

6
Q

What weather conditions must exist in order for me to fly?

A

Basic VFR weather: 3 miles visibility, and 1,000 foot ceiling. And, distances from clouds. Generally, below 10,000 feet: 500 feet underneath clouds, 1,000 feet on top, 2,000 feet on the sides.

7
Q

At night, what other weather restrictions apply?

A

Instead of 1 statute mile visibility, it’s 3.

In Class G airspace, if visibility is between 1 and 3 statute miles, and I am clear of clouds, I can fly in the pattern within 1/2 mile of the airport.

8
Q

Do the FARs require that I keep a logbook?

A

No, but I need to have a reliable record of the currency requirements, and the requirements for a pilot’s certificate.

9
Q

What maintenance and inspections are required for the flight today?

A

An annual inspection, a transponder inspection within the past 24 months, and an ELT battery inspection.

10
Q

What documentation is required to be aboard the airplane?

A

ARROW:

  • Airworthiness certificate (must be on display)
  • Registration certificate.
  • Radio station license (FCC; not required for domestic flight).
  • Operating limitations (placards, markings, and flight manual).
  • Weight and balance limitations.
11
Q

What are the requirements for flying above Class D airspace?

A

None.

12
Q

What are the requirements for flying above Class C airspace?

A

Must have a transponder with Mode C.

13
Q

What do you do if you’re lost?

A
  • Four C’s: climb, communicate, confess, and comply.
  • To minimize this, mark your checkpoints.
  • Check your heading.
  • Advance position from previous checkpoint, based on groundspeed and heading.
  • Look at the terrain, for big features first, to see where you are.
  • Climb, and use VOR.
  • Call FSS.
14
Q

If your radios stop working, and you need to land at a controlled airport, what should you do?

A

Ideally, land at an uncontrolled airport. If you need to land at a controlled airport, call them on the phone, and make arrangements to land by light gun signals.

To escalate, you can also squawk 7600 on the transponder.

15
Q

Is communications failure considered an emergency?

A

No.

16
Q

What does a flashing green light from a light gun signal mean, when you’re coming in to land?

A

Cleared to approach airport.

17
Q

After landing at an airport, the tower gives you a flashing red light gun signal. What does it mean?

A

Clear the runway.

18
Q

If you’re coming in to an unfamiliar airport, how would you find out what the traffic pattern was?

A

Prior to departing, use the AFD. Or, fly above the airport, above pattern altitude, and look at the traffic pattern indicator.

19
Q

How would you determine the traffic pattern altitude at an unfamiliar airport?

A

Use the AFD prior to departing. In-flight, talk to other airplanes. If all else fails, assume 1,000 feet AGL.

20
Q

What are the right-of-way rules for aircraft in flight?

A
  • Two airplanes converging head-on, each should go to the right.
  • Two airplanes converging other than head-on, the aircraft on the right has the right of way.
  • If you’re overtaking, you should move to the right.
  • In the traffic pattern, if two aircraft are on final, the lower aircraft has right of way. However, you cannot take advantage of this rule by diving under someone.
21
Q

What is wake turbulence?

A

The disturbance of the air created by a heavy aircraft. Because of the low air pressure above a wing, and the high air pressure below it, the air tries to rise above the wing. However, by the time it does that, the wing is gone, so you get vortices, or horizontal tornadoes. Wake turbulence descends behind an aircraft, and drifts with the wind. When the vortices hit the ground, they tend to move apart. When you have a light quartering tailwind, it can drift the upwind vortex so that it stays over the runway. Vortices can also drift to other runways.

22
Q

What is wind shear, and what causes it?

A

An abrupt change in the wind in either a short time or distance. You can get it over rough terrain, in temperature inversions, or, most likely, in thunderstorms.

23
Q

At night, how do you identify a displaced threshold?

A

You’d see the green lights at the runway threshold, and you wouldn’t want to land short of those lights.

24
Q

How do you tell the far end of the runway, at night?

A

It’s marked by a row of red lights.

25
Q

At night, how can you differentiate an airport from the surrounding city lights?

A
  • A rotating beacon.
  • The runway shape with lights.
  • Might be runway end identifier lights: two strobes that flash at the approach end of the runway.
26
Q

If flying cross-country at night, what would you do differently?

A
  • Bring flashlights.
  • Pre-flight all of the lights.
  • Pay close attention to the alternator.
  • Look at how the airports are lit.
  • Pay close attention to the weather, because you can’t see clouds.
  • Watch for unlighted terrain at night.
27
Q

How would you deal with an engine failure at night?

A

If you see a road that looks deserted, go for it. Otherwise, try a dark area that looks uninhabited.

28
Q

What are the errors we need to avoid when scanning the instruments?

A
  • Don’t fixate on a single instrument.

- Don’t omit any instruments.

29
Q

What are the errors that can happen when interpreting instruments?

A
  • Misinterpreting instruments (they can fail).
  • Reading incorrectly.
  • Misunderstanding exactly what the instrument is telling you (for example, the attitude instrument doesn’t tell you whether you’re climbing or descending, and the turn coordinator doesn’t give you bank information).
30
Q

What are some of the problems you can run into while controlling the aircraft?

A
  • Overcontrol.

- Not trim the aircraft.

31
Q

How do we maintain straight and level flight?

A

Straight flight first: look at heading indicator, glance down at attitude indicator, glance at altimeter.

32
Q

If you’ve gotten yourself into some clouds, what can you do to get the airplane on the ground safely?

A
  • Maintain control of the aircraft, and get on instruments.
  • Make a careful 180° turn.
  • Figure out where you are, and confirm that you aren’t going to run into terrain.
  • Get help on the radio if necessary. Try FSS first, then 121.5.
33
Q

What are the short field takeoff and landing procedures for this aircraft?

A

SHORT FIELD TAKEOFF: FMB56R75

  • wing flaps at 10°
  • rich mixture
  • apply brakes, throttle full open, release brakes
  • elevator control slightly tail low
  • Vx = 56 KIAS
  • retract flaps slowly after reaching 75 KIAS

SHORT FIELD LANDING: F61TRB

  • wing flaps full down
  • airspeed 61 KIAS until flare
  • touchdown at minimum controllable airspeed
  • retract flaps for maximum braking
  • apply brakes heavily
34
Q

What are the soft field takeoff and landing procedures for this aircraft?

A

SOFT FIELD TAKEOFF: FANLR

  • flaps 10°
  • get airborne as soon as possible, to eliminate drag
  • raise nosewheel first, to reduce surface friction, then slowly relieve wheels of airplane’s weight
  • after becoming airborne, lower nose very gently, with wheels clear of surface, and accelerate to Vx or Vy
  • remain in ground effect until 65 KIAS

SOFT FIELD LANDING: 1BL

  • hold airplane 1 to 2 feet off runway in ground effect as long as possible
  • brakes not needed
  • lower nosewheel very gently to the surface after touchdown, slight addition of power helps
35
Q

What are the reasons for using a slip? How do you do it?

A
  • To keep the airplane aligned with the centerline.
  • To add drag, to lose altitude and speed.
  • Use opposite aileron and rudder.
  • Don’t land in a slip!
36
Q

What causes a stall? How do you do one?

A

As you slow down the airplane, you increase the angle of attack. If it gets so great, the air can no longer flow smoothly over the wing.

First, make sure you’re at a high enough altitude. Then, do a clearing turn.

37
Q

How do you recover from a spin?

A

Use opposite rudder, neutralize the ailerons, and push forward on the yoke. Reduce power. Then, gently ease back on the controls.

38
Q

What’s the difference between a spiral and a spin?

A

If your speed increases, you’re in a spiral. If it stays the same, you’re in a spin.

39
Q

What is slow flight? Why does it matter?

A

Slow flight is flight just above stall speed. The airplane is harder to control in slow flight. It’s good to practice because you’re in slow flight just before you land.

40
Q

What is a steep turn? Why do we want to perform one?

A

Any turn that tends to have an overbanking tendency. Generally, anything more than 30° of bank. They’re generally practiced at 45° of bank.

LPBR
More load factor, requires more power to fly, more back pressure, and more rudder correction.

41
Q

What’s the purpose of S-turns?

A

To demonstrate control while looking out the window of the aircraft. To practice for aircraft traffic patterns.

42
Q

What increases rate of turn?

A

Higher groundspeed.

43
Q

What is hyperventilation?

A

Essentially, over-breathing. You get rid of too much carbon dioxide. So, you should deliberately slow down your breathing rate.

44
Q

What are the safety recommendations surrounding SCUBA?

A

When you dive, your blood absorbs more nitrogen because you are at higher pressure. It tends to bubble out of the blood. When you rapidly move from high pressure to low pressure, the nitrogen bubbles escape too rapidly into your body. It’s similar to having a stroke.

If you intend to fly above 8,000 feet, you should wait 24 hours after diving.

45
Q

How does carbon monoxide poisoning work?

A

Carbon monoxide is a by-product of any internal combustion engine. It can be caused by a leak in the heater or exhaust system. It combines with hemoglobin in your blood, and prevents oxygen from entering your blood. If you think you have CO poisoning, shut off the heater and vents, and land ASAP. It essentially causes hypoxia.

46
Q

What can affect your ears while flying, and how does that affect your ability?

A

You can get a blockage of the eustachian tube; bring the plane to a higher altitude, clear your ears, and descend slowly. If you have a sinus blockage, try the same thing.

47
Q

How does the pitot-static system work?

A
  • The pitot takes ram air and compares it to the static source. That’s your indicated airspeed.
  • The static source is fed to the altimeter, and the ambient air pressure tells you your altitude.
  • The static source also provides air for the vertical speed indicator. It feeds into a chamber with an orifice in it. As you ascend, air wants to escape the orifice. As you descend, air wants to rush back in the orifice. You measure the rate at which the air goes in and out of the orifice, at that’s your rate of ascent/descent.
48
Q

If the pitot-static system gets blocked, how would you know?

A

Your airspeed indicator would be showing significantly lower than actual airspeed. This is not an emergency.

49
Q

What are the three gyroscopic instruments?

A

Attitude indicator, heading indicator, and turn and bank indicator.

50
Q

How much vacuum do we have to have?

A

Around 4-6 inches of mercury. This is indicated by a green arc on the vacuum gauge.

51
Q

What hydraulic systems are in a 172?

A

Hydraulic brakes.

52
Q

Do we need fuel additives?

A

No.

53
Q

What kind of oil do we use, and how much?

A

20W-50. 8 quarts oil maximum.

54
Q

If oil pressure falls, but oil pressure temp stays the same, what’s the problem?

A

Malfunctioning gauge, or oil bypass issue.

55
Q

How is a generator different from an alternator?

A

A generator does not provide good charging ability at lower RPMs.

56
Q

What can make the engine run roughly, and cylinder head temp rise?

A

Too lean a mixture.

57
Q

If a cabin door pops open on takeoff, what do you do?

A

Keep flying. Don’t allow it to distract you. Just come back and land.

58
Q

How does the attitude indicator work?

A

It’s a gyro that maintains rigidity in space. As the aircraft rolls and pitches about the gyro, it tells you your position.

59
Q

How does the heading indicator work? When is it inaccurate?

A

The heading indicator maintains rigidity in space on a yaw axis. It’s not accurate in turns, near North or South headings, or accelerating/decelerating on East/West settings.

60
Q

How does the turn and bank indicator work?

A

It’s a gyro on a fore-and-aft axis. As you turn the gyro resists you. The faster your rate of turn, the greater this resistance, and this is displayed with a needle.

61
Q

What powers the gyroscopic instruments?

A

Engine vacuum powers the attitude and heading indicator. The turn and bank indicator is traditionally powered electrically.