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Sky Army Flashcards

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1
Q

AEROMEDICAL FACTORS:

HYPERVENTILATION

A

excessive breathing rate leads to an abnormal loss of CO2 from the blood.

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2
Q

SPECIAL USE AIRSPACE:

A
  • PROHIBITED AREA ​- an area where the flight of an aircraft is prohibited
  • RESTRICTED AREA​ - an area where flight is not prohibited but is very dangerous to fly through without contacting the controlling agency
  • WARNING AREA​ - an area that extends 3NM off the coast of the US. May be hazardous to non-participating aircraft
  • MILITARY OPERATIONS AREA​ - airspace of defined vertical and lateral limits established to separate training activities from IFR traffic
  • ALERT AREA ​- an area that contains a high volume of pilot training or an unusual type of aerial activity
  • CONTROLLED FIRING AREA​ - contain activities that could be hazardous to non-participating aircraft, operations suspended immediately if and when an aircraft approaches.
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3
Q

FRONTAL ACTIVITY:

COLD FRONTS

A

Cold fronts are cold, dense air masses that encounter warm, light air masses, pushing the warm air up into the atmosphere. You can think of a cold front as a snowplow on a truck, pushing the snow, or in this case, the warm air, up and out of the way. Along the steep edge of a cold front, you’ll often find cumulus and cumulonimbus clouds, because of the rapidly rising air. This is why cold fronts are associated with squall lines, thunderstorms, frontal turbulence, and overall bad weather.

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4
Q

AEROMEDICAL FACTORS:

SPATIAL DISORIENTATION

A

vestibular system is “confused,” lack of orientation with reference to position, attitude, or movement in the airplane.

  • Daytime Illusions:​ use examples of RWY width, upsloping + downsloping terrain.
  • Nighttime illusions:​ Autokinesis, Black Hole approach, False Horizon
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5
Q

AERONAUTICAL DECISION MAKING:

CHECKLIST SUMMARY
3 P’s
5 P’s

A

ALL THREE CHECKLISTS USED IN LINE WITH 3 P’s:
PERCEIVE, PROCESS, and PERFORM!

FIVE P’s CHECK USED AT ANY TIME AT KEY DECISION POINTS DURING THE FLIGHT TO MAKE THE APPROPRIATE DECISION REQUIRED BY THE CURRENT SITUATION.
P​lan
P​lane
P​ilot 
P​assengers 
P​rogramming
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6
Q

AIRCRAFT BASIC SYSTEMS:

CARBURETOR (FLOAT-TYPE IN N3VA)

A

Outside air flows through an air filter, then flows into the carburetor through a venturi. The fuel then flows into the airstream where it is mixed with the flowing air. It is then drawn through the intake manifold and ignited. The flow of the fuel-air mixture to the combustion chamber is controlled by the throttle.

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7
Q

AEROMEDICAL FACTORS:

SYMPTOMS OF HYPERVENTILATION

A
  • Similar to Hypoxia, but include:
  • Cramping
  • Clinching of the phalanges
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8
Q

HIWAS

A

h​azardous inflight weather advisory service

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9
Q

LOGGING TIME

A

Must document and record:

  • Training / Aeronautical Experience for certificate, rating, or flight review.
  • Currency
  • Checkride!!! PROOF OF TRAINING!!!
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10
Q

AEROMEDICAL FACTORS:

CARBON MONOXIDE POISONING

A

CO, a colorless, odorless, and tasteless gas found in exhaust fumes, can be inadvertently inhaled while flying, reducing the ability of blood to carry oxygen.

  • It could occur when aircraft heater vents provide CO a passageway into the cabin, especially if the engine exhaust is leaking or broken, as it flows in with the air coming over the manifold.
  • At the first sign of gas in the cockpit (exhaust odor), the heater should be SHUT OFF, and all air vents should be OPENED.
  • CARBON MONOXIDE POISONING SYMPTOMS:
  • Headache
  • Blurred Vision
  • Dizziness
  • Drowsiness
  • Loss of muscle power
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11
Q

FRONTAL ACTIVITY:

WARM FRONTS

A

Warm fronts occur when a faster-moving warm front encounters a slower cold front, and the warm air pushes up and over the colder air, because the warm air is less dense. Lifting action with warm fronts is much more gradual than with cold fronts. But there is also some bad weather associated with warm fronts. Rain or other precipitation from a warm front falls into the colder air below, causing widespread precipitation, fog, low ceilings / visibilities, and heavy snow (during cold months). And if the warm front moves slowly across the ground, you’ll often find several days of poor weather and IFR conditions.

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12
Q

MICROBURSTS

A
  • Intense local downdrafts​ ​which spread in all directions​ from the downdraft center upon reaching the surface. This causes both vertical and horizontal wind shears which are extremely hazardous to all aircraft at low altitudes. Can be undetectable, but often occur beneath TS and visible rain or virga.
  • The pilot would, upon entering a microburst, first encounter a performance enhancing headwind, causing a higher airspeed indication and increased AoA.
  • There would then be an extreme and sudden increase in descent rate, and a decrease in AoA.
  • Those winds would quickly turn into an extreme tailwind, which could increase landing distance, float, and approach speed with no time to react on final approach.
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13
Q

METAR

A

an aviation routine weather report - broadcasted every out for particular airports

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14
Q

AERONAUTICAL DECISION MAKING:

TEAM CHECKLIST

A
  • T​ransfer: Should the decision be transferred to someone else?
  • E​liminate: Can you eliminate the hazard?
  • A​ccept: Do the benefits outweigh the costs if we accept the risk?
  • M​itigate: What can you do to mitigate the risk?

PERFORM RISK MANAGEMENT USING TEAM!!!!

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15
Q

SIGMET

A
  • significant weather that is potentially dangerous to all aircraft showing severe turbulence, icing, dust, or sandstorms that reduce visibility below 3SM.
  • Given identifier November through Yankee. ​-Valid for 4 hours, or 6 hours if related to a hurricane.
  • CONVECTIVE SIGMET​ is showing convective weather activity such as sfc winds greater than 50 knots, tornadoes, lines of TS, embedded TS, hail measuring greater than 3⁄4 inches in diameter. ​
  • Issued at 55 minutes past the hour, valid for 2 hours.
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16
Q

AERONAUTICAL DECISION MAKING:

DECIDE MODEL

A
  • D​etect: detect that a problem has arisen when a change occurs
  • E​stimate: estimate the need to react to the change and the severity or impact of the
    problem
  • C​hoose: determine the desirable outcome and choose a course of action
  • I​dentify: identify solutions that will get you to the objective
  • D​o: select a suitable method of getting to the desired outcome
  • E​valuate: evaluate the decision to see if it was correct
    APPLIES TO ADM BECAUSE IT PROVIDES THE PILOT WITH A LOGICAL WAY OF MAKING DECISIONS TO COME TO A SUCCESSFUL RESULT!!!
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17
Q

PROG CHART INTERPRETATION

WIND BARBS

A
  • Indicates the direction from which wind is blowing in true direction
  • SHORT BARB = 5 KNOTS
  • LONG BARB = 10 KNOTS
  • PENNANT = 50 KNOTS
  • REDBARB=GUSTS UP TO…?​??
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18
Q

RECENT FLIGHT EXPERIENCE

A
  1. To carry passengers (day):
    - Must have made 3 TO’s + L’s in the preceding 90 days as the sole
    manipulator of the flight controls, and in the same category, class, and type if a type rating is required. If the flight will be in a tailwheel, the takeoffs and landings must be done in an airplane with a tailwheel.
  2. To carry passengers (night):
    - Must have made 3 TO’s + L’s to a FULL STOP within the period beginning 1 hour after sunset and ending 1 hour before sunrise in the preceding 90 days, as the sole manipulator of the controls in the same category, class, and type if a type rating is required.
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19
Q

FRONTAL ACTIVITY:

OCCLUDED FRONTS

A

Occluded Fronts = NOT so great for flying. They happen when cold fronts catch up and overtake warm fronts ahead of them. The end result is two fronts in one area, one at the surface, and one aloft / above the other. Since this type of front is so unstable, you often see widespread cloudiness, precipitation, and TS (may be embedded). There are two types of occluded fronts: 1) In a cold front occlusion, cold air pushes underneath a warm air mass, forcing it skyward. 2) In a warm front occlusion, the warm air overruns colder air. But in both cases, warmer air is lifted between the two air masses. Fronts can be complex, but with a good understanding of the weather that is associated with each of them, it will be much easier for you to plan your next flight.

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20
Q

PROG CHART INTERPRETATION

A
  • GRAY LINES​ surrounding pressure systems: ​CENTRAL PRESSURE OF EACH HIGH AND LOW, GIVEN IN MILLIBARS
  • ORANGE DASHES ​extending from pressure systems: ​TROUGHS EXTENDED FROM THE PRESSURE SYSTEM
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21
Q

AERONAUTICAL DECISION MAKING:

PAVE CHECKLIST

A
  • P​ILOT in Command: “Am I ready for this flight?” IMSAFE Checklist!
  • A​IRCRAFT: What limitations will the aircraft impose upon the trip? Right aircraft? Familiar
    with aircraft? Equipped? Sufficient fuel, weight + balance, and ceiling?
  • en​V​ironment: taking into account weather, terrain, airport, airspace, and nighttime
    conditions.
  • E​xternal Pressures: influences that create a sense of pressure – could be at the
    expense of safety.

USED FOR PERCEIVING HAZARDS PREFLIGHT PREPARATION!!!!

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22
Q

AEROMEDICAL FACTORS:

MIDDLE EAR AND SINUS PROBLEMS

A

Middle ear pressure expands and contracts which can cause the inability to equalize, usually due to sinus congestion, ear infections, previous ear problems, or an upper respiratory infection.

  • MIDDLE EAR / SINUS SYMPTOMS:
    • Temporary loss of hearing
    • Fullness in the ears
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23
Q

THUNDERSTORMS (TS)

  • Three stages:
A
  • CUMULUS STAGE​: lifting action of the air begins. Strong updrafts prohibit
    moisture from falling.
  • MATURE STAGE​: Drops of moisture are too heavy for the cloud to support,
    begin falling as precipitation. Causes downward motion of the air in the storm.
    This​ increases surface winds​ and ​decreases temperature.
  • DISSIPATING STAGE​: Starts when vertical motion of the cloud slows down.
    Downdrafts spread out and replace updrafts needed to sustain the storm
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24
Q

AIRSPACE:

CLASS B

A
  • airspace from the surface to 10000’ MSL, consists of the surface area and two or more layers resembling an upside down wedding cake at times.
  • EQUIPMENT: ​TWO WAY RADIO AND TRANSPONDER WITH ALT. REPORTING CAPABILITY.
  • ENTRY REQUIREMENTS: ​ATC CLEARANCE
  • Must hold a private pilot certificate (Student pilot may operate in the airspace around the primary airport if training for certification and if some regs are met).
  • MODE C VEIL: surface up to 10000’ MSL, within 30 nm, aircraft must be equipped with automatic pressure altitude reporting equipment having MODE C capability.
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25
Airplane Docs ARROW
A​irworthiness Cert - never expires. R​egistration Cert - valid until it is damaged/unusable, sold, or owner dies. R​adio license - only needed if you are outside of America (Int’l Flights). O​perating limits W​eight and balance - for the aircraft, must be the most recent
26
AIRCRAFT BASIC SYSTEMS
Know how to ​DRAW and EXPLAIN​ systems, including: - PITOT STATIC SYSTEM - VACUUM SYSTEM - FUEL SYSTEM - ELECTRICAL SYSTEM - POWERPLANT / PROPELLER
27
LOAD FACTOR
The amount of force applied to an aircraft to deflect its flight from a straight line which produces a stress on its structure.
28
AEROMEDICAL FACTORS: FLYING AFTER SCUBA DIVES
- Altitudes below 8000 feet​: 12 hours if no controlled ascent was made 24 hours if controlled ascent was made - Altitudes above 8000 feet​: at least 24 hours after any scuba dive.
29
AIRCRAFT BASIC SYSTEMS: CARB ICE
occurs due to decrease in air pressure in the venturi, causing a sharp drop in temperature in the carburetor. - First sign is LOSS OF RPM!!!
30
PRESSURE SYSTEMS
LOW PRESSURE - Hot air - Rising air - Cloudiness - Precipitation - Bad Weather - MOVE INWARD, COUNTERCLOCKWISE, AND UPWARDS HIGH PRESSURE - Cool air - Descending air - Dissipating clouds - Good Weather - MOVE OUTWARD, CLOCKWISE, AND HORIZONTALLY
31
AEROMEDICAL FACTORS: HYPOXIA - SYMPTOMS OF HYPOXIA
- Drowsiness - Headache - Tingling and Numbing in the limbs - Cyanosis (blue discoloration of the skin due to lack of oxygen) - Impaired Judgement - Decreased response to stimuli - Unconsciousness
32
AEROMEDICAL FACTORS: FATIGUE
d​egradation of concentration and attention; decreases the ability to communicate (NOT GOOD for your stellar radio calls) - Two types: - Acute: short-term, normal tiredness after a period of strenuous activity or lack of sleep - Chronic: long-term, psychological roots, underlying disease is sometimes responsible
33
AIRCRAFT BASIC SYSTEMS: CARB HEAT
- Preheats the air before it reaches the carburetor to keep the fuel-air mixture from freezing and becoming carb ice. - Causes decrease in engine RPM, as the heated air is less dense. - If ICE IS PRESENT, you would notice the initial decrease in RPM, and then after introducing carb heat, you would see a further decrease in RPM as the melted ice is then going to the engine.
34
AEROMEDICAL FACTORS: REGS REGARDING USE OF ALCOHOL AND DRUGS
- The regs prohibit pilots from flying within 8 hours after drinking any alcoholic beverage, while appearing under the influence, or having 0.04% weight or more of alcohol in the blood. - The regs prohibit pilots from flying while using any medication that affects the faculties in any way contrary to safety.
35
TAFS
- QNH2989INS:​​FORECASTMINIMUMALTIMETERSETTINGIS29.89 - ONLY FOUND IN MILITARY FORECASTS
36
ATIS
automated terminal information service
37
AIRMET
- a significant weather advisory showing moderate turbulence, icing, and winds 30 knots or greater at the surface. ​ - Issued every 6 hours​ with updates as needed for a particular region. - SIERRA​ - IFR and mountain obscuration - TANGO​ - turbulence, strong sfc winds, and low-level wind shear - ZULU​ - icing and freezing levels
38
TIBS
telephone information briefing service
39
AIRCRAFT EQUIPMENT DAY VFR - ATOMATOFLAMES
``` Altimeter T​achometer Oil temp gauge Manifold pressure gauge Airspeed indicator Temperature gauge Oil pressure Fuel gauge Landing gear position lights Attitude indicator Magnetic compass Elt - emergency locator transmitter Seat belts ```
40
AERONAUTICAL DECISION MAKING: IMSAFE CHECKLIST
``` Illness Medication Stress Alcohol Fatigue Emotion ```
41
AEROMEDICAL FACTORS: OVER THE COUNTER MEDS
- You should not take any sort of drugs or medications if planning on flying unless otherwise instructed or cleared to do so by an AME. Most medications can impair judgement and coordination needed when flying. - You recently experienced a bad cold and were treated by your physician. You continue to take the medications, but feel much better. Should you resume flying? - If you are 100% SURE that you are able to meet the requirements necessary for the pilot operation, then you may technically fly. BUT YOU MUST BE SELF-POLICING, and if you have any doubts about your condition or medications, DO NOT FLY.
42
AIRCRAFT EQUIPMENT NIGHT VFR - FLAPS
``` Fuse Landing lights Anti collision lights Position lights Source of power - battery ```
43
The types of weather briefings:
standard abbreviated outlook inflight
44
FRONTAL ACTIVITY: STATIONARY FRONTS
Stationary fronts are shown on a surface analysis chart with alternating cold and warm front symbols, because the frontal boundary of a stationary front can be thought of as a tug of war game between the cold and warm air masses, with characteristics from both. Weather found along the front usually reflects the more dominant air mass. And while TS are possible, you’re more likely to find stratus clouds and steady, light rain or drizzle. Stationary fronts tend to cover large areas in IMC, with calm sfc winds that parallel the frontal boundary.
45
DETONATION/PRE-IGNITION/ENGINE BACKFIRE
DETONATION: ​the spontaneous combustion of the remaining fuel-air mixture in the chamber. Always occurs after normal combustion is initiated by the spark plug. PRE-IGNITION:​ Defined as the ignition of the mixture prior to the spark plug firing. Anytime something causes the mixture in the chamber to ignite prior to the spark plug event is classified as pre-ignition. BACKFIRE: ​is combustion or an explosion produced by a running internal combustion engine that occurs in the air intake or exhaust system rather than inside the combustion chamber.
46
AEROMEDICAL FACTORS: HYPOTHERMIA
core body temperature drops below the normal range. Essentially, the body is losing heat faster than it can produce it. - Could happen if you, the pilot, were unprepared for the temps and weather along your route or at your destination. Could also occur if you were unprepared to possibly have to land unexpectedly due to engine failure in an area with cold or adverse weather. Failure to dress appropriately and continually stay conscious of being warm could also lead to hypothermia.
47
INSPECTIONS: AV1ATES
A​nnual- every 12 calendar months. V​OR- every 30 days. 1​00 hour A​ltimeter- every 24 calendar months. T​ransponder - every 24 calendar months. E​lt - every 12 calendar months. S​tatic system - every 24 calendar months.
48
AIRSPACE CLASS A:​
-airspace from 18000’ MSL up to and including FL600, and the overlying waters within 12 nm off the coast of the contiguous 48 states. - EQUIPMENT:​ IFR EQUIPPED - ENTRY REQUIREMENTS: ​ATC CLEARANCE + must be INSTR RATED PILOT
49
AEROMEDICAL FACTORS: DAYTIME ILLUSIONS
- RWY width​: Narrower than usual = lower approach, Wider than usual = higher approach - Upsloping RWY or TERRAIN​ = fly a lower approach (aircraft appears too high) - Downsloping RWY or TERRAIN​ = fly a higher approach (aircraft appears too low)
50
AERONAUTICAL DECISION MAKING: CARE CHECKLIST
- C​onsequences: stress and fatigue affecting a flight - A​lternatives: delay the flight, reschedule, drive instead - R​eality: dangers and distractions lead to an accident - E​xternal pressures: influences creating pressure at the expense of safety PROCESS AND DETERMINE WHETHER THE IDENTIFIED HAZARDS WILL LEAD TO RISK!!!!
51
TAF
a terminal aerodrome forecast - a concise statement of expected conditions at an airport
52
WEATHER How can you obtain weather info?
1. FSS 2. DUAT (Direct User Access Terminal) 3. TV 4. TWEB (Transcribed Wx Broadcast) 5. TIBS (Telephone Info Briefing Service) 6. Internet
53
AIRSPACE: CLASS C
- CLASS C: ​airspace from the surface to 4000’ above the airport elevation, surrounding airport with an operable control tower, serviced by radar approach control, and that have a certain number of IFR ops or passenger enplanements. Individually talored, but typically has a 5 nm radius surface area, as well as an outer circle with a 10 nm radius, extending from 1200 to 4000’ above the airport elevation. - EQUIPMENT: ​TWO WAY RADIO and a TRANSPONDER with ALT. REPORTING CAPABILITY. - ENTRY REQUIREMENTS: ​TWO-WAY RADIO COMMS PRIOR TO ENTRY.
54
REQUIREMENTS/ PRIVILEGES/ LIMITATIONS PRIVILEGES OF A PRIVATE PILOT?
1. May act as PIC of an aircraft in connection with any business or employment if it is only incidental and does not carry anything for hire. 2. May act as PIC of a charitable, nonprofit, or community event flight if sponsor and pilot comply with 14 CFR 91.146. 3. May be reimbursed for aircraft operating expenses that are directly related to search and location operations. 4. May demonstrate an aircraft in flight to a prospective buyer if the pilot is an aircraft salesman and has at least 200 hours of flight time. 5. May act as PIC of an aircraft towing a glider or unpowered ultralight vehicle if in compliance with the regulations concerning those. 6. May act as PIC for the purpose of conducting a production flight test in a light sport intended for certification in that category.
55
STABLE vs UNSTABLE AIR
``` STABLE - Vertical movement difficult - Smooth air - Steady precipitation - Stratiform clouds - Poor visibility UNSTABLE - Turbulent - Vertical movement larger - Cumuliform clouds - Showery precipitation - Good visibility ```
56
3 THINGS REQUIRED FOR A Thunder Storm
Moisture unstable air lifting/rising action
57
AIRSPACE: CLASS D
- airspace from the surface to 2500’ above the airport elevation, surrounding airports with an operational control tower. May be full time or part time, part time reverts to CLASS E or CLASS G airspace when tower is closed. - EQUIPMENT: ​TWO WAY RADIO - ENTRY REQUIREMENTS: ​TWO WAY RADIO COMMS PRIOR TO ENTRY
58
PILOT DOCUMENTS
1. Pilot Certificate/ License (W/ FOLLOWING) 2. Medical (AT LEAST 3RD CLASS FOR PVT) 3. Gov’t Issued I.D. 4. Logbook 5. Logging flight time: ​14 CFR 61.51 6. For ​Currency​; ​Hours toward Certification​ or Ratings; ​Flight Review
59
CALCULATE TIME/SPEED/DISTANCE/COURSE/FUEL/WIND
- Speed​ = Distance / Time - Distance​ = Speed X Time - Time​ = Distance / Speed - Fuel burned​ = Fuel consumption rate X Time - Time (available fuel)​ = Fuel to burn / Fuel consumption rate - Fuel consumption rate​ = Fuel burned / Time
60
AEROMEDICAL FACTORS: NIGHTTIME ILLUSIONS
- Autokinesis​: caused by staring at a single point of light for more than a few seconds, the light appears to move. To prevent, focus the eyes on objects that vary in distance; DON’T FIXATE. - Black hole approach​: featureless terrain, or when over water, creates illusion that the aircraft is higher than it actually is. Pilots will fly a lower approach. - False Horizon: Natural horizon is obscured; lights may be mistaken for stars in the sky. - Flicker Vertigo​: light flickering can cause dangerous reaction if stared at directly for too long, such as convulsions and unconsciousness. - Reversible Perspective​: aircraft appears to be moving away from a second aircraft when it is actually approaching that aircraft.
61
NOTAMS
- NOTAMS​ - info that requires wide dissemination - FDC NOTAMS​ - changes to IFR charts, procedures, airspace usage POINTER - NOTAMS​- highlights; point out other - NOTAMS MILITARY NOTAMS​ - concerns the US AIR FORCE - SAA NOTAMS ​- special activity airspace - FICON NOTAMS​- concerns field conditions
62
5 TYPES OF FOG
- RADIATION FOG​ occurs when the ground cools rapidly due to terrestrial radiation, and the surrounding air temp reaches its dew point. - Likely to occur on clear nights with little to no wind. - ADVECTION FOG ​occurs when winds of up to 15 knots allow the fog to form and intensify by bringing it over a cooler area, where the air will saturate when it reaches the dew point. Above 15 knots = low stratus clouds. - Likely to occur in coastal areas where sea breezes blow the air over cooler landmasses. - UPSLOPE FOG o​ccurs when moist, stable air is forced up sloping land features like a mountain range. - STEAM FOG​ forms when cold, dry air moves over warm water. As the water evaporates it rises and resembles smoke. - Common over bodies of water during the colder months of the year. Low level turbulence and icing are associated. - ICE FOG​ occurs when the temp is far below freezing and water vapor forms directly into ice crystals. - Common in low-lying areas like mountain valleys, when temps are usually -25F or colder. MICROBURSTS - Intense local dow
63
AIRWORTHINESS DIRECTIVES Let aircraft owners know of unsafe conditions and specify the conditions under which the product may continue to be operated, as well as what and when it needs to be fixed.
Two types: - Those of an emergency nature requiring immediate compliance before any more flights. - Less urgent nature requiring compliance within a specified period of time. - Must have copies; ​can be issued by​: - Manufacturer of Airplane - Manufacturer of Engine - Manufacturer of Parts
64
AEROMEDICAL FACTORS: HYPOXIA - FOUR TYPES
- Hypoxic​: insufficient oxygen available to the body as a whole - FLYING AT HIGH ALTITUDES - Hypemic​: blood is not able to take up and transport sufficient oxygen to the cells in the body - INHALING CARBON DIOXIDE - Stagnant​: Oxygen-rich blood is not moving in the lungs - COLD TEMPS, G-FORCES, and CARDIAC ISSUES - Histotoxic​: inability of the cells to effectively use oxygen - ALCOHOL AND DRUG USE
65
AEROMEDICAL FACTORS: STRESS
the body’s response to physical and psychological demands - Two types: - Acute:​ immediate threat, triggers “fight or flight” response - Chronic:​ presents an intolerable burden, exceeds the ability to cope, causes an individual’s performance to fall sharply. - WHEN I GET STRESSED, I TEND TO BECOME IRRITABLE, IMPULSIVE, and SOMETIMES DISREGARD WHAT I KNOW MAY BE A BETTER DECISION THAN WHAT MY COURSE OF ACTION IS.
66
REQUIREMENTS/ PRIVILEGES/ LIMITATIONS ELIGIBILITY REQUIREMENTS FOR PRIVATE CERT?
1. 17 Years Old 2. Read, write, speak, understand English Language 3. Hold at least a current 3RD CLASS MEDICAL 4. Received required ground and flight training endorsements 5. Meet aeronautical experience requirements. 6. Pass knowledge and practical tests.
67
AIRSPACE: CLASS E
- controlled airspace not designated as A-D; Charted if below 14,500’ MSL. When not charted, extends from 14,500’ MSL up to, but not including FL180 overlying the 48 contiguous states and waters 12 nm off the coast. Most areas, Class E arspc base is 1200’ AGL. Other areas, the base is 700’ AGL or at the surface. - EQUIPMENT + REQ’s: NONE; NO ENTRY REQ’s FOR VFR
68
AIRSPACE: CLASS G
Uncontrolled airspace; extends from the surface to the base of the overlying Class E airspace. VFR minimums still apply. - EQUIPMENT + REQ’s: NONE
69
PREVENTATIVE MAINTENANCE
Simple preservation operations and the replacement of small parts, not involving complex assembly operations. If a pilot performs preventative maintenance, it must be entered in the maintenance logs, including: a ​description of the work, Date of Completion, and the pilot’s name, signature, cert. number, and type of cert. held. - Examples: - Removal, installation, or repair of landing gear. - Replenish hydraulic fluid. - Replace safety belts, seats, and seat parts without disassembly of the primary structure or operating system.
70
AIRCRAFT BASIC SYSTEMS: MIXTURE
- leaning decreases fuel flow, which compensates for decreased air density at higher altitudes. - Overly rich mixture: roughness normally caused by spark plug fouling due to spark plug fouling from excessive carbon buildup on the plugs ​(excessively rich mixture, why it must be leaned).​ - Overly lean mixture causes detonation, rough engine operation, overheating, and/or a loss of power.
71
AEROMEDICAL FACTORS: MOTION SICKNESS
``` brain receives conflicting messages about the body - If experiencing, loosen tight clothing, open all air vents, use oxygen, and look at a point outside of the plane - MOTION SICKNESS SYMPTOMS: - General discomfort - Nausea - Dizziness - Paleness - Sweating - Vomiting ```
72
REQUIREMENTS/ PRIVILEGES/ LIMITATIONS LIMITATIONS OF A PRIVATE PILOT?
1. May NOT act as PIC of an aircraft that is carrying passengers or property for compensation or hire. 2. May NOT act as PIC of an aircraft for compensation or hire themselves. 3. May NOT pay less than the pro-rata share of the operating expenses of a flight (include fuel, oil, airport expenditures, and rental fees)
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AERONAUTICAL DECISION MAKING:
- ADM is a systematic approach to the mental process to determine the best course of action in response to any given set of circumstances
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AEROMEDICAL FACTORS: HYPOXIA
DEFICIENCY OF OXYGEN TO THE BODY AND BRAIN
Private Oral Guide
flashcards
Decks in class (2)
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