Exam Review

Question 1

R32/4500ft

Answer 1

Runway 32 active, RVR is 4500ft

Question 2

LTG

Answer 2

Lighting

Question 3

$

Answer 3

In need of maintencance

Question 4

DSNT

VC

OS

Answer 4

DSNT: distant = greater than 10 miles away

VC: 5-10 miles from airfield

OS: 0-5 miles from center of airfield

Question 5

Vertical visibility

Answer 5

Put into the main body of the METAR when there is TOTAL OBSCURITY (no ceiling layer is present)

Question 6

Varying winds *V

Answer 6

> 60* and greater than 6 knots

Wind is in degrees from TRUE NORTH

Question 7

Ceiling

Answer 7

The lowest layer aloft which is broken or overcast, OR the vertical visibility is used when the sky is totally obscured.

Question 8

Write down H and L chart

Answer 8

IALT. TALT
H. ——— L
L. ——— H

Question 9

Pressure instruments

Answer 9

Altimeter, VSI, ASI

VSI is not mandatory for IFR flight

Question 10

ASI

Answer 10

Diaphragm vented to pitot, case vented to static

Question 11

Kollsman window

Answer 11

Corrects for barometric/atmospheric pressure changes

Question 12

VSI

Answer 12

Diaphragm vented to static, case vented to calibrated leak (lag delay of several seconds)

Question 13

MSL

Answer 13

29. 92Hg with a standard lapse of -1in per 1000ft
30. 2mb/HP**

15C with a standard lapse of 2C per 1000ft

Question 14

Absolute altitude

Answer 14

Measured above terrain

Question 15

PA

Answer 15

Measured from above **standard datum plane

Question 16

True altitude

Answer 16

Altitude above MSL

Question 17

Indicated altitude

Answer 17

Read from the altimeter

Question 18

What do we do to determine the maximum altimeter error

Answer 18

FAA: +/-75ft

For aircraft specific altimeter error: reference or maintenance manuals

Once you set your field elevation, record Kollsman window setting. Once current altimeter setting is given, put in and check that error does not exceed 75ft/.07

Question 19

IAS

Answer 19

Indicated airspeed read from the airspeed indicator, uncorrected

Question 20

True airspeed

Answer 20

Calibrated airspeed corrected for density

Question 21

Calibrated airspeed

Answer 21

Indicated airspeed corrected for installation and instrument error

Question 22

Newtons law

Answer 22

1) inertia - all forces equal “balanced”
2) acceleration - forces “unbalanced”
3) action/reaction - rotor rotates, body rotates opposite

Question 23

Airfoil

Answer 23

Any SURFACE or BODY that produces LIFT and THRUST

Question 24

Airfoil types

Answer 24

Symmetrical

Non-symmetrical/un-symmetrical

Question 25

Induced flow

Answer 25

Downward flow of air through the center of rotation/rotor blades

Question 26

TAF: total aerodynamic force

Answer 26

Resultant force: lift plus drag on the airfoil

Question 27

Drag

Answer 27

Induced - most critical in hover, caused by induced flow and vortices Profile - relatively unchanged inflight, due to rotor blade skin Parasitic - fuselage skin drag (increases with airspeed) Total - total drag

Question 28

Blowback

Answer 28

Rotor pitches backward (tilts up) - flapping - FORWARD cyclic feathering

Question 29

Total Force Total Aerodynamic Force

Answer 29

Total force = lift and thrust TAF = lift and drag

Question 30

Centrifugal force

Answer 30

Outward force of body in curved path Provides rigidity to the rotor blades CONING - a compromise between lift and centrifugal force (lift is perpendicular to the tip path plane)

Question 31

IGE

Answer 31

One rotor disk diameter measured from the disk to the surface

Question 32

Diminish effects if induced flow

Answer 32

Forward airspeed

Question 33

ETL

Answer 33

16-24 knots - forward flight and hovering in a headwind (rotor outruns the vortices, operates in clean air)

Question 34

Transverse Flow Effect (TFE)

Answer 34

10-20 knots. Forward half of rotor system sees more horizontal airflow and larger angle of attack, rear half sees more vertical airflow and lower angke of attack.

Question 35

**Excessive coning

Answer 35

``` Causes: Low rpm Excessive weight Turbulent air High G maneuvers ``` *Retreating blade stall - causes relate: excessive coning has same causes, except retreating blade stall has a factor of density altitude.

Question 36

**Three conditions for settling with power by the numbers

Answer 36

300fpm descent 20-100% engine power applied Below ETL speed To fix this: * adjust airspeed with forward cyclic * reduce collective

Question 37

Autorotation

Answer 37

No power applied, rotor driven by relative wind **Aerodynamic equilibrium: Rotor rpm within acceptable limits Turn - increases RPM as airspeed increases

Question 38

Dynamic rollover

Answer 38

Factors: HUMAN and PHYSICAL SMOOTH, MODERATE collective reduction P R E

Question 39

**Primary cause of retreating blade stall

Answer 39

Excessive airspeed - violent pitch up of the nose - roll to the stall (left) side **Down collective, gain control of aircraft