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Flight Training Support > Exam Review > Flashcards

Exam Review Flashcards

1
Q

R32/4500ft

A

Runway 32 active, RVR is 4500ft

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2
Q

LTG

A

Lighting

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3
Q

$

A

In need of maintencance

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4
Q

DSNT

VC

OS

A

DSNT: distant = greater than 10 miles away

VC: 5-10 miles from airfield

OS: 0-5 miles from center of airfield

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5
Q

Vertical visibility

A

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

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6
Q

Varying winds *V

A

> 60* and greater than 6 knots

Wind is in degrees from TRUE NORTH

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7
Q

Ceiling

A

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

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8
Q

Write down H and L chart

A

IALT. TALT
H. ——— L
L. ——— H

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9
Q

Pressure instruments

A

Altimeter, VSI, ASI

VSI is not mandatory for IFR flight

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10
Q

ASI

A

Diaphragm vented to pitot, case vented to static

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11
Q

Kollsman window

A

Corrects for barometric/atmospheric pressure changes

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12
Q

VSI

A

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

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13
Q

MSL

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

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

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14
Q

Absolute altitude

A

Measured above terrain

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15
Q

PA

A

Measured from above **standard datum plane

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16
Q

True altitude

A

Altitude above MSL

17
Q

Indicated altitude

A

Read from the altimeter

18
Q

What do we do to determine the maximum altimeter error

A

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

19
Q

IAS

A

Indicated airspeed read from the airspeed indicator, uncorrected

20
Q

True airspeed

A

Calibrated airspeed corrected for density

21
Q

Calibrated airspeed

A

Indicated airspeed corrected for installation and instrument error

22
Q

Newtons law

A

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

23
Q

Airfoil

A

Any SURFACE or BODY that produces LIFT and THRUST

24
Q

Airfoil types

A

Symmetrical

Non-symmetrical/un-symmetrical

25
Q

Induced flow

A

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

26
Q

TAF: total aerodynamic force

A

Resultant force: lift plus drag on the airfoil

27
Q

Drag

A

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

28
Q

Blowback

A

Rotor pitches backward (tilts up)

  • flapping
  • FORWARD cyclic feathering
29
Q

Total Force

Total Aerodynamic Force

A

Total force = lift and thrust

TAF = lift and drag

30
Q

Centrifugal force

A

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)

31
Q

IGE

A

One rotor disk diameter measured from the disk to the surface

32
Q

Diminish effects if induced flow

A

Forward airspeed

33
Q

ETL

A

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

34
Q

Transverse Flow Effect (TFE)

A

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.

35
Q

**Excessive coning

A 
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.

36
Q

**Three conditions for settling with power by the numbers

A

300fpm descent
20-100% engine power applied
Below ETL speed

To fix this:

  • adjust airspeed with forward cyclic
  • reduce collective
37
Q

Autorotation

A

No power applied, rotor driven by relative wind

**Aerodynamic equilibrium: Rotor rpm within acceptable limits

Turn - increases RPM as airspeed increases

38
Q

Dynamic rollover

A

Factors: HUMAN and PHYSICAL

SMOOTH, MODERATE collective reduction

P
R
E

39
Q

**Primary cause of retreating blade stall

A

Excessive airspeed

  • violent pitch up of the nose
  • roll to the stall (left) side

**Down collective, gain control of aircraft

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