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Operation of Systems Flashcards

1
Q

Four Main Control Surfaces

A

Elevators (lateral axis- pitch)

Ailerons (longitudinal- roll)

Rudder (vertical- yaw)

Trim (release manual pressure)

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2
Q

Flight Control Operation

A

Control Wheel (ailerons & elevator)

Rudder/Brake (Rudder)

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3
Q

Flaps

A

Permit slower airspeed and a steeper angle of descent during landing approach

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4
Q

Braking System

A

Hydraulically actuated disc-type brakes

Hydraulic line connects each brake to master cylinder on each pilot rudder pedal

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5
Q

Hydraulic Fluid

A

MIL-H-5606 Mineral-based

Odor similar to penetrating oil and dyed red

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6
Q

Engine

A

Lycoming, 160 HP
direct drive, air-cooled, horizontally opposed, four-cylinder, carbureted engine

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7
Q

Four Strokes in each cylinder

A

Suck, Squeeze, Bang, Blow

Intake- piston starts downward travel, intake valve open & fuel-air mixture drawn into cylinder

Compression- intake valve closes, piston starts moving back to top of cylinder

Power- Fuel-air mixture ignited, cylinder pressure increase and forces piston downward away from cylinder head creating power that turns crankshaft

Exhaust- purge cylinder of burned gases. exhaust valve opens and piston moves toward cylinder again.

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8
Q

Carburetor

A

Process of mixing fuel and air in correct proportions to form combustible mixture

Vaporizes liquid fuel into small particles and mixes it with air

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9
Q

Carborator Heat

A

Allows unfiltered heated air from a shroud to be directed to induction air manifold prior to carburetor

Results in richer mixture, (less air for same amount of fuel), can cause decrease in engine power up to 15%

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10
Q

Mixture control

A

Regulates fuel to air ratio

To prevent mixture being too rich at high altitudes with decreasing air density. Also to conserve fuel and provide optimum power.

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11
Q

Fuel Injection System

A

Injects fuel directly into cylinders:

  1. Engine-driven fuel pump
  2. Fuel/air control unit
  3. Fuel Manifold valve
  4. Discharge nozzles
  5. Auxiliary Fuel Pump
  6. Fuel pressure/flow indicators
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12
Q

Ignition System

A

Two engine-driven magnetos and two spark plugs per cylinder

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13
Q

Fuel Used

A

100 LL Blue (100 Green Min)

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14
Q

Fuel System

A

Two 24 usable gallon tanks

Engine driven pump with an auxiliary electric fuel pump in case of failure, always on for take offs and landings

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15
Q

Can non-turbine piston engine be fueled with Jet A

A

Run briefly but detonation and overheating will soon cause power failure

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16
Q

Electrical System

A

14 volt 60 amp alternator

Secondary 12 volt battery

Powers:
Radio, turn coordinator, fuel gauges, pitot heat, interior and exterior lights

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17
Q

Ammeter

A

indicates flow of current, in amperes, from alternator to battery or battery to electrical system

Indicates charging rate of battery

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18
Q

Voltage regulator

A

Monitors system voltage, detects changes, and makes required adjustments in output of alternator to maintain a constant regulated system voltage

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19
Q

Cabin Heat

A

Fresh air, heated by exhaust shroud, directed to cabin through series of ducts

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20
Q

5 Functions of Engine Oil

A

Lubricates parts
Cools by reducing friction
Removes heat from cylinders
Seals between cylinder walls and pistons
Cleans by carrying off metal and carbon particles & other oil contaminants

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21
Q

Carburetor Icing

A

Vaporization of fuel + expansion of air passing through carburetor = sudden cooling of mixture

Water vapor squeezed out by cooling and if temp reaches freezing point or below moisture deposited as frost of ice in carburetor

First indication- loss of RPM
Will know if working if after initial loss, RPM rises and after turned off rises more

Icing favorable temp less than 70, humidity above 80%

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22
Q

Detonation

A

Uncontrolled, explosive ignition of fuel/air mixture within cylinders combustion chamber

Causes excessive temps and pressure, high cylinder head temps likely when operating at high power setting

Causes:
lower fuel grade
High manifold pressure + low RPM
high power settings + lean mixture
Steep climbs where cylinder cooling reduced

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23
Q

Preignition

A

Fuel/air mixture ignites prior to engines normal ignition event resulting in reduced engine power and high operating temperatures

Usually caused by residual hot spot in combustion chamber

Correct with reduction of power, reduce climb rate, enrich fuel/air mixture

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24
Q

No RPM drop while testing one magneto

A

P-lead not grounding on that side OR magneto failed and engine has been entirely running on other magneto

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25
Ammeter continuous discharge
Alternator has quit producing a charge, circuit breaker should be checked and reset If that doesn’t work, alternator should be turned off, pull breaker, turn off all non essential electrical power, land asap
26
Ammeter excessive rate of charge (more than 2 needles)
battery would overheat and evaporate electrolyte, possible explosion of battery Turn off alternator, pull breaker, turn off all electrical equipment not essential, land asap
27
Low oil pressure but oil temp normal
Low oil pressure could mean insufficient oil If temp continues normal a clogged oil pressure relief valve or gangue could be culprit Land asap to check
28
Loss of power inflight
Best Glide Best Field Check carb heat, fuel tanks, fuel selector, mixture control, magnetos
29
Engine Fire
mixture idle, valve off, switch off, cabin heat and air vents off, increase descent
30
Engine fire on start up
Increase higher RPM for a few moments then shut down engine If engine didn’t start set throttle to full, mixture idle, continue try engine start to put out fire by vacuum Fire continue = turn off ignition, master switch, and fuel selector. Evacuate and get fire extinguisher.
31
Pitot Static System
Altimeter, Vertical Speed Indicator, and Airspeed Indicator
32
Altimeter
Measures absolute pressure of ambient air and displays in terms of feet above selected pressure level
33
Limitations of Pressure altimeter
Warm Day = pressure level higher, altimeter lower than actual altitude Cold Day = indicates higher than actual altitude Higher than standard pressure = indicates lower than actual altitude Lower than standard pressure = indicates higher than actual altitude High to low or hot to cold, look out below!
34
Absolute Altitude
Vertical distance of aircraft above terrain
35
Indicated Altitude
Read directly from altimeter uncorrected as set to current altimeter setting
36
Pressure Altitude
Adjusted to 29.92 (Used for computer solutions to calculate density altitude, true alt, true airspeed)
37
True Altitude
True vertical distance above sea level (Used for elevations found on charts)
38
Density Altitude
Corrected for non standard temp variations (Used for aircraft’s take off, climb, landing performance)
39
Airspeed Indicator
Pressure gauge; difference between impact pressure from pitot head and undisturbed atmospheric pressure from static source Subject to proper flow of air in pitot static
40
Airspeed Indicator Errors
Position Error- static ports sensing erroneous static pressure, slipstream flow disturbing static port Density Error- changes in alt and temp not compensated for by instrument Compressibility Error- packing of air into pitot tube at high airspeeds, higher than normal indications
41
Indicated Airspeed IAS
Speed observed on airspeed indicator
42
Calibrated Airspeed CAS
Indicator reading corrected for position and instrument errors TAS at sea level in standard atmosphere
43
Equivalent Airspeed EAS
reading corrected for position, instrument error and adiabatic compressible flow for particular altitude
44
True Air Speed TAS
Corrected for altitude and nonstandard temp, speed in relation to air mass in which its flying
45
Airspeed Limitations NOT ON AIRSPEED INDICATOR
Design Maneuvering Speed Va Best Angle of Climb Speed Vx Best rate of climb speed Vy
46
White Arc
Flap operating range
47
Lower A/S limit white arc
Vso stall speed landing
48
Upper A/S limit white arc
Vfe flap extension
49
Green arc
Normal operating range
50
Lower A/S limit green arc
Vs1 stall clean
51
Upper A/S limit green arc
Vno max structural cruising speed
52
Yellow arc
caution range (smooth air only)
53
Red line
Vne never exceed
54
Vertical Speed Indicator
Pressure differential instrument, vented to static system Pressure inside instrument case changes slower than pressure in aneroid, as a/c ascends static pressure becomes lower and pressure inside case compresses aneroid moving pointer up showing climb in number of feet per minute Not accurate until aircraft is stabilized because of restriction of airflow in static line
55
Gyroscopes
Turn coordinator heading indicator Attitude indicator
56
Two fundamental properties of gyroscope
Rigidity in space (fixed position in plane) Precession- rate at which gyro processes is inversely proportional to speed of the rotor and deflective force
57
Vacuum System
Engine-driven vacuum pump provides suction which pulls air from instrument case Normal pressure enters the case directed against rotor vanes to turn the rotor (gyro) at high speed. Air drawn into instrument from cockpit and vented outside.
58
Attitude Indicator
mounted on horizontal plane, depends on rigidity of space for operation Horizon bar indicates true horizon, bar remains fixed as airplane pitched and banked If pitch or bank limits exceeded the instrument will give incorrect indications until reset Tiny errors- slight nose up and down indication during rapid acceleration & deceleration. And small bank and pitch error after 180 degree turn
59
Turn Coordinator
shows yaw and roll of aircraft around vertical and longitudinal axis Indicates direction and rate of turn Ball indicates whether plane is in coordinated flight, skid, or slip
60
Turn indicator slip
Ball is inside of turn, not enough rate of turn for amount of bank
61
Turn indicator skid
ball in tube is outside of turn, too much rate of turn for amount of bank
62
Magnetic compass
manetized needles fasted to a float assembly around which is mounted a compass card align themselves parallel to earths lines of magnetic force At steeper bank angles, compass indications are erratic and unpredictable
63
Magnetic compass errors
Oscillation- erratics movement of compass card by turbulence Deviation- electrical and magnetic disturbance in a/c Variation- angular diff between true and magnetic north Acceleration error/Northerly turn
64
Acceleraution Error ANDS Northerly Turn Error UNOS
E/W Headings Accelerate North Decelerate South Undershoot North Overshoot South
65
AHRS
Attitude and Heading Reference System 3 axis sensors heading, attitude, and yaw info Replace mechanical gyros for superior reliability
66
ADC
Air Data Computer A/c computer than receives pitot pressure, static pressure and temp to calculate precise altitude, IAS,TAS, VSI, air temp
67
PFD
Primary Flight Display One display that shows horizon, airspeed, altitude, VSI, trend, trim, rate of turn, etc.
68
MFD
Multi Function Display Presents info in configurable ways, used with PFD
69
FD
Flight Director Electronic flight computer,presents steering instructions on flight display
70
FMS
Flight Management System Database for programming routes, approaches, departures and supplies navigation data
71
INS
Inertial Navigation System Computer based navigation that tracks movement of aircraft via signals produced by onboard accelerometers
72
Magnetometer
Measures strength of earths magnetic field to determine aircraft heading
73
Effective dates for FMS/RNAV
Shown on start up screen
74
Two types of ADS-B
Automatic Dependent Suveillance Broadcast Out- broadcasts a/c position, altitude, velocity, Ando their info to ATC In- receipt, processing, and display of ADS-B transmissions
75
TIS-B
Traffic Information Services Broadcast Broadcast of ATC derived traffic info to ADSB equipped a/c from ground radio stations Not used for collision avoidance, may receive TIS-B of themselves if doing maneuvers, may see duplicate traffic symbols, less often traffic reports than ADS-B, a/c without transponder will not be displayed as TIS-B Traffic

Flight School (16 decks)

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