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Flight School > Operation of Systems > Flashcards

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
Q

Ammeter continuous discharge

A

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

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26
Q

Ammeter excessive rate of charge (more than 2 needles)

A

battery would overheat and evaporate electrolyte, possible explosion of battery

Turn off alternator, pull breaker, turn off all electrical equipment not essential, land asap

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27
Q

Low oil pressure but oil temp normal

A

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

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28
Q

Loss of power inflight

A

Best Glide
Best Field

Check carb heat, fuel tanks, fuel selector, mixture control, magnetos

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29
Q

Engine Fire

A

mixture idle, valve off, switch off, cabin heat and air vents off, increase descent

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30
Q

Engine fire on start up

A

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.

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31
Q

Pitot Static System

A

Altimeter, Vertical Speed Indicator, and Airspeed Indicator

32
Q

Altimeter

A

Measures absolute pressure of ambient air and displays in terms of feet above selected pressure level

33
Q

Limitations of Pressure altimeter

A

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
Q

Absolute Altitude

A

Vertical distance of aircraft above terrain

35
Q

Indicated Altitude

A

Read directly from altimeter uncorrected as set to current altimeter setting

36
Q

Pressure Altitude

A

Adjusted to 29.92
(Used for computer solutions to calculate density altitude, true alt, true airspeed)

37
Q

True Altitude

A

True vertical distance above sea level
(Used for elevations found on charts)

38
Q

Density Altitude

A

Corrected for non standard temp variations
(Used for aircraft’s take off, climb, landing performance)

39
Q

Airspeed Indicator

A

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
Q

Airspeed Indicator Errors

A

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
Q

Indicated Airspeed IAS

A

Speed observed on airspeed indicator

42
Q

Calibrated Airspeed CAS

A

Indicator reading corrected for position and instrument errors

TAS at sea level in standard atmosphere

43
Q

Equivalent Airspeed EAS

A

reading corrected for position, instrument error and adiabatic compressible flow for particular altitude

44
Q

True Air Speed TAS

A

Corrected for altitude and nonstandard temp, speed in relation to air mass in which its flying

45
Q

Airspeed Limitations NOT ON AIRSPEED INDICATOR

A

Design Maneuvering Speed Va
Best Angle of Climb Speed Vx
Best rate of climb speed Vy

46
Q

White Arc

A

Flap operating range

47
Q

Lower A/S limit white arc

A

Vso stall speed landing

48
Q

Upper A/S limit white arc

A

Vfe flap extension

49
Q

Green arc

A

Normal operating range

50
Q

Lower A/S limit green arc

A

Vs1 stall clean

51
Q

Upper A/S limit green arc

A

Vno max structural cruising speed

52
Q

Yellow arc

A

caution range (smooth air only)

53
Q

Red line

A

Vne never exceed

54
Q

Vertical Speed Indicator

A

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
Q

Gyroscopes

A

Turn coordinator
heading indicator
Attitude indicator

56
Q

Two fundamental properties of gyroscope

A

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
Q

Vacuum System

A

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
Q

Attitude Indicator

A

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
Q

Turn Coordinator

A

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
Q

Turn indicator slip

A

Ball is inside of turn, not enough rate of turn for amount of bank

61
Q

Turn indicator skid

A

ball in tube is outside of turn, too much rate of turn for amount of bank

62
Q

Magnetic compass

A

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
Q

Magnetic compass errors

A

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
Q

Acceleraution Error
ANDS
Northerly Turn Error
UNOS

A

E/W Headings Accelerate
North
Decelerate
South

Undershoot
North
Overshoot
South

65
Q

AHRS

A

Attitude and Heading Reference System

3 axis sensors
heading, attitude, and yaw info

Replace mechanical gyros for superior reliability

66
Q

ADC

A

Air Data Computer

A/c computer than receives pitot pressure, static pressure and temp to calculate precise altitude, IAS,TAS, VSI, air temp

67
Q

PFD

A

Primary Flight Display
One display that shows horizon, airspeed, altitude, VSI, trend, trim, rate of turn, etc.

68
Q

MFD

A

Multi Function Display

Presents info in configurable ways, used with PFD

69
Q

FD

A

Flight Director

Electronic flight computer,presents steering instructions on flight display

70
Q

FMS

A

Flight Management System

Database for programming routes, approaches, departures and supplies navigation data

71
Q

INS

A

Inertial Navigation System

Computer based navigation that tracks movement of aircraft via signals produced by onboard accelerometers

72
Q

Magnetometer

A

Measures strength of earths magnetic field to determine aircraft heading

73
Q

Effective dates for FMS/RNAV

A

Shown on start up screen

74
Q

Two types of ADS-B

A

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
Q

TIS-B

A

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 (15 decks)

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