The Private Pilot

1. The Private Pilot

2. Review • What does it take to be a private Pilot? FAR 61.102 Medical KiPs Written Test Flight Experience, 40 Hrs., Practical Test

3. Review • Control Surfaces (Pitch and Bank)

4. Review • Control Surfaces (Pitch and Bank)

5. Review • Control Surfaces (Pitch and Bank)

6. Review • 4 forces in flight are:Lift, Weight, Thrust and Drag. • Forces are in EQUILIBRIUM when the aircraft is in unaccelerated flight. • During Straight and Level Flight, Lift equals Weight and Thrust equals Drag.

7. Review • The Angle of Attack is between the Chord Line and the Relative Wind. • Flaps, during an approach to land, are used to INCREASE the angle of DESCENT without increasing Airspeed. • Flaps enable a pilot to make a steeper approach without increasing Airspeed.

8. Review • The Angle of ATTACK at which an airplane stalls will remain the SAME regardless of gross weight.

9. GROUND EFFECT

10. GROUND EFFECT It is possible to fly an airplane just clear of the ground (or water) at a slightly slower airspeed than that required to sustain level flight at higher altitudes. This is the result of a phenomenon, which is better known than understood even by some experienced pilots. When an airplane in flight gets within several feet from the ground surface, a change occurs in the threedimensional flow pattern around the airplane because the vertical component of the airflow around the wing is restricted by the ground surface.

11. Review • Ground Effect is the result of the interference of the Earth’s surface with airflow patterns about an airplane. • As a result of Ground Effect, induced drag decreases and any excess speed at the point of flare may cause considerable floating. • Ground effect may result in becoming airborne prematurely, before reaching a recommended takeoff speed.

12. Class 3 - Airplane Instruments

13. Objective: To introduce the basic flight instruments.

15. Self ContainedSelf Powered

16. Compass Error Variation • Magnetic Poles ≠ Geographic Poles

17. East is Least West is Best

18. Compass Error • Deviation

19. Deviation in a magnetic compass is caused by the A) presence of flaws in the permanent magnets of the compass. B) difference in the location between true north and magnetic north. C) magnetic fields within the aircraft distorting the lines of magnetic force.

20. Compass Error Dip Error • ANDS (Accelerate North, Decelerate South) • UNOS (Undershoot or lag North, Overshoot South)

21. In the Northern Hemisphere, if an aircraft is accelerated or decelerated, the magnetic compass will normally indicate A) correctly when on a north or south heading. B) a turn toward the south. C) a turn momentarily.

22. During flight, when are the indications of a magnetic compass accurate? A) Only in straight-and-level unaccelerated flight. B) During turns if the bank does not exceed 18°. C) As long as the airspeed is constant.

23. In the Northern Hemisphere, the magnetic compass will normally indicate a turn toward the south when A) the aircraft is decelerated while on a west heading. B) a left turn is entered from an east heading. C) a right turn is entered from a west heading.

24. In the Northern Hemisphere, a magnetic compass will normally indicate initially a turn toward the west if A) a right turn is entered from a north heading. B) a left turn is entered from a north heading. C) an aircraft is accelerated while on a north heading.

25. Pitot–Static Systems:

26. Airspeed

27. Airspeed

28. The pitot system provides impact pressure for which instrument? A) Vertical-speed indicator. B) Airspeed indicator. C) Altimeter.

29. Indicated Airspeed(IAS)—The direct instrument reading obtained from the airspeed indicator, uncorrected for variations in atmospheric density, installation error, or instrument error. Manufacturers use this airspeed as the basis for determining airplane performance. Takeoff, landing, and stall speeds listed in the AFM or POH are indicated airspeeds and do not normally vary with altitude or temperature.

30. Calibrated Airspeed (CAS)—Indicated airspeed corrected for installation error and instrument error. Although manufacturers attempt to keep airspeed errors to a minimum, it is not possible to eliminate all errors throughout the airspeed operating range. At certain airspeeds and with certain flap settings, the installation and instrument errors may total several knots. This error is generally greatest at low airspeeds. In the cruising and higher airspeed ranges, indicated airspeed and calibrated airspeed are approximately the same

31. True Airspeed(TAS)—Calibrated airspeed corrected for altitude and nonstandard temperature. Because air density decreases with an increase in altitude, an airplane has to be flown faster at higher altitudes to cause the same pressure difference between pitot impact pressure and static pressure. Therefore, for a given calibrated airspeed, true airspeed increases as altitude increases; or for a given true airspeed, calibrated airspeed decreases as altitude increases.

32. As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will A) decrease as the true airspeed increases. B) remain the same regardless of altitude. C) decrease as the true airspeed decreases.

33. As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will B) remain the same regardless of altitude.

34. Groundspeed(GS)—The actual speed of the airplane over the ground. It is true airspeed adjusted for wind. Groundspeed decreases with a headwind, and increases with a tailwind.

35. As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will A) decrease as the true airspeed increases. B) remain the same regardless of altitude. C) decrease as the true airspeed decreases.

37. What does the red line on an airspeed indicator represent? A) Turbulent or rough-air speed. B) Maneuvering speed. C) Never-exceed speed.

38. (Refer to figure 4.) What is the full flap operating range for the airplane? A) 60 to 100 MPH. B) 65 to 165 MPH. C) 60 to 208 MPH.

39. (Refer to figure 4.) What is the caution range of the airplane? A) 0 to 60 MPH. B) 165 to 208 MPH. C) 100 to 165 MPH.

40. (Refer to figure 4.) The maximum speed at which the airplane can be operated in smooth air is A) 208 MPH. B) 100 MPH. C) 165 MPH.

41. (Refer to figure 4.) Which color identifies the never-exceed speed? A) The red radial line. B) Upper limit of the white arc. C) Lower limit of the yellow arc.

42. (Refer to figure 4.) Which color identifies the power-off stalling speed in a specified configuration? A) Upper limit of the white arc. B) Upper limit of the green arc. C) Lower limit of the green arc.

43. (Refer to figure 4.) What is the maximum flaps-extended speed? A) 165 MPH. B) 100 MPH. C) 65 MPH.

44. (Refer to figure 4.) Which color identifies the normal flap operating range? A) The white arc. B) The lower limit of the white arc to the upper limit of the green arc. C) The green arc.

45. (Refer to figure 4.) Which color identifies the power-off stalling speed with wing flaps and landing gear in the landing configuration? A) Upper limit of the green arc. B) Lower limit of the white arc. C) Upper limit of the white arc.

46. (Refer to figure 4.) What is the maximum structural cruising speed? A) 100 MPH. B) 165 MPH. C) 208 MPH.

47. What is an important airspeed limitation that is not color coded on airspeed indicators? A) Never-exceed speed. B) Maneuvering speed. C) Maximum structural cruising speed.

48. Altimeter

49. (Refer to figure 3.) Altimeter 1 indicates A) 1,500 feet. B) 500 feet. C) 10,500 feet.

50. If it is necessary to set the altimeter from 29.15 to 29.85, what change occurs? A) 70-foot increase in indicated altitude. B) 700-foot increase in indicated altitude. C) 70-foot increase in density altitude.