A110 Objectives Quiz Bank

A109.03 Define Pilotage

The use of visible landmarks to maintain a desired course. It is the basic form of navigation for the pilot operating under VFR. Visible landmarks can be identified on aeronautical charts (VFR Sectional or Terminal Area Charts) to help the pilot to proceed from one checkpoint to the next.

A106.01 Recognize an Airport as Either Towered or Non-towered

Towers airports: - surrounded by B, C, or D airspace - have specific communication requirements to enter/participate - chart symbols for towered airports are blue Non-towered airports: - surrounded by either E or G airspace - have no communication requirements - chart symbols for non-towered airports are magenta

A105.04 Explain Operation of Comm 1 and Comm 2 in DOSS IFT Aircraft

- COM 1: Garmin GNS 430 —> C knob: power/volume/squelch —> C flip/flop: swaps to active/standby freqs. - PUSH C/V: change freqs. (Twist outer for #s left of decimal, twist inner for#s right of decimal) - Com 2: SL40 or GTR225 —> A: power on/off, volume, squelch —> B: freq. monitor key —> C: freq. transfer (flip/flop) key —> D: freq. adjust knobs (inner/outer)

A104.08 Calculate the Crosswind/Tailwind Components For a Given Wind Situation

- Calculate crosswind: 1. TWR will say current winds 2. Listen to ATIS 3. Clearance for T/O + LDG 4. Reference IFG p. 5-4 5. Use gust (worst case winds) INSTRUCTIONS: - Note angular difference between RWY heading & wind direction - Note magnitude of the surface winds (gust/total) - Plot angular difference (across radial) & magnitude (down chosen radial to magnitude arc) - (Left side) vertical scale = headwind / tailwind component - (Bottom) horizontal scale = crosswind component

A106.09 Explain Wake Turbulence and Mitigation Procedures When Wake Turbulence Is Present

- Cause: induced drag is a byproduct of lift - Factors: weight, wing shape, speed Avoidance LFP: - 3 minutes behind all "heavy" and "large" ACFT - 2 minutes behind all "small-plus" ACFT - 1 minute behind "small" helicopters or 3000' lateral distance spacing w/ small fixed-wing ACFT Avoidance Techniques: - Procedure: comply w/ LFP & IFG wake turbulence timing - Technique: delay T/O, delay LDG, execute go-around @ safe altitude - Flight path change: 1) rotate prior to the large ACFT's rotation point & climb above its climb path until turning clear of the wake. 2) Stay above the larger ACFT's approach flight path & land beyond its touchdown point (if RWY distance allows)

A103.06 Understand What Causes a Spin and the Steps to Recover from a Spin

- Causes of Spin: 1. Combination of stall & yaw 2. Uncoordinated stall resulting in a descending corkscrew path 3. 1 wing more stalled than other 4. Happens when exceeding critical AOA (stalling) while performing uncoordinated maneuver (yaw) 5. Direction of spin occurs in the same direction as the yawing motion SPIN RECOVERY: THROTTLE - IDLE RUDDER - FULL (OPPOSITE SPIN DIRECTION) CONTROL STICK - EASE FORWARD RUDDER - NEUTRAL WHEN ROTATION STOPS FLAPS - CRUISE CONTROL STICK - PULL CAUTIOUSLY *Caution: recover to level flight cautiously to avoid inducing a secondary stall, but do not allow airspeed to exceed 164 KIAS

A104.10 Explain the Performance Speeds for the DA-20-C1

V-speeds are speeds that define certain performance &/or limiting characteristics of an ACFT - Vso (34KIAS) : The power off stalling speed or the minimum steady light speed @ which the airplane is controllable in the LDG configuration (stall speed w/ flaps -LDG) - Vs1 (42KIAS): The power off stalling speed or the minimum steady flight speed at which the airplane is controllable in a specific configuration (stall speed w/ flaps - cruise) - Vfe (78KIAS): highest airspeed w/ wings flaps in prescribed extended position - Va (106KIAS): design maneuvering speed. Max speed @ which the limit load can be imposed w/o causing structural damage - Vno (118KIAS): max. structural cruising speed - Vne (164KIAS): airspeed which should NEVER be exceeded

A106.04 Explain Airport Light Gun Signals

Review slides

A101.06 Define Crew Resource Management (CRM)

The effective use of all available resources (people, weapon systems, facilities, equipment, & environment) by individuals or crew to safely & efficiently accomplish an assigned MSN or task

A108.03 Explain VFR Cloud Clearances for Controlled and Uncontrolled Airspace

- 3 weather phenomena must be considered in determining whether a flight may be conducted under VFR: visibility, cloud clearance, & ceiling. - Visibility: in Classes B, C, D & E airspace —> minimum of 3SM visibility for VFR day/night flying. In Class G airspace —> minimum 1SM visibility of VFR day/night flying. - Cloud Clearances: in Class B day/night—> must remain clear of clouds. In Classes C, D & E day/night—> must stay @ least 500ft below, 1,000ft above, & 2,000ft horizontally away from clouds. In Class G —> limits change depending on day/night and altitude —> below 1,200ft AGL must remain clear during day (@ night, min. separation is 500ft below, 1,000t above, 2,000ft horizontally). Above 1,200 AGL day/night—> remain 500 ft below, 1,000ft above, & 2,000ft horizontally. - Ceiling: ceiling minimum only applies to airports in controlled airspace ("no person may operate ACFT beneath ceiling under VFR within lateral boundaries of controlled airspace designated to the surface for an airport when the ceiling is less than 1,000ft"). Does not apply to uncontrolled airspace. Flights above 10,000ft MSL, limits for VFR flight are standard. In Class E airspace, must have visibility of @ least 5SM & remain @ least 1,000ft below, 1,000ft above, & 1SM horizontally from any cloud. In Class G airspace more than 1,200ft AGL, must have visibility of @ least 5SM & remain @ least 1,000ft below, 1,000 ft above, & 1SM horizontally from clouds. Set of minimums to help remember: - For ALL airspace under 10,000ft—> visibility of @ least 3SM; cloud clearance of @ least 500ft below, 1,000 ft above, & 2,000ft horizontally; & a ceiling of @ least 1,000ft AGL

A103.12 List and Explain the 4 Turning Tendencies of Propeller-Driven Airplanes

- 4 Turning Tendencies: Torque, Gyroscopic Procession, Asymmetrical Thrust, Spiraling Slip Stream 1. Torque - newton's 3rd law; propeller rotates clockwise & causes torque which tends to rotate airplane counter clockwise about the longitudinal axis (roll aft CG to left). 2. Gyroscopic Procession - prop has characteristics of gyroscope (rigidity in space & precession). Precession=resultant reaction when force applied to rim of rotating disk. In nose gear ACFT, tendency on T/O & LDG flare is a yaw to the RIGHT. 3. Asymmetrical Thrust (P-FACTOR) - airplane flown at high power & high AOA; uneven AOAs between ascending & descending blades that causes unequal thrust & yaw to the left. 4. Spiraling Slipstream - slipstream from propeller wraps around fuselage & hits left side of vertical fin that causes tail to move right/nose to yaw left.

A103.09 Understand Adverse Yaw and Explain How to Counteract Its Effects

- Adverse yaw: while rolling into a turn, outside wing produces more lift; induced drag is product of creation of lift, so total drag on that wing increases; increased induced drag causes yaw opposite of direction of the roll; use rudder in direction of the roll in coordination w/ ailerons to compensate for adverse yaw.

A103.01 Identify and Define Basic Elements of an Airfoil

- Airfoil: produces aerodynamic force when it is passed through a stream of air. - leading edge: part where airfoil first meets airflow (top curved edge). - trailing edge: part of airfoil where upper & lower airflows meet (think wingtip) - camber: characteristic curve of aero foils upper & lower surface. Positive camber describes a convex surface. Negative camber describes concave surface. Low speed wings have large positive camber.

A104.03 Explain the Effects of Temperature, Pressure, and Humidity on Aircraft Performance

- Airplane performance depends upon the # of air molecules available around the ACFT (I.e. the density of the air). - Due to gravity, there are more molecules (greater density) closer to Earth's surface (most dense at sea level). Therefore, HIGHER ALTITUDE = LOWER AIR DENSITY (reduced performance). - Air Pressure, temperature, and humidity affect ACFT performance. - Air pressure: greater air pressure means more molecules per volume, AKA greater air density AKA better performance. - Temperature: higher air temperature = lower air density = reduced performance —> Higher density @ lower altitude - Humidity: amount of water vapor in air. Water vapor is lighter than air (gas form). As humidity increases air density decreases = reduced performance

A106.11 Explain IFT Ground and Taxi Operations

- Before engaging Ignition Switch Start, visually identify nearest fire bottle and confirm prop is clear —> "FIRE BOTTLE, PROP CLEAR" - Before taxiiing, call "AIRSPEED, ALTIMETER, VSI CHECK" - Doss Ramp: fill south-facing parking spots from west to east first by taxiing straight ahead into these spots. Fill south line (spots 19-12) then north line (35-28). Once full, ACFT should be backed into north-facing spots from west to east, filling north line (spots 43-36) then south line (spots 27-20). - Doss Ramp Taxi Flow: counterclockwise flow. Enter through north gate and exit through South Gate - Taxi Speed: 1000 RPM up to 1500 RPM for tight turns, etc. 3-5kts groundspeed on ramp or taxiing in congested area (less than 25ft to ACFT, vehicles, people) and 5-20kts on taxiway.

A104.09 Explain the Difference Between Best Rate of Climb and Best Angle of Climb

- Best rate of climb (Vy) speed (66KIAS): speed that delivers the greatest gain in altitude in the shortest possible time (good estimate for best-glide speed/maximum- endurance speed) —> flaps UP configuration (cruise) - Best angle of climb (Vx) speed (65KIAS): speed that delivers the greatest gain of altitude in the shortest possible horizontal distance (Vx increases w/ altitude, about 1/2kt/1,000ft) (TIME IS NOT CONCERN)

A107.04 Recognize the Characteristics of the Frontal Passage of Air Masses

- Classified according to temperature & moisture properties in regions where they originate - Air mass passing over WARMER surface is warmed from below & convective currents form causing the air to rise (unstable but good visibility) —> causes cumulus clouds, showers, & turbulence to form - Air mass passing over COLDER surface does not form convective currents, but creates STABLE air mass w/ poor visibility (smoke, dust, etc. is trapped closer to surface & can create fog and low stratus clouds) Fronts: boundary layer between 2 types of air masses. Approaching front means change to weather is imminent. - Warm front: warm, humid air moves to replace body of cold air. As warm air is lifted, temp drops & condensation occurs. Blanket type clouds (stratus) likely. - Cold front: cold, dense, stable air rapidly advances to displace a body of warmer air. Progress faster that warm fronts. The dense air in cold front stays closer to ground & slides under warmer air & forces the less dense (warm air up & out). Rapidly ascending air causes temp to decrease suddenly & form clouds. Towering cumulonimbus and cumulus clouds may form & can cause severe convective weather w/ extreme precipitation. Some can cause severe storms & even tornadoes.

A103.04 Explain Aerodynamic Stall

- Critical AOA: Every airfoil has specified AOA, where maximum amount of lift is obtained. - Stall: occurs when critical AOA is exceeded; @ this point airflow separates from the airfoil resulting in loss of lift. AOA must be reduced for airfoil to produce lift again. - Signs of impending stall: 1. Mushy feeling in flight controls & less control effectiveness 2. Stall warning device - horn, buzzer, light 3. Loss of RPM in fixed pitch props 4. Reduction in sound of air flow 5. Buffeting &/or vibrations - Indication of a stall: uncommanded pitch &/or roll movements - Stall speed increases w/ increased: weight, forward CG, snow/ice/frost on wings —> change shape & disrupt airflow, & increased weight, turbulence, & Load Factor - 2 types of stalls @ IFT: Power-off stalls: simulates LDG & approach conditions Power-on stalls: simulates T/O, climb-out, go-around conditions

A103.05 Explain Stall Recovery

- Decrease AOA - Smoothly apply max observable power - Roll towards wings-level - Recover to level flight (avoid secondary stall) - Adjust power as needed

A104.06 Identify the Characteristics of Density Altitude

- Density altitude (DA) is pressure altitude corrected for nonstandard temperature variations (increased temp will increase DA) - Equals pressure altitude in a standard atmosphere - High density altitude means that air density is reduced, which has an adverse impact on ACFT performance

A103.11 Identify and Define Maneuvering Speed

- Design maneuvering speed Va: max speed @ which you can use full or abrupt control movement w/o over stressing the airframe (106 KIAS). - not normally marked on airspeed indicator - the amount of excess load that an be imposed on an airframe depends on the ACFT's speed.

A108.04 Identify and Describe Selected Special Use Airspace

- Exists where activities must be confined because of their nature Prohibited areas: established for security or other reasons associated w/ national welfare. ACFT are forbidden to enter. Depicted on charts as blue circle w/ dash lines extending from circle inward slightly. Restricted areas: denote the existence of unusual, often invisible hazards to ACFT such as artillery firing, aerial gunnery, or guided missiles. ACFT are restricted unless given permission from controlling agency. Depicted on chats as 'RESTRICTED' or 'R-2601.' Separates civilian traffic from potentially hazardous military activities. Military Operating Area (MOA): consists of airspace of defined vertical & lateral limits for the purpose of separating military training activity from IFR traffic. No restriction for VFR pilots in area, but MUST be alert. Depicted on charts as a boxed in area w/ thin magenta line w/ small magenta lines extending slightly into area marked 'MOA.' Alert areas: establish areas w/ high volume of pilot training or unusual type of aerial activity. Advised to be particularly vigilant.

A106.10 Explain Selected Federal Aviation Regulations and How IFT Operations Comply with the FARs

- FAR rules are contained in Title 14 of the Code of Federal Regulations (CFR) - Parts relevant to pilots are: —> 14 CFR Part 1 - Definitions —> 14 CFR Part 61 - Certification —> 14 CFR Part 91 - Operating rules 49 CFR Part 830 - Incident/accident reporting - IFT Procedures to Comply w/ FARs: —> Initial and ongoing documentation (pilot certification, medical certificate, grade book endorsements, solo endorsements) —> Daily sortie preparation (weather, NOTAMs, TOLD, pre flights/airworthiness, systems checks)

A107.05 Identify the Characteristics of Clouds and Thunderstorms

- For clouds to form, there must be adequate water vapor, condensation nuclei, when air cools & reaches its saturation point - Classified by shape, heigh of bases, & behavior/vertical development Cloud Types - - Cumulus: heaped or piled clouds - Stratus: formed in layers - Cirrus: ringlets, fibrous clouds, also high-level clouds above 20,000ft - Castellanus: common base w/ separate vertical development, castle-like - Lenticularus: lens shapes, formed over mountains in strong winds - Nimbus: rain-bearing clouds - Fracto: ragged/broken - Alto: middle level clouds existing @ 5,000-20,0000ft - Low clouds: form near Earth's surface & extends up to 6,500ft AGL (consist of water droplets, super-cooled droplets, icing. Typically stratus, stratocumulus, & nimbostratus & even just fog) - Middle clouds: 6,500-20,000ft AGL (composed of water, ice crystals, & super-cooled water droplets. Typically altostratus & altocumulus & can cause turbulence or generate moderate icing) - High clouds: form above 20,000ft AGL & usually only form in stable air (made up of ice crystals & pose no real threat of turbulence or icing. Can include cirrus, cirrostratus, & cirrocumulus) Thunderstorms: - Stage 1 —> Cumulus stage: lifting action begins, needs moisture & instability - Stage 2 —> Mature stage: most violent time—precipitation begins to fall - Stage 3 —> Dissipating stage: downdrafts spread out (lifting action stops) - Hazards to Aviation updrafts/downdrafts, large hail stones, heavy rain, severe icing, severe turbulence, wind shear, lightning, tornadoes

A103.08 Explain How an Airplane Turns in Flight

- Horizontal component of lift causes airplane to turn - When vertical component of lift equals weight, ACFT will neither gain nor lose altitude

A105.01 Identify Key Attributes of Effective ATC Communication

- Understanding - Professional - No jargon, chatter or CB slang - Be C3 (COOL, CLEAR, CORRECT)

A104.02 Demonstrate Weight & Balance Calculations

- Use weight & balance form - Enter w/ crew weight - use 1/2, 5/8, 3/4, 7/8, or FULL column - Find total ACFT weight & total ACFT moment

A107.07 Interpret the Elements of a Meteorological Aerodrome Report (METAR)

- Hourly weather observation by person or automated equipment. Observe between 45 minutes after the hour until top of next hour. Reported between 50 minutes after hour to top of next hour. Weather info for specific airport out to 5SM. Contains these elements in this order: - Type of report - ICAO Station identifier - Date & time or report - Modifier (as req.) - Wind - Visibility - Runway Visual Range (RVR) - Weather phenomena - Sky condition - Temperature/Dew point group - Altimeter - Remarks (as req.) AUTO/COR- - AUTO means report came fro automated source (Automated Weather Observation System (AWOS) or Automated Surface Observation System (ASOS). AO1=no precipitation measuring, AO2=precipitation measuring) - COR means the report is corrected observation—> previous transmission had errors - VC is in vicinity of airport between 5-10SM - DSNT is distance weather reported beyond 10SM

A104.04 Describe the Characteristics of the "Standard Atmosphere"

- International Organization for Standardization defined International Standard Atmosphere (ISA) as: —> Sea level barometric pressure: 29.92 inches of Mercury (in Hg) —> Sea level temperature: 15°C (59°F) —> Relative humidity: 0% - Standard Datum Plane (SDP): standards for measuring atmosphere - Standard temperature lapse rate: 2°C decrease/1,000ft altitude increase - Standard pressure lapse rate: 1 inch Hg (Mercury) decrease/1,000ft altitude increase

A103.10 Define Load Factor and Understand the Relationship Between Bank Angle, Load Factor, and Stall Speed in a Level Turn

- Load Factor: ratio of load supported by the wings : actual weight of ACFT & contents - AKA G-forces —> feel heavier in turns & are pilot induced or environmental in nature - Load Factor in Turns (Level Flight): increases as angle of bank increases - Compensate for apparent increase in weight & loss of vertical lift in turn by increasing AOA w/ back pressure - BANK ANGLE, LOAD FACTOR & STALL SPEED: increasing load factor will cause an airplane to stall@ a higher speed. Stalls that occur w/ G-forces being applied are accelerated stalls. The reason for stall is exceeding critical AOA, not airspeed

A107.02 Describe How the Circulation of the Atmosphere Effects Winds

- Major factor: UNEVEN HEATING of Earth's surface by the sun; upsets equilibrium creating changes in air movement & atmospheric pressure - Atmospheric circulation: movement of air around the surface of the Earth - Warm air rises because heat causes air molecules to spread apart; as warm air expands, it becomes LESS dense & lighter than cooler air. - Cool air sinks because the molecules pack together, becoming MORE dense & more heavy. - In Northern Hemisphere, air flows CLOCKWISE around high pressure areas & COUNTERCLOCKWISE air around low pressure areas - Coriolis Effect: speed of Earth's rotation causes the general flow to break into three distinct cells resulting in three climate zones in each hemisphere; as air moves from high to low pressure in northern hemisphere, it is deflected to the right by Coriolis force

A102.01 Identify & Describe DA-20 Components

- Manufactured by Diamond ACFT in London, Ontario, CAN - Single engine, 2 seat, low-wing monoplane with Carbon Fiber Reinforced Plastic (CFRP) & Glass Fiber Reinforced Plastic (GFRP) 1. Fuselage: GFRP semi-monocoque (frame of ACFT is a shell)—fire protection cover on fire wall by engine side. 2. Wings: GFRP wings & semi-monocoque sandwich construction; 3 bolts/wing to connect to fuselage root rib. 3. Cockpit: 2 FP seats. Sheepskin. Dual stick/single throttle. Student=right. Adjustable rudder petals. 4. Pedal Adjustment: unlocked by pulling T-grip. Forward/backward adjustments. 5. Canopy: clear plexiglass bubble construction. Must be closed & locked during engine op. 2 latch handles (1&1). 6. Empennage: semi-monocoque sandwich construction. Vertical stabilizer contains di-pole antenna for VHF radio. (COM1). Horizontal stabilizer contains antenna for NAV equipment (VOR). 7. Flight Controls: PRIMARY FCs—> ailerons, rudder, & elevator. 8. Flaps: slotted for LDG & T/O. Operated by electric flap actuator. 3 position (LDG, T/O, CRUISE) on instrument panel. 9. Trim: stick mounted switch. Won't actuate during. Position indicator on top center of instrument panel. 10. LDG Gear: fixed tricycle. Aluminum spring struts. Steel nose tube w/ rubber elastomer spring. Hydraulic disk brakes. Nose wheel casters 60° for steering w/ rudder &/or differential braking. 11. Powerplant: both engine AND propeller. Primary fxn of engine is to provide power to turn prop. also generates electrical power for vacuum source & heat source for cockpit. 12. Engine: 240 Cu In. (3.9L) displacement. 125HP @2800RPM power output. 4 cylinder horizontally opposed. 4 stroke intake, compression, power, & exhaust. air-cooled (no radiator). 13. Reciprocating Engine: 8 spark plugs (2/cylinder). 14. Engine Baffles: *MUST KNOW WHICH BAFFLES NEEDED FOR SORTIE*: during cold months, baffles allow quicker engine warmup & limit cooling to keep engine temps in optimum range. INLET (Upper): upper cowling / OUTLET(Lower): lower cowling. 15. Engine Controls: Alternate Air—> selects 2nd air intake in case of (ICO) primary air intake/clogged filter. Throttle—> FULL=PWR/AFT=IDLE. Mixture Lever: FULL=RICK/AFT=LEAN (idle cutoff). lever has safety lock. 16. Propeller: 2

A104.05 Identify the Characteristics of Pressure Altitude

- Pressure altitude (PA) is the height above/ below the SDP - Read on altimeter when it is set to 29.92 in. Hg - Pressure altitude calculation—> 1. Find current altimeter setting for airfield in question 2. Black # is altimeter setting that corresponds to red # 3. Red # is correction factor 4. Add or subtract from known FIELD ELEVATION to estimate PA @ given airfield

A106.06 Explain Notices to Air Missions (NOTAMs)

- Provide time-critical information on airports & changes that affect the National Airspace System (NAS) 3 Categories: - NOTAM D (Distant): coordinated by the airport for advisory purposes concerning the establishment, condition, or change of any: aeronautical facility, en route NAVAIDS, services, procedures, and hazards - FDC NOTAMs: typically regulatory in nature—> changes to IFR charts, IFR procedures, airspace usage - Other: Military, GPS, TFR, Airspace

A106.03 Identify and Explain Airport Lightning

- RWY lights = white - Taxi lights = blue - Hazard lights = red or strobe white - Visual Approach Slope Indicator (VASI): lights displays safe glide path to the runway; the two separate bars of lights normally represent a 3° glide slope; when the near or lower bar is seen as white and the second or far bar is seen as red, the ACFT is on the VASI glide path (4 red=below, 4 white=above). - Precision Approach Path Indicator (PAPI): more accurate glide slope system than VASI (on glide path=2 red 2 white) - Airport beacon: rotating beacon identifies type of airport and its location (operates from sunset to sunrise) —> Civil airports display rotating red & white lights; beacons @ military airfields display 2 white lights alternating w/ a green light —> If used @ airports in Class B, C, D or E airspace DURING THE DAY, beacon signifies that the ground visibility is less than 3SM &/or the ceiling is less that 1,000ft, conditions which PROHIBIT VFR flight

A104.07 Calculate Takeoff and Landing Data

- Required inputs @ IFT is PA, temp, & wind data - T/O data assumptions: 1. Max T/O power 2. Lift off speed = 52 KIAS 3. Level paved RWY 4. Flaps - T/O - Landing roll distance: distance from touchdown until airplane comes to stop by recommended braking technique - Landing distance: to clear a 50ft obstacle, cumulative distance from beginning of RWY to when landing roll is complete

A107.03 Explain the Difference Between Unstable and Stable Atmospheric Conditions

- Stability depends on atmosphere's ability to resist vertical motion - Stable atmosphere makes vertical movement DIFFICULT - Unstable atmosphere: warmer air rise, small vertical air movements become larger, generates turbulence & convective weather - Rising air expands and cools use to the decrease in air pressure as altitude increases - Standard temp lapse rate: 2°C decrease for every 1,000ft altitude increase - Temperature inversion: as air rises & expands in the atmosphere, the temperature of the air will normally decrease. An atmospheric anomaly can occur that changes this typical pattern of behavior. When air temperature increases as altitude increases, a temperature inversion exists. Inversion layers are shallow layers or smooth, cool stable air close to the ground. The temperature of the air increases w/ altitude to a certain point, which is the TOP of the inversion. The air @ the top of the layer acts as a lid, keeping weather & pollutants trapped below and REDUCES VISIBILITY.

A107.08 Interpret Elements of a Terminal Aerodrome Forecast (TAF)

- TAF is concise statement of the expected meteorological conditions for a 5SM radius around airport during specified time period (usually 24hr) —> AKA weather forecast for airport Contains these elements in this order: - Type of report - ICAO station identifier - Date & time of origin - Valid period date & time - Wind forecast - Visibility forecast - Significant weather forecast - Sky condition forecast - Forecast change indicators - Probability forecast

A109.04 Understand Selected Aeronautical Chart Symbology

- VFR Sectional Aeronautical Charts = 1:500,000 scale (1in = 6.86NM) - VFR Terminal Area Charts (TAC) = 1:250,000 scale (1in = 3.43NM) - Sectional Aeronautical Charts are most common for VFR (include ATC frequencies & airspace info) - TACs are helpful in or near Class B airspace; more detailed topographical info - Every chart has the effective date for its use annotated on the top of the chart. - Control tower freqs. @ specific airport, Special Use Airspace near specific airport, MOAs, NPS areas Topography: VFR Sectional Charts are a pictorial representation of a portion of the Earth's surface upon which lines & symbols in a variety of colors represent features &/or details that can be seen on the Earth's surface. Contour lines, shaded relief, color tints, obstruction symbols, & maximum elevation figures are all used to show topographical information. - Contour lines: connection points on the Earth of equal elevation. Basic contours are spaced @ 500ft intervals. Widely spaced contours represent gentle slopes, closely spaced contours represent steep slopes. - Shaded relief: depiction of how the terrain might appear from the air. The cartographer shade the areas that would appear in shadow is illuminated by a light from the north west. - Color tints: depict bands of elevation. Colors range from light green for the lowest elevations to brown for the higher elevations. - Obstruction symbols: depict man-made vertical features that may affect the National Airspace System. See slides for symbols. - Maximum Elevation Figure (MEF): shown in quadrangles bounded by ticked lines of latitude & longitude are represented in THOUSANDS & HUNDREDS of feet above MSL. The MEF is based on information available concerning the highest known feature in each quadrangle, including terrain & obstructions. - Review slides/LP for symbology & chart legend symbols.

A106.05 Interpret Wind Information from Common Airport Wind Indicators

- Wind sock: indicates wind direction & intensity by straightness of the sock - Wind tee: Indicates wind direction BUT NOT INTENSITY - Tetrahedron: indicates wind direction BUT NOT INTENSITY

A102.02 Explain the 5 Hazardous Attitudes

1. Anti-authority: "don't tell me" 2. Impulsivity: "do it quickly" 3. Invulnerability: "it won't happen to me" —> likely to take chances & increase risk 4. Macho: "I can do it" 5. Resignation: "what's the use?"

A102.03 Identify & Describe DA-20 Engine Instruments

1. Cylinder Head Temperature (CHT) - displays temp of LEFT REAR cylinder via attached probe & electric cable (max. 460°F/238°C / min. 240°F/115°C T/O & descent). 2. Exhaust Gas Temperature (EGT) - displays temp F° of LEFT REAR exhaust pipe via probe & electric cable. New gauges are CB protected. 3. Fuel Pressure Indicator - indicates fuel pressure @ fuel distribution manifold (min. 3.5psi/max. 16.5psi). 4. Fuel Quantity Indicator - gives fuel level in tank (DA-20 uses AVGAS 100LL/Aero Shell 15W-50 MOST COMMON/ AS 100 Mineral Oil SUMMER/Phillips 20W-50 Mineral Oil WINTER); total fuel capacity is 24.5 (0.5 for emergencies). 5. Oil Temperature - gives temp of oil in engine lubrication system (min. 75°F/op. range 170-220°F/max. 240°F); for full power ops—> temp must be >/= 100°F. 6. Oil Pressure - gives pressure of oil in engine lubrication system (min. 10psi/max. 100psi/normal op. range 30-60psi/ @ ambient pressures below 32°F max. pressure = 70psi. 7. Ammeter - indicates current flowing between battery & main bus. When needle is (+), battery is receiving charge from engine. When needle is (-), battery is supplying current. 8. Voltmeter - indicates voltage on main bus. Indicates ~14V when generator is online. May show less than 14V during high electrical loads & low engine RPM if alternator isn't supplying sufficient current (Lower red arc: 8-11V/GREEN ARC: 12.5-16V/Upper red arc: 16.1V).

A102.04 Describe Selected DA-20 Systems

1. Engine Oil System - Cools, cleans, lubricator, & seals engine. Oil depends on environment & # of engine hrs. Aero Shell 15W-50 most common oil. oil weight = 7.5lbs/gal. max. quantity = 6qt. min. quantity = 4qt. tell IP if quantity is <4.5qt for +1qt. BLUE OIL!! SYSTEM PATHWAY: WET OIL SUMP—>ENGINE-DRIVEN OIL PUMP—>OIL FILTER—>VERNATHERM(bypass for cool flow/to OIL COOLER for hot flow)—>ENGINE CYLINDERS, COMPONENTS & ACCESSORIES. Checking Oil: open oil filler cap on top right side of cowling& check dipstick over opening. 2. Fuel System - provide fuel to be utilized by engine. SYSTEM PATHWAY: FUEL TANK—>GASCULATOR(low point where heavy sediments in fuel filter out)—>DUKE'S FUEL PUMP/BYPASS(electric pump that supplies fuel for engine priming when Prime switch is ON)—>FUEL SHUTOFF VALVE —>ENGINE DRIVEN PUMP(+ swirl chamber)—>FUEL CONTROL UNIT(throttle body)—>FUEL DISTRIBUTION MANIFOLD—>FUEL INJECTOR NOZZLES—>ENGINE CYLINDERS. Drain fuel samples from tank sump drain & gasculator bowl drain. 3. Pneumatic System (air-driven) - utilizes air to cool the engine, heat cockpit, & mix w/ fuel for engine combustion. Air intake: located beneath spinner, LEFT SIDE provides induction to engine cylinders/RIGHT SIDE supplies air to heater & defroster. Alternate air intake: opens automatically if primary air gets clogged/ iced over or MANUALLY by lever by throttle. SYSTEM PATHWAY #1: AIR INTAKES—>AIR FILTER—>SCAT TUBES—>ALTERNATE AIR INTAKE—>FUEL CONTROL UNIT—>ENGINE CYLINDERS—>EXHAUST TUBES. SYSTEM PATHWAY #2: AIR INTAKE—>AIR SCREEN—>SCAT TUBES—>EXHAUST HEAT EXCHANGE—>FLOOR HEAT/DEFROST. 4. Ignition System - provide continual spark to engine cylinders (magneto source). SYSTEM PATHWAY: IGNITION SWITCH (5 positions - OFF, R, L, BOTH, START)—>MAGNETOS—>IGNITION WIRES—>SPARK PLUGS. * NEVER engage starter if prop is moving. NEVER turn OFF after FLT.* 5. Electrical System - provide electric energy to DA-20 components; does NOT provide electricity to 8 engine spark plugs. SYSTEM PATHWAY: BATTERY/ALTERNATOR(GENERATOR)—>ELECTRICAL WIRING—>ELECTRICAL BUS—>CBs—>ELECTRICAL EQUIPMENT. Rated @ 14V +/- 2.5% 40 Amps. Alternator is normal power source when engine is running. Battery rated @ 12V/ 20 Amps. ELECTRICAL EQUIPMENT: avionics, tri

A102.02 Identify & Describe DA-20 Flight Instruments

1. Magnetic Compass 2. Vacuum Gauge 3. Engine Tachometer 4. Airspeed Indicator 5. Attitude Indicator 6. Altimeter 7. CDI (Course Deviation Indicator) 8. Turn Coordinator 9. Heading Indicator 10. Vertical Speed Indicator (VSI)

A103.02 List and Explain the 4 Forces Acting on an Airplane in Flight

4 Forces are: Lift (upward force), Weight (opposes lift, downward pull of gravity), Thrust (forward force; engine power), Drag (opposes thrust). (Study of 4FF is Aerodynamics) 1. Lift - Bernoulli's Principle: total pressure(energy) of air in airflow remains constant. Total pressure consists of static + dynamic pressure (think river flowing through narrow bridge/airflow over airfoil). Airfoil splits airflow into high pressure area below wing & lower pressure above wing. Difference in these two pressures is man source of lift. Newton's 3rd Law of Motion: "for every action there is an EQUAL & OPPOSITE reaction. Airflow that is directed downwards will produce upwards lifting reaction. Angle of Attack (AOA): angle of the airfoil (chord line) in relation to the relative wind (faster we go, the less AOA we need; slower we go, the more AOA we need). FLAPS, LIFT, & DRAG: as flaps are extended </= 1/2 it creates large amount of lift for small increase in drag (ideal for T/O). As flaps are extended >/= 1/2 it creates increase in drag for small increase in lift (ideal for LDG). 2. Weight - acts through the CG of the airplane toward the center of the Earth. Varies w/ equipment, passengers, cargo & fuel. 3. Thrust - force = mass x acceleration. Prop provides thrust, engine burns fuel & turns prop. Propeller is rotating airfoil. 4. Drag - limits the forward speed of airplane. PARASITE DRAG & INDUCED DRAG. Parasite drag: any ACFT surface that interferes w/ smooth flow of air around airplane; double airspeed=x4 parasite drag. Predominate @ high airspeeds. Three types of parasite drag. FORM DRAG: drag from turbulent wake caused by airflow around a structure (depends on size & shape). INTERFERENCE DRAG: from interaction of varied currents that flow over an airplane & mix together. SKIN FRICTION DRAG: from roughness of airplane surfaces (rivet heads, irregularities Ike bugs/dirt). INDUCED DRAG: created by production of lift (inversely proportional to square of the speed —> half airspeed = x4 induced drag); predominant @ low airspeeds (high AOA) —> increases with increase in AOA. TOTAL DRAG: parasite drag + induced drag —> most efficient speed of L/D max is 73 KIAS. Glide: glide ratio is distance an ACFT, w/o thrust, will t

A101.01 Define Aeronautical Decision Making (ADM)

A systematic approach to the mental process used by ACFT pilots to consistently determine the best COA in response to a given set of circumstances

A101.05 Define Runway Incursion

Any occurrence at aerodrome involving the incorrect presence of an ACFT, vehicle or person on the protected area of a surface designated for LDG & T/O of an ACFT

A107.01 Identify Layers of the Atmosphere

Atmosphere: blanket(s) of air surrounding Earth that provide a protective barrier from hazards of space. Mixture of gases (containing swirls, eddies, currents, & waves) that reaches up almost 350 miles above the surface. - Troposphere: sea level - 20,000ft over poles/up to 48,000ft over equator (vast majority of weather, clouds, storms, & temp variances) —> Tropopause: top of troposphere that traps moisture & weather in troposphere - Stratosphere: 48,000-160,000ft (little weather & air remains stable even w/ certain clouds extending through occasionally) - Mesosphere: 160k-280k ft - Thermosphere: +280k ft

A101.03 Match the Correct Antidote for Each of the Hazardous Attitudes

Attitude: anti-authority Antidote: follow the rules. they are usually right. Attitude: impulsivity Antidote: not so fast. think first. Attitude: invulnerability Antidote: it could happen to me. Attitude: macho Antidote: taking chances is foolish. Attitude: resignation Antidote: I'm not helpless. I can make a difference.

A103.07 Describe the 3 Axes of Rotation

CG - common point for all 3 axes where weight of airplane is concentrated (moves around this point in all 3 positions). Ailerons, elevator,& rudder cause rotation about 3 axes. - Longitudinal/Roll Axis: controlled by ailerons Lateral/Pitch Axis: controlled by elevator Vertical/Yaw Axis: controlled by rudder

A109.02 Define Dead Reckoning

Calculating a future position by starting w/ the current position & flying a planned speed, heading, & altitude for planned amount of time - Calculations based on airspeed, heading, altitude & elapsed time along a course line - Navigation using times, distances, directions & speeds makes it possible to calculate positions or "fixes." - The products derived from these variables, when adjusted by wind speed & directions are a heading & ground speed (GS). The predicted heading takes the ACFT along the intended ground track & the GS establishes the time to arrive @ each checkpoint & the final destination. - Pilots who plan to fly a route can compute the expected flight time needed to fly from one fix to the next. - The information used to plan a DR route is the desired ground track, winds aloft, altimeter setting, & outside air temp (OAT). - Estimated Time Enroute (ETE): calculated from distance & airspeed, w/ consideration for the winds & the direction to be flown. - Direction is maintained using the heading indicator.

A108.01 Identify, Describe, and List Requirements for Controlled Airspace

Chart Symbology: - Class B —> solid blue line - Class C —> solid magenta line - Class D —> dashed blue line - Class E from surface —> dashed magenta line - Class E from 1200' AGL —> fading blue line w/ lighter side @ 1200' end - Class E from from 700' AGL —> fading magenta line w/ lighter side @ 700' end ADS-B: Automatic Dependent Surveillance-Broadcast —> surveillance technology in which an ACFT determines its position via satellite navigation & periodically broadcasts it allowing it to be tracked; any airspace that requires a transponder also requires ADS-B @ a minimum. - See figure in slides about ADS-B requirements. Controlled Airspace: - airspace with which ATC services are provided to IFR flights & to VFR flights IAW airspace classifications (generically covers Class A, B, C D & E airspace in the US) - Class A: airspace from 18,000MSL up to + including FL600 (about 60,000ft). Unless otherwise specified, all Class A airspace is IFR. ADS-B compliance required. - Class B: surface to 10,000MSL surrounding busiest airports (Denver, Chicago, SLC, DFW, etc.). Explicit 2-way radio communications and clearance are required to enter airspace. ADS-B required. Airspeed limit is no more than 250 KIAS below 10,000ft MSL; no more than 200 KIAS in underlying airspace or in VFR corridor. - Class C: extends from surface to 4,000ft above airport elevation charted in MSL (smaller cities like CSC). Usually consist of 3 areas in the "cake." Core is 5NM radius that extends from surface to 4,000ft above airport elevation. Shelf extends from 5-10NM radius & extends from 1,200-4,000ft above airport elevation. 2-way radio communications are required to enter airspace. Transponder Mode C & ADS-B required. Airspeed limit is no more than 250 KIAS below 10,000ft MSL & no more than 200 KIAS below 2,500ft AGL & within 4NM of primary airport. - Class D: extends from surface to 2,500ft above airport elevation charted in MSL surrounding airports w/ operational control tower. 2-way radio communications required to enter. Class D airspace @ airports w/ part-time control tower may revert to Class E when tower is not in operation. Airspeed limit is no more than 200 KIAS below 2,500ft AGL within 4NM of primary airport. - Class E: contro

A105.03 Describe Initial Radio Contact with ATC

Check radio setup - MIC indicator light on proper radio - Freq. is correct - Volume sufficient Listen before you transmit Think before keying transmitter - Know what you need/want to say before pressing mike - FIRST radio contact to given facility or to different controller use following format: WHO - you are calling (TWR, ground, dep/appr) WHO - you are (TigerXX) WHERE - you are (bearing, distance, altitude, or named location) WHAT - you want (request taxi/dep/full stop/etc.) - Automatic Terminal Information Service (ATIS): continuous transmission with time of info, surface wind direction, clouds and ceiling etc., temp & dew point, altimeter setting, active RWY & approaches in use, ATC freqs., NOTAMs, etc.

A108.02 Identify, Describe, and List Requirements for Uncontrolled Airspace

Class G airspace: portion of the airspace that has not been designated as Class A, B, C, D or E. Extends from surface to the base of underlying a Class E airspace. VFR weather minimums that apply. No chart designation. Airspeed limit is no more than 250 KIAS below 10,000 MSL and </= Mach 1 (civil ACFT) unless authorized @ + above 10,000 MSL.

A101.04 Explain DOSS IFT Risk Management

Decision-making process to systematically evaluate possible COAs, identify risks & benefits, & determine the best COA for any given situation

A104.01 Explain the Effects of Weight & Balance on Aircraft Performance

IN LEVEL FLIGHT, AFT CG: STALL SPEED DECREASES, STABILITY IS LESS STABLE, CRUISE SPEED INCREASES IN LEVEL FLIGHT, FORWARD CG: STALL SPEED INCREASES, STABILITY IS MORE STABLE, CRUISE SPEED DECREASES Weight - Any item aboard or attached to the airplane that increases the total weight has an undesirable effect on performance; lower weight reduce fuel burn, thrust requirements, stalling speed, etc. Excess weight reduces performance by—> higher T/O speed required, longer T/O run, reduced rate & angle of climb, lower maximum altitude, shorter range, reduced cruising speed, reduced maneuverability, higher stalling speed, higher approach + LDG speed, longer landing roll. STANDARD EMPTY WEIGHT - the airframe, engines + all items of operating equipment that have fixed locations/permanently installed in the ACFT; includes fixed ballast, hydraulic fluid, unusable fuel + full engine oil. USEFUL LOAD - weight of pilot, passengers, baggage, usable fuel + drainable oil. MAXIMUM RAMP WEIGHT - total weight of loaded ACFT, includes all fuel (AVGAS 100LL= 6lbs/gal). Heavier than T/O weight due to fuel burned during taxi and run-up ops. MAXIMUM T/O WEIGHT - maximum allowable weight for T/O. - Safety issues: pilot must consider consequences of overweight plane & if emergency conditions arise (engine fail, icing, etc.), it will be too late to reduce the airplane's weight to keep in air. Balance - prime concern of balancing the ACFT is the fore & aft location of the CG along the longitudinal axis; CG is not a fixed point, can vary from one flight to next —> location depends on the distribution of weight in the airplane (in DA20 it is forward of center of lift. Most forward CG is 8.07 inches aft of Datum line. Most aft CG is 12.16 inches aft of Datum line). Center of gravity limits: specified forward & aft points along the longitudinal axis within which the CG must be located during flight in order to keep the flight characteristics predictable. Center of gravity range: distance between the forward & aft CG limits. Datum line: imaginary vertical plane from which all arm measurements are taken/leading edge of wing. All moment arms & CG range must be computed w/ reference to this line. Arm: horizontal distance in inches from the ref

A109.01 Define Selected Navigation Terms

Latitude: lines running east & west parallel to equator towards the poles. 0° of latitude is the Equator, 90° is North Pole. Latitude always stated FIRST!! Longitude: lines called meridians are drawn from pole to pole & run north to south. Prime Meridian passes through Greenwich, England along 0° longitude line. Measurements are made in degrees east and west. - To describe location more precisely, each degree is subdivided into 60 minutes (') & further divided into 60 seconds ("). Magnetic Variation: - True north: where longitudinal meridians converge - Magnetic north: attracts the needle of angelic compass in ACFT - Magnetic Variation: angular difference between true north and magnetic north —> To convert true course to magnetic course, subtract easterly variation & add westerly variation (East is least (-) West is best (+)) Time: - Coordinated Universal Time (UTC): time @ Prime Meridian (Zulu time). Zulu - Conversion = Local time. - To convert: - EST: Add 5hrs - CST: Add 6hrs - MST: Add 7hrs - PST: Add 8hrs - During Daylight Savings Time, times listed above are 1 hour less ( DST is in summer) Compass Deviation: magnetic compass is affected by influences within ACFT (circuits, radios, engines, etc.). These cause compass needle to be deflected from its normal reading, & must be applied to convert a magnetic course to a compass course. - TC +/- VAR = MC +/- DEV = CC VFR Cruising Altitudes: - based on MC of ACFT - Apply when flying @ or above 3,000ft AGL - Magnetic Course 000°-179° (Easterly), fly ODD thousands + 500ft (I.e. 5,500, 9,500, 13,500ft) - Magnetic course 180°-359° (Westerly), fly EVEN thousands plus 500ft (I.e. 6,500, 8,500, 12,500ft)

A107.06 Recognize the Atmospheric Conditions Associated with Wind Shear

Low-Level Wind Shear: - Sudden, drastic changes in wind speed &/or direction over a very small area (headwind changing to a tailwind causes loss of ACFT performance. Can occur @ any altitude, but low-level is most hazardous due to proximity to ground. Typically occurs w/: passing frontal systems, thunderstorms, temperature inversions, & surface obstructions Microburst: - Critical type of wind shear associates w/ convective precipitation from a thunderstorm. Typically has 1-2 mi diameter & 15 minute lifespan but can cause downdrafts up to 6,000fpm & headwind losses of 30-90kts, degrading performance.

A108.05 Identify and Describe Selected Other Airspace Areas

Military Training Routes (MTR): prefixed w/ IR for IFR (above 1,500 AGL) & VR for VFR (below 1,500 AGL) flights. These routes allow speeds in excess of 250 KIAS below 10,000 MSL. - MTR letters followed by 4 digits for routes below 1,500 AGL & 3 digits for routes extending for @ least 1 leg above 1,500 AGL. Temporary Flight Restrictions (TFR): FDC NOTAM will be issued for a TFR —> will begin w/ 'FLIGHT RESTRICTIONS' followed by location of TFR, time period, area in SM, & altitude affected. Issued for reasons to include: - protect persons & property in air/on surface from existing intent hazard - provide safe environment for operation of distaste relief ACFT - prevent unsafe congestion of sightseeing ACFT above an incident or event - protect declared national disasters for humanitarian reasons in state of Hawaii - Protect president, VP, or other public figures - provide safe environment for space agency operations - management of ACFT operations IVO aerial demos & major sporting events National Security Area: established around areas requiring special security precautions. Pilots are requested to avoid flight below specific altitude within NSA; flight may temporarily be restricted/prohibited by NOTAM

A103.03 Describe Ground Effect

Phenomenon of less induced drag close to ground. Earth's surface alters airflow patterns around ACFT reducing downward deflection of airstream (@ height equal to wingspan or lower)

A101.08 Explain Transfer of ACFT Control

Pilot Taking Control: "I have the ACFT" & *shakes control stick* Pilot Relinquishing Control: "You have the ACFT" & *removes hands/feet away from controls*

A101.07 Explain Clearing

Pilot's role in collision avoidance (see + avoid)

A109.05 Understand Radio Navigation

Provides position information from stations located worldwide 2 systems primarily used for VFR nav: - VHF (Very High Frequency) Omni-directional Range (VOR) - Global Positioning System (GPS) **military also uses TACAN (Tactical Air Navigation) & is often co-located w/ a VOR. Facility is then called a VORTAC.** VOR: present in 3 different navigation aids (NAVAIDS): VOR, VORD/DME, & VORTAC. - There are 360 radials (lines of magnetic bearing extending outward from VOR station) or 360 degrees (090° is east, 180° is south, 270° is west, 360 is north) - Reception range of VOR @ altitude of 1,000ft AGL is about 40-45mi. GPS: provides highly accurate position & velocity information & precise time on a continuous global basis. 31 satellites. 3 segments —> Space, User, & Control - Space segment: network of sa

A105.02 State Phonetic Alphabet, Figures, Altitudes, Directions, Speeds, and Times

Review slides

A106.02 Identify, Distinguish, and Explain Airport Runways, Signs, and Markings

Review slides

A106.07 Identify and Describe Points Along a Traffic Pattern

Review slides

A106.08 Identify and Describe Points Along a Military Overhead Pattern

Review slides