Final Review Commercial

1. Final Review Commercial

2. Power Plants • Carburetor Heat • Mixture

3. Fuel Injection • Auxiliary Fuel Pump • Fuel Flow Indicator • Vapor Lock • Exhaust Gas Temperature • Cylinder Head Temperature

4. Mixture • Best Economy Mixture • Best Power Mixture

5. Abnormal Combustion • Preignition • Detonation

6. Turbocharging Systems • Manifold Pressure Gauge • Critical Altitude • Service Ceiling • Overboost

7. Constant Speed Propellers • Blade Angle • Pitch Angle • Governing Range • Propeller Control • Efficiency

8. Oxygen Systems • Continuous Flow • Diluter Demand • Pressure Demand

9. Oxygen Masks • Oronasal Rebreather • Color Coded Red Pilot • Quick Donning • Diluter Demand • Pressure Demand

10. Oxygen Service • Aviator Breathing Oxygen • Oxygen Duration Charts • FBO • Never deplete below 50 psi

11. Pressurization • Outflow Valve • Safety/dump Valve • Isobaric Range • Differential Range

12. Oxygen Requirements • Part 91 • 12,500 to 14,000 over 30 minutes • 14,000 for crew members • 15,000 for passengers

13. Human Factors • Hypoxia • Hyperventilation

14. Ice Control Systems • Anti-icing • De-icing

15. Landing Gear Systems • Electrical Gear Systems • Hydraulic Gear Systems • Electrohydraulic Systems

16. Airspeed Limitations • VLE • VLO

17. Emergency Extension • Hand Crank • Hand Pump Hydraulic System • Freefall System • Carbon dioxide pressurized system

18. Fundamental Flight Maneuvers • Straight and Level • Turns • Climbs • Descents

19. Four Aerodynamic Forces • Lift • Thrust • Drag • Weight • When are they in equilibrium?

20. Bernoulli’s Principle • As the velocity of a fluid increase, its internal pressure decreases • High pressure under the wing and lower pressure above the wing’s surface

21. Controlling Lift • Increase airspeed • Change the angle of attack • Change the shape of the airfoil • Change the total area of the wings

22. Angle of Attack • Directly controls the distribution of pressure acting on a wing. By changing the angle of attack, you can control the airplane’s lift, airspeed and drag.

23. Angle of Attack • Angle of attack at which a wing stalls remains constant regardless of weight, dynamic pressure, bank angle or pitch attitude.

24. Flaps • Plain • Split • Slotted • Fowler

25. Ground Effect • Within one wingspan of the ground • An airplane leaving ground effect will experience an increase in what kind of drag?

26. Drag • What kind of drags rate of increase is proportional to the square of the airspeed? • Parasite Drag • What kinds of drag make up parasite Drag

27. Load Factor • Ratio between the lift generated by the wings at any given time divided by the total weight of the airplane.

28. Load Factor • A heavily loaded plane stalls at a higher speed than a lightly loaded airplane. • It needs a higher angle of attack to generate required lift at any given speed than when lightly loaded.

29. Aircraft Stability • Achieved by locating the center of gravity slightly ahead of the center of lift • Need a tail down force on the elevator

30. Turns • The horizontal component of lift. • Load Factor and Turns • The relationship between angle of bank , load factor, and stall speed is the same for all airplanes

31. Density Altitude • High • Hot • Humid

32. Surface Winds • Headwind or tailwind component • a 10 knot headwind might improve performance by 10% • a 10 knot tailwind might degrade performance by 40%

33. Performance Charts • Experience Test Pilots • Factory new Airplanes • Repeated Tests using Best Results • Format -Table -Graphic

34. Cruise Charts • Range is the distance an airplane can travel with a given amount of fuel • Endurance is the length of time the airplane can remain in the air

35. Cruise Charts • Maximum range is at L/Dmax or best glide speed • Maximum endurance is about 76% or best glide speed • Generally close to stall speed

36. Excessive Weight • Higher takeoff speed • Longer takeoff run • Reduced rate and angle of climb • Lower maximum altitude

37. Excessive Weight • Shorter range and endurance • Reduced cruise speed and maneuverability • Higher stall speed • Higher landing speed and longer landing roll

38. Forward CG Effects • Higher takeoff speed and ground roll • Reduced rate and angle of climb • Lower maximum altitude • Reduced maneuverability

39. Forward CG Effects • Higher stalling speed • Reduction in performance caused by increased tail-down loading • Reduced pitch authority

40. Beyond Aft CG Effects • Decreased stability and increased susceptibility to over control • Increased risk of stalls and spins of which recovery may be difficult or impossible

41. Weight Shift Computations Weight of Cargo Moved Distance CG moves Airplane weight = Distance Between Arm locations

42. Elt • Frequency 121.5 and 243.0 • Battery • 1 hour of cumulative use • One half the battery useful life • Test during 5 minutes after the hour

43. Diverting for Emergencies • Time is of the essence • Turn to new course as soon as possible • Use rule of thumb computations, estimates and shortcuts

44. Engine Temperature • Oil cools the internal portion of the engine • High temperature is often a sign of low oil level

45. Heating System • Heating in most aircraft is by exhaust manifold-type • Crack in the system can allow carbon monoxide into the cabin • If your aircraft backfires during run up, have it checked

46. Engine Failure(Takeoff) • Lower the nose and maintain a safe airspeed

47. Turbulence • Slow to maneuvering speed • Maintain a level attitude • Do not chase the pitot static instruments

48. Spatial Disorientation • Rely on instrument indications • Ignore body sensations

49. Emergency Descent • Reduce the throttle to idle • Roll into a bank angle of approximately 30-45 degrees • Set propeller to low pitch ( High RPM)

50. Emergency Descent • Extend landing gear and Flap as recommended by the manufacturer • Do not exceed VNE, VLE, VFE, or VA if turbulent