My Private Pilot Checkride Study Sheet
I was prompted by my friend Shay Will that I should update my blog. So here it is… WARNING: I’m not a flight instructor, nor do I pretend to be one. This information is presented as is. If you fly your dumb ass into a mountain, it’s your fault, not mine. What better way to prepare for my private pilot checkride then to write out some key points for review.
1. Aerodynamics
a. 3 axis
Lateral, Longitudinal, Vertical
b. Lift
Airspeed + Angle of Attack
c. Stalls
Greater than 20º Angle of Attack, Separation of airflow from wing
d. P-Factor
High AOA Low Airspeed, Descending Blades generate more lift (thrust / higher AOA than receding blades) Thus the plane yaws left
e. Adverse Aileron Yaw
Aileron which is developing more lift creates more drag thus yawing the aircraft in that direction
f. Ground Effect
ground interrupting the wingtip vortices and downwash behind the wing, less induced drag, increased lift, half the wing span
g. Power Curve
As flight speed increases, induced drag decreases, parasitic drag increases, Best glide when parasitic drag is = to induced drag (least total drag)
Reverse Region of Command: Pitch for Airspeed, Power for Altitude/flight path
Normal Region of Command: Pitch for Altitude/flightpath power for airspeed
h. Spins
Must Be stalled to spin, one wing more stalled than the other.
2. Theory and operation of aircraft Engine — CONTINENTAL io-240-b / Fuel Injected 120hp
a. Four Cycle Engine
Intake, Compression, combustion, exhaust
b. Magnetos
provide Ignition, dual mags, better performance, safety net
c. Carburetor
Blends air and fuel for internal combustion
d. Mixture
The fuel air mixture entering the cylinders for combustion
e. Fuel Grades
100LL, if not available, the next highest grade AVgas
f. Carburetor Icing
humid air enters carb, temperature drop in the venturi causes the water vapor to freeze. Indicated by gradual loss of RPM
g. Cooling
Air Oil
3. Aircraft Systems
a. Electrical
12 Volt Battery, 40 amp generator, controlled via dual master switch
Battery primes the alternator coil
alternator charges the battery back
b. pitot/static
Pitot: Airspeed Indicator
Static: Altimeter, Vertical speed indicator
c. Vacuum
Directional Gyro: Vacuum powered gyro
Attitude Indicator: Vacuum Powered Gyro
d. Fuel and oil Requirements
Fuel: 30min Day
45min Night
AVGAS 100 or 100LL
Oil: 4-6 Quarts VFR (AS-100 50 weight)
e. Ignition system
Battery operated Shower of sparks
4. Inspections and Required Equipment
a. Annual, 100hr, ELT
Annual: 12 calendar months
100hr: 100 hours on the tach
ELT: 24 Calendar Months
Static/Altimeter: 24 Calendar Months
b. Airworthiness Directives
Required
c. Other Required Items
Airspeed Indicator
Tachometer
Altimeter
Mag Compass (with deviation card)
Oil Pressure/Temp
Fuel level/pressure
Seat belts/shoulder harnesses
ELT
Strobe Lights
c1. DA20 Specific Requirements
EGT
CHT
Volt Meter
Amp Meter
Generator Warning Light
c2. Night VFR Requirements
Position Lights
Turn/Bank Indicator
Directional Giro
Instrument Panel Lighting
Map Lighting
5. AROW Documents
a. Airworthiness Certificate
Indefinite So long as annuals, and ADs are current and complied with
b. Registration
Valid until sold
c. Operating Limitations
In Owners Manual
posted Placards in aircraft
color coded markings on air speed indicator
d. Weight And Balance
In aircraft
6. Vspeeds
a. Vso
36kts
b. Vs
42kts
c. Vfe
Take off 100kts
landing 78kts
d. Vno
118kts
e. Va
106kts
f. Vne
164kts
g. Vx
58kts (T/O Flaps)
h. Vy
75kts (CRUISE Flaps)
7. Performance
a. Density Altitude
Pressure altitude: Altitude compared to 29.92
High Pressure: Denser; causes lower indicated than actual altitude (better performance)
Low Pressure: Less Dense; Causes high indicated altitude than actual altitude (less performance)
Cold Air: Denser; causes causes lower indicated than actual altitude (better performance)
Hot Air: Less Dense; Causes higher indicated than actual altitude (less performance)
Humid Air: Less Dense; Causes higher indicated than actual altitude (less performance)
Dry Air: Denser; causes causes lower indicated than actual altitude (better performance)
b. Crosswind Component
DA20 Max demonstrated Crosswind Component: 20kts
8. Weight And Balance
a. Forward CG
More Stable
Increased need for elevator inputs to maintain level flight and or cruise speed
Increased elevator requirements causes excess drag and reduce performance
a1. Operating forwards of the CG Limit
full deflection of elevator may not be sufficient to overcome nose down tendency during slow flight
b. Aft CG
Less Stable
More Active control inputs to maintain pitch attitude
b1. Operating Aft of the CG limit
Extremely unstable, ineffective controls due to rearward CG at low speed
9. VFR Charts
a. Class B
Requires specific clearance to enter, mode c transponder required within 30nm of primary class B airport
b. Class C
Requires two way radio communication with controlling authority (acknowledged by read back of N Number in transmission) requires mode c transponder
c. Class D
Requires two way radio communication with controlling authority (acknowledged by read back of N Number in transmission)
d. Prohibited Areas
Flight Prohibited
e. Restricted Areas
Invisible hazards: Aerial gunnery, guided missiles, no entry without clearance
f. Symbols and operating procedures for airspace where permission is not required but good operating practice to get advisories or be aware of heavy volume of traffic
MOA: Military Operation Area, contact controlling agency for activity status or refer to chart legend
Warning Area: activity that may be hazardous to nonparticipating aircraft, extending from three miles outwards from the coast of the US
Alert Area: high volume of pilot training or unusual type of aerial activity
Airport Advisory Area: within 10 miles of an airport where tower is not operating but FSS is on field uncontrolled airport: untowered airport – magenta
Victor airways: 1200 feet AGL up to but not including 18,000 ft MSL, less than 102 nm in length: 8 miles wide (class E airspace)
TRSA: Non required radar service for a specific area (grey outlines on chart)
g. Class E airspace with non standard floor
blue jagged line with altitude indicated
h. Communications
FSS: 122.2 if not labeled
EFAS: 122.0
CTAF: Common Traffic Advisory Frequency
UNICOM: pilots broadcast their location and intentions over the UNICOM channel
MULTICOM: 122.9 or 122.925 airports without unicom
i. lost communication procedures
check correct frequency
check squelch
check hedsets plugged in
check com circuit breaker
squawk 7600
transmit anyways on correct frequency
follow light gun signals to land
i1. light gun signals In the air:
Alternating red and green: Use Extreme Caution
steady red: Give way to other aircraft and circle
flashing red: unsafe, do not land
flashing green: Proceed inbound for landing
steady green: Cleared to land
i2. Light Gun Signals On The Ground:
flashing red: Taxi clear of runway in use
steady red: Stop
flashing white: return to starting point
flashing green: clear to taxi
steady green: clear for takeoff
alternating red and green: Use extreme caution
10. FARs
a. applicable part 61
b. applicable part 91
11. Publications
a. AIM
Aeronautical Information Manual
b. Notams
A big disorganized cluster fuck of important information
c. AF/D
Airport and facilities directory
d. California Pilots Guide
Detailed information on California Airports
12. Weather
a. haze layer
High pressure temperature inversion
b. Cloudless sky
high pressure area
c. Inversion
Warmer air aloft than at the surface
d. Marine layer and wx
inversion, onshore flow
e. stable air
smooth air, poor visibility
f. Santa Ana Winds
offshore flow
g. unstable air
turbulent air, good visibility
h. turbulence
unstable air, low pressure
i. clouds
stable air: stratiform
unstable air: cumuliform
j. Warm Front
High Pressure: Warm less dense air advancing over the top of cooler air. Wide spread precipitation, stratiform clouds, poor visibility.
j. Cold Front
low pressure: Cool dense air advancing, lifting warm, less dense air aloft. Creates a narrow band of showers and thunderstorms at the leading edge of the front when enough moisture is present. Faster moving than warm fronts.
m. Occluded front
when a cold front overtakes a warm front, or when a warm front overtakes a cold front.
And that’s pretty much it for now. Just remember to turn off the master switch when you’re done.
Tags: Flying