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Final Review Commercial

Final Review Commercial. Power Plants. Carburetor Heat Mixture. Fuel Injection. Auxiliary Fuel Pump Fuel Flow Indicator Vapor Lock Exhaust Gas Temperature Cylinder Head Temperature. Mixture. Best Economy Mixture Best Power Mixture. Abnormal Combustion. Preignition Detonation.

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Final Review Commercial

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  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

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