RFC CPL ORAL

Riverside Flight Center CPL Oral Questions Collections

Collected by All Taiwanese Students

Organized by David and Jack

Part 1---------------------------------------------------------------------------Pilot Certification and Limitation

Part 2-----------------------------------------------------------------------Aircraft Performance and Limitation

Part 3-----------------------------------------------------------------------------------------------Airplane System

Part 4-------------------------------------------------------------------------------------------------------------Vmc

Part 5---------------------------------------------------------------------------------------------------------Weather

Part 6------------------------------------------------------------------------------------------Airport Environment

Part 7-------------------------------------------------------------------------------------------------Human Factors

Part 8-------------------------------------------------------------------------------------Sectional Charts and AD

Part 1: Pilot Certification and Limitation

1. What is PIC?

Pilot In Common: Mean the person who has final authority and responsibility for the operation and safety of the flight.

2. What are the privilege as a private pilot?

Act as PIC of an airplane single engine land carrying passenger.

3. What are the Limitations of a private pilot?

1) Cannot act as PIC of aircraft that is carrying passenger or property for compensation or hire nor may that person for compensation.

2) Cannot act as PIC of a (complex, high-performance, high-altitude, tailwheel (unless endorsed)), or an airplane requiring a type rating.

3) Cannot pay less than the equal share of operating expenses for a passenger, provided the expenses involve only fuel, oil, airport expenditures, or rental fees.

4. What are the privileges as a Commercial pilot?

Act as PIC of aircraft:

1) Carrying persons or property for compensation or hire.

2) For compensation or hire.

5. What is limitations of a Commercial pilot who does not hold an IR?

The pilot must hold an instrument rating in the same category and class to carry passengers for hire in airplanes on cross-country flights in excess of 50NM, or at night.

6. Commercial pilot operation:

1) Operations that carrying persons or property for compensation or hire. 2) A commercial pilot certificate by itself does not allow you to act as a commercial operator. It only allows you to work for a commercial operator.

(EX: someone pay you carry the property in compensation $1000 to Dallas, can you legally fly? we can fly if that guy offer the aircraft which is from rent or own.  But we can't fly if fly with our own aircraft, would become commercial operator.) 

3) There are certain commercial operations listed in FAR 119.1 are allowed without being in possession of an "Operating Certificate". 

(1) Student instruction 

(2) Certain nonstop sightseeing flights

(3) Ferry or training flights 

(4) Aerial work operations including crop dusting, banner towing, aerial photography, powerline or pipeline patrol, etc.

7. What does the term commercial operator refer to?

A person who for compensation or hire, engages in the carriage by aircraft in air commerce of persons or property, other than air carrier.
This is including holding out. (Ex: Yuri start business through the carriage by aircraft and offer to the public called commercial operator)

8. Explain common carriage and private carriage.

1) Common carriage:

(1) Carriage for hire which involves “holding out” to the public, or a segment of the public, as willing to furnish transportation to any person. Offer to everyone in public.

(2) Four elements in defining a common carrier:

A. A holding out or a willingness to


B. Transport persons or property


C. From place to place

D. For compensation

2) Private carriage:

(1) Carriage for hire which does not involve “holding out”.


(2) In this situation the customer seeks an operator to perform the desired service and enters into an exclusive mutual agreement, as opposed to the operator seeking customers. This doesn’t offer to public, only for a private group of people, team or company.

(3) Examples if private carriage:

A.          Carriage of the operator’s own employees or property. 


B.           Carriage of participating members of a club. 


C.           Carriage of persons and property that is only incidental to the operator’s 
primary business enterprise. 


D.          Carriage of person or property for compensation or hire under a 
contractual business arrangement between the operator and another person or organization, which did not result from the operator’s holding out or offering service. 


3) Holding out:
Implies offering to the public the carriage of persons and property for hire.  Directly or indirectly tell the willingness to offer carriage by aircraft for compensation or hire.

(1) Signs and advertising are the most direct means of "holding out", but are not the only ones

(2) A "holding out" may be accomplished through the actions of Agents, Agencies, or Salesmen who may, themselves, procure passenger traffic from the general public and collect them into groups to be carried by the operator. 

(3)  Physically holding out without advertising where a Reputation to serve all is gained is sufficient to constitute an offer to carry all customers. There are many means by which physical holding out may take place. For example, the expression of willingness to all customers with whom contact is made that the operator can and will perform the requested service is sufficient.

(4)  A carrier “holding itself out” as generally willing to carry only certain kinds of traffic is, nevertheless, a common carrier. For instance, a carrier authorized or willing only to carry planeloads of passengers, cargo, or mail on a charter basis is a common carrier, if it so holds itself out. This is, in fact, the basic business of supplemental air carriers.

EX1: West Wind Aviation Grand Canyon Tour.  Even the west wind aviation company own the aircraft and holding out in public to carriage by aircraft, but it’s still within the range of “nonstop sightseeing flight”(FAR119.1)

EX2: Coca-Cola fleet business jet.  Coca-cola company sign the contract with you to carry their employee for flight.  It’s within the private carriage. 

9. Scenario:


1) Commercial pilot operation:

(1)  I own the airplane; a friend offers to pay me to take him to an airport 100NM away. Can I do it?
No, you cannot fly with your own airplane for commercial operation which is not including in FAR part 119.1, unless you have a commercial operator certificate or air carrier certificate. 

⚫ This considered a common carrier (as willingness to, from place to place, etc.) 


(2)  I rent the airplane; a friend offers to pay me to take him to an airport 100NM 
away. Can I do it?
No, you cannot rent the airplane for commercial operation which is not including in FAR part 119.1, unless you have a commercial operator certificate or air carrier certificate.

⚫ If your friend rents the plane on his card, he can hire you to fly it. 


(3)  I own a flight school business (Part 91); Do the exceptions in Part 119 still require that I get permission from the FAA to act as a commercial operator Not for a flight school. 


2) Determine if either of the following 2 scenarios are common carriage operations and, if so, why?

(1)  I am a local businessman and require a package to be flown to a distant destination ASAP. I will pay you to fly my airplane to deliver this package.
This would not be considered as private or common carriage because this is not pilot’s own airplane, it is not the pilot’s commercial operation. If you supply both aircraft and yourself then you're a commercial operator. Since you're not supplying the aircraft, you're being hired as a commercial pilot. 


(2)  I am a local businessman and require a package to be flown to a distant destination ASAP. You reply that you can do the job for a fee. You promptly line up a local rental aircraft you are checked out in and deliver the package.
This would be considered a common carriage operation because you are holding out by indicating a general willingness to all custom with whom contact is made to transport persons or property from place to place for compensation. 


10. What happen if you do not notify FAA that you change your mailing address?

If a pilot changes his/her permanent mailing address and fails to notify the FAA, after 30 days of the date of the move the pilot cannot exercise his privileges. (FAR 61.60)

11. What should you do if you lose your pilot certificate?

If a pilot certificate were accidentally lost or destroyed, you should make an application for the replacement to FAA and you may obtain a facsimile, which may be carried as a certificate for up to 60 days. (FAR 61.29)

12. What flight experience requirements must be met if you want to act PIC of a High-performance or Complex aircraft? High performance aircraft:
An airplane with an engine of more than 200 horsepower. 


Complex aircraft:
An aircraft has retractable landing gear, flaps, and a controllable pitch propeller. 


1) Received and logged ground and flight training from an authorized instructor in a high-performance (Complex) airplane, or in a flight simulator or flight training device. 


2) Been found proficient in the operation and system of the airplane. 


3) Received a one-time endorsement in pilot logbook form that instructor. 


13. What flight experience requirements must be met if you want to act PIC of a Tailwheel airplane?

1) Received and logged ground and flight training from an authorized instructor in a tailwheel airplane. 


2) Been found proficient in the operation of a tailwheel airplane. 


3) Received a one-time endorsement in pilot logbook form that instructor. 


4) Flight training should be including: 
Normal and crosswind takeoff and landing, wheel landing and go around. 


14. What would a commercial pilot be required to hold a type

rating?

1) Large aircraft (gross weight over 12,500 lbs., except lighter than air). 2) Turbojet-powered airplane.


3) Other airplane specified by the Administrator through aircraft type certificate procedure.

15. What are the required document needed in the airplane before flight?


1) A Airworthiness Certificate(AC):

(1) Remain valid as long as airplane is maintained in airworthy condition. 

(2) AC must be visible for occupants.

2) R Registration:

(1)   Remains valid for 3 years unless the owner: dies, loses citizenship, or sells, or destroys the airplane.

(2)   A temporary registration (pink slip) is valid for 90 days.

3) R Required Placards


4) O Owner’s Manual or Approved Airplane Flight Manual(AFM)

5) W Weight and Balance and Equipment List.

16. How to maintain certificate currency as Private pilot or Commercial pilot?

1) Need to perform a flight review within 24 calendar months.

2) Current medical.

17. What is the flight review?

1)   A pilot must complete a flight review or proficiency check within the previous 24 calendar months (Biennial flight review). 


2)   A flight review consists of a minimum of 1 hour of ground training and 1 hour of flight training. 


3)   A logbook endorsed from an authorized instructor who gave the review certifying that person has satisfactorily completed the review. 


4)   A flight review can be substituted for pilot proficiency check or practical test. 


18. What class medical do you need (Part61.23)?

19. What must you do to act as PIC of aircraft carrying passenger?

Perform 3 takeoff and 3 landing within the preceding 90 days during the day in the same category, class, and type if require and must to be a full stop in tailwheel airplane.

20. Can a pilot with commercial certificate and multi-engine land

rating carry passengers in a single-engine airplane?

No, unless he holds a category and class rating for that aircraft, a person may not act as PIC of aircraft that is carrying another person or is operate for compensation or hire.

21. Can a commercial pilot carry passenger in an aircraft

operated in formation flight?

No person may operate an aircraft, carrying passengers for hire, in formation flight.

22. Explain 3 types of Night time definition.

1) The end of evening civil twilight to the beginning of morning civil twilight. Night time definition.

2) Sunset to sunrise
Turn on your position and anti-collision lights.

3) 1 hour after sunset to 1 hour before sunrise Get night current to carry passengers. 

23. List Day and Night VFR requirement.

1) Day VFR (ATOMATO FLAMES):


(1) A – Airspeed indicator


(2) T – Tachometer (for each engine)


(3) O – Oil pressure gauge (for each engine using a pressure system)

(4) M – Manifold pressure gauge (for each altitude engine)


(5) A – Altimeter


(6) T – Temperature gauge (For BE76, Cylinder Head Temperature)

(7) O – Oil temperature gauge (for each air-cooled engine)

(8) F – Fuel gauge

(9) L – Landing gear position indicator


(10) A – Anti-collision lights (for aircraft certified after 3/11 1996)

(11) M – Magnetic compass


(12) E – ELT


(13) S – Safety belts/gear

2) Night VFR (FLAPS):

(1) Equipment with day VFR


(2) F – Fuses (circuit breakers)


(3) L – Landing light (require for aircraft used for hire, carrying

passenger, or instruction)

For BE76(N3812C) Landing light is local at right wing and taxi light is local at both wings.

(4) A – Anti-collision light

(5) P – Position light (Left: red, Right: green, Tail: white)

(6) S – Source of electricity (Alternator and battery)

Why Anti-collision lights have come up twice?
Aircraft was registered after March 11th 1996 they would be required all the time. For night they are required for all aircraft registered after August 11th 1971. 
E.g.: IF aircraft registered by 1975 only to have anti-collision lights for night flight, but not for day.

24. What is MEL?
Minimum Equipment List: Allows the pilot to fly the aircraft with inoperative equipment as long as it is listed on the MEL.

25.Can your airplane be flown with inoperative equipment?

IF not, what should we do if we have to fly the airplane back to RFC.

No person may takeoff an airplane with inoperative instrument or Equipment unless:

1)   The airplane has MEL. 


2)   or

(1)  The equipment is not part of Day/Night VFR equipment, required by Equipment list, or require by AD. 


(2)  The inoperative instruments or equipment are remove or deactivated (turned off) and cockpit control placarded. 


(3)  A determination which is made by a experienced pilot or mechanic to know the inoperative instrument or equipment does not constitute a hazard to the airplane and flight. 


3)   If the inoperative instrument or equipment are part of the Day/Night VFR requirement, required by Equipment list, or require by AD, then a Special Flight Permit (Ferry Permit) must be request from FSDO (Flight Standard District Office). 


During preflight, you find out one of the fuel gauges is broken on BE76, can you go with that?
Yes, according to POH2-15, fuel quantity indicator, one may be inoperative provided other side is operational and amount of fuel on board can be established to be adequate for the intended fly.

Another item for BE76 may be inoperative provide: Flap position indicator, Trim tab indicator.

26. Where is the nearest FSDO? Where can we find the information?

1) RFC FSDO is located in Oklahoma City.


(1) Office: Will Rogers


(2) Address: 1300 South Meridian Oklahoma City, OK 73108

(3) Phone: (405) 951-4200

2) You can find the information in Chart supplement.

27. What are required equipment for over water?


14 FR 91. 509 Survival equipment for overwater operations.

1)   No person may take off an airplane for a flight over water more than 50 nautical miles from the nearest shore unless that airplane is equipped with a life preserver or an approved flotation means for each occupant of the airplane. 


2)   Except as provided in paragraph (c) of this section, no person may take off an airplane for flight over water more than 30 minutes flying time or 100 nautical miles from the nearest shore, whichever is less, unless it has on board the following survival equipment:

(1)  A life preserver (equipped with an approved survivor locator light), for each occupant of the airplane. 


(2)  Enough life rafts (each equipped with an approved survival locator light) of a rated capacity and buoyancy to accommodate the occupants of the airplane. 


(3)  At least one pyrotechnic signaling device for each life raft. 


(4)  One self-buoyant, water-resistant, portable emergency radio 
signaling device that is capable of transmission on the appropriate emergency frequency or frequencies and not dependent upon the airplane power supply. 


(5) A lifeline stored. 


28. Talk about everything if you have to carry passenger (Friends or Customer for hire) for a VFR flight during night (during1 hour after sunset and 1 hour before sunrise).

1) Pilot:

(1) Personal check: IMSAFE

A. Illness

B. Medication

C. Stress


D. Alcohol:

a. Blood Alcohol Content (BAC) of 0.04% or greater within 8 Hr.

b.Under the fluence of alcohol(hangover).

E. Fatigue

F. Emotion or Eating.

(2) Personal document:

A. Pilot certificate


a. Private pilot license (Carry friends)

Passenger cannot pay more than 1/2 of operation expense.

b. Commercial pilot license with instruments rating (Carry

customer).


Can be paid for all the operation expense.

E.           Photo ID (issue by government) 


F.            Current Medical 


a. Private Pilot: Class III 


b.Commercial Pilot: Class II 


(3) Requirement for Carry passenger:

A. 3 takeoff and 3 landing (At night or tailwheel: full stop) within 90 days in same category, class, and type (if required).

B. 1 hour after sunset to 1 hour before sunrise.

2) Airplane (Determine airworthiness):

(1)Required document for airplane: AAROW

A- Airworthiness Certificate (AC):


a. Remain valid as long as airplane is maintained in airworthy condition.

b. AC must be visible for occupants.

R- Registration:


a. Remains valid for 3 years unless the owner: dies, loses citizenship, or

sells, or destroys the airplane.


b. A temporary registration (pink slip) is valid for 90 days.

R- Required Placards.


O- Owner’s Manual or Approved Airplane Flight Manual (AFM)

W- Weight and Balance and Equipment List.

(2) Log (Airframe, Engine, Propeller).

(3) Aircraft inspection: AVIATES

A – Airworthiness Directives:


a. Issue by FAA that informs the owner of any defects or abnormalities 
that must be inspected. 


b. 3 categories: One-Time, Recurrent and Emergency. 


c. Airplane with Ads that have not been complied with aren’t airworthy. 


V - VOR (30 days; IFR only) 


I – Inspection: 


a. Annual: Inspection by an Inspection Authorization (IA).

a) Every 12 calendar months, cannot be overflown.

b) Can be used as acceptable 100-hour inspection. 


b. 100-hr. (Tach time): Inspection by IA and A&P.  Hobbs time is use for pilot logbooks


a) It is required for: 


(a) Operating for carry passenger for hire or compensate. 


(b) Operating for giving flight instruction.


b) (+10) while enroute to place where the inspection is to be done. 


A - Altimeter (24 calendar months; IFR only) 


T -Transponder (24 calendar months) 


E - ELT (12 calendar months) 


a. Used for 1 cumulative hour 


b. 50% of its useful life 


S - Pitot static system (24 calendar months; IFR only) 


(4) Day/Night VFR equipment.

(5) Preflight (Visual Check).

3) Flight preparation: NWKRAFT

(1) N-NOTAM


(2) W-Weather


(3) K-know ATC delays

(4) R-Runway Lengths


(5) A-Alternate Airport


(6) F-Fuel Required


(7) T-TO&LDG distance


(8) All available information for this flight

4) Flight plan:


(1) Check points: No more than 10-15 NM, 3 supports to explain 1 point.

(2) Course:

A. True course (TC): Draw a line from Depart Point to Destination.

B. True heading (TH): TC +/- wind correction.


C. Magnetic heading (MH): TH correct for variation.


D. Compass heading (CH): MH correct for deviation.
*deviation is made from the instrument which creating the magnetic field.

(3) Altitude:


A. The VFR Cruising Altitude Hemispheric Rule:

a. Basic on magnetic course (MC = TC, if there is no variation need to be corrected)

* Course is not Heading: Because heading could be affected by wind. Magnetic is not True: Because magnetic is for compass during flight and true is for the sectional chart to calculate when we are on the ground.

b. Applicable above 3,000 AGL and below FL180 MSL.

c. 0°-179°: Odd thousand plus 500, 180°-359°: Even thousand plus 500.

B. Above MEF (Maximum Elevation Figure):

The height of the highest feature within a quadrangle area, the highest obstacle round off to the nearest 100 feet and plus 100 feet.) 


C. At an altitude with favorable wind (Tailwind are desirable) 


D. An altitude which will give better aircraft performance (lower is better). 


(4) Airspeed: IAS, CAS, TAS for climb and cruise

(5) Distance

(6) Time: ETE, ETA

.       When you fly over 1st check point and notice there is 5 min. delay, and you continue 
fly to next check point, it also delays 5 min., it might be ATC delay. 


.       If it delays 10 min. on 2nd check point, you have to recalculate time, fuel, and speed. 


.       If delay over 20 min, it’s mean airplane has some problems, you have to terminate 
this flight.

(7) Fuel: 


A. Gal. per hour for each tank.


B. Day + 30 min., Night + 45min. 


Part 2: Aircraft Performance and Limitation

1. If we lose POH of airplane, can we use public POH?We cannot substitute public POH for it, because it’s a Specific POH, there are different information for each airplane, such as weight, operation equipment, arm and airplane series.

2. What is the C.G and Arm mean for the airplane?

1)  Center of Gravity:

The point at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight.

2)  Arm:

The horizontal distance from the reference datum (It's Nose for BE76) to the item.

3. Explain the different types of weight for BE76. 

1) Standard empty weight (2446 lbs.):

Weight of a standard airplane including unusable fuel, full operating fluid, and

full oil.
2) Basic empty weight:

Standard empty weight + optional equipment.

3) Maximum ramp weight (3916 lbs.):

Maximum weight approved for ground maneuvering (Ground operation: Start,

taxi and run-up fuel).
4) Maximum takeoff weight (3900 lbs.):

Maximum weight approved for the start of the takeoff run.

5) Maximum landing weight (3900 lbs.):

* Maximum weight approved for the landing touchdown.

6) Maximum zero fuel weight (3500 lbs.):

(1) Maximum weight exclusive of usable fuel.

(2) Zero fuel weight:

Basic empty weight + Pilot + Passenger + Baggage without Usable Fuel.

(3) If fly over maximum zero fuel weight will damage the wing root.

* Wing root: it’s part of wing which attaches to the fuselage.

4. What are the drag penalties for BE76?

1) Wind milling:
 300 fpm

2) Gear extended: 300 fpm

3) Flaps: 300-400 fpm

4) No Bank: 50 fpm

5. Define Accelerate Go and Accelerate Stop.

A.            Accelerate Go: 
Total distance required to accelerate to lift-off speed and assume one engine failure at lift-off speed, immediately feather prop, continue takeoff with remain engine to height of 50 feet. 


B.            Accelerate Stop:
 Total distance required to accelerate to lift-off speed and assume one engine failure at lift-off speed, Bring the airplane to full stop. 


6. What is Shaded area? (POH 5-29 note 3.)

.    Weight in Shaded area may not provide positive one engine inoperative climb. 


.    Refer to TAKE-OFF WEIGHT GRAPH (POH 5-23) for maximum weight at which 
the Accelerate Go procedure should be attempted. 


.    Why cannot do accelerate go in the shaded area, but can use one engine to 
climb? 
Because during takeoff, airplane is in gear down configuration and does not have enough performance to climb. 

*key word to make decision is WEIGHT

7. Explain Maximum T/O weight.

1)            Maximum weight approved for the start of the takeoff run. 


2)            Usually a little less than Maximum ramp weight. 


3)            Takeoff and landing impose more stresses on the landing gear and airplane 
structure, so POH list a maximum takeoff weight and maximum landing weight. 
⚫Landing at higher weight could cause structural damage (wing root). 


4)            For Be76 is 3900 lbs. 


5)            If below 3900lbs but MZFW over 3500lbs, you cannot fly. 


8. Takeoff and Landing Data:

1) Takeoff distance and Ground Roll 50 ft obstacle

2) Takeoff Distance

   

  

3) Landing distance and Ground Roll 50 ft obstacle

4) Landing Distance Chart:

5) Climb (2 engines): POH 5-30 E.g.: OAT:10
Pressure altitude: 11,500 Weight: 3,500

6) Climb (single engine): POH 5-33 E.g.: OAT:25
Pressure altitude: 4000 ft. Weight: 3,500 lbs.

9) Accelerate Stop Distance: POH 5-23 
E.g.: OAT:15
Pressure altitude: 5,650
Weight: 3,500 Headwind component: 10 kts

10) Accelerate Go distance: POH 5-29 E.g.: OAT:15

Pressure altitude: 5,650 ft. Weight: 3,500
Headwind component: 10 kts 

11) MTOW for +ROC: POH 5-23

9. Weight and balance:


1) Aircraft Basic Empty Weight:

You can find it from the POH which is on the aircraft. Or the school board.

2) Pilot and Passenger: POH 6-17

3) Fuel: POH 6-19
* Arm of Fuel will not change, so it only changes in weight and moment.

4) C.G location: POH 6-12.

Unit: INCH.

5) What effect does weight have on the airplane structure? Possible structural failure if flown overweight.

⚫What kind of structural failure?

The part between the Fuselage and Wing root.


6) Some of the effect of operating an airplane overweight are?

(1) Longer takeoff run.


(2) Shallower climb.


(3) Slower cruising speed.

(4) Poor cruise performance.

(5) Reduced range.


(6) Higher stall speed.


(7) Faster touchdown speed.

(8) Longer landing roll.


(9) Added wear to engine.

(10) Greater fuel consumption.


7) What effect if C.G forward and After?

(1) Forward:

a.   Stall at higher speed. 


b.   Slower cruise speed. 


c.    More fuel consumption. 


d.   More stable as compared to an AFT C.G. 


e.   Difficult or impossible to flare for landing. 


(2) After:

.                Stall at a slower airspeed. 


.                Faster cruise speed. 


.                Less fuel consumption. 


.                Less stable as compared to an aircraft loaded with limits. 


.                Difficult or impossible to recover from a stall or spin. 


10. Explain the different types of altitude.


1) Indicated altitude: The altitude which read directly from altimeter.

2) Pressure altitude: The altitude where the pressure is 29.92.

*True altitude corrected for non-standard pressure.


3) Density altitude: Pressure altitude corrected for non-standard temperature.

4) True altitude: The vertical distance of the aircraft above sea level.


5) Absolute altitude: The vertical distance of the aircraft above the terrain.

11. How does density affect the performance of the aircraft?

1) As the density altitude increases the performance of aircraft decreases.

2) The density of air decrease, Density altitude increases.

12. What factors cause the density or the air to decreases and worst performance of aircraft?

1) High Temperature.

2) High humidity.


3) Low pressure.

13. Explain different airspeed:

1) Indicated Airspeed (IAS):

(1) The airspeed read directly from the airspeed indicator.


(2) It is the airspeed without correction for indicator, position (or

installation), or compressibility errors.

2) Calibrated Airspeed (CAS):

(1) IAS correct for installation or instrument Error.

(2) CAS is equal to TAS at sea level in a standard atmosphere.

3) Ture Airspeed(TAS):

(1) CAS correct for the nonstandard Temperature and Altitude.

(2) TAS is equal to CAS at sea level in a standard atmosphere.

4) Groundspeed(GS):

(1) It’s a speed of an airplane relative to the ground.

(2) True Airspeed current the wind.

14. If we maintain the same power setting as we climb what happen to TAS, IAS and fuel burn?

Because air density gradually decreases while climbing, TAS will increase, fuel burn decrease, and IAS remain the same.

15. How to calculate airspeed for flight plan (POH5-16,5-39)?

1) IAS:

(1) Choose the IAS.  EX: 100 kts (15 kts above blue-line)

2) CAS
: 

Use the Chart Convert the IAS to CAS

3) TAS:
Use the Flight Computer (CX2) to Convert CAS to TAS

    

4) GS: 
Distance / ETE or TAS ± wind.

16. V-speeds for BE76

1) Vso: Stall speed in landing configuration (60 kts)- Beginning of White Are 
2) Vs1: Stall speed in specified configuration (70 kts)-Beginning of Green Are. 
3) Vmc: Minimum controllable speed with one engine inoperative (65 kts) 
*Lower red radial.


4) Vsse: The minimum intentional cutoff airspeed (71 kts).

5) Vxse: Best angle of climb single-engine airspeed (71 kts)


6) Vr: Rotation speed (71 kts).


7) Vx: Best angle of climb (71 kts).


8) Vy: Best rate of climb (85 kts)


9) Vyse:  Best rate of climb single engine airspeed: (85 kts)

* Blue line: let you keep away from the Vmc
* Minimum Descending Rate when Drifting down to Single Engine Absolute Ceiling

10) Vfe: Maximum flap extended speed

(0°- 20°: 120kts, 35°: 110 kts, Upper White Arc)

11) Vno: Maximum structural cruising speed (154 kts)

* End of Green Arc / Beginning of Yellow Arc)


12) Vne: Never exceed speed (194 kts) – End of Yellow Arc


13) Vle: Maximum landing gear extended speed (140 kts)


14) Vlo Retraction: Maximum landing gear operation speed 
Retraction: <112 kts
Extension: <140 kts
15) Va: Maneuver speed: 132 kts at 3900 lbs
*Do not make full or abrupt control movement above this speed

(1) Landing approach flaps up (87 kts)

(2) Landing approach flaps down (70 kts)


16) Maximum Demonstrated Crosswind Component: 25kts.

Part 3: Airplane System

1. Where can you find the aircraft mode?

Airplane special POH or External data plate (near right door).

2. What kind of engines dose the Be76 have?

1) Avco Lycoming (Right) LO-360-A1G6D (Count-Clockwise) (Left ) O-360-A1G6D (Clockwise)

O-360: Carburetor series.

LO-360: Same as O-360, but with left hand rotating crankshaft.

2) Feature:

(1) Horizontally opposed

(2) 4 cylinders


(3) Direct-Drive


(4) Normally-Aspirated

* Engine intake ambient air does not require a turbocharger or supercharger.

(5) Carburetor equipped


(6) Air and oil cooled

3) 180HP at 2700 RPM

3. What kind of propellers dose the Be76 have?

1) Feature:


(1) 2 Hartzell constant speed propellers

(2) Full propeller


(3) Full feathering


(4) 2 blades 74”-76” 


(5) Pitch angle:


A. Low pitch: 12.1° ± 1°

B. High pitch: 17°~20°

C. Feathering: 81° ± 1°  (Not 90°, because it need some angle to air restart.)

4. What is the system of DG and HSI for BE76

1) DG: Pressure system.


2) HSI (Horizontal Situation Indicator): Electrical system.

5. Explain Pressure system for BE76.

Two engine-driven, dry pressure pumps supply air pressure to drive the attitude and directional gyro instruments, and autopilot (if installed).

6. Explain the electrical system.

1) Single wire, ground-return type by airplane structure. 


2) Alternator and Battery: 
Alternator voltage is higher than Battery, because it is used to charge battery and provide electricity power to instruments. 


3) Three Buses (Bus1, Bus2, Battery). 


4) Battery is used as a source of emergency electrical power and for engine start. 
You can use External power for engine start if battery is dead. 


5) Self-Excited alternator: 
Self-Excitation feature will not come on until appx. 1200-1400RPM, with a load capability of appx. 50%. The maximum load capability is 80% at 2300RPM. It will still remain on as engine speed is reduce to appx. 850-1000RpM. 


6) Each alternator has loadmeter in % reading, with under/over voltage light.

                        (1)  Under voltage: 
Under voltage light on when 4±0.1 (28V), 2±0.1(14V) below the bus voltage. 


                        (2)  Over voltage: 
Over voltage light on when corresponding over voltage relay is actuated, which open affected alternator field to zero output.
⚫ In cockpit, Loadmeter will drop to zero, 
then overvoltage light will on. 


7) During flight, you notice right loadmeter light is on, what should you do? and what If both 
loadmeter lights are on?

(1) One: 


A. No load – Turn off affected alternator.


B. Reduce load to single alternator capability.

C. Reset the affected alternator. 
If proper operation is not restored, turn alternator switch off.

D. Monitor loadmeter and continue fly to destination. 


(2)Both:


A. Both ALT switches: OFF.


B. Minimize electrical load (Only Battery power).

C. Reset the affected alternator. If proper operation is not restored, turn alternator switch off.

D. Monitor loadmeter and land as soon as possible. 


	Alternator: Self-Excited	Battery: lead-acid type
ME1 – ME 182	2 × 60A 14V belt-driven	1 × 12V, 35A
ME183 - After	2 × 55A 28V belt-driven	1 × 24V, 15.5A or 2 × 12V, 25A

7. Explain the fuel system for BE76.

POH 7-23 

1) Fuel tanks, each tank 51.5 gal. (50 gal. usable fuel), at least 9 gal. (Yellow Are) per tank for takeoff. 


2) Operate with 100/100LL fuel (If below→Detonation). 


3) Fuel pump: 


(1) 2 Engine driven mechanical fuel pumps: For normal operation.


(2) 2 Electric auxiliary fuel pumps: Provide for priming, starting, taxing, takeoff 
and landing.


(3) 1 Electric pump: Use for combustion heater, it will only take fuel from right 
tank, and 2/3 gal. per hour. 
This fuel must be taken into consideration during flight planning. 


4) Fuel flow: Fuel tank → Strainer → Selector valve →

(1) Check valve → Engine driven pump → Carburetor → Cylinder. (2) Aux. fuel pump → Carburetor → Cylinder.
(3) Primer solenoid → Primer → Cylinder 1,2,4.

No cylinder 3 due to manifold pressure senior installs there.

5) The fuel cross-feed only use for emergency situation in level flight. 


6) Maximum slip duration: 30 sec. due to fuel strainer position. 


7) How many drain holes? 8.


8) Two things you should do before priming:

(1) Battery master on. (2) Aux. fuel pump on.

8. How would you cross feed both engines from right fuel tank? Can you take fuel from both tanks?

1) Left Aux. fuel pump on → Pressure Green → Right fuel selector on → Left cross feed → Left Aux. fuel pump on/off as require. 


2) BE76 cannot take fuel from both tanks due to the fuel selector has no “both” position. 
Each fuel tank can feed both engines in cross-feed mode. Cessna 172 can take fuel from both tanks. 


9. Explain the cross-feed procedure if your right engine fails?

1) Left Aux. fuel pump: On (Verify pressure green, Right off)


2) Right fuel selector: Off (Secure right engine, cut-off fuel supply)

3) Left fuel selector: Cross-feed (Use fuel from right tank for balancing fuel weight) 4. Left Aux. fuel pump: On/Off as require.

(Turn off for save electrical load, Verify pressure green.)

10. What is the fuel burn rate we use for BE76?

1) RFC BE76: 10 GPH (For safety reason, airplane too old). 


2) New BE76: According POH 5-39 (For safety reason, use the highest number). 
E.g.: If ISA + 20, use 8 GPH. 


11. Explain the oil for BE76

1) The engine uses a wet sump type oil system.


2) SAE 50 or SAE 40: Capacity 8 quarts sump (RFC requirement: minimum 6

quarts), 1-quart filter.

* SAE: Society of Automotive Engineers.

3) It’s can use for change blade angle.

12. What is the action should be taken if you notice that the oil

temperature too high and oil pressure drop?

It’s mean oil leak, you have to shut down engine by mixture idle/cut-off after that execute engine failure inflight procedure.

13. Explain the landing gear system for Be76.

1) Tricycle retractable landing gear, with electrical driven hydraulic pump and hydraulic system for extension and retraction, maybe lower manual.

2) 2 Position switch: It has a safety detent that need a pull-out to switch. 3) Position Indicator: 3 Green light, 1 Red light and 1 mirror.


(1) 3 Green light for each gear, indicator “down and lock”.

(2) 1 Red light for “Transit” or “Intermediate”.

(3)1 Mirror can use to check nose gear.

4) Safety pressure switch:
Install in Pitot system to deactivate the hydraulic pressure pump circuit when impair air pressure is < 59-63 kts.    

5) Time Delay Relay (ME183-after):
It will disengage the hydraulic pump after 30 seconds of continuous operation.

6)Warning horn:

(1) One or both throttle setting below sufficient to maintain flight.

(2) Flap extension beyond 16° and landing gear is not down and lock.   
(3) Gear can't be up also will sound the warning horn (real case when Kenyon flying) (no need to say this answer just in case)

7)Brake:
 Hydraulic fluid (Color: Amber) sends pressure from rudder toe pressure to brake position. Parking brake switch can preserve brake pressure when parking.

8) The gear is held up by using hydraulic pressure and locked it in the down position by using over-center brace and spring.


9)Tire pressure for nose and main wheel are both 38 psi.

10) How many circuit breakers for landing gear?

2; Gear control circuit breaker and Gear motor circuit breaker.

11) What is in the landing gear to show a pilot that there is a problem with the 
structural integrity of the system? What color is it? 
Linseed oil with yellow color. 


12) If the transit light continues blinking and the loadmeter shows high load. 
What happen? And what are you going to?

                        (1)  The transit light is continue blinking because gear does not hold up properly and landing gear motor try to hold the gear up. And if hydraulic leak, it will make the loadmeter show high load. 


                        (2)  Pull landing gear motor circuit breaker out and continue flying to the destination, once you get there push that circuit breaker in, then landing gear select down. 


14. What should you do if red light of landing gear position light indicate is on during flight?

1) Check light is working or not (Press it)


(1) Working → Replace the light bulb (with others working light bulb).
 
⚫ Use warning horn to check gear is down and locked.


(2) Not work → Landing gear position switch select down again. 

⚫Do recycle: Position switch select up and down appx. 3-4 times. 

* Use Power Idle to check Gear warning horn

2) Position switch select not work 
→ Use G force to let it down (Pull up and down). 
⚫Working: Use warning horn to check gear is locking. 
⚫Not work: Do recycle. 

* Use Power Idle to check Gear warning horn

3) Still not work → Manual extension.


(1) Landing gear motor circuit brake: Off

(2) Landing gear selector: Down


(3) Airspeed below 100 kts.


(4) Emergency extension valve: Open

*Turning the hydraulic pressure bypass valve 90°counterclockwise.

*Use warning horn to check gear is down and locked.

(5) Check landing gear position light: 3 Green 1 mirror.


5) Ask ATC to make sure the landing gear is down or not

*If down, it does not mean gear is locking.


* If ATC tell your left gear is up, you can circle to burn some fuel 
(in case aircraft fire after touchdown) and then do Gear up emergency landing with checklist. If only one gear not down, held the other gear up, in case airplane rolling after touchdown and protect propeller.

15. Why BE76 cannot use sideslip landing?

1) Be76 is low-wing aircraft, if use sideslip landing, it is possible damage wing.

2) Slip duration is 30 second.

16. What will happen if you landing on side load?

The side load imposed on the landing gear could cause damage to the gear, evening resulting in a loss of directional control if too much weight is applied too quickly onto the wheels.

*BE76 is retractable landing gear, if you land on side load, it will damage over- center brace and spring of landing gear and cause it cannot lock the gear.

17. Explain Constant speed propeller for BE76


1) What is a constant speed propeller? How does it work?

To maintain constant engine speed through the use of a governor with flyweight by change the blade angle. If the airspeed increases, the blade angle increases. If the airspeed decreases, the blade angle decrease.

2) What is the purpose for constant speed prop?


(1) Optimized performance in each stage of flight

Constant speed propellers can better control the RPM levels and provide

the appropriate amount of power for each stage of flight.

(2) Improved fuel efficiency


(3) Reduced strain on the engine.

For example, if an engine is operated at an RPM setting that is too high

or too low, the engine can become damaged or worn out


3) Describe what a constant speed prop does in an Over speed and Under

speed situation.

  

(1) Overspeed:

If pitch down→AOA decreases→Less air resistance on prop→Engine speed increases→Centrifugal force increases→Flyweight overcomes the tension of the speeder spring and then move outward→Lift the pilot valve up→Oil leaves the prop hub( Due to Counterweight, Dome spring and Dome pressure)→Prop angle increases(Less RPM)→More air resistance on the prop →Engine speed decreases→Centrifugal force decreases→Speeder spring overcome the flyweight and flyweight moves inward→Lower the pilot valve back to natural position and block oil flow.

(2) Underspeed:

If pitch up→AOA increase→More air resistance on prop→Engine speed decreases→Centrifugal force decreases→Speeder spring overcomes flyweight and flyweight moves inward→Pilot valve moves downward→Oil flows from engine sump into prop hub→Prop angle decreases→Less air resistance on prop→Engine speed increase→Centrifugal force increases→ Flyweight overcomes the tension of speeder spring and moves outward→ Lifts up the pilot valve back to natural position and block oil flow.

4) What make oil leave from the prop hub?

(1) Counterweight.


(2) Dome pressure (POH8-22).

*How to calculate the dome pressure?

(3) Dome spring.


5) What is the prop lever connected to?

Prop lever is connected to speed adjusting control lever which is connect to speeder spring of governor.

6) Fine and Feather pitch.

   

18. What is the use for a cowl flap, and how does it work?

1) Cowl flaps open can generate a lower pressure behind the engine nacelle, force hot air flow out and suck more cold air flow through cylinder fins, help to cool the engine.

2) When is cowl flaps open/ close?

(1) Open:

A. They are generally opened for low-speed, high-power situations such as takeoff, taxi and climb.

*Because it is at highest power setting and relatively low cooling airflow

due to low airspeed.


B. The disadvantage is that the open flaps also increase drag.

(2) Close:
They are closed either reaching cruise or reaching a point where the airplane can transition to a lower-power, higher-speed climb profile, such as cruise, descent, and landing.

19. Explain the secondary flight control in detail of Be76.

1) Flaps:


(1) Slotted Flap, controlled by a 3-position switch (Up, Off, Down).


(2) Flap motor is on the right wing.


(3) Warning horn sounds when flaps extended beyond 16°, if landing gear is not

down and locked.

2) Trim:

(1) Elevator (2 trim tab):


A. Manual: Adjusted by a handwheel.


B. Electric: Controlled by an on-off circuit break type switch.

(2) Rudder (1 trim tab):
Use wheel, cable and linkage to connect.

(3) Aileron (No trim tabs):

A. It’s provided to displace the aileron for trimming purpose. 


B. Displacement is maintained by cable load.

20. What is the difference between Anti-ice and De-ice types of system? What are anti-icing and deicing system for Be76?

1) Anti-icing system: Prevent the ice forming. 


2) De-icing system: Remove the ice which has been formed. 


3) There are both anti-icing and deice system for BE76: 


(1) Carburetor heat

(2) Pitot heat


(3) Cabin heat 


21. Talk about another anti-ice and de-ice system that BE76 doesn’t have.

1) Propeller:

(1) Liquid anti-ice system 
Liquid system applies small amounts of alcohol glycol-based deice fluid to propeller. It has small nozzles that point to the root of each propeller blade. 


(2) Electrothermal Propeller Device System
Many propellers are deiced by an electrically heated boot on each blade. The boot can receive current from a slip ring, the slip ring transmits current to the deice boot. The centrifugal force of the spinning propeller and air blast breaks the ice particles loose from the heated blades. 


2) Wing and Tail surface:
Pneumatically inflated rubber boots. These inflatable deice boots are attached to the leading edges of the wing, horizontal stabilizer, and vertical stabilizer. When you turn the system on, air from the engine- driven pneumatic pumps inflates the boots to break the ice, and the slipstream airflow blows it away.

22. Explain cabin heater (Environment system) for BE76.

1) Located on the right side in the nose compartment.


2) Provides heated air for cabin warming and windshield defrosting (De-icing).

3) Consists of:

(1) Combustion air heater.


(2) 3 position control switch (On, Blower Only, Off).

*The “BLOWER ONLY” position is only for ground operations.

(3) 3 push-pull control knobs.

A. DEFROST-PULL ON: Control the air for windshield defrost.


B. CABIN TEMP-PULL TO INCREASE: Control the temp. of air enter cabin.

C. CABIN AIR-PULL OFF: Control the air enter the cabin from heater.

*Be careful, if it pulls more than half way, heater will not operate.

(4)  Heater circuit breaker 


(5)  Manual reset limit switch 


(6)  Combustion air blower 


(7)  Ventilation air blower 


(8)  Duct thermostat 


4) Take fuel from Right fuel system→Solenoid valve→Heater fuel pump(Under the heater)→Combustion chamber of the heater.

⚫ Fuel consumption for the heater is appx. 2/3 gal. per hour. 


5) The heater has an over-temp switch that automatically shuts off the 
heater system in case the discharge temperature reaches 300°F.

*The over-temp switch cannot be reset in flight. (Located on outside)

*Must be reset by a mechanic on the ground. 


6) How to turn on heater?


(1) CABIN TEMP forward → Let cold air coming.

(2) CABIN AIR forward.


(3) Turn Heater on.

7) Heater off procedure (For safety reason):

.    (1)  Inflight: 
CABIN AIR forward→3 position control switch off 


.    (2)  Ground: 
Blower only (No enough air to cool heater) →
Wait until discharge air cold→3 position control switch off. 


23. How to recovery from the spin for BE76?

1) Immediately pitch full forward.


2) Apply full rudder opposite to the direction of the spin.

3) Reduce power on both engines to idle.

These three actions should be done as nearly simultaneously as possible.

4) Hold this control position until rotation stops


5) Then neutralize all control.


6) Smooth pullout.

*Ailerons should be neutral during recovery.

24. What is the two definitions of light twin?

1) More than 6,000 lbs. max weight and/or Vso > 61kts:


(1) The single engine ROC in fpm at 5,000 MSL must be equal to at least 0.027 × Vso2.


(2) For airplane type certificated at Feb. 4, 1991, or thereafter, the climb

requirement is expressed in term of a climb gradient 1.5%.

2) 6,000 lbs. or less max. weight and Vso 61 kts or less.

(1) The single engine ROC at 5,000 MSL must simply be determined. The ROC could be a negative number.

(2) There is no requirement for a single engine positive ROC at 5,000 MSL or any other altitude.

25. What is different between conventional twin and non-

conventional twin?

Conventional twin:
A twin where both engines turn clockwise, this type of twin has a critical engine. 


Non-conventional twin:
A twin where the left engine turns clockwise and the right engine turns counter-clockwise, this type of twin has no critical engine.

⚫BE76 is non-conventional twin. 


26. How many degrees of bank will cause the wing hit the ground?

For BE76 is 25°-30°.

27. Explain a Turbocharger and Supercharger.

1) Turbocharger:

An exhaust gas driven air compressor that is use to increase power. Exhaust gas spin the turbine, and turbine drives compressor to compress air, the air flow into the cylinder of engine by induction system.


(1) Advantage: Free power from exhausted gas.


(2) Disadvantage:

A. Lag between full throttle and full power.

B. Expensive.


C. Only work at high RPM.

2) Supercharger:

It’s uses engine driven air pump to increase the pressure of air that is take into the cylinder of the engine.

(1) Advantage: Work better at low RPM.


(2) Disadvantage: Consume some of power produced by itself.

28. Explain the cabin pressurization system.

1) The cabin pressurization system used compressed air from turbocharger, compression heats the air in the turbocharger, so the air flow through a heat exchanger to cool it before it enters the cabin.

*Air comes from compressor.

2) Sonic venturi: Limits the amount of air taken from turbo by accelerating air to sonic speeds creating a shock wave which acts as a barrier. 


3) Pressurization system will automatically begin pressurization at preset altitude (Usually at 8,000 feet). 


4) When aircraft climbs through 8,000 feet, the pressurization system begins closing Outflow Valve, with compressed air entering the cabin and exiting airflow restricted by the outflow valve. Cabin pressure will maintain at 8,000. 


5) For most light twins, the maximum differential pressure between the cabin and outside air is in the 3.35 psi to 4.5 psi. (Between 18,000-20,000 feet). 


6) Safety Dump Valve: If the outflow valve fails, the dump valve will release 
excess pressure. 


7) The second type of system allow you to set the altitude at which 
pressurization begins by used a pressurization controller.
⚫ Usually set 1,000 feet above the field elevation of either the departure 
airport or arrival airport. 


29. What is oxygen requirement?

1) Unpressurized Cabins:

(1)  12,500MSL-14,000MSL:
The minimum required flight crew must use O2 after 30 minutes. 
⚫ BE76 does not have supplemental oxygen, so cannot fly above 12,500 more than 30 minutes. 


(2)  14000MSL-Above:
Flight crew must use O2 above this altitude. 


(3)  15,000-Above:
Flight crew must use O2 and all occupants must be provided.  

*Flight crew: Personnel who operate an aircraft while in flight. 


2) Pressurized Cabins:

(1) FL250:

A. Enough oxygen to satisfy Unpressurized cabin requirement. 


B. Plus 10-minute supplemental oxygen for each occupant of the 
aircraft.  In case an emergency descent is necessitated due to cabin 
depressurization. 


(2) FL350:

.    At least one pilot must use supplemental oxygen that either continuously delivers oxygen or automatically delivers oxygen when cabin pressure exceeds 14,000 MSL. 


.    EXCEPT

If one pilot must leave their duty station for any reason, the remaining pilot must use O2 the entire time and until the other returns to their duty stations. 


At or below 41,000 MSL:


A. If there are 2 pilots at the controls and each pilot has a quick- 
donning type of oxygen mask that can be placed on the face 
with one hand within 5 seconds.


B. If so, one of the pilots doesn’t have to wear and use an oxygen 
mask. 


30. Why do we use aviation oxygen (aviator breathing oxygen)?

1) This oxygen is 99.5% pure oxygen and can contain no more than .005 milligrams of water per liter.

2) In order to avoid the risk of ice formation at low temperatures.

31. Explain the types of oxygen system.

1) Continuous flow:

Provides a continuous flow of oxygen at all time even when user is exhaling. As altitude increases, flow rate increases, adequate up to 25,000 feet.

2) Diluter-Demand: Conserves oxygen by 2 ways:


(1) From Dilute oxygen with ambient air, and above 30,000 ft., the system 
automatically delivers 100% oxygen or pilot can select it anytime.

(2) Only deliver oxygen when user demands by incorporating a second 
regulator in either mask or hose assembly. 


3) Pressure-Demand: 
Deliver oxygen under pressure to pressurize the user lungs. 


32. Explain the types of decompression.

1) Rapid Decompression:

A change in cabin pressure in which the lungs decompress faster than

the cabin, resulting in no likelihood of lung damage.

2) Explosive Decompression:

A change in cabin pressure faster than the lungs can decompress, possibly causing damage.

33. Which condition doesn’t require supplemental oxygen? Pressurization cabin aircraft fly below FL250.

34. If there is TFR and altitude up to 13,000 feet, can we fly over TFR at 14,000 feet on BE76?

No, we don’t have supplemental oxygen.

*Same question, if there is smoke in front of you can you fly over it? If

smoke is up to 13,000 feet., can you fly above it?

Part 4: Vmc

1. Vmc is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it’s possible to maintain control of the airplane with that engine still inoperative.

2. Minimum controllable speed with one engine inoperative (65 kts)
⚫ Lower red radial (Published Vmc).
⚫ Between VSO and Vs1 is because manufacturer think stall recovery is easier than

Vmc recovery.3. Actual Vmc changes with different factors, while published Vmc remains the same.

⚫ Published Vmc is close to the worst-case scenario, actual Vmc may be lower.

4. Explain each factor the manufacture uses to establish the lower red radial to this airplane?

Set by FAA for the manufacturer to determine (Publish) Vmc for certification of the airplane, but this was determined under a very specific set of conditions.
⚫ Vmc, as defined by 25.149 must not exceed 1.2 Vs1 (1.13 VsR).
1) COMBATS

(1) C - Critical engine inoperative and windmilling. 
(2) O - Operating with gear up.
(3) M - Maximum takeoff power.
(4) B - Bank 3°-5° toward operating engine.

(5) A - Aft C.G.
(6) T - Takeoff configuration for flaps and cowl flaps. (7) S - Standard atmosphere condition.

2) Explain in each factor.
(2) Critical engine inoperative and windmilling:

Critical engine inoperative will most adversely affect the controllability and performance of aircraft, Vmc will increase. A windmilling propeller creates much more drag than a feathered propeller.

(3) Operating with gear up.Gear down create drag, it also creates a keel effect which tends to stabilize the aircraft, Vmc will decrease.

(4) Maximum takeoff powerWith the engine at max power this will create more lift and produce more of a yawing tendency about the longitudinal axis, thus increasing Vmc. 

(5) Bank of no more than 5°:
Banking up to 5° into the operating engine creates a horizontal component of lift which aids in rudder force. With this procedure Vmc will be lowest.

(6) Aft center of gravity:
Since an airplane rotates around the CG, an aft CG decreases the distance (arm) between the CG and rudder, which decreases the leverage or effectiveness of the rudder.

(7) Takeoff configuration for flaps and cowl flaps (Critical takeoff configuration): Flaps extension and Cowl flaps in the open position will increase drag on the aircraft and may also provide a stabilizing effect on the yawing motion. Flaps retraction and Cowl flaps closed will increase Vmc.

(8) Standard temperature and pressure
The published Vmc and red line on the airspeed indicator are based on standard day at sea level. As density altitude increases, the red line becomes less reliable because Vmc decreases with altitude which brings Vmc closer to stall speed.
⚫ Temperature 15°C, Pressure 29.92

5. Why do we bank 3°-5° of bank into operating engine?

1) In order to fly zero sideslip condition, reduce drag and optimize performance. Sideslip reduces rudder effectiveness by the vertical stabilizer block some of relative wind from reaching the rudder. 


2) If airplane bank 3°-5° into operative engine, it creates more horizontal component of lift which is acting in the direction opposite of asymmetric thrust. 


   

6. How can we know that airplane is 3°-5° into operative engine in the cockpit?

Zero sideslip occurs with the ball slightly out of center, towards the operating engine.

7. Can Vmc be zero and how?

Vmc can be zero when there is no asymmetrical thrust, if both engines are idle, no asymmetrical thrust, Vmc = 0.

8. What is the lowest Vmc demonstration altitude for BE76?

MCA demonstration procedure shall be used at a safe altitude of at least 5000 feet above the ground in clear air only (POH 4-18).

9. Define what is a critical engine?

The engine which failure would most adversely affect the controllability and performance of aircraft.

10. What is Critical density altitude?

   

1) As the altitude increases, calibrated stall speed remains the same while Vmc decreases for airplanes with normally aspirated engines.

2) At a certain altitude Vmc is equal to the stall speed.


3) At that critical altitude Loss of directional control will result at the same time with a stall, this may lead to a spin.


4) Above the critical altitude (Orange Area), a stall will occur before the loss of directional control.

*which is better? stall first or Vmc first?  Choose Vmc first because we can do recover from procedure in single engine condition.  However if we get the stall in single engine condition will easily become spin because the single engine is uncoordinated and spin is uncoordinated stall.

11. What factors make a critical engine critical and explain each:

1) Torque

(1) Definition:
Every action has equal opposite reaction. Therefore, when prop rotate to the right, there is opposite reaction around the crankshaft.

(2) How does it affect airplane?

A. Left engine dead (Critical engine):
If left engine died, torque will tend turn airplane in the same direction as asymmetric thrust. It’s mean you have to use more rudder to oppose both asymmetric thrust as well as torque. 


B. Right engine dead:
In this case, torque work with rudder to counteract asymmetric thrust. 


2) P-factor


(1) Definition:

Descending prop blade create more thrust than opposite ascending prop blade during climb (High angle of attack).


⚫ Because uneven AOA between descending and ascending blades.

(2) How does it affect airplane?

A. Left engine dead (Critical engine):
Average of thrust is move to right from center. It’s more further from the centerline of airplane (Greater arm). Therefore, airplane get more turning force to the left. It’s mean your rudder is harder to compensate this asymmetric thrust plus the greater p-factor. 


B. Right engine dead
Average of thrust is move to left of center. It’s closer to the centerline of airplane. Therefore, airplane get less p-factor to the right. In this case, rudder still have to compensate asymmetric thrust, but it won’t work as hard to compensate the small amount of p-factor. 


C. Descending blade of right engine is outboard of engine nacelle, more thrust is created further from the longitudinal axis. Creating a greater Yawing moment. 


3) Accelerate slipstream

(1)  Left engine dead (Critical engine):
In this case, right side of the prop generated more thrust, so there is more airflow over wing, it’s means more lift has been generated. Therefore, center of lift occurs further outboard. It’s going to have greater arm and more tendency to bank the airplane to the left. It’s mean that you have to use more rudder to counteract it. 


(2)  Right engine dead:
Right side of prop generated more thrust, and more left has been generated. But in this case, center of lift is closer inboard from the longitudinal axis. It has less tendency to bank the airplane to right. So, it uses less rudder counteract it. 


(3)  Descending blade of right engine is outboard of engine nacelle, more lift is created further from the longitudinal axis. Creating a greater Rolling moment. 


4) Spiraling slipstream

(1) Left engine dead (Critical engine):
Right of the prop generated more thrust and push more air backward, so it has faster and more backward moving air. According to Bernoulli’s principal, air flowing faster is going to has lower pressure, and high pressure going to low pressure, then air is moving to right and away from the rudder, then airplane has less effective rudder.

(2) Right engine dead:
Right side of prop generated more thrust and has lower pressure, high pressure to low pressure, the air is moving to the right and towering to the rudder, then airplane get more effective rudder.

12. How will you identify an engine failure during the takeoff roll?

Airplane will turn into the direction of inoperative engine due to Asymmetric thrust(Yaw) and Uneven Drag.

13. What happens when an engine failure after takeoff?

Airplane will Yaw and Roll towards to the inoperative engine due to Asymmetric thrust(Yaw), Accelerated slipstream(Roll) and Uneven Drag.

14. What two things can the pilot do during an engine failure to

improve performance and controllability?

1) Eliminate the drag by feathering inoperative prop and switch inoperative engine cowl flap close.

2) Eliminate sideslip by 3°-5° bank into operative engine.

15. What happens to Vmc as you increase Altitude?

Increase altitude will decrease air density, less density air decreases operative engine power, decrease asymmetrical thrust, Vmc decrease.

16. What 8 factor effect Vmc? Explain each one and how they affect Vmc.

1) W - Weight:

(1) Weight increase will lower Vmc, because it has to take more force to move the heavier aircraft (Harder to Roll/Yaw).

(2) If increase weight, airplane will get greater inertia, it also has to take more force to move the aircraft.

2) U - Uneven drag:
Decrease uneven drag by feathering the prop of inoperative engine, thus lower Vmc.

⚫Less asymmetric(Uneven) drag come over feathering propeller.

3) L - Landing gear:

When landing gear is down, it provides stabilizing force that help to maintain direction control (keel effect resist Roll/Yaw), Vmc decrease. 
⚫ Keel effect:

(1) It’s the result of the sideforce-generating surfaces being above (or below) C.G in the airplane.

(2) More air stream over gear on operating engine side, it creates more drag to help you control airplane.

4) F - Flaps:
If flaps down resisting Roll/Yaw, operative engine side flap produces more drag by more accelerate slipstream.

5) P - Power:
When power "decrease" asymmetric thrust decrease, Vmc decrease.

6) C - Critical engine:
When critical failure (left engine for conventional), right engine has more P-factor, Torque, Accelerate Slipstream, Vmc decrease.

7) C – Center of Gravity:
Forward C.G rudder has more effectiveness (land arm), Vmc decrease.

8) S - Side slip:
 Make an angle between longitudinal axis and relative wind to maintain direction control.  Zero side slip will reduce drag and increase rudder effectiveness, thus Vmc decrease.

17. What is absolute ceiling and Service Ceiling? 
One engine and two engines for Be76.

1) Absolute ceiling:

The maximum density altitude where the airplane is capable of attaining or maintaining the best rate of climb airspeed at max. gross weight in clean configuration.

2) Single engine Absolute ceiling:
 The maximum density altitude where the airplane will no longer climb with one engine inoperative.

3) Service ceiling:
 The maximum density where the airplane is capable of attaining or maintaining the best rate of climb airspeed and produce a 100 fpm climb at gross weight in clean configuration with both engines producing maximum continuous power.

4) Single engine service ceiling:
 The maximum density altitude where the airplane is capable of attaining or maintaining the best rate of climb airspeed and produce 50 fpm with the critical engine inoperative.

18. What will happen if fly above single engine absolute ceiling with one engine inoperative?

1) Airplane will slowly lose altitude (Show on VSI).


2) Maintain Vyse and drift down to single engine absolute ceiling.

19. What is drift down?

1) Drift Down is a maximum thrust/minimum rate descent necessitated by an engine failure in a multi-engine aircraft in the latter stages of climb or during cruise when an aircraft cannot maintain its current altitude and terrain clearance or other factors are critical. 


2) In Be76, maintain Vyse (85 knots) drift down to single engine absolute ceiling. 


20. How many performances you will loss after one engine inoperative? (POH10-42)

1) Loss of power 50% and climb performance is reduced by at least 80%. 2. Four factors of single engine climb performance:

(1) Airspeed: Too litter, or too much, will decrease climb performance.

(2) Drag: Gear, flaps, cowl flaps, prop, and speed.


(3) Power: Amount available in excess of that needed for level flight.


(4) Weight: Passenger, baggage, and fuel load affect climb performance.

Part 5: Weather

Weather Information

1. Type of Briefing:

1) Standard briefing:


(1)You should request a standard briefing any time you are planning a flight

and you have not received a previous briefing.


(2)Most complete report and provides the overall weather picture.

2) Abbreviated briefing: Requested when:

(1) You need only 1 or 2 specific items.

(2) Weather information need to update.

3) Outlook briefing:

(1) Requested when a propose departure time is 6 or more hours in the future.

(2) Provides forecast information that can help you make initial plan.


(3) You should request either a standard or abbreviated briefing to obtain

current conditions before flight.


⚫ WX briefer number: 1800-WX-brief (800-992-7433)

2. How to get the standard briefing weather information?

   

3. What is METAR?

1) Aviation Routine Weather Report


2) Provides current surface weather reported at least every hour.

3) Valid time is the time that is issued (observation) 

4) SPECI:

(1) Aviation special weather report.


(2) Update the METAR for rapidly changing weather.

4. What is TAF?

1) Terminal Aerodrome forecast.

⚫ Aerodrome is mean airport.

2) Valid for 5SM from the airport.


3) Issued 4 times a day/ Valid 30 hour.

5. What is FB?

1) Wind and temperature aloft.


2) Wind are given relative to True North in knots.

3) Issued 2 times a day.


4) What is the temperature at 6,000 feet?

Check wind and temperature aloft.

6. PIREP:

1) Pilot reports.

(1) Can be Normal(UA) or Urgent(UUA). 


(2) Issued by a pilot inflight in actual condition. 


(3) You can get the PIREP from FSS and ATC. 


7. Convective SIGMET(WST)

1) Valid for 2 hours.


2) Inflight Weather Advisory for severe weather with convective to all aircraft.

3) Phenomena:

(1)  Severe Thunderstorm


A. Hail>3/4-inch


B. Surface wind>50 knots

C. Tornadoes. 


(2)  Embedded Thunderstorm 


(3)  Line of Thunderstorm 


(4)  Thunderstorm producing precipitation affecting 40% or more of an area at 
least 3,000 square miles. 


8. SIGMET(WS)

1) Valid for 4 hours.


2) Inflight Weather Advisory for severe weather without convective to all aircraft.

3) Phenomena:

(1) Severe icing and turbulence.


(2) Dust storm or Sand storm (reducing visibility <3)

(3) Volcanic ash

9. AIRMET (WA)

1) Valid for 6 hours. 


2) Inflight Weather Advisory for significant weather to light aircraft

3) Types of WAs: 


(1) Sierra: IFR or mountain obstruction.


(2) Tango: Moderate Turbulence, surface wind at or greater than 30 knots.

(3) Zulu: Moderate icing. 


10. Wind shear

1) Suddenly change in wind direction and speed.

2) Can be occur in any altitude.


3) Usually associated with:

(1) Passing frontal system.

(2) Thunderstorm.


(3) Temperature inversion.

4) What can we use to know this area has LLWS?

(1) ATC

(2) Low level windshear alert system(LLWAS)

(3) Wind sock


(4) Flags


(5) Tall grass

(6) Water

(7) Smoke

(8) Trees

11. Wake turbulence

1) Wing tip vortices.


2) High pressure seeks the low pressure by “spilling” outward from the wing tip, moving upward, and finally inwards, trailing behind the airplane.

3) When is the airplane generate the strongest wake turbulence?

Airplane is clean (flaps up), heavy, and slow.

4) How to avoid the wake turbulence?

(1) Takeoff:


A. Stay at or above the larger aircraft's final approach flight path.

B. Note the touchdown point, and land beyond it.

(2) Landing:


A. Rotate prior to the point at which the preceding aircraft rotated.

B. Maneuver your aircraft to avoid the flight path of the preceding

aircraft.


⚫If there is wake turbulence on runway, wait for 3 minutes.

12. Microburst

1) A very strong downdraft, can reach up to 6,000 ft. per min., on reaching the surface, spread outward in all direction from the downdraft center. 


2) Associated with convective precipitation into dry air at cloud base. 


3) Most severe type of low level wind shear. 


4) How do you avoid? 
Don't fly underneath storms, visible virga shafts, or rain shafts. 


13. Virga:

Falling rain from the cloud which evaporate before reach the ground.

14. Thunderstorm:

1) Three factors to create the thunderstorm:

(1) Moist air


(2) Uplifting force


(3) Unstable air

2) Categories:


(1) Air mass: Caused most often by surface heating.


(2) Steady state: Associated with weather system and frontal move.

3) Stages:


(1) Cumulus: Strong updraft, large billowing cloud with extension vertical development.


(2) Mature: The beginning of rain at surface.

(3) Dissipating: Marked by downdrafts.

A. Lighting is always associated with thunderstorm. 


B. Pilot should avoid the thunderstorm cells by at least 20 miles. 


15. Icing:

1) Factors to icing:

(1) Visible moisture.

(2) Below freezing level.

2) Two different form:

(1) Induction:

Induction icing is usually in the form of carburetor ice, formed by the drop-in pressure/temperature by the venturi inside the carburetor.

⚫Most likely occur when temperature below 21° C and the relative

humidity is above 80%

(2) Structural:

A. Ice can modify the shape of wing, reduce lift, as well increase weight and drag.

B. Type of structural icing:

a. Rime ice:

Small super-cooled water droplets which insanely form ice upon

impact with aircraft surface.

b. Clear ice:

Formed by large water droplets collecting on below freezing surface.


c. Mixed ice:

A combination Rime ice and Clear ice.

d. Frost:

Formed on the ground when the collecting surface is below

freezing and temperature/ dew point spread is small.

3) Effect on performance:

(1) Destroys lift by disrupting airflow over wing.


(2) Increase drag that increase fuel consumption for power to overcome. 
(3) Increase weight.


(4) Stall speed increases, cruise speed decrease.


(5) Blocked or limited control surface.

Part 6: Airport Environment

1. What is LAHSO?

1) Land And Hold Short Operations. 


2) LAHSO is an air traffic control procedure intended to increase airport capacity 
without compromising safety. 


3) Pilot can reject this operation. 


4) Solo student pilot is not authorized. 


5) The require landing distance, Landing distance + 1,000 feet. 


6) There is a minimum ceiling of 1,000 feet and 3 SM visibility. 

⚫To allow them to maintain visual contact with other aircraft and ground vehicle operations. 


7) How can we know the airport has LASHO?

Chart supplement and Airport diagram.

*Most important thing about the LASHO and need to know is the Available Maximum Distance for LASHO in the Chart Supplement (EX: LasVegas Airport's Chart Supplement)

2. Define Runway incursion? How to avoid?

1) Any occurrence in the airport runway environment involving an aircraft, vehicle, person, or object on the ground that create a collision hazard or results in loss of required separation with an aircraft taking off, intending takeoff, landing or intending to land. 


2) How to avoid runway incursion:

.                      (1)  Be familiarity with the airport layout by studying the airport diagram. 


.                      (2)  Visually clearing the runway and the approach area before taxiing across or onto 
the runway. 


.                      (3)  Read back all runway instruction in full. 


.                      (4)  Turning on all exterior lights before crossing the runway. 


.                      (5)  Be situational awareness 


.                      (6)  Write down complex instruction at busy airport. 


.                      (7)  Know airport signage. 


.                      (8)  Check all the NOTAM. 


.                      (9)  After landing, cleating the runway as soon as possible. 


3. When should we get Taxi clearance?

1) The non-movement area is defined as ramps and aprons and is not controlled 
by ATC, which means you may move or taxi the airplane without clearance or 
communications with the control tower. 


2) The movement area is defined as all taxiways and runways and is under the 
jurisdiction of the control tower, so a taxi clearance is required prior to entering into the movement area. 


4. If this is your first time to class B airport and you are not familiar with this airport, and you want taxi to ramp, what can you do?

Request progressive taxi instructions.

5. What is Minimum Safe Altitude (MSA)?

Any altitude allowing an emergency landing without undue hazard to persons or property on the surface.

⚫ MSA is required at all time except during takeoff and landing.

1) Congested Areas:

1,000 above the highest obstacle within a horizontal radius of 2,000.

2) Other than congested area:

An altitude of 500 above the surface.


3) Over open water or sparsely populated area:

Aircraft may not be operated closer than 500 to any person, vessel, vehicle, or structure.

6. What is NOTAM?

1) Notice to airmen. 


2) NOTANs are critical aeronautical information that is either temporary or 
unpublished that can affect a pilot decision marking. 


3) Types of NOTAM:

                        (1)  NOTAM(D):
Contains information regarding Navigation facilities, Airport, Personnel, Equipment, Taxiway, and Lighting not associated with instrument approach. 


                        (2)  NOTAM(FDC):
Contains information relates to Instrument approach procedures, Current aeronautical chart and TFR. 


             

7. Communication failure

1) Troubleshoot the problem


(1) Checking the Volume of transmitter and headset.

(2) Check headset plug.


(3) Check frequency.


(4) Verify PTT (Push-To-Talk) button.


(5) Check circuit breaker.

2) Position:


(1) Inside control airspace:

A. Squawk 7600


B. Look at ATC tower for light gun signal.

⚫Respond: Day: Rocking the wing.
Night: Flashing landing, nav, position light.

C. Enter appropriately.

(2) Outside control airspace:

A. Squawk 7600


B. Keep away from control airspace and divert to uncontrolled airport.

8. What kind of clearance do you need before enter class B

airspace?

ATC clearance is required for all aircraft to operate in the area. 
⚫ “Cleared into the Class Bravo airspace.”

9. What is maximum airspeed above 10,000, below 10,000, and below the class B airspace?

1) Above 10,000: Maximum speed subsonic (Below 1 Mach).

2) Below 10,000: 250 kts.


3) Below B airspace: 200 kts.

⚫ If fly at 13,000 feet at B airspace, what is the maximum airspeed? 
ANS: 250 kts as long as you are in the B airspace.

10. What is the color of the taxiway light/runway edge lights/taxiway center light/beacon in Class D

1) Airport lighting system:

⚫ Taxiway light over bridge is Red.

2) Airport beacon:

3) Light gun signals:

⚫ If you are at downwind, what is follow light signals will you expect to see when radio failure, and tower show you Flash Green, explain in detail from air to ramp.
If see Flash Green light, you have to return for landing and then you will see Stead Green light for clear for landing, after landing on the runway, you will see Flash Red light for Taxi clear of runway, after that will be Flash White, then Flashing Green for clear to taxi to ramp.

     

Part 7: Human Factors

1. Hypoxia:


1) A state of oxygen deficiency in the body.

2) Explain the different among the hypoxia:

3) Symptom:


(1) Headache


(2) Cyanosis


(3) Euphoria


(4) Impaired judgement


(5) Visual impairment


(6) Drowsiness


(7) Decreased reaction time

4) Treatment:


(1) Descend or obtain supplemental oxygen.

(2) Land as soon as possible.


(3) Seek medical for help.

2. Hyperventilation:


1) State of carbon dioxide deficiency caused by an excessive breathing rate due to the body undergoing stress or anxiety.

2) Symptom:

(1) Visual impairment


(2) Unconsciousness


(3) Light-headed or dizzy sensation

(4) Tingling sensation


(5) Hot/Cold sensation


(6) Muscle spasms

3) Treatment:


(1) Breathe into a paper bag.

(2) Breathing normally.


(3) Talking aloud.


(4) Land as soon as possible.

(5) Seek medical for help.

3. Sinus and ear block

1) A situation in which the pressure within the sinuses and middle ear is unable to equalize with the outside pressure. 


2) Caused by:


(1) Rapidly descending from altitude.

(2) Flying when sick or with allergies. 


3) How to alleviate or prevent?


(1) Descend at slower rate.


(2) Use Valsalva maneuver to help equalize the pressure.

(3) Do not fly when sick. 


4. Spatial disorientation

1) Situation in which the body is unable to discern where it’s at space.

2) Caused by false sensations of the body.


3) How to prevent or reduce?

Rely on the instruments.

5. CO poisoning:

1) Carbon Monoxide is a colorless, odorless, tasteless gas that is created during 
combustion. 


2) It’s caused by a leak in the exhaust system. 


3) Symptoms: 


(1) Headache


(2) Blurred vision


(3) Dizziness


(4) Drowsiness


(5) Loss of muscle power

(6) Death 


4) What should you do if you smell exhaust fumes in cockpit?

(1) Close the heating vents.


(2) Open the vent or/and windows.


(3) Land as soon as possible. 


6. Motion sickness:

1) It’s caused by brain receiving conflicting messages about the state of the body.

2) Stress and anxiety can contribute to motion sickness.


3) Symptoms:

(1) General discomfort

(2) Nausea


(3) Dizziness


(4) Paleness

(5) Sweating

(6) Vomiting

4) Treatment:

(1) Opening fresh air vents.


(2) Focusing on objects outside.


(3) Avoiding unnecessary head movement.

7. Decompression sickness:

1) Symptoms associated with exposure to low barometric pressures that cause inert gases (mainly nitrogen) to come out of physical solution or form bubbles. 


2) Caused by:


(1) Go fly after scuba diving.


(2) Cabin pressure decrease rapidly (climb too fast, rapid decompression). 


3) SCUBA diving:


(1) It subjects the body to increase pressure which allow more nitrogen to 
dissolve in the body tissues and fluids.


(2) Recommended waiting time before flight: 


A. Up to 8,000 ft.:
a. At least 12 hours after diving that does not require control ascent. b. At least 24 hours after diving that does require control ascent. 


B. Above 8,000 ft.:
At least 24 hours after SCUBA diving. 


8. Somatogravic illusion:

1) Pilot can experience somatogravic illusion when flying during night. 2) Types of illusion:

(1) Rapid acceleration:
During takeoff, it results in the illusion of being in nose-up attitude which let the pilot push airplane into a nose-low or dive attitude.


⚫Control flight into terrain, CFIT.

(2) Rapid deceleration:
It would happen when quick reduction of throttle, it results in the illusion of being in nose-down attitude which let the pilot pull airplane into a nose-up or stall attitude.

9. Black-hole approach:

Over water or non-lighted terrain where the runway lights are the only source of light. Without peripheral visual cues to help, the runway can seem out of position (Downsloping or unsloping) and in worse case, results in landing short of the runway.

10. Autokinesis:

In the dark, a stationary light will appear to move about when stared at for many seconds. The disoriented pilot could lose control of the aircraft in attempting to align it with the false movements of this light.

11. What vision does pilot use during day and night?

1) Day: central vision (cones).


2) Night: Peripheral vision (Rods).

⚫ Avoid white light 30 minute before night flight.

12. Drug, Alcohol, and Medications:

1) What is the maximum blood-alcohol content allowed to exercise the privileges of a pilot certificate?
BAC less than 0.04%

2) How soon after consuming alcohol may you perform crew member duties?

8 hours

3) If you are experiencing a cold, can you take medication before going on a flight?

The safest rule is not to fly as a crewmember while taking any medication, unless approved to do so by the FAA.

⚫ Ask AME (Aviation Medical Examiner).

Part 8: Sectional Charts and AD

1. Mode C requirement.

1) Class A, B and C airspace.


2) Mode C veil at class B airspace.

3) Above the lateral boundaries of a class B and C airspace area up to 10,000 MSL.

4) Above 10,000 MSL excluding airspace below at and below 2,500 AGL.

2. Explain Airspace

3. Sectional Chart

1) Three types of MAP for VFR:

(1) Terminal Area Chart (TAC):

A. There is another detail chart.


B. Scale is 1 inch on the chart equals 250,000 inches on the ground.

C. Need TAC before enter Class B.

(2) Sectional Chart: 1:500,000

(3) World Aeronautical Chart: 1:1,000,000

2) Flight over charted (Wildlife refuges, National park, Forest service area)

(1) Prohibit of landing on land and water. Except:

A. Emergency


B. Officially designated landing sites.


C. An approved official business of the Federal Government.

(2)  Pilot are requested to maintain of 2,000 ft above the surface (AGL).


⚫The highest terrain within 2,000 ft laterally of the route of flight, or the 
upper-most rim of a canyon or valley. 


(3)  Prohibit airdrops by parachute or other means of person, cargo, or objects 
from aircraft on lands.
Except:


A. Emergency involving the safety of human life. 

B. Threat of serious property loss. 


3) State boundary:

4) What is Variation and Deviation?

(1) Variation:
A. Angle between Magnetic North and Ture North. B. Line of variation = Isogonic line.

(2) Deviation: Error by local magnetic field, Electric instrument, Avionic.

5) Longitude and Latitude

⚫ We can use Longitude to measure distance.

6) Terminal Radar Service Area(TRSA):

   

 7) Military Training Route(MTR):

(1) Above 1,500 ft AGL has 3 digits.

⚫ These routes are developed for flight under IFR. 

(2) At or below 1,500 ft AGL has 4 digits.

⚫ These routes are developed for flight under VFR

8) Victor airway (One of Federal airways):

https://en.wikipedia.org/wiki/Victor_airways

A Federal airway includes the airspace within parallel boundary lines 4 NM to each side of the centerline, it has a floor of 1,200 feet AGL, unless otherwise specified.

9) What is the lowest flight altitude in these 3 areas?

⚫ Consider about MSA.  Other than congested area: 1800 + 500 = 2300.  Congested area: 1600 + 1000 = 2600. We can't fly under this altitude except for Takeoff or Landing.

⚫  MEA is wrong on the picture.  It should be MEF (Maximum Elevation Figure)

10) What is the white area mean for this lake?

White area is the dry lake bed of this lake during dry season. When rain season

is coming, the lake will look like this shape.

11) Land subject to Inundating.

 12) Airports

    

 13) Obstacles

14) Landmarks

4. Airworthiness Directives