1. Primary Flight Controls
a. Ailerons – i. Roll
ii. Longitudinal axis iii. Lateral Stability
iv. Differential deflection – (arrow) b. Stabilator –
i. Trim tab/Antiservo mounted
ii. Dual function trim control and pitch control forces iii. Pitch
iv. Lateral axis
v. Longitudinal stability c. Rudder
i. Conventional in design ii. Rudder trim
iii. Yaw iv. Vertical axis
v. Directional stability 2. Secondary Flight Controls
a. Trim device
i. Trim tabs – used to relive pressure on controls ii. Anti servo – same direction
iii. Balance tabs – moves in opposite direction iv. Ground adjustable tabs – bent on the ground b. Flaps –
i. Purpose
1. Slower landing speed, decreases landing distance 2. Steep angle of descent without increased airspeed 3. Shorten takeoff distance
ii. Types
1. Plain flap – drag
2. Split flap – least change in pitching moment 3. Slotted flap – delays airflow separation
a. Spring loaded b. 10°, 25°, 40°
4. Fowler flaps – greatest lift with least increase in drag and greatest change in pitching moment c. Leading edge devices
i. Fixed slots – allows smooth airflow over the surface at high angles of attack, delays airflow separation ii. Moveable slots (slat) – held flush at low angles of attack, at high angles it is moved forward to open a slot iii. Leading edge flaps
d. Spoilers – high drag device 3. Power PlantIO 360 c1c6
a. I = fuel injected, O = horizontally opposed, 360 cubic inches
b. Lycoming 4 cylinder, air cooled direct drive, horizontally opposed fuel injected, rated 200 hp at 2700 PRM i. Advantages of fuel injection
ii. 4 stroke cycle iii. Engine cooling system c. Starter – 60 amp, 16 volt alternator 4. Propeller
a. Fixed pitch
i. Climb propeller
1. Lowest pitch = less drag = high RPM and more hp ii. Cruise propeller –
b. Constant speed adjustable pitch i. Throttle = power output ii. Propeller control = engine RPM
iii. Operation – keep manifold pressure less than RPM iv. Propeller slippage
v. Advantages of adjustable pitch – converts a high percentage of brake horsepower into thrust horsepower vi. Emergencies
1. Oil loss or governor failure – goes to low pitch, behave like an fixed pitch, first adjust RPM to check and verify problem
5. Landing gear
a. Hydraulically actuated – electrically powered reversible pump i. Separate from the brakes
b. Emergency gear lever – manually releases hydraulic pressure – free fall (spring assisted nose) c. Not retracted above 125 MPH/lowered above 150
d. Micro switches – 2 throttle, 1 flaps
e. Weight on Wheel switch – airplanes weight used to keep the gear from retracting on ground i. 3 times you’ll get the gear unsafe warning horn
1. Throttle 14 inches of manifold 2. 2 notches of flaps with gear up 3. Gear up while on ground 6. Fuel system
a. 2 – 50 gallon tanks (48 useable gallons) – 100/130 aviation grade
b. Injection system – fuel injected into cylinders, impact icing, alternate air opened automatically i. Advantages
1. No carburetor icing 2. Better fuel flow
3. Faster throttle response 4. Precise mixture control 5. Better fuel distribution 6. Easier cold weather starts ii. Disadvantages
1. Difficult to hot start – vapor lock 2. More expensive
3. Heavier
4. Harder to restart after fuel starvation
c. Carburetor system – mixes fuel and air in carburetor, subject to icing, uses heat to prevent and get rid of ice 1. Fuel Pump
a. Engine driven fuel pump – driven by the engine, brings fuel to the engine
b. Electrically driven – back up incase engine driven fails, controlled by pilot, used during critical phases of flight, high wings don’t have one
2. Servo regulator – measures fuel flow proportionally with airflow 3. Fuel selector
4. Tanks
a. Vents – relieve pressure
b. Sumps – at the lowest point to check for contaminates c. Overflow drains – release fuel when it expands on a hot day 5. Fuel type antiknock index – pressure needed for fuel to combust
a. 80 red b. 100 green c. 100LL blue
d. Jet A – colorless or straw
6. Incorrect fuel – lower octane will cause detonation, cylinder head and engine oil temp will exceed its normal range
7. Oil System
a. Wet sump (guaranteed 30°/60° roll) – oil kept in the sump b. Dry sump – oil kept in an external tank
i. Cools engine, reduces friction, provides seal between cylinder and wall, carries away contaminates and lubricates
8. Electrical System a. Equipment
i. AC/DC – converts alternating current to direct current
ii. Master Switch (Battery and Alternator) – connects alternator with the rest of the system iii. Bus bar – power strip
iv. Load Meter – shows the load on the system
v. Ammeter – shows the battery discharge, positive means the battery is being charged, negative means the battery is giving more than it’s receiving
vi. Ground – where electrical energy is discharged, the airplane b. Battery – 25 ampere hour/12 volt
i. Ammeter shows electrical load placed on the system c. Alternator – 60 amp/14 volt
i. Voltage regulator and over voltage relay – protect from other surges, controls the power received by the rest of the system
ii. Advantages of an alternator over a generator
1. Alternator – electrical output is constant, lighter, needs an electrical charge to start producing a current, produces alternating current, constant power output even at low RPMs
2. Generator – heavy, durable, direct current, won’t provide a sufficient current at low RPMs d. Circuit breakers and fuses – protects from surges, can be reset
9. Avionics
a. Radios, VOR 10. Pitot static System
a. Airspeed Indicator – measures different between impact and dynamic pressure i. Diaphragm – ram air
ii. Case – static airline 1. Indicated airspeed 2. Calibrated airspeed 3. True airspeed 4. Groundspeed
iii. Check – should indicate 0 unless in a strong wind b. Vertical Speed Indicator
i. Diaphragm – reacts instantly to changes in altitude ii. Calibrated Leak – used to helps sense change
iii. Trend and rate information – lags behind (6 9 seconds)
iv. Check – if showing no more than 500 fpm attitude change when on ground, that will be your new 0 c. Altimeter
i. Aneroid wafers – sealed interior pressure of 29.92” ii. High to low look out below
1. Indicated altitude 2. True altitude MSL 3. Absolute altitude AGL
4. Pressure altitude – corrected for non standard pressure, shown on the altimeter when set to 29.92”
5. Density altitude – pressure altitude corrected for non standard temperature iii. Check – when altimeter is set, should be within 75 feet
d. Blockages – pitot tube, drain hole, static port e. Alternate static vent
11. Vacuum system– engine driven vacuum pump, allows a stream of air to pass at high speeds over rotor vanes a. Heading indicator
i. Vertical gyro ii. Rigidity in space
iii. Error – as much as 15° an hour b. Attitude indicator
i. Horizontal gyro ii. Rigidity in space
iii. Error – excess of 60° 70° pitch and 100° 110° bank will cause the gyro to tumble, precession in a 180° turn c. Turn coordinator – electrically driven
ii. Precession 12. Environmental Systems
a. Heater/defroster
i. Heat shroud, heat ducts, defroster outlets, heat and defroster controls
ii. Opening in front of lower cowl admits ram air to the heat shroud then into aircraft b. Cooling and ventilation
c. Pressurization system – maintain pressure in a cabin, typically 8000ft. refer to AOII: Task H d. Oxygen system
i. Constant flow – up to 25,000ft ii. Diluter demand – up to 40,000ft iii. Pressure demand – +40,000ft 13. Deicing equipment
a. Defroster
b. Carburetor heat – melt ice and prevent ice in the carburetor c. Boots – expand and break off ice
14. Anti icing equipment a. Pitot heat
b. Propeller ice control – used at the base and centrifugal force knocks the rest off i. Alcohol system
ii. Electric heating system iii. Anti ice boots
c. Windshield ice control i. Alcohol system ii. Electric heating system d. Thermal system – airfoil
i. Turbine engine aircraft e. Weeping wing