- continued from Austin's oral # Recheck Required - [ ] Systems - [ ] Powerplant - [ ] Mixture Settings - [ ] Electrical - [ ] Alternator - [ ] ALT FIELD circuit - [ ] Alternating and Direct Current - [ ] Ignition - [ ] Impulse Coupling - [ ] Magnetos - [ ] Oil - [ ] Performance and Limitations - [ ] Lift production - [ ] Stall aerodynamics - [ ] Stall speed changes with bank - [ ] Slipping and Skidding Turns - [ ] Aerodynamics of Forward Slip # Notes from Austin's Oral - [x] Review the 3 Hs of performance (high, hot, humid) told me initially humid and high altitude would increase performances because the air was thinner - [x] Review aircraft limitations, max tailwind/crosswind component, g limits - [x] Said VNE 208, VNO 163 - [x] Review glide ratio said 1:1 and then 4:1, ratio is 9:1 - [x] Said $V_a$ speeds backwards compared to weight etc: 2550 90kts - [x] Struggled with explaining how maneuvering speed will protect the aircraft, the plane will stall before breaking itself assuming your below the speed - [x] Struggled with explaining lift production, including Bernoullis principle, said newtons 1&2 laws - [x] Struggled with explaining the operating principles of various systems without being lead to the answer ## Incomplete: - [x] Systems- - [x] fuel - [x] electric - [x] flight controls - [x] Human factors ## Unsatisfactory: - [x] Performance and limitations, v speeds, g limits - [x] Aerodynamics - [x] lift production - [x] stalls/spins - [x] spin recovery - [x] left turning tendencies - [x] slipping/skidding turns - [x] Systems - [x] engine - [x] oil - [x] ignition - [x] Savannah struggled with describing and wording various topics surrounded aerodynamics without me leading her or clarifying her response, this needs to worked on before the checkride. The more detail she’s is able to give in the initial answers to questions and scenarios the quicker and easier the checkride will be. --- # Notes ## Systems ### Powerplant - discussed engine performance in hot and cold temperatures -> ==**stated that there would not be a difference in performance**== - asked about what sort of changes there might be in leaning the mixture on a hot day vs a cold day and would you expect them to be at different values - ==**stated that was not sure**== - asked about what fuel burn in cruise would be on a hot vs cold day - ==**stated would use less fuel on a cold day**== - ==**make sure to look this one up in the cruise performance table!**== - otherwise good job > [!info] Cruise Performance Fuel Burn > Notice how the fuel burn decreases with a higher temperature, this is because the air will be thinner (less dense) and therefore you can maintain the approximate same "mixture" which will constitute less fuel. Remember that the mixture is the ratio of fuel to air (in weight). > ![[Pasted image 20250806073057.png]] ### Oil - just remember that 1 quart will be in the filter so the total capacity will be 9 quarts - stated that if the engine had just been run would expect to see more oil in the system - ==**remember that this is not the case -> if the engine had just been run some of it will still be in the engine and therefore you will see a lower reading on the dipstick even though the amount of oil in the system is the same**== ### Flight Controls - trim tab - that this acts as a balance tab -> meaning that if you trim nose down the tab itself will move up ### Fuel - overall good job ### Electrical - good general overview of the system as a whole - asked about identification of alternator failure - stated abnormal indications that would not be what they should be -> asked what the normal indications should be - asked about ALT Field circuit breaker popping - ==**remember that pushing this back in could run the risk of the an electrical fire**== - asked about how the alternator works - ==**stated that it "spins really fast and is made of rubber"**== - [ ] review [[Electrical System#Alternator|Alternator]] - [ ] review [[Electrical System#Alternating Current to Direct Current|AC to DC]] - [ ] ==**review how the alternator works**== - the alternator requires a field current to power itself and generate electricity - it does have a magnet in it, but unlike the magneto it is an electromagnet -> this means that it will not generate electricity without having a current supplied to it - ==**stated that it will generate power without the batteries**== - [ ] review [Cessna Flyer Association: Alternator and Electrical System](https://www.cessnaflyer.org/magazine/article-archives/maintenance-technical/alternators-electrical-systems.html) - [ ] review the below video: <div class='iframe-container'><iframe width="560" height="315" src="https://www.youtube.com/embed/5cbQNfO0Mwg?si=dEYLUJEc1ta5xcII" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe></div> ### Ignition - ==**stated that the impulse coupling is only engaged when the starter is engaged**== - the impulse coupling will be engaged simply at low engine RPM. It has a toothed gear that pushes out and locks at higher engine RPMs - in some airplanes that are set to have a very low idle RPM, the impulse coupling will engage at that low RPM and it can cause additional wear - the impulse coupling will also delay spark plug firing to make it so that it fires at top dead center - ==**stated that the impulse coupling is required to start spinning the magnet**== - [ ] review [[Ignition System]] - starter - overall good job --- ## Performance and Limitations ### V Speeds - good job with $V_{NE}$ and $V_{NO}$ speeds - asked about situations where you could go above $V_{NO}$ - stated should not go above $V_{NO}$ - ==**asked if there was any time it would be ok and asked if it would be for the utility category**== - looked it up and found the answer - Maximum crosswind / tailwind / G limit - good job - Maneuvering Speed - good job with the speeds - good job with explanation of why speeds change - good job with what it protects us from - best glide ($V_G$) - gave scenario outside of gliding distance to X04 and whether or not you could make it there (5,000 feet 8 miles from the airport) - ==**stated could make it to the airport**== - a very rough and very conservative estimate would be 1 mile per 1,000 ft, but to get close to where you could actually go (dependent on winds and pilot technique) you could use 1.5 miles per 1,000 ft $ 5,000 \space ft \rightarrow 5 \times 1.5 = 7.5 \space miles $ $ 7.5 \leq 8 \rightarrow \text{ cannot make it to the airport without a tailwind pushing you} $ > [!info] Maximum Glide Range > ![[Pasted image 20250806073358.png]] ### Lift - good job with Bernoulli's Principle explanation - ==**work on explanation for Newton's third law**== - was able to look it up - [ ] review [[Lift Generation Examples]] ### Stalls - was able to explain that a stall occurs at the critical angle of attack -> but remember we want a more in depth explanation of the airflow that is moving over the wing and how that changes - [ ] ==**review stall speed changes with bank angle**== > [!info] Stall Aerodynamics > ![[stall progression.png]] > In the image above, you can see airflow separation on the upper surface of the wing > - [ ] ==**review [Pilot Institute: Stalls](https://pilotinstitute.com/what-is-a-stall/)**== > - [ ] ==**review [[Library/Aerodynamics and Flight Maneuvers/links/Load Factor and Stall Speed|Load Factor and Stall Speed]]**== > - [ ] ==**review [Bold Method: Stall Speed Changes with Bank](https://www.boldmethod.com/learn-to-fly/aerodynamics/why-aircraft-stall-speed-increases-with-bank-angle-aerodynamic-load/)**== ### Skidding and Slipping Turns - ==**stated that stalling in a slipping turn would cause you to roll wings level**== - ==**need to work on explanation of why skidding turns are dangerous**== - discussed how forward slips work - ==**stated that it would decrease lift -> could not explain**== - remember that forward slips work because you are pushing the fuselage of the airplane into the wind which causes a large increase in drag - ==**asked if a slip would generate any drag, stated that the ailerons and rudder generate drag**== <div class="iframe-container"><iframe width="560" height="315" src="https://www.youtube.com/embed/ZI9T5m2eRJo?si=ik48R9JXMCfufNuc" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe></div> > [!info] Forward Slip Airflow > Notice the relative wind in the image below (airplane in a slip). The relative wind is shifted to the side which is going onto the fuselage which generates parasite drag. > ![[Pasted image 20250806082552.png]] ### Spin Recovery - good job with procedure and why we reduce power ### Turning Tendencies - overall good job ## Human Factors ### Hypoxia - overall good job ### Hyperventilation - overall good job ### Middle ear and sinus problems - overall good job ### Carbon Monoxide Poisoning - good job ### Fatigue - good job ### Stress - good job ### Dehydration and Nutrition - good job ### Hazardous Attitudes - good job ### Scuba Diving - good job