Stage 1 Written

Fixed Pitch Propeller

A propeller with fixed blade angles set by the manufacturer and cannot be changed. It only achieves the best efficiency at a given combination of airspeed and RPM.

Variable Pitch Propeller

A propeller with blades whose pitch can be adjusted on the ground with the engine not running, but which cannot be adjusted in flight.

Constant Speed Propeller

A controllable pitch propeller whose pitch is automatically varied in flight by a governor maintaining constant RPM despite varying air loads.

Torque

Newton's 3rd law: 'for every action, there is an equal and opposite reaction'. The propeller spins clockwise making it revolve in one direction, therefore an equal force is trying to rotate the aircraft in the opposite direction.

P-Factor

Asymmetric propeller loading happens when the downward moving propeller blade takes a bigger 'bite' of air than the upward moving blade, creating more thrust and making the aircraft yaw to the left.

Gyroscopic Precession

A spinning propeller is essentially a gyroscope meaning it has the two properties of rigidity in space and gyroscopic precession, which happens when a force is applied to one point of a spinning disc.

Spiraling Slipstream

Occurs when your propeller is moving fast and your aircraft is moving slow such as in take-off, causing air to accelerate behind the propeller and create a yawing motion making the aircraft yaw left.

Landing Gear Types

The two types of landing gear an aircraft can have are fixed and retractable.

Bernoulli's Principle

As the speed of a fluid increases, its pressure decreases. High pressure below the wing and lower pressure above the wing causes the wing to lift.

Newton's 3rd Law

For every action, there is an equal and opposite reaction. Air is pushed downward by the underside of the wing which causes an equal and opposite reaction of the wing being pushed upward.

Lift Equation

The formula expressing how much air the aircraft is pushing downward to create lift.

Coefficient of Lift (CL)

Refers to shape, camber, and angle of attack and tells us how effective the wing is at pushing air down and generating lift.

Air Density (p)

A measurement of how many air molecules are in a given space, affected by changes in pressure, temperature, altitude, and humidity.

Velocity (v)

The true airspeed the aircraft is traveling, where moving slowly does not deflect as much air downward as moving fast would.

Wing Surface Area (s)

A greater wing surface area is able to affect a larger swath of air increasing lift.

Induced Drag

Created as a result of lift; it increases with speed.

Parasite Drag

All forces working together to slow down the aircraft; increases with speed.

Form Drag

Generated by the aircraft due to its shape and airflow around it.

Interference Drag

Comes from the intersection of airstreams colliding and merging into currents of air from other intersections from parts of the aircraft.

Skin Friction Drag

Aerodynamic resistance due to the contact of moving air with the surface of an aircraft.

Load Factor

A higher load factor causes an aircraft to stall at a higher airspeed than in level flight.

Accelerated Stall

Stalls that happen at higher airspeeds usually caused by turning or making abrupt control inputs.

Signs of a Stall

Clear signs include engine buffeting and stall warning horns or indications.

Avoiding a Stall

The best way to avoid a stall is to not exceed the aircraft's critical angle of attack.

Ground Effect

Occurs when an aircraft flies close to the ground, causing aerodynamic changes.

Take-off Weight and Length Correlation

A heavier take-off weight results in a longer take-off roll.

PA Formula

PA = 29.92 - current altimeter setting x 1000 + field elevation.

DA Formula

DA = PA + [120 - (OAT - 15 degrees C)].

Tecnam 2008 Engine Cylinders

It has 4 cylinders that are horizontally opposed.

Tecnam 2008 Engine Type

It is a 4-stroke liquid/air cooled engine.

Tecnam 2008 Ignition

It has dual electronic ignition with electric start.

Danger of Exceeding Redline Temperatures

Causes damage to your engine including potential component failure, warping of critical parts, and even engine fires.

Engine Cooling

Engine is cooled by air, water/anti-freeze, and engine oil.

Magneto

Provides electrical power independent of a battery and is used to power the spark plugs inside a piston engine.

100LL Fuel

Can be used but must have decalin to eliminate the lead content; prolonged use results in greater wear of valve seats and greater combustion deposits inside cylinders due to higher lead content.

100LL Fuel Color

Blue tented

94UL Fuel Color

Tented purple

Clear Ice

Ice that is clear and smooth but sometimes containing air pockets which results in a lumpy translucent appearance; it results from supercooled droplets striking a surface but not freezing rapidly on contact.

Rime Ice

A rough, milky, opaque ice formed by the rapid freezing of supercooled drops/droplets after they strike the aircraft.

Mixed Ice

Occurs -8 to -15 degrees C and is a mixture of both clear and rime ice; it has a simultaneous appearance or a combination of rime and clear ice characteristics.

Carburetor Heat

Used to prevent or melt ice that can form inside the carburetor due to the pressure dropping in the venturi causing the air to cool and fuel changing from an atomized liquid to a vapor.

Cabin Heat Source

Comes from outside air that is passed over the exhaust muffler shroud which heats it up before ducted into the cabin.

Danger of Cabin Heat

A possible crack in the exhaust shroud can lead to ingestion of carbon monoxide poisoning which is odorless and colorless.

Pitot Tube Blockage

If the pitot tube is blocked airspeed will decrease to zero.

Pitot Tube and Drain Hole Blockage

If both are blocked, it will act like an altimeter.

Static Port Blockage

If the static port is blocked, the altimeter will freeze at the current altitude.

VSI Blockage

If the static port is blocked, the VSI will indicate zero.

Alternate Static Source

Most aircraft are equipped with an alternate static source should the primary static sources become blocked.

Variation

caused due to the difference between true north and magnetic north

Deviation

caused by an aircraft's electrical currents or metal parts

Magnetic Dip

causes an angle towards earth's magnetic field at a given location

Oscillation

the compass is filled with fluid similar to kerosene that dampens excessive movement

North/South Turning Errors

caused due to the compass aligning with the vertical component of earth's magnetic field at a given location (UNOS)

Acceleration/Deceleration Errors

caused by the weights attached to the compass correcting magnetic dip causes errors (ANDS)

Right-of-Way Rules

An aircraft in distress has the right-of-way over all other traffic; when aircraft of the same category are converging at approximately the same altitude, the aircraft on the other's right has the right-of-way.

Standard Traffic Pattern for Airplane

left traffic pattern 1000ft above airfield elevation

Standard Traffic Pattern for Helicopter

right traffic pattern 500ft above airfield elevation

TFR's

cover sporting events and can be found on foreflight or the FAA website

Accident

an event that results in serious injury, death, or substantial damage to the aircraft

Incident

an event that does not meet the criteria of an accident but could have led to an accident

Accident Reporting Timeframe

must be reported within 10 days of the accident

Advisory Circulars

documents issued by the FAA that provide guidance and information on various aviation topics

Service Bulletin

a communication issued by manufacturers to inform operators about safety issues or maintenance requirements

AD

Airworthiness Directives are sent out by the FAA that come as either scheduled or emergency; for scheduled, the pilot must comply with the recall before a certain time, and for emergency, the pilot must comply with the recall before the next flight operation.

Fixed Landing Gear

non-retractable landing gear like on the Tecnam with tricycle configuration

Retractable Landing Gear

landing gear that can be pulled into the aircraft to reduce drag

Bernoulli's Principle

as airspeed increases, pressure decreases; low pressure above the wing and high pressure below generates lift

Newton's 3rd Law (airfoil)

downward deflection of air by the wing creates an equal upward reaction—lift

CL (Coefficient of Lift)

represents how effective the wing is at creating lift based on shape, camber, and angle of attack.

ρ (Air Density)

the number of air molecules in a volume, affected by pressure, altitude, temperature, and humidity.

V (Velocity)

true airspeed of the aircraft; faster speeds generate more lift.

S (Surface Area)

larger wing area affects more air and generates more lift.

Takeoff Weight vs Takeoff Length

more weight increases takeoff roll distance.

PA (Pressure Altitude)

PA = (29.92 - current altimeter setting) × 1000 + field elevation.

DA (Density Altitude)

DA = PA + [120 - (OAT - 15°C)].

P2008 Engine

Bombardier-Rotax 914 UL, 4-cylinder, 4-stroke, turbocharged, liquid/air cooled, 113 hp max.

Max Power (P2008)

113 hp at 5800 RPM (max 5 min).

Max Continuous Power (P2008)

98.5 hp at 5500 RPM.

P2008 Oil System

dry sump system using Aeroshell Sport Plus 4.

Instrument Color Codes

white: 40-71 kts, green: 48-113 kts, yellow: 113-145 kts, red: 145 kts.

Battery and Alternator (P2008)

12V battery, 14V system, 18-amp generator.

Approved Fuels (P2008)

94UL (purple), 100LL (blue, requires Decalin additive).

Cabin Heat

heated outside air passed over exhaust shroud; risk of carbon monoxide poisoning if shroud cracks.

Static Port Blockage (Altimeter)

altimeter freezes at current altitude.

Static Port Blockage (VSI)

VSI reads zero.

Compass Variation

difference between true and magnetic north.

Compass Deviation

error caused by aircraft's internal magnetic fields.

Compass Oscillation

random swinging due to turbulence or acceleration.

UNOS

Undershoot North, Overshoot South turning errors.

ANDS

Accelerate North, Decelerate South errors during east/west headings.

Steady green in the air and on ground

cleared TO/LAND.

Flash green in the air and on ground

cleared to taxi or return for landing.

Solid Red in the air and on ground

stop or give way to other traffic.

Flashing red in the air and on ground

taxi clear or airport is unsafe.

White in the air and on ground

n/a or return to original position.

Alternating red/green

exercise extreme caution.

Commercial Pilot Privileges

(not listed in message; refer to FAR 61.133).

Commercial Pilot Limitations (Part 91)

(not listed; generally cannot carry passengers for hire without meeting 135/121 requirements).

Traffic Pattern (Airplane)

standard left traffic at 1000 ft AGL.

Traffic Pattern (Helicopter)

standard right traffic at 500 ft AGL.