everything I need for my eoc/checkride

61.103 Requirements for certification

Be 17 years of age

Hold a students pilots certification.

be able to read, write, and speak English.

Comply with all regulations

receive logbook edorsment from instructor who completed train under 61.105B

certificate person is prepared for knowledge test

passed the written exam

received and logged ground and flight training

flight time

you just have 40 hours of flight time

10 hours of flight time must be solo

3 hours of cross country

3 hours of night flight

3 hours under IMC

night take off and landings must be

between end of evening civil twilight and beginning of morning civil twilight (sun is 6 degrees below the horizon)

Flight review

minimum of one hour and one flight training from a authorized instructor

-a review of general operating and flight rules

-a review of nessecary maneuvers

far 61.57 90 day currency

3 take off and landings in the same category, class, and type intended to carry passengers

if at night, must be logged 1 hour after sunset - 1 hour after sunrise, must be full stop.

The pro rata share covers only

fuel, oil, rental, and airport expenditures

pilots can not be compensated for hire but they can be “paid” by

Pro rata share

Salesperson (over 200 hours)

Charity

Rescue

Incidental (to a business)

Production (flight testing)

Towing

Far 61.3 no person may operate as flight crew unless

They have their medical on them

-This doesn’t apply to a student pilot or a person operating under basic med.

A private pilot certification

A government issued ID

-A solo student must have a endorsed logged book.

operating under basic med

have a US current driver liscense

-have held a medical before July 14, 2006

Complete medical education course

complete FAA form 8700-2

state licsened physicanl exam

physical exam every 24 calendar month - proof must be kept in log book

Basic med Limitations

no more then 7 occupants (6 passengers)

maximum take off weight of 12,500 pounds

must be under 18,000 MSL

and below 250 KIAS

to keep up with being current as a pilot

61.56 - flight review

61.57 90 day currency requirements

proficient

skilled and competent in doing or using something.

if you are transiting to a unfamiliar aircraft, you should learn

systems

charcatristics

limitations

performance

procedures

required documents

air worthiness

registration

radio operating license ( out of country only )

operating limitations

weight and balance

the airworthiness remains valid as long as

aircraft remains registered in the US

maintnace is performed according to FAR 43 and 91

AFM (airplane flight manual)

developed by the aircraft manufactor

approved by the FAA

pilots operating handbook

developed by general aviation manufacture assocication

approved by the faa

the POH doubles as AFM

CG

point of which all of the weight is concentrated

Datum

a reference point from which measurements can be compared to

Required Inspections

Annual - 12 calendar months

VOR - 30 days, for IFR only

100 hour - for hire only

Altimeter - 24 calendar months

Transponder - 24 calendar months

ELT -24 calendar moths or 1 hour use of battery

Static - 12 calendar months

annual inspection may take place of

100 hour inspection

A&P with a IA (inspection authority) may sign off, a A&P without a IA can sign of on a 100 hour inspection

ELT inspection

-can be tested the first 5 minutes of every hour

-transmits emergency frequency on 121.5

12 calendar months

1 hour use

half use of battery life

air worthiness directive

one time, reoccurring, emergancy

-reserach at faa.gov

special airworthiness bulletin

alerts, information, and recommends

contains non-regulative information and guidance

purpose of issuance with a Special flight permit

flying to maintance

flying to storage

delivering the aircraft

production flight testing

evacuating aircraft from danger

demo flights

operating above maximum takeoff weight for flight over water/ land without fuel stops.

when apply for a special flight permit

-purpose of flight

-purpose of itinerary

-the crew

-if the aircraft doesn’t comply with any AD

pilot preformed aircraft maintenance

-description of work preformed

-total time in servace (tach time)

-date

-statement explains aircraft is airworthy/not airworthy

(pilots name, signature, certificate number, and type of certification held.)

equipment required for day VFR

91.205

anti-collision lights

tachometer

oil pressure gauge

mainfold pressure gauge

airspeed indicator

tempature gauge

oil tempature gauge

fuel quainty indicator

landing gear position indicator

altimeter

magnetic compass

elt

safety belts

equipment required for night VFR

Fuses

Landing light (if for hire)

Anti-collsion lights

Postion lights

Source of electric energy

operating with INOP equipment

verify equipment is not required by

-type certification data sheet

-KOEL

-91.205

-airworthiness directives.

gravity

is the force that tends to draw all bodies to the center of the earth. the CG may be considered as a point at which all weight of the aircraft is concentrated

lift force = weight force

the aircraft is in a state of equalilbrium and neither accelerates or upward or downward

Thrust

the forward force produced by the power plant or propeller

-if engine power is increased thrust becomes greater then drag and airspeed increases

constant airspeed: thrust=drag

constant altitude: lift=weight

producing thrust

the angle at which relative wind strikes the propeller blade is its AOA. The air deflection produced by this angle causes the dynamic pressure at the engine side of propeller blade to be greater than atmospheric pressure. = creating thrust

how does newtons third law apply to creating thrust

for every action, there is a equal and opposite reaction.

the propeller moves and pushes back air, because of this the air pushes the propeller forward in the opposite direction.

maneuverability

it permits you to maneuver it easier and allows it to withstand the stress resulting from the maneuvers.

controllabilty

It is the capability of a airplane other than respond to your control inputs (especially with attitude and flight path)

static stability

initial tendancy

postive

negative

neutral

Dynamic Stability

Aircraft response over time

postive

negative

neutral

Aileron controls

Movement: Roll

Axes: Longitudinal

Stability: Lateral

Elevator

Movement: Pitch

Axes: Lateral

Stability: Longitudinal

Rudder

Movement: yaw

Axes: vertical

Stability: directional

thrust line

the line where the thrust of the propeller acts.

-power changes can cause a climb or descent.

Dihedral

the tilt on the wings to stop it from side slipping.

EX:the angle of attack on the downward wing is increased because because the wing is moving down and now the air is moving up past it. this causes lift on the wing to increase.

on the upward wing the opposite is happening, the angle of attack is reduced and therefore produces less lift.

airfoil

any surface which provides aerodynamic force when it interacts with a. moving stream of air

what types of wings are there and what type does the DA40 have?

da 40 has regular taper wings

regular, high taper, elliptical

aspect ratio

ratio of wing span to wing chord. primary factor in determine 3 dimensional characteristics

-its all about width and length

angle of incident

angle between hood line and longitudinal axis of the aircraft

ex: wing washout

4 fources of flight

lift = weight

thrust=drag

equal in a steady, unaccelarted flight

Newton third law

for every action, there is a equal and opposite reaction

Beronullis principle:

venturi tube effect

2 types of drag

induced and parasite

induced drag

by product of lift

as wing vortices roll of back of your wing, the angle down, known as downwash. this downwash points the relative wind downward so more downwash we have the more relative wind points downward.

Parasite drag

drag caused by friction of air moving over the aircraft structure, the amount varies with airspeed.

form

interfernce

skin

ground effect

air that is trapped between wing and surface. this happens because of eliminating induced drag. when wing is at height equal to its span, as vortices hit the surface, this vortices becomes dissipated so induced drag becomes less because there is less downwash hitting the relative wind. lift factor is always perpendicular to relative wind.

weight

force exerted by an aircraft from the pull of gravity

CG

may be considered as point at which all weight of the aircraft is concentrated.

Keel effect

a high wing aircraft will have the tendency to turn to the longitudinal axis of the aircraft into the relative wind.

-These aircrafts are made so that the greater portion of the keel is above the CG.

So when the aircraft slips to one side, the aircraft weight and pressure of airflow tends to roll wings back to level.

spiral instability

When the lateral equilibrium of the aircraft is disturbed by a gust of air and a sideslip is

introduced, the strong directional stability tends to yaw the nose into the resultant relative wind

Due to this yaw, the wing on the outside of the turning moment travels forward faster than the

inside wing and, as a consequence, its lift becomes greater.

This produces an overbanking tendency which

angle becoming steeper and steeper.

At the same time, the strong directional stability that yaws the aircraft into the relative wind is

actually forcing the nose to a lower pitch attitude.

A slow downward spiral begins which, if not counteracted by the pilot, gradually increases into a

steep spiral dive

load factor

the ratio of a specified load to the total weight of the aircraft.

• as bank increases, load factor increases.

angle of attack

is the angle between the chord line and relative wind

relative wind is the

wind opposite direction of the flight path.

stall happened when

uncoordinated flight

equipment malfuctions

pilot complacency

distraction

turbulence

poor risk managment

imc condition

proficiency

Stall

defintion: airflow seperation

cause: exceeding critical angle of attack

result: lift decreases and lose control

it stalls at the same AOA regardless of airspeed, weight, density altitude.

critical AOA is most exceeded in: low airspeed, high speed, and turning.

stall recovery

pitch down

full prop

full throttle

flaps up

stall phases

inpending - stall warning horn

on set - airframe buffet

full stall - nose drop

stall strip

a still strip will break the airflow over the section where the stall strip is installed, causing the portion of the wing behind the stall strip to stall while the airflow is still smooth over the aileron, thus providing effective roll control in the stall.

-the loss of lift caused by the turbulence over the root section where the stall striped is installed will cause the nose of the airplane to drop and restore the smooth flow of air over the entire wing.

-these strips disrupts the airflow at the high AOA causing the wing area directly behind them to stall before the wingtips stall/

DA40 stall warning

when the AOA is less then stall angle, the airflow through the hole operates the hole

A ball valve in the tube stops air and water flowing from the outside into the cockpit through the still warning system

tail stall

ice accretion will cause the tail to stall at a lower angle of attack and limit the maximum amount of downward lift the tailplane can generate

cause of icing

freezing level 0c and visible moisture

icing changes the shape of a airfoil by blocking or limiting a control surface

result of icing

due to the change of the shape of the wing by ice, the aircraft may not be able to become airborne and, if in flight, the aircraft may not be able to maintain altitude.

landing: stall happenes when slowing down and increasing AOA for approach.

Lift decreases, drag increases, higher stall speed, ineffectiveness of aircraft control, propeller thrust decreases.

corrective action for icing

any icing should be removed before flight

do not fly into known icing conditions

use anti or de-icing equipment

get out of freezing level by descending

nose down stall can happenes

when a aircraft is in a dive of more then 100 knots when pilot pulls back sharply on elevator

-gravity and centrigual force prevent an immediate alteration in flight path, but the aircraft AOA changes abruptly from quite low to very high

-the aircraft would reach stalling angle at a higher speed.

da40 AFM says stall speeds can be changed by

flap, bank, and weight.

How flaps decrease the stall speed

when flaps are extended, the camber line increases at a low aoa.

-flaps extended increase lifting ability, thus reducing airplane stall speed.

how stall speed increases during a turn

in a 2 level G turn, the pilot has to increase AOA to increase lift required to maintain altitude. the pilot is closer to critical AOA than to level flight, therefore closer to higher speed that the airplane will stall with.

effects of weight and balance on performance

reduces flight performance

higher take off speed

longer takeoff run

reduce rate of climb

lower maximum altitude

reduced cruising speed

reduced maneuverbility

higher stalling speed

longer ground roll

SPIN

a aggravted stall that typically occurs from a full stall occurring with the airplane in yawed state and results in airplane following a downward corkscrew path.

cause: a unequal AOA on the airplanes wings (a uncoordinated stall)

result: deciding due to gravity, rolling, yawing, and pitching in a spiral path.

incipeient spin

lasts 4-6 secounds

2 turns

full developed spin

airspeed, vertical speed, and rate of rotation are stabilized

lose 500 feet per 3 second turn

spin recovery

wings regain lift

Erect spin

rolling and yawing in the same direction

-slightly nose down rolling and yawing motion in the same direction

Inverted Spin

roll and yaw in the opposite direction

-the aircraft spinning upside down with yaw and roll occurring in the opposite directions during aerobatic maneuvers.

Flat spin (yaw)

the aircraft yaws about its vertical axis with a pitch attitude level with the horizon.

spin recovery in da40

Power idle

Ailerons neutral

Rudder full deflection

Elavtor foward

Flap in

when rotation stops

rudder netural

elevator pull carefully

Torque

-Based on newtons third law

As the propeller turns clockwise, the engine and airframe rotate counterclockwise.

corkscrew

air from the propeller pushes back and wraps around airplanes fuselage

-This spinning air strikes left side of vertical tail, pushing the tail to the right and yawing the nose to the left.

P factor

the descending blade meets the oncoming airflow at a greater angle than the ascending blade

-Because of this the right blade “take a bigger bite” of air and produces more thrust

Gyroscopic Precession

the resulting deflection force does not happen right where you push, it shows up 90 degrees later.

-usually happens in a tailwheel aircraft.

Horizontal component of lift

the force that pulls the aircraft from straight flight path to make a turn.

Centrigual Force

equal and opposite reaction of the horizontal component of lift

Load factor

for example, a load factor of 3 means the total load on the aircraft structure is 3 times its gross weight

(ex: lift/weight)

slipping turn

insufficient right rudder

skid turn

excess rudder applied during banked turn

Centrifugal force

the apparent force occurring in curvilinear motion acting to deflect object outward from the axis of rotation. for instance, when pulling out of a dive, it is the force pushing you down in your seat.

-centrifugal is not a true aerodynamic force, it is an apparent force that results from the effect of inertia during the turn

Centripetal Force:

the force in curveilinear motion acting toward the axis of rotation.

-it is the force that makes Body follow curved path

Adverse yaw

airplane natural tendency to turn nose in opposite direction of a roll

overbanking tendency

outside wing travels faster then the inside wing, and as a result devoleps more lift. this creates a overbanking tendency thats needs to be controlled by use of opposite aileron when the desired bank angle is reached.

because the outward wing is developing more lift, it is also developing more drag and should be corrected with rudder.

Even though you sent your aileron in the neutral position, it will keep banking and banking.

Vy

maximum rate of climb

-greatest altitude gain over time

-most excess horsepower

Absolute ceiling

the density altitude the aircraft is capable of reaching and maintaing.