Private Pilot Aviation Basics: Controls, Instruments, AFM Sections, and Aircraft Systems

[L1] Ailerons

Motion: Roll; Axis of rotation: Longitudinal, nose to tail; What to remember: Move in opposite directions. A left input raises the left aileron and lowers the right, decreasing left-wing lift and increasing right-wing lift.

[L1] Elevator or stabilator

Motion: Pitch; Axis of rotation: Lateral, wingtip to wingtip; What to remember: In the conventional-tail example, pulling aft raises the elevator, pushes the tail down, and raises the nose.

[L1] Rudder

Motion: Yaw; Axis of rotation: Vertical; What to remember: Right pedal deflects the rudder right, moves the tail left, and yaws the nose right.

[L1] Flaps

Motion: Change lift and drag; Axis of rotation: Secondary control; What to remember: Lowering flaps increases lift and drag, allows slower flight, and permits a steeper descent without increasing airspeed.

[L1] Trim

Motion: Relieves sustained control pressure; Axis of rotation: Secondary control; What to remember: Establish the desired attitude and speed, then trim away the pressure.

[L1] AFM section 1

General

[L1] AFM section 2

Operating Limitations

[L1] AFM section 3

Emergency Procedures

[L1] AFM section 4

Normal Procedures

[L1] AFM section 5

Performance

[L1] AFM section 6

Weight and Balance and Equipment List

[L1] AFM section 7

Systems Descriptions

[L1] AFM section 8

Handling, Service, and Maintenance

[L1] AFM section 9

Supplements

[L1] AFM section 10

Safety Tips, optional

[L1] Airspeed indicator, ASI

Input: Pitot and static; Indication and mechanism: Difference between total/ram pressure and static pressure, displayed as airspeed in knots

[L1] Altimeter

Input: Static only; Indication and mechanism: Senses pressure with aneroid wafers and displays altitude, normally referenced to MSL when set to local pressure

[L1] Vertical speed indicator, VSI

Input: Static only; Indication and mechanism: Measures the rate of static-pressure change through a calibrated leak; displays climb/descent in feet per minute

[L1] White arc

Flap operating range, Vso to Vfe

[L1] Green arc

Normal operating range, Vs1 to Vno

[L1] Yellow arc

Caution range, smooth air only

[L1] Red line, Vne

Never-exceed speed

[L1] Vso

Stall speed or minimum steady flight speed in landing configuration

[L1] Vs1

Stall speed or minimum steady flight speed in a specified configuration; the course uses clean configuration

[L1] Vfe

Maximum flap-extended speed

[L1] Vno

Maximum structural cruising speed

[L1] Pitot inlet blocked, drain open

ASI tends toward zero as trapped pressure drains; altimeter and VSI remain usable

[L1] Pitot inlet and drain both blocked

ASI behaves somewhat like an altimeter: indication rises in a climb and falls in a descent

[L1] Static port blocked

Altimeter freezes; VSI settles to zero; ASI underreads above the blockage altitude and overreads below it

[L1] Attitude indicator

What it displays: Pitch and bank relative to the horizon; Typical power in the lecture: Engine-driven vacuum

[L1] Heading indicator

What it displays: Heading after alignment with the magnetic compass; Typical power in the lecture: Engine-driven vacuum

[L1] Turn coordinator

What it displays: Rate of turn and roll, plus coordination via the ball; Typical power in the lecture: Electrical

[L1] Magnetic compass

What it displays: Magnetic heading; Typical power in the lecture: Earth's magnetic field; no aircraft electrical power

[L1] Variation

Angular difference between true north and magnetic north; read from isogonic lines

[L1] Deviation

Aircraft-specific magnetic interference from metal and electrical equipment; use the correction card

[L1] Magnetic dip

Earth's field pulls the compass downward toward the poles; causes acceleration and turning errors

[L1] Five major airplane components

Fuselage, wings, empennage, landing gear, and powerplant.

[L1] Fuselage

Main body carrying occupants/cargo and connecting the major airplane components.

[L1] Monocoque construction

"Single shell": stressed skin supports almost all loads, with little internal framework; sensitive to deformation.

[L1] Semi-monocoque construction

Stressed skin reinforced by internal members such as formers, bulkheads, and stringers.

[L1] Common aircraft composites

Carbon fiber and fiberglass.

[L1] Composite construction advantages

Lighter weight, smooth aerodynamic structure, and resistance to corrosion.

[L1] Composite construction disadvantages

Damage may be difficult to see; heat can damage the structure. The course DA20 has a structural temperature indicator.

[L1] Wing spar

Primary structural component of the wing; ribs provide shape and stringers add support.

[L1] Aileron location

Outboard trailing edge of each wing.

[L1] Flap location

Inboard trailing edge of each wing.

[L1] Left aileron input

Left aileron rises and right aileron lowers; left-wing lift decreases and right-wing lift increases, producing left roll.

[L1] Empennage

Tail assembly: horizontal/vertical stabilizers, elevator, rudder, and applicable trim tabs.

[L1] Aft elevator input in the conventional-tail example

Elevator rises, tail is forced down, and nose pitches up.

[L1] Right rudder input

Rudder deflects right, tail moves left, and nose yaws right.

[L1] Purpose of trim

Relieves the need for sustained control pressure after establishing the desired flight condition.

[L1] Conventional trim-tab direction

Opposite the control surface it helps move; nose-up trim deflects the tab down to help raise the elevator.

[L1] Stabilator

An all-moving horizontal tail that pivots about a hinge.

[L1] Anti-servo tab

Moves in the same direction as the stabilator, adds resistance to prevent overcontrol, and also provides trim.

[L1] Plain flap

Hinges downward to increase camber.

[L1] Split flap

Lower surface deflects downward.

[L1] Slotted flap

A slot channels air to help maintain airflow over the flap.

[L1] Fowler flap

Moves aft and down, increasing wing area and camber.

[L1] Tricycle versus conventional landing gear

Tricycle gear has a nosewheel; conventional gear has a tailwheel.

[L1] DA20 ground steering

A castering nosewheel swivels freely; differential braking supplies steering.

[L1] Differential braking

Applying more braking to one main wheel than the other to turn on the ground.

[L1] Powerplant

Engine and propeller together. The engine can also drive electrical generation, instruments, and cabin heat.

[L1] AFM versus generic Information Manual

The approved AFM/POH applies to the individual aircraft. A generic model Information Manual cannot replace it and may not incorporate revisions.

[L1] Standard sea-level atmosphere

29.92 inHg, approximately 14.7 psi, and 15 degrees C or 59 degrees F.

[L1] Pressure versus altitude

Pressure decreases as altitude increases. The course uses about 1 inHg per 1,000 feet as a low-altitude approximation.

[L1] Pressure typo in Lecture 1 slide 29

The slide says pressure decreases as altitude decreases. Correct: pressure decreases as altitude increases.

[L1] Pitot tube

Forward-facing opening sensing total/ram pressure; connects to the ASI only.

[L1] Static port

Senses ambient static pressure; connects to the ASI, altimeter, and VSI.

[L1] Three pitot-static instruments

Airspeed indicator, altimeter, and vertical speed indicator.

[L1] Kollsman window

Altimeter-setting window; set current local pressure to reduce pressure-related altitude error.

[L1] High to Low, Look Out Below

Without resetting when moving from high to low pressure, true altitude is lower than indicated.

[L1] Cold-air altimeter error

In colder-than-standard air, true altitude is lower than indicated.

[L1] Warm-air altimeter error

In warmer-than-standard air, true altitude is higher than indicated.

[L1] VSI calibrated leak

Allows comparison of changing static pressure to indicate climb/descent rate in feet per minute.

[L1] Pitot blockage versus static blockage

Pitot blockage affects only the ASI. Static blockage affects ASI, altimeter, and VSI.

[L1] Pitot heat and alternate static

Pitot heat can remove pitot ice. An alternate static source can bypass a blocked external static port when equipped.

[L1] Rigidity in space

A spinning gyro tends to remain in its plane of rotation while the aircraft moves around it.

[L1] Gyroscopic precession

Response to an applied force occurs 90 degrees ahead in the direction of rotation.

[L1] Typical conventional gyro power

Attitude and heading indicators are commonly vacuum-driven; the turn coordinator is commonly electrical. Actual equipment varies.

[L1] Heading indicator alignment

It does not independently know north; align it with the compass and periodically correct drift in straight, level, unaccelerated flight.

[L1] Turn coordinator versus attitude indicator

Turn coordinator shows rate of turn/roll, not bank angle; attitude indicator shows pitch and bank attitude.

[L1] Standard-rate turn

3 degrees per second; 360 degrees takes 2 minutes and 180 degrees takes 1 minute.

[L1] Step on the ball

Apply rudder toward the displaced inclinometer ball to center it and coordinate flight.

[L1] Slip versus skid indication

Ball toward the low wing indicates a slip; ball to the outside of the turn indicates a skid.

[L1] ANDS compass mnemonic

Northern Hemisphere: Accelerate North, Decelerate South; most evident on east/west headings.

[L1] UNOS compass mnemonic

Northern Hemisphere: Undershoot North, Overshoot South when using the compass for rollout.

[L1] AHRS

Attitude and Heading Reference System; uses inertial sensors, electronic gyroscopes, and accelerometers for electronic attitude/heading information.

[L1] Magnetometer

Electronic sensor for Earth's magnetic field, commonly placed away from cockpit interference; requires proper installation/calibration.

[L1] Air data computer inputs

Pitot pressure, static pressure, and outside-air temperature; used to calculate airspeed, altitude, and vertical speed.

[L1] PFD

Primary Flight Display; presents primary flight information. Electronic displays still depend on their sensors and power sources.

[L2] Intake

Piston and valve action: Piston moves away from cylinder head; intake valve open; Result: Fuel/air charge enters

[L2] Compression

Piston and valve action: Piston moves toward head; valves closed; Result: Temperature and pressure rise

[L2] Power

Piston and valve action: Spark near end of compression; valves closed; piston driven down; Result: Combustion supplies mechanical work

[L2] Exhaust

Piston and valve action: Piston moves toward head; exhaust valve open; Result: Burned gases leave

[L2] Where fuel and air mix

Carburetor: In carburetor before distribution; Fuel injection: Near each cylinder's intake port

[L2] Metering

Carburetor: Venturi draws fuel; mixture adjusts fuel flow; Fuel injection: Fuel control unit meters fuel and air separately; dedicated fuel lines and nozzles

[L2] Principal benefit

Carburetor: Straightforward fuel/air mixing; Fuel injection: More uniform distribution and improved control/efficiency

[L2] Principal issue

Carburetor: Carburetor icing; Fuel injection: Hot starts and vapor lock

[L2] Intake blockage response

Carburetor: Carburetor heat as applicable; Fuel injection: Alternate air as applicable

[L2] Small RPM drop on each single magneto

Expected when one ignition circuit is removed; use AFM limits