More checkride questions

FlyboyZR1 · September 29th, 2004, 17:36

These questions are leftover from my previous tech trivia thread, that nobody answered. Have at 'em!

If you have a 12-volt 25 amp battery, and the alternator fails, how long will the battery provide usable electrical power?

What makes the air moving over the top of the wing stay on the wing?

How do you preflight the gyroscopic instruments?

If we select gear up on the Piper Arrow and one of the gears does not fully retract, how do we identify which one is not fully retracted?

List six signs of an approaching stall in a fixed-wing aircraft.

Explain the long-term effects of overloading an aircraft.

Is carburetor heat de-ice or anti-ice? Why?

Do an airplane's state and federal registration expire, are they transferrable, and when do you need to change them?

When we use an altimeter setting, what are we telling the altimeter?

kellwolf · September 29th, 2004, 18:45

[ QUOTE ]
Explain the long-term effects of overloading an aircraft.

[/ QUOTE ]

Crashing. Ask Aliyah.

[ QUOTE ]
Is carburetor heat de-ice or anti-ice? Why?

[/ QUOTE ]

Uh, both? I think it's technically de-ice since it's mainly to remove ice that's already formed, but I normally use it for anti-ice. If I go below the green arc on the tach, I'll pull the carb heat just in case.

moxiepilot · September 29th, 2004, 18:54

If you have a 12-volt 25 amp battery, and the alternator fails, how long will the battery provide usable electrical power?

*Depends on how much you are drawing from the battery at the time.

What makes the air moving over the top of the wing stay on the wing?

*Laminar flow (or well behaved air..."Stay. Good boy.")

How do you preflight the gyroscopic instruments?

*Tell them to remain seated at all times for ground operations, fasten seatbelts and no smoking.

If we select gear up on the Piper Arrow and one of the gears does not fully retract, how do we identify which one is not fully retracted?

*Ask your passenger to get out and look.

List six signs of an approaching stall in a fixed-wing aircraft.

*My flight instructor grabbing the controls, my flight instructor asking what I am doing...

Explain the long-term effects of overloading an aircraft.

*The Atkins diet.

Is carburetor heat de-ice or anti-ice? Why?

*Actually, neither. The carburetor is anti-Bush for a number of reasons.

When we use an altimeter setting, what are we telling the altimeter?

*That we don't respect them as an instrument, but can be selfishly satisfied as long as they let us use them.

[img]/ubbthreads/images/graemlins/banghead.gif[/img]

Really Flyboy - Seriously, I do enjoy your tech trivia threads, please keep them coming. I'm too fried from the hurricanes to answer them correctly today, but will come back to it over the weekend to take a stab at it with my best guesses.

[img]/ubbthreads/images/graemlins/smile.gif[/img]

jdflight · September 29th, 2004, 23:10

If you have a 12-volt 25 amp battery, and the alternator fails, how long will the battery provide usable electrical power?

Depends how much you're drawing at the time.

What makes the air moving over the top of the wing stay on the wing?

There's a capping layer at some point which creates the laminar flow and thus the venturi effect.

How do you preflight the gyroscopic instruments?

Electric - listen for it to spool up. Then check all of them on taxi.

If we select gear up on the Piper Arrow and one of the gears does not fully retract, how do we identify which one is not fully retracted?

I'm with Moxie on this one.

List six signs of an approaching stall in a fixed-wing aircraft.

Six? Dang that's a harsh examiner.

Explain the long-term effects of overloading an aircraft.

Structural damage? Not sure what you're going for here.

Is carburetor heat de-ice or anti-ice? Why?

Both, depending on when you turn it on.

Do an airplane's state and federal registration expire, are they transferrable, and when do you need to change them?

Doesn't expire to my knowledge, and there's only one registration. It is transferrable upon change of ownership.

When we use an altimeter setting, what are we telling the altimeter?

Essentially what sea level pressure is.

av8rmsu · October 1st, 2004, 11:15

[ QUOTE ]
What makes the air moving over the top of the wing stay on the wing?

[/ QUOTE ]

Coanda Effect

FlyboyZR1 · October 1st, 2004, 19:07

[ QUOTE ]

Explain the long-term effects of overloading an aircraft.

Structural damage? Not sure what you're going for here.

[/ QUOTE ]

I think some of the long-term effects of overloading an airplane include increased brake wear due to the longer ground rolls, increased fuel consumption, etc.

[ QUOTE ]

When we use an altimeter setting, what are we telling the altimeter?

Essentially what sea level pressure is.

[/ QUOTE ]

I don't think we're telling it sea-level pressure, rather the pressure at the surface in the area where the airplane is flying.

ananoman · October 1st, 2004, 19:44

[ QUOTE ]
Quote:
Explain the long-term effects of overloading an aircraft.

Crashing. Ask Aliyah.

[/ QUOTE ]

Overloading an aircraft will result in a crash only if you are performance limited. If you are at high density altitude and load the aircraft so that it does not have adequate climb performance or requires a takeoff roll longer than the available runway, you are going to have a very bad day.

However, Aliyah did not die because the aircraft was overloaded. At lower altitudes, overloading an aircraft will result in decreased performance, but this is not usually fatal. If you takeoff 10% overweight, then you can figure that your performance will be about 10% worse than normal. At sea level in a big twin, this is not a show stopper. What got Aliyah's pilot in trouble was that he loaded the aircraft to an extreme aft CG in addition to being overweight. If the yoke is full foreward and you can't keep the nose from coming up, you are dead.

It can be argued that someone who is irresponsible and routinely overloads their aircraft will probably not carefully ensure that the aircraft is within C.G., but you can get away with alot if you are careful. On some of the record setting long distance flights done in light aircraft, pilots have taken off at twice max gross, but they had a long runway and knew what they were doing.

The more likely long term problem is metal fatigue due to the increased stress imposed on the airframe. Normal production light planes are stressed to 3.8 to 4.4 G, so even loading an aircraft to twice its normal weight would not result in a structural failure. However, over time the additional stress would have an adverse effect. The landing gear and brakes would also face additional stress. A hard landing that would otherwise be tolerated by a correctly loaded aircraft could also cause damage.

Larger transports are stressed to a much lower G level and are less tolerant of abuse. They also have problems since the added weight may exceed the capacity of the brakes during an aborted takeoff. Additional weight will also increase the V ref during landing and the required landing roll, as well as cause additional stress on the landing gear. An overweight landing inspection of a large aircraft is a time consuming and expensive process.

thaina09123 · October 2nd, 2004, 11:35

Hi all,

Got a similar question. My checkride is coming up and I did W&B. Came up that we're about 10lb over the limit with full fuel. I know i'll lose about 5lb for taxi what about other 5?Should I drain from lil' C-152? or just take a site seeing around the airport(on the ground) [img]/ubbthreads/images/graemlins/insane.gif[/img]

thaina09123

E_Dawg · October 2nd, 2004, 13:00

Reweigh your flight bag. It just might come up 5lbs less than it did last time [img]/ubbthreads/images/graemlins/wink.gif[/img]

thaina09123 · October 3rd, 2004, 12:22

Still need FAR/AIM in the flight bag though....I called my instructor and I'll see what he's suggesting, otherwise i can lose some fat... [img]/ubbthreads/images/graemlins/cwm27.gif[/img]

USMCmech · October 3rd, 2004, 14:44

[ QUOTE ]
Still need FAR/AIM in the flight bag though....

[/ QUOTE ]

I never understood the instructors that required their students to bring an entire library along on their flights. [img]/ubbthreads/images/graemlins/confused.gif[/img]

It's not like you are going to look up FAR 61.1234 while you are trying to do turns around a point. [img]/ubbthreads/images/graemlins/wink.gif[/img]

Some of the instructors at FSI went way overboard, requiring their students to have a flight bag larger than my suitcase. [img]/ubbthreads/images/graemlins/insane.gif[/img]

I personaly carry sectionals, AFDs (acctually I have a Jeppguide) and IFR aproach charts. Anything else stays on the ground.

kellwolf · October 3rd, 2004, 18:40

It might be due to the AIM half of the FAR/AIM. There's some useful info in there that can come in handy if you happen to forget it. I really see no need to look up FARs in the air. By the time you've gone through the fine print and found what you're looking for you've either a) crashed or b) already violated that FAR anyway.

mtsu_av8er · October 4th, 2004, 07:51

My students have to bring their libraries to the airport,then they leave them on the ground.

I used to bring alot of crap with me in the airplane (I still do on a long trip), but for training flights it's my headset bag, with a low enroute, sectional, plates, Altoids, a small bottle of hand lotion and digital camera!

thaina09123 · October 4th, 2004, 08:06

I usually have just headset and sectional chart. But since it's a checkride, I just have to look like "normal" to the examiner.

aviategw · October 5th, 2004, 13:09

Where do you keep your certificates and medical?

I've wound up keeping them in my logbook, which I carry with me. I don't trust leaving my logbook out of my sight, so it's not gonna stay at the FBO. Thus, for local flying, I fly with my headset and its bag, my logbook and certificates, and my kneeboard, which has all of my sectionals, terps, logs, etc. For XC stuff, I'll add the AIM/FAR, an A/FD, and additional assorted maps.

I still think I'm dragging around a little too much, but it's what seems to work.

av8rmsu · October 5th, 2004, 18:04

[ QUOTE ]
Where do you keep your certificates and medical?

I've wound up keeping them in my logbook, which I carry with me. I don't trust leaving my logbook out of my sight, so it's not gonna stay at the FBO. Thus, for local flying, I fly with my headset and its bag, my logbook and certificates, and my kneeboard, which has all of my sectionals, terps, logs, etc. For XC stuff, I'll add the AIM/FAR, an A/FD, and additional assorted maps.

I still think I'm dragging around a little too much, but it's what seems to work.

[/ QUOTE ]

I never fly with my logbook. My medical and certificates are in my back pocket.

I leave my logbook on my dresser at my house at all times.

jdflight · October 6th, 2004, 09:19

Logbook in a fireproof safe at home, certs & med in my headset bag.

I_WANNA_BE_ATP · October 6th, 2004, 14:23

[ QUOTE ]
My students have to bring their libraries to the airport,then they leave them on the ground.

I used to bring alot of crap with me in the airplane (I still do on a long trip), but for training flights it's my headset bag, with a low enroute, sectional, plates, Altoids, a small bottle of hand lotion and digital camera! <img src="http://forums.jetcareers.com/images/graemlins/grin.gif" alt="" />

[/ QUOTE ]
I can understand everything but the hand lotion

Do your students get out smiling???

Just kidding I know why you carry lotion

mtsu_av8er · October 6th, 2004, 15:00

[ QUOTE ]
[ QUOTE ]
My students have to bring their libraries to the airport,then they leave them on the ground.

I used to bring alot of crap with me in the airplane (I still do on a long trip), but for training flights it's my headset bag, with a low enroute, sectional, plates, Altoids, a small bottle of hand lotion and digital camera! <img src="http://forums.jetcareers.com/images/graemlins/grin.gif" alt="" />

[/ QUOTE ]
I can understand everything but the hand lotion

Do your students get out smiling???

[/ QUOTE ]

Depends on the student...sometimes, I get out smiling....

September 29th, 2004, 17:36	#1
FlyboyZR1 Junior Member Join Date: Feb 2004 Location: MN Posts: 97	More checkride questions These questions are leftover from my previous tech trivia thread, that nobody answered. Have at 'em! If you have a 12-volt 25 amp battery, and the alternator fails, how long will the battery provide usable electrical power? What makes the air moving over the top of the wing stay on the wing? How do you preflight the gyroscopic instruments? If we select gear up on the Piper Arrow and one of the gears does not fully retract, how do we identify which one is not fully retracted? List six signs of an approaching stall in a fixed-wing aircraft. Explain the long-term effects of overloading an aircraft. Is carburetor heat de-ice or anti-ice? Why? Do an airplane's state and federal registration expire, are they transferrable, and when do you need to change them? When we use an altimeter setting, what are we telling the altimeter?

September 29th, 2004, 18:45	#2
kellwolf Old Skool Join Date: Jun 2003 Location: Memphis, TN Posts: 13,252	Re: More checkride questions [ QUOTE ] Explain the long-term effects of overloading an aircraft. [/ QUOTE ] Crashing. Ask Aliyah. [ QUOTE ] Is carburetor heat de-ice or anti-ice? Why? [/ QUOTE ] Uh, both? I think it's technically de-ice since it's mainly to remove ice that's already formed, but I normally use it for anti-ice. If I go below the green arc on the tach, I'll pull the carb heat just in case.

September 29th, 2004, 18:54	#3
moxiepilot Old Skool Join Date: Aug 2004 Location: CFI / CFII in PA Posts: 2,573	Re: More checkride questions If you have a 12-volt 25 amp battery, and the alternator fails, how long will the battery provide usable electrical power? Depends on how much you are drawing from the battery at the time. What makes the air moving over the top of the wing stay on the wing? Laminar flow (or well behaved air..."Stay. Good boy.") How do you preflight the gyroscopic instruments? Tell them to remain seated at all times for ground operations, fasten seatbelts and no smoking. If we select gear up on the Piper Arrow and one of the gears does not fully retract, how do we identify which one is not fully retracted? Ask your passenger to get out and look. List six signs of an approaching stall in a fixed-wing aircraft. My flight instructor grabbing the controls, my flight instructor asking what I am doing... Explain the long-term effects of overloading an aircraft. The Atkins diet. Is carburetor heat de-ice or anti-ice? Why? Actually, neither. The carburetor is anti-Bush for a number of reasons. When we use an altimeter setting, what are we telling the altimeter? That we don't respect them as an instrument, but can be selfishly satisfied as long as they let us use them. [img]/ubbthreads/images/graemlins/banghead.gif[/img] Really Flyboy - Seriously, I do enjoy your tech trivia threads, please keep them coming. I'm too fried from the hurricanes to answer them correctly today, but will come back to it over the weekend to take a stab at it with my best guesses. [img]/ubbthreads/images/graemlins/smile.gif[/img]

September 29th, 2004, 23:10	#4
jdflight Senior Member Join Date: Aug 2001 Location: Boulder, CO (anywhere but Fresno) Posts: 1,477	Re: More checkride questions If you have a 12-volt 25 amp battery, and the alternator fails, how long will the battery provide usable electrical power? Depends how much you're drawing at the time. What makes the air moving over the top of the wing stay on the wing? There's a capping layer at some point which creates the laminar flow and thus the venturi effect. How do you preflight the gyroscopic instruments? Electric - listen for it to spool up. Then check all of them on taxi. If we select gear up on the Piper Arrow and one of the gears does not fully retract, how do we identify which one is not fully retracted? I'm with Moxie on this one. List six signs of an approaching stall in a fixed-wing aircraft. Six? Dang that's a harsh examiner. Explain the long-term effects of overloading an aircraft. Structural damage? Not sure what you're going for here. Is carburetor heat de-ice or anti-ice? Why? Both, depending on when you turn it on. Do an airplane's state and federal registration expire, are they transferrable, and when do you need to change them? Doesn't expire to my knowledge, and there's only one registration. It is transferrable upon change of ownership. When we use an altimeter setting, what are we telling the altimeter? Essentially what sea level pressure is.

October 1st, 2004, 11:15	#5
av8rmsu Senior Member Join Date: Aug 2003 Location: Pickwick Lake Posts: 448	Re: More checkride questions [ QUOTE ] What makes the air moving over the top of the wing stay on the wing? [/ QUOTE ] Coanda Effect

October 1st, 2004, 19:07	#6
FlyboyZR1 Junior Member Join Date: Feb 2004 Location: MN Posts: 97	Re: More checkride questions [ QUOTE ] Explain the long-term effects of overloading an aircraft. Structural damage? Not sure what you're going for here. [/ QUOTE ] I think some of the long-term effects of overloading an airplane include increased brake wear due to the longer ground rolls, increased fuel consumption, etc. [ QUOTE ] When we use an altimeter setting, what are we telling the altimeter? Essentially what sea level pressure is. [/ QUOTE ] I don't think we're telling it sea-level pressure, rather the pressure at the surface in the area where the airplane is flying.

October 1st, 2004, 19:44	#7
ananoman Senior Member Join Date: Dec 2002 Posts: 916	Re: More checkride questions [ QUOTE ] Quote: Explain the long-term effects of overloading an aircraft. Crashing. Ask Aliyah. [/ QUOTE ] Overloading an aircraft will result in a crash only if you are performance limited. If you are at high density altitude and load the aircraft so that it does not have adequate climb performance or requires a takeoff roll longer than the available runway, you are going to have a very bad day. However, Aliyah did not die because the aircraft was overloaded. At lower altitudes, overloading an aircraft will result in decreased performance, but this is not usually fatal. If you takeoff 10% overweight, then you can figure that your performance will be about 10% worse than normal. At sea level in a big twin, this is not a show stopper. What got Aliyah's pilot in trouble was that he loaded the aircraft to an extreme aft CG in addition to being overweight. If the yoke is full foreward and you can't keep the nose from coming up, you are dead. It can be argued that someone who is irresponsible and routinely overloads their aircraft will probably not carefully ensure that the aircraft is within C.G., but you can get away with alot if you are careful. On some of the record setting long distance flights done in light aircraft, pilots have taken off at twice max gross, but they had a long runway and knew what they were doing. The more likely long term problem is metal fatigue due to the increased stress imposed on the airframe. Normal production light planes are stressed to 3.8 to 4.4 G, so even loading an aircraft to twice its normal weight would not result in a structural failure. However, over time the additional stress would have an adverse effect. The landing gear and brakes would also face additional stress. A hard landing that would otherwise be tolerated by a correctly loaded aircraft could also cause damage. Larger transports are stressed to a much lower G level and are less tolerant of abuse. They also have problems since the added weight may exceed the capacity of the brakes during an aborted takeoff. Additional weight will also increase the V ref during landing and the required landing roll, as well as cause additional stress on the landing gear. An overweight landing inspection of a large aircraft is a time consuming and expensive process.

October 2nd, 2004, 11:35	#8
thaina09123 Junior Member Join Date: Aug 2004 Location: BKK --> CT --> FL Posts: 81	Re: More checkride questions Hi all, Got a similar question. My checkride is coming up and I did W&B. Came up that we're about 10lb over the limit with full fuel. I know i'll lose about 5lb for taxi what about other 5?Should I drain from lil' C-152? or just take a site seeing around the airport(on the ground) [img]/ubbthreads/images/graemlins/insane.gif[/img] thaina09123

October 2nd, 2004, 13:00	#9
E_Dawg Moderator Join Date: Apr 2002 Location: chicago Posts: 4,147	Re: More checkride questions Reweigh your flight bag. It just might come up 5lbs less than it did last time [img]/ubbthreads/images/graemlins/wink.gif[/img]

October 3rd, 2004, 12:22	#10
thaina09123 Junior Member Join Date: Aug 2004 Location: BKK --> CT --> FL Posts: 81	Re: More checkride questions Still need FAR/AIM in the flight bag though....I called my instructor and I'll see what he's suggesting, otherwise i can lose some fat... [img]/ubbthreads/images/graemlins/cwm27.gif[/img]

October 3rd, 2004, 14:44	#11
USMCmech Old Skool Join Date: May 2004 Location: Dallas TX Posts: 1,557	Re: More checkride questions [ QUOTE ] Still need FAR/AIM in the flight bag though.... [/ QUOTE ] I never understood the instructors that required their students to bring an entire library along on their flights. [img]/ubbthreads/images/graemlins/confused.gif[/img] It's not like you are going to look up FAR 61.1234 while you are trying to do turns around a point. [img]/ubbthreads/images/graemlins/wink.gif[/img] Some of the instructors at FSI went way overboard, requiring their students to have a flight bag larger than my suitcase. [img]/ubbthreads/images/graemlins/insane.gif[/img] I personaly carry sectionals, AFDs (acctually I have a Jeppguide) and IFR aproach charts. Anything else stays on the ground.

October 3rd, 2004, 18:40	#12
kellwolf Old Skool Join Date: Jun 2003 Location: Memphis, TN Posts: 13,252	Re: More checkride questions It might be due to the AIM half of the FAR/AIM. There's some useful info in there that can come in handy if you happen to forget it. I really see no need to look up FARs in the air. By the time you've gone through the fine print and found what you're looking for you've either a) crashed or b) already violated that FAR anyway.

October 4th, 2004, 07:51	#13
mtsu_av8er Old Skool Join Date: Dec 2002 Location: Utopia Posts: 12,403	Re: More checkride questions My students have to bring their libraries to the airport,then they leave them on the ground. I used to bring alot of crap with me in the airplane (I still do on a long trip), but for training flights it's my headset bag, with a low enroute, sectional, plates, Altoids, a small bottle of hand lotion and digital camera!

October 4th, 2004, 08:06	#14
thaina09123 Junior Member Join Date: Aug 2004 Location: BKK --> CT --> FL Posts: 81	Re: More checkride questions I usually have just headset and sectional chart. But since it's a checkride, I just have to look like "normal" to the examiner.

October 5th, 2004, 13:09	#15
aviategw Junior Member Join Date: Apr 2004 Location: Atlanta Posts: 266	Re: More checkride questions Where do you keep your certificates and medical? I've wound up keeping them in my logbook, which I carry with me. I don't trust leaving my logbook out of my sight, so it's not gonna stay at the FBO. Thus, for local flying, I fly with my headset and its bag, my logbook and certificates, and my kneeboard, which has all of my sectionals, terps, logs, etc. For XC stuff, I'll add the AIM/FAR, an A/FD, and additional assorted maps. I still think I'm dragging around a little too much, but it's what seems to work.

October 5th, 2004, 18:04	#16
av8rmsu Senior Member Join Date: Aug 2003 Location: Pickwick Lake Posts: 448	Re: More checkride questions [ QUOTE ] Where do you keep your certificates and medical? I've wound up keeping them in my logbook, which I carry with me. I don't trust leaving my logbook out of my sight, so it's not gonna stay at the FBO. Thus, for local flying, I fly with my headset and its bag, my logbook and certificates, and my kneeboard, which has all of my sectionals, terps, logs, etc. For XC stuff, I'll add the AIM/FAR, an A/FD, and additional assorted maps. I still think I'm dragging around a little too much, but it's what seems to work. [/ QUOTE ] I never fly with my logbook. My medical and certificates are in my back pocket. I leave my logbook on my dresser at my house at all times.

October 6th, 2004, 09:19	#17
jdflight Senior Member Join Date: Aug 2001 Location: Boulder, CO (anywhere but Fresno) Posts: 1,477	Re: More checkride questions Logbook in a fireproof safe at home, certs & med in my headset bag.

October 6th, 2004, 14:23	#18
I_WANNA_BE_ATP Senior Member Join Date: Jul 2004 Location: 3rd Rock From the Sun Posts: 841	Re: More checkride questions [ QUOTE ] My students have to bring their libraries to the airport,then they leave them on the ground. I used to bring alot of crap with me in the airplane (I still do on a long trip), but for training flights it's my headset bag, with a low enroute, sectional, plates, Altoids, a small bottle of hand lotion and digital camera! <img src="http://forums.jetcareers.com/images/graemlins/grin.gif" alt="" /> [/ QUOTE ] I can understand everything but the hand lotion Do your students get out smiling??? Just kidding I know why you carry lotion

October 6th, 2004, 15:00	#19
mtsu_av8er Old Skool Join Date: Dec 2002 Location: Utopia Posts: 12,403	Re: More checkride questions [ QUOTE ] [ QUOTE ] My students have to bring their libraries to the airport,then they leave them on the ground. I used to bring alot of crap with me in the airplane (I still do on a long trip), but for training flights it's my headset bag, with a low enroute, sectional, plates, Altoids, a small bottle of hand lotion and digital camera! <img src="http://forums.jetcareers.com/images/graemlins/grin.gif" alt="" /> [/ QUOTE ] I can understand everything but the hand lotion Do your students get out smiling??? [/ QUOTE ] Depends on the student...sometimes, I get out smiling....

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