Private Pilot ACS
Category, Class. Type
Airplane, single engine land, Cessna 172 certificate
Requirements for a private pilot cert (Part 141 append. B)
35 hours flight training
Aeronautical knowledge exam
3 hours of night flight
One cross country more than 100 nautical miles.
10 takeoff, 10 landing to a full stop
3 hours of instrument flying
3 hours within 60 days of practical test.
Privileges and Limitations of a private pilot certificate
PSCRIPT
Pro Rata
Salesman
Charity
Rescue
Incidental to a business, which if flying incidental to a business, you
could be reimbursed as long as you aren’t flying property.
Production
Towing a glider
Currency vs Proficiency
Currency is being legal to fly, whereas proficiency is competency to fly
the aircraft.
Re quired documents
Pilot certificate, medical, and government issued photo ID.
Logbook with endorsements for student solos.
Medicals
Under 40
First class privileges 12 calendar months or a second class 12 calendar
months and then drops to third class for the remaining 48 calendar
months.
Over 40
First class privileges for 6 calendar months, or a second class for 12
calendar months. 24 calendar months for a third class medical.
Basic Med
An alternative to an FAA medical.
To qualify you must:
Have held a medical from the FAA after July 14th, 2006.
Complete the medical examination course, along with a medical exam
from a licensed physician.
Night operations
Sunset to sunrise
To log night time is the time between evening civil twilight to morning
civil twilight.
ECT is suns center is 6 degrees below the horizon
To log night landings is 1 hour after sunset, 1 hour before sunrise
We use rods for vision at night, we have a “night blind spot” in the
center of our eyes so we use peripheral vision to scan for traffic.
Required airplane documents
ARROW
Airworthiness certificate: does not expire, as long as the required
inspections and adheres to its TCDS.
Registration
Radio (for international)
Operating handbook
Weight and Balance
Required Inspections
AV1ATES
ADs,
Annual
VOR 30 days IFR
100 hour
Altimeter/ static system 24 calendar months IFR
ELT 121.5
Service bulletins / AD
Bernoullis Principle
Low pressure over the top of the wind, high pressure on the lower part
of the wing. The pressure differential wants the high pressure to meet
with the low pressure over the wing and create that lift
Aerodynamics
Turning: Ailerons roll to cause bank, adds that horizontal lift
component to the lift vector, to counteract this, back pressure will be
needed to increase the vertical lift to stop the plane from descending.
This equalizes the weight and vertical lift component. The AOA will
need to be progressively increased to support the weight in the turn.
Will need rudder in direction of the turn to compensate for yaw outside
of the turn, also known as adverse yaw.
Adverse yaw: Rolling into a bank, the outer wing will create more drag.
The lift vector of
the outer wing is higher, increasing induced drag. Creates yaw in the
opposite direction.
Thrust will needed to be increased to compensate for airspeed loss at
high bank angles. It is proportional to the bank as well.
Slipping Turns: ball low of the turn, pulls aircraft inside of the turn
Skidding turns: ball high of the turn, aircraft pulled outside of the turn
Stalls:
Chord line exceeds the critical angle of attack. Cannot generate
adequate lift to sustain level flight. Straight wing aircraft are designed
to stall from the root to the wingtip.
Drags
Parasite:
Induced: inherent whenever an airfoil is producing lift. The lateral flow
outwards creates wingtip vortices, or wake turbulence that trail the
airfoil. High angle of attacks increase induced drag, which also
increases these wingtip vortices.
“Heavy, clean, and slow” are peak wingtip vortices
These vortices drift with the direction and speed of wind. Stay upwind
of the aircraft.
Ground Effect
Within a wingspan of the ground, an aircrafts induced drag and wingtip
vortices interfere with the earths surface. This “traps” the air between
the wing and the ground causing that floating.
Stability
Static
Positive: aircraft will want to return to equilibrium
Neutral: remain in new condition after equilibrium is disturbed
Negative: continue away from the original state after being disturbed.
Dynamic
Also positive, neutral and negative.
Maneuverability and Controllability are most effected by stability.
Atmospheric Stability
In an unstable lapse rate, air continues to rise away from its starting
point causing an unstable atmosphere. Cumulus clouds and turbulence
can be expected.
Props
A propellor is twisted so the outer parts travel faster than the portions
near the hub. The tips travel faster.
Torque and P factor. Involved newtons third law, the prop and internal
engine parts are moving to one direction, the right, an equal force is
trying to push the opposite direction.
P factor downward moving blade bite is greater than the upward
moving blade causing a left yaw.
Spiraling slipstream. Corkscrew effect from the prop wash hitting the
left vertical stabilizer.
Precession. The propellor acts as a gyroscope, and a force is applied to
deflect the prop out of rotation which is felt 90 degrees ahead of the
rotation causing a yaw.
Fuel Injected System
In a FI system, fuel is injected directly into the cylinders.
Spark ignition system. Cessna 172 ignition system provides a spark
that ignites the fuel air mixture into the cylinders. Made up of
magnetos, sparkplugs, high tension leads and ignition switch.
Oil system: cleans, cools, seals, lubricates the engine. C172 is a wet
sump system, and is located in a sump that is integral to the engine
through a pump.
Fuel system: gravity forces transfer the fuel from the tanks to the
engine.
Electrical: 28 volt direct current system. 24 volt battery, 60 amp
alternator.
NAS
Class E: Unmarked on sectional, base 1200 AGL extending to FL180
MSL and airspace above FL600.
Inside of a magenta vignette, class E starts at 700 feet agl.
Inside of a dotted circle, class E starts at the surface
Blue vignette, E starts at 14500 MSL.
Turbulence
Convective: Turbulence can be expected on warm summer days when
the sun heats the earth's surface unevenly.
Mechanical: Wind traveling through mountain ranges cause turbulence
Wind shear: sudden change in wind speed and direction
Icing
Instrument Pitot tube ices
Surface: ice on the wings
Induction system: inside of the engine induction ices over
Grows weight, spoils lift, drag increases
Stalling speed increases
Frost: does not change the basic aerodynamic shape of the wing, but
the roughness of its surface spoils the smooth flow of air. Prevents
aircraft getting airborne at a proper airspeed.
Inoperative equipment
We adhere to 91.205, so if it is not part of Atomato flames we would
check 91.213, inoperative equipment. If it doesn’t mention that then
we are good there.
Check the MEL and the KOELs if applicable.
Next, we would check the airworthiness directives to see if it is
mentioned anywhere in the AD.
SAIBs which are Special Airworthiness Information Bulletins educate,
recommendations, and alerts the aviation community.
If our inoperative equipment was to be found on these lists and we
cannot legally fly, we would need to call the FSDO for a special flight
permit to legally fly the aircraft. We would ask for the DAR, or the
designated airworthiness representative
Crew Resource Management: started because of crashes with captain
in charge.
C172 System
Prop is 76 inches diameter made by McCauley, fixed pitch.
Differential and Frise ailerons
They deflect 20 degrees upward 14 degree downward
Slotted flaps
Minimum turning radius 27 feet.
Airspeed indicator:
Ram air to the diaphragm, static pressure to the case
Altimeter: Aneroid wafer set to 29.92, expands and compresses to
measure the difference in pressures.
VSI: Measures difference between static pressure that is subject to
calibrated leak every 6-9 seconds.
Wingtip vortices: Wind moving outward meets up on the wingtips
causing those vortices.
Load factor: turning and maintaining altitude.
Brake system: hydraulic actuated single disc brake system.
