Decision altitude (precision), the altitude at which a decision must be made during an ILS, MLS, or PAR instrument approach to either continue the approach or to execute a missed approach.

To protect the engine from blowing up as it is easy to open the throttles to far during take off at sea level.

A turbo charger is externally driven by exhaust back pressure turning a turbine which in turn drives a compressor in the induction manifold to increase the air pressure (constant volume, higher pressure) and is controlled by waste gate.

A supercharger is internally driven by the propellor shaft to compress mixture and is controlled by RPM.

Carb icing can occur with temperatures as high 30°C and humidity as low as 50%, but it is more likely when below 20°C and high humidity, especially during low power settings.

N1= Low pressure compressor spool or fan rotation speed. Usually expressed as a % of Max N1.

N2= High pressure compressor rotation speed.

EGT= Exhaust gas temperature, indicates the temperature at the first stage of the turbine, which is the most critical temperature in the engine.

EPR= Engine pressure ratio of the inlet to the jet pipe, displayed on the EPR gauge to use as a parameter for setting engine thrust

A variable pitch propeller provides an optimum angle of attack for the propeller blades for a longer range which reduces fuel usage. Fixed pitch propellers are easier to produce and maintain, but reach maximum efficient at only one specific airspeed.

A wing tip is the part of the wing that is the most distant from the fuselage of a fixed-wing aircraft.

Example answer for a candidate with previous Seneca experience:

Weights:

Max all up weight – take off 4570lbs Max all up weight – landing 4340lbs Empty weight - 2830lbs Usefull load - 1740lbs

Speeds:

Clean stall 66kts with flaps 60kts Vyse 89kts Cruise 140kts gear raising 107kts – lowering 129kts. Vne 195

The 6 cyclinder teledyne continental turbo- charged, fuel injected engines provide 200 hp at 2575.

Left engine rotated clockwise and right anti clockwise.

No critical engine, RayGay turbo’s 42” MAP, 40” limit at lower levels, cowl flaps provide cooling and has 3 positions, open mid and closed.

Avgas 100/130

Props 2 or 3 blade, constant speed, hydraulically actuated, fully feathering.

Oil keeps props at fine pitch, gas and air keep the rpm towards feather. Takes 6 seconds to feather and must happen before locks engage at 800 rpm.

Limit load factor 3.8G

Fuel 2 x 54 (64US) gallons tanks 8 quarts oil max 6 Min

Retractable gear – hydraulic pumps – electrically driven. 6-7 seconds transit

Nose gear has 27 degrees castor.

Main wheels 55psi, nose wheel 31psi

Cable operated controls, all moving stabilator with anti servo tab which acts as a trim.

Frise ailerons and differential ailerons, up more than down.

Manual flaps, 3 settings, 10, 25, 40 degrees.

4.5” – 5.2” hg suction – AH, DI.

Heated lift deflectors and stall warners, anti ice.

Induced drag and its wing tip vortices are a direct consequence of the creation of lift by the wing.

Since the Coefficient of Lift is large when the Angle of Attack is large, induced drag is inversely proportional to the square of the speed whereas all other drag is directly proportional to the square of the speed.

The effect of this is that induced drag is relatively unimportant at high speed in the cruise and descent where it probably represents less than 10% of total drag. In the climb, it is more important representing at least 20% of total drag. At slow speeds just after take off and in the initial climb, it is of maximum importance and may produce as much as 70% of total drag.

Finally, when looking at the potential strength of wing tip vortices, all this theory on induced drag must be moderated by the effect of aircraft weight. Induced drag will always increase with aircraft weight.

Minimum decent altitude (non-precision), the lowest altitude, expressed in feet above mean sea level to which descent is authorised on final approach or during circle-to-land maneuvering in execution of a standard instrument approach procedure where no electronic glideslope is provided.

If not visual between MDA and MAPt, a Go-around must be initiated.