101. 122.9.
102.
122.5 for emergencies
122.2.
103.
122.0.
104.
90 days.
105.
Logbook and student pilot certificate.
106.
Three takeoffs and landings (full stop) in the category
and class within the preceding 90 days.
107.
1500' and 3 miles visibility.
108.
Torque is decreased, and a slight amount of left rudder
pressure must be applied. If too much is applied, the horizontal
component of lift will outweigh centrifugal force and the
airplane will enter a slip to the right.
109.
Blue discoloration of skin, fingernails and lips. A
possible symptom of hypoxia.
110.
Hypoxia is the result of insufficient oxygen.
Hyperventilation is the result of insufficient carbon dioxide.
111.
Cabin altitudes over 5000'
A vitamin A deficiency
Carbon monoxide from smoking or exhaust fumes.
112.
Assistance is available, upon request, through the
medical examiner and the local Flight Standards District Office.
113.
Hypoxic hypoxia results when there is insufficient
oxygen in the atmosphere. Anemic hypoxia occurs when the blood is
unable to carry enough oxygen.
114.
Symptoms vary with the individual, but they can include
a feeling of euphoria, dizziness, rapid breathing, cyanosis, or
sweating. Anemic hypoxia can be caused by excessive bleeding, a
diet deficiency, or carbon monoxide poisoning. Selecting a lower
altitude is recommended.
115.
Hyperventilation results from a lack of carbon dioxide,
usually from rapid breathing. Symptoms are similar to those
suffered under hypoxia. Breathing normally is the best prevention
and the best cure. Talking out loud or breathing into a paper bag
should help. Recovery is usually very rapid.
116.
Normally, the Eustachian tube keeps pressure equalized
between the ear canal and the middle ear. The air pressure in the
Eustachian canal increases (relatively) in a climb and decreases
in a descent. The Eustachian tube opens more easily when letting
pressure out, so descent is usually more painful. While
descending, try closing the mouth and nostrils and blowing. This
equalizes the pressure (the Valsala technique). If one has a
cold, an ear infection, or a sore throat then flight could be
very painful and even dangerous. Nose drops or nasal sprays may
be helpful, but they must be acceptable for aviation.
117.
Spatial disorientation results when your brain receives
conflicting messages from your sensory organs. t is an incorrect
mental image of your position, attitude, or movement. Not to be
confused with vertigo, which is a physiological problem, spatial
disorientation is merely a misinterpretation of stimuli. When
suffering from spatial disorientation, rely on the instruments.
118.
During a turn, the fluids stabilize and you feel like
you are in straight and level flight. This illusion can cause one
to enter a spiral descent.
119.
One of the most deadly, this is the result of a rapid
head movement during a turn.
120.
The most common illusion. This is the result of a rapid
recovery from a bank, which results in the sensation that one is
turning in the opposite direction.
121.
A result of rapid acceleration or deceleration. Rapid
acceleration may produce the illusion that one is in a nose high
attitude. Rapid deceleration produces the opposite illusion.
122.
An abrupt change from a climb to straight and level
flight creates the illusion that one is tumbling backwards.
123.
4 to 20 flashes per second (a prop rotating at 400-1200
RPM can produce this effect) can cause disorientation known as flicker
vertigo.
124.
Caused by the brain receiving conflicting messages about
the state of the body. Most common symptoms are dizziness,
nausea, and sweating. Remedies vary: reclining the head, cool
air, relieving anxiety (by explaining all actions to passengers
suffering from motion sickness, or diverting their attention to
landmarks outside the plane).
125.
Carbon monoxide poisoning prevents oxygen from attaching
itself to hemoglobin and can lead to anemic hypoxia. It takes up
to 48 hours for the body to dispose of carbon monoxide. Symptoms
are loss of muscle power, headaches, dizziness. Can result in
death. If suspected, turn off heater, open vents, use oxygen if
available, select a lower altitude.
126.
Decompression sickness (the bends) occurs when
the nitrogen absorbed during a scuba dive comes out of solution
and forms bubbles in the tissues and bloodstream, much like
uncorking a soda bottle. For flights below 8000', scuba divers
should wait 12 hours after an uncontrolled descent and 24 hours
after decompression stop diving. For flights above 8000' MSL
divers should always wait 24 hours.
127.
The window in an altimeter in which the barometric
pressure is set.
128.
Aviation Routine Weather Report.
129.
Detonation may occur.
130.
A body at rest tends to remain at rest, and a body in
motion tends to remain in motion at a constant speed in a
straight line, unless acted on by an outside force.
131.
The color="#22165A" A
cceleration of a color="#22165A" M
ass is directly proportional to the
color="#22165A" F orce and
inversely proportional to the color="#22165A"
M ass. A=F/M.
132.
For every action there is an equal and opposite
reaction.
133.
Vy occurs where there is the largest difference between
thrust horsepower available and thrust horsepower required.
134.
Vx occurs where there is the greatest difference between
thrust and drag.
135.
Downwash causes the relative wind to be deflected
downward in the vicinity of the wing, resulting in the average
relative wind.
136.
The angle between the free airstream relative wind and
the average relative wind. The greater the induced angle of
attack, the greater the induced drag.
137.
25-30%.
138.
190-535kHz.
139.
108.0-117.95 MHz.
140.
118.0 to 135.975 MHz.
141.
122.75 and 122.85 MHz.
142.
122.925 MHz.
143.
Zero.
144.
The airspeed indicator will react like an altimeter.
145.
Airspeed will indicate lower if you climb, higher if you
descend
The altimeter will freeze
The VSI will freeze.
146.
_ . ... _ (long, short, short-short-short, long).
147.
A contact approach can ONLY be initiated by the pilot.
148.
A visual approach MAY be assigned by a controller.
149.
1200' AGL to 18,000' MSL vertical, and within 4 nautical
miles of the centerline horizontal.