The one question a remember from my commercial checkride, quite some time ago...
If you have two identical airplanes at the same altitude and location, one at minimum flying weight and the other at Maximum gross weight, which one will glider farther?
Brian
I think
@James331 gave this one away for me, but I think my original guess without even thinking would be the heavier plane would glide less. Then I thought well, why should weight matter in this case if you are within tolerances (not PAST max gross). Glide distance should be the same in either case as long as you're able to maintain best glide (aren't loaded too far aft, etc). With a heavier plane you would have a higher stall speed though correct? So you'd have to a be a bit more conscious of load factor, etc.
Along the same lines but different. Two identical airplanes at the same power settings, altitude, and location. Both at the same weight. One at forward CG limit, one at aft CG limit. Which one is faster and why?
Okay, it was the DPE's hint of what he was going to include on the oral. Not he oral itself 'cause I canceled the ride. Long story.
I tried this out with myself in the Cherokee I used to own. Before counter-balancing the CG, it was pretty much full forward with me and another person. The more I balanced it out, the faster it went, BUT I noticed it was also a bit tricker to control. So I'd guess farther aft = faster but less "stable".
@jordane93: Thanks! The concept of a constant speed prop was alien to me before I even got into an Arrow, but the more I fly the more I actually really like it. I prefer manual transmissions though in cars and I work in IT so I'm a bit of a control freak anyway..
@Walboy : I have pretty much no chance of the DPE missing anything I do (or don't do). He's the same guy I flew with for my PPL and instrument so he already knows my tendencies heh..For inop equipment I'm trying to remember the acronym but it's "disabled", placarded and marked as such in the logs. If it's on a MEL or required by an AD or ATOMATOFLAMES FLAPS GRAB CARD, etc..then you'd need a ferry permit to get it to a repair shop which you can get from the local FSDO. I've been watching a few CPL videos and I have the King course which does seem to bring up a few scenarios, but yeah there are FAR more little details then I would have though about flying for hire.
@Taildragger: Thanks, yeah I think I should get a tattoo or something to help me remember the airspace cloud requirements at a minimum
Was a while ago but I recall the examiner had various questions that might come up when working with different planes in different conditions:
Something isn't working on the plane how do you know if it's legal to fly without it?
ATOMATOFLAMES, FLAPS, GRAB CARD, MEL, AD, Special requirements by the plane, probably missing one..
How would you go about getting a ferry permit to move an un-airworthy plane? What information is needed?
Thanks for reminding me to look that up:
There's a form, 8130-6 you can fill out for that.
1.) Purpose of the flight. 2.) Proposed itinerary. 3.) Essential crew required to operate the aircraft. 4.) The ways, if any, in which the aircraft does not comply with the applicable airworthiness requirements. 5.) Any other information, requested by the Administrator, considered necessary for the purpose of prescribing operating limitations.
1.) A current copy of the aircraft Airworthiness Certificate. 2.) A current copy of the aircraft Registration. 3.) Date of the last annual inspection (copy of that log book page) 4.) A copy of the last Aircraft Log Book entry, stating that this aircraft has been inspected and is in a safe condition to fly/ferry and that all applicable AD's have been complied with and or a listing of the AD's that have not been complied with, signed by an FAA certificated, A&P Mechanic or Part 145 Repair Station. Additional items that may be requested: 1.) A current copy of the front page of the aircraft and engine/s log book, with all entries completed, (i.e. Aircraft / Engine/s / Propeller/s Manufacture, Model, serial number, etc.). 2.) A current copy of the
What is the difference between a service bulletin and airworthiness directives? Who issues them and do you need to comply with them?
IIRC, AD's are must comply with immediately or within the time period specified to maintain airworthiness on the aircraft. Non compliance renders a plane unairworthy, they are issued by the FAA. Service bulletins I had to look up again. They are to notify you of modifications that can be made on an aircraft, from the manufacturer.
You need to add oil during a ferry flight and the airport doesn't have the grade the plane typically uses. Can you mix oil grades?
Yes, you can.
You're going into a very short field, what is the relation between the take off and landing distance of the plane?
Had to look this one up as well. I know the effects dry/soft/density altitude, etc have on the takeoff and landing distance, but didn't really consider how they relate to each other. I think I found part of the answer in the Pilots Handbook of Aeronautical Knowledge:
The speed (acceleration and deceleration) experienced by any object varies directly with the imbalance of force and inversely with the mass of the object. An airplane on the runway moving at 75 knots has four times the energy it has traveling at 37 knots. Thus, an airplane requires four times as much distance to stop as required at half the speed.
Thanks guys..you are making me work and I appreciate it!
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