Post Class Material:

• AOPA AIRSPACE FOR EVERYONE…. http://www.aopa.org/asf/publications/sa02.pdf
  
  
• TRSA introduced
  
  
• Good review of other airspace including MOA, Restricted, Military, Prohibited and TFR (Temporary Flight Restrictions) as well as Intercept Procedures….and yes you gotta know them
  
  
• Airspace Flash Cards are a good memorization / recollection tool: http://www.aopa.org/asf/publications/flashcards/airspace.pdf
  
  
• Retake Know Before You Go…. And do the Wings Certificate..turn in completed certificate to me.
  
  
• AOPA ‘KNOW BEFORE YOU GO’: http://flash.aopa.org/asf/kbyg/swf/flash.cfm?

AIRCRAFT COMPONENTS

• Main / central portion of aircraft
• Left/Right forward of wing and Left/Right rearward of wing 
• Canopy
• Tow Hooks: Nose & c/g
• Motor/jet 

• Ailerons 
• Flaps 
• Spoilers
• Fuel tanks 
• Water tanks 

• Vertical Stabilizer and Rudder 
• Horizontal Stabilizer and Elevator 

• Main, usually located near the c/g or balancing point 
• Outrigger located at the tips or under the wing 
• Tail 
• Skids: nose, tail, wingtip 

FLIGHT INSTRUMENTS

• Least Expensive, most useful for efficient flying which is ‘coordinated flight’ 
• Yaw string ‘points to’ the rudder to step on to correct for yaw 

• Acceleration Errors (east - west errors) 
• North South flight no error 
• Speed up - north turn indicated
• Slow down – south turn indicated 
• Turning Errors (north – south errors) 
• Caused by compass dip
• Turns from North LAG
• South from South LEAD 
• Magnetic VARIATION
• Compass follows earth’s magnetic fields which VARY FROM TRUE NORTH
• Aeronautical charts indicate LINES OF Variation They “VARY FROM PLACE TO PLACE” 
• Magnetic DEVIATION 
• Caused by other magnetic interference - aircraft related
• Caused by DEVIANT AIRCRAFT MECHANICS
• Correction Card required 
• Compass correction card required 

ATMOSPHERIC PRESSURE RELATED INSTRUMENTS 

• Much like the hands of a clock, Big hand HUNDREDS, Small hand THOUSANDS, Smaller indicator for TENS OF THOUSANDS 
• Adjusting knob (needed because atmospheric pressure is always changing) 
• Kohlsmann Window used to ‘set’ the pressure altitude 
• Approximately 1000 ft change for every 1.00”/Hg in setting 29.15 to 30.00 equals approx 850 ft increase in altitude shown 
• Connected to the Pitot Static System 
• Should be recalibrated/replace when varies more than 75ft 
• Altitude is based on the fact that atmosphere higher is less dense 
• Indicated Altitude is the altitude shown by the altimeter when set per ‘altimeter setting’ from AWOS, ATC, field elevation, etc. 
• True Altitude is the distance above sea level 
• 4,500 MSL 
• Aeronautical charts are in TRUE ALT 
• Absolute Altitude is WHERE YOU REALLY ARE ABOVE TERRAIN 
• 3580 AGL 
• Pressure Altitude is the altitude you set to get your INDICATED ALTITUDE 
• based on a theoretical temp of 15C/59F and 29.92 “/Hg 
• Density Altitude is Pressure Altitude corrected for non standard temp 

• Measures a rate of change of atmospheric pressure and converts it into units of CLIMB OR SINK 
• Determines if we are climbing or sinking 
• Connected to a reference flask and the static pitot 

• Measures ram air pressure and converts it to a measurement of AIRSPEED 
• Ram air pressure changes with altitude thus giving a slower than actual speed the higher we fly 
• INDICATED AIRSPEED is based on standard temp and pressure (15C/59F and 29.92 “/Hg)
• TRUE AIRSPEED greater than indicated at approx 2%/1000 feet of altitude 
• Standardized markings since 1945 to clearly mark 
• Green arc (normal operating range, stall speed at bottom and MAX STRUCTURAL CRUISE SPEED at top 
• Yellow arc (ONLY IN SMOOTH AIR) 
• Red LINE (NEVER EXCEED) 
• White arc (FLAPS SPEEDS…upper for max flap deployment; lower for stall speed with flaps and landing gear extended)