Help PPL Aircraft General Exam

[Jonese]

Hi

I'm having a bit of difficult with passing my Aircraft General PPL(h) exam and was wondering if you can answer a few Questions for me (as this is my final exam):-

Where is the Hydraulic Pressure sensor located (input/output of pump)?
Certificate of Airworthiness – Minor amends made by a PPL needs to be checked by?
Certificate of Airworthiness – Amends to control mechanism need to be checked by?
Helicopter VNE is determined by?
Switching the main power turns off (something about spark plug or magnetos).
Experience negative G and how to combat (cyclic forward/backward etc).

Thanks

[borjaracing]

Hi Jonese,

I`ll try to give you an answer as far as I know. Just did my CPL(H) exams (second time over), and can recall some of the questions you asked. Forgive me, experienced pilots, because what you have to know to pass the exams difers slightly from reality , I know this as a matter of fact.....

1)The hidraulic sensor is located after the pump, whereas the manifold pressure sensor (bellow´s type) is located in the pipe leading to the cylinder, just before the intake valve.

2)Minor amendments made by a PPL can be cross-cheked by either a CPL or an LAME (or TMA in JAR mode)

3)Amendments to control surfaces and mechanisms have to be checked by a maintenance engineer (no need to say, who´s certified for the a/c type)

4)Helicopter VNE: This is the "biggie" . As I´ve seen written somewhere, if you ask this kind of question to, say 5 helicopter pilots, you will get at least 6 different answers (always n+1) . However, if the test is multi-choice one, I´d go for the retreating blade stall answer. But it could be due to flap-back, sonic problems at the tip of the blade, etc, it all depends on the helicopter type... It´s in turn determined by Density Altitude and All Up Weight (the higher these factors, the lower the VNE)

5)Low-G: Always experienced as a rather abrupt forward movement of the ciclyc, normally at top of a climb, or pulling collective at the bottom of descent. The way to counter act it is by lowering collective/gentle aft cyclic to reload the disc, and then as you regain control, correct for the unwanted roll and yaw, the direction of wich will depend upon the rotating sense of the rotor (americans, anti-clockwise, europeans, clockwise)

Hope that helps, now I´ll go and hide before the true pilots start calling me nasty things......

[Stringfellow Dork]

And switching off/failure of the main electrics does NOT affect the magnetos nor subsequently the spark plugs. The engine drives the magnetos which create the electricity for the spark plugs to create the ignition spark - self-sustaining if you like. Flick your master switch off and the engine still runs!

[Bladecrack]

Full title of exam is Aircraft General & Principles of Flight (H)

BC.

[Benet]

Helicopter VNE

Helicopter VNE is determined by:

- Stall speed on the retreating blade
- Mach effects on the advancing blade
- Cyclic travel limit

[Whirlygig]

I thought the JAA PPL(H) exams are:

- Nav
- Met
- Air Law
- Flight Perf & Planning
- Principles of Flight
- RT
- HP&L

And, of course, the type rating exam!

Cheers

Whirls

[Bladecrack]

Whirls,
The 'type rating exam' is for a type conversion, e.g. going from an R22 to R44, however as I understand it, the only type specific questions for a PPL(H) are at the discretion of the examiner on the day of the test as it is assumed the type specific knowledge is gained on the type used during PPL training.
BC.

[Whirlygig]

I could have sworn I sat a type specific paper for my PPL!

Cheers

Whirls

[borjaracing]

Apologies

My apologies to Jonese and colleagues. I have to rectify on the low-g explanation, as was rightfully pointed out to me by Jonese. I´ll include here the correction made.

Borja
In your post about exam answers.
How does

or pulling collective at the bottom of descent

have anything to do with Low G ?
It could be my misinterpretation of your post, but thats sounds definitely like very Positive 'G' to me.
Not trying to be an arse, just don't want someone getting a wrong idea about whats dangerous or not based on a forum post. Please feel free to correct me by PM.
V.





VeeAny, thanks for your correction, you´re indeed right about it. I might have not explained myself properly. What I meant was that an agressive pull-up at bottom of descent could lead to a possitive G condition, which for a R22 could be a dangerous situation, not as much as low G at top of climb. I also was thinking about the correct maneouvre in a heli, when you´re to level off at top of climb, which as you know, should be lowering collective, rather than pushing cyclic forward.
I thank you again for your safety oriented correction and by no means I think you are a smart ass. As I said on my first post, we were talking about exams, not reality . Sadly, JAA has not got it right just yet.
I´ll post this with your correction, to clarify the matter.
Safe flying!!

Borjaracing

[Jonese]

"I have to rectify on the low-g explanation, as was rightfully pointed out to me by Jonese."

Not pointed out by me?

I finally passed my exam after the 3rd attempt and now all the theory exams are done - just the practical exam to do and then hopefuly I can finally get my licence.

Thanks for all the replies