FAA Flight Engineer flashcards

31 cards. Read the term and the definition here. The deck at the top of this page is optional.

Detonation cause

Uncontrolled explosive ignition of the fuel-air charge after spark, caused by low octane fuel, high manifold pressure with low RPM, lean mixture at high power, or high inlet air temperature.

Preignition

Ignition of the charge before the spark, usually from a hot spot such as a carbon deposit or overheated plug. It can occur at any power setting and cannot be corrected by enriching the mixture.

Best power mixture

Mixture setting approximately 100 to 150 degrees Fahrenheit rich of peak exhaust gas temperature, producing maximum power for a given throttle setting.

Turboprop torque

The primary power indication for a turboprop engine, measured as shaft torque. The power lever controls fuel flow and thus torque; the condition lever controls propeller RPM.

N1 versus N2

N1 is the fan or low-pressure spool speed and is the primary thrust indication on most turbofans. N2 is the high-pressure spool speed, used for start and limit monitoring.

Hung start

A turbine start in which the engine lights off but fails to accelerate to idle RPM, usually from insufficient bleed air or fuel scheduling. Abort the start and motor the engine to clear fuel.

Hot start

A turbine start in which exhaust gas temperature exceeds the limit, typically from too much fuel or too little airflow. Shut off fuel, continue motoring, and report the exceedance.

Cabin differential pressure

The difference between cabin pressure and outside ambient pressure. It is the structural limit for the pressure hull, distinct from cabin altitude itself.

V1 decision speed

The speed at which a takeoff may no longer be safely aborted. Before V1 an abort is permitted; after V1 the takeoff is continued.

VMC minimum control speed

The minimum airspeed at which the airplane remains controllable with the critical engine inoperative and the other at takeoff power, with the specified bank angle and configuration.

Identify-verify-feather

The engine-out sequence in a multiengine airplane: identify the failed engine, verify by control response and instruments, then feather. This order prevents feathering the wrong engine.

Engine fire memory items

Pull the fire handle, shut off fuel and bleed air, discharge the agent, and if the fire persists, land as soon as possible per the checklist.

Emergency descent speed

Descend at the maximum allowable speed (VMO or MMO) or the turbulent-air penetration speed if turbulence is present, to 10,000 feet or the minimum en route altitude.

Wind shear escape

Apply maximum thrust, set the pitch for the stick shaker or manufacturer target, and do not change gear or flap configuration until clear of the shear.

Upset recovery order

Unload by reducing angle of attack, roll to level with coordinated controls, then recover pitch. Do not add power before unloading in a nose-high low-energy state.

Sterile cockpit

A rule prohibiting nonessential conversation and activity during taxi, takeoff, approach, and landing, typically below 10,000 feet, to keep attention on flight safety.

Threat and error management

A framework in which crews identify threats, trap errors before they propagate, and debrief undesired aircraft states to prevent accidents.

Critical engine

The engine whose failure most adversely affects performance, determined by P-factor, accelerated slipstream, spiraling slipstream, and torque. On most conventional twins it is the left engine.

Asymmetric thrust yaw

An engine failure creates a yawing moment toward the dead engine, opposed by rudder force from the vertical tail. Required rudder increases as airspeed decreases.

Density altitude formula

Density altitude equals pressure altitude plus 120 times the difference between outside air temperature in Celsius and the standard temperature at that altitude.

Moment calculation

Moment equals weight multiplied by arm. Total moment divided by total weight gives the center of gravity position for weight and balance.

Zero fuel weight

A structural limit equal to the maximum weight of the airplane without usable fuel. Exceeding it increases wing bending loads even if total weight is under maximum takeoff weight.

Balanced field length

The runway length at which accelerate-stop distance equals accelerate-go distance, determining V1. A shorter runway reduces V1 and may limit takeoff weight.

Wet runway landing factor

For transport-category airplanes, add 67 percent to the dry-runway landing distance to obtain the wet-runway landing distance, per the applicable regulation.

Specific range

Nautical miles flown per pound of fuel. It is maximized near the manufacturer's long-range cruise Mach, so flying faster increases fuel burn and reduces range.

Takeoff distance factors

Takeoff distance charts account for pressure altitude, temperature, weight, wind, and runway slope. Apply the chart corrections for wind and slope per the notes.

Reserve fuel requirement

Fuel beyond trip fuel, typically 45 minutes at normal cruise for IFR operations, plus alternate and contingency fuel as required by the applicable regulation.

Unstable approach criteria

An approach is unstable if not on speed, on path, and in configuration by 1,000 feet in instrument conditions or 500 feet in visual conditions. Execute a go-around.

Challenge-response loop

A crew communication method in which one pilot challenges a checklist item and the other responds, confirming the item was heard and the action completed.

Electrical smoke procedure

Don oxygen masks with smoke goggles, shed nonessential electrical buses, and identify the source before resetting any circuit breaker or bus.

Stall recovery in swept wing

Reduce angle of attack, apply power as needed, keep the ball centered, and avoid using aileron alone to recover a wing drop at the stall.