Questions
1. Shorter airports may have 'halfway' signs. What action is the pilot expected to take?
2. Where can we expect to find wind shear?
3. What direction should be flown at 4500 AGL?
4. What V-speed is best for missing an FAA tree on takeoff?
5. What wind direction is most likely to tip over a high-wing aircraft?
6. What C.G. condition will make stall recovery difficult to impossible?
7. Where would you look for freezing level and areas of icing aloft?
8. In order, what fronts bring the worst weather?
9. He asked me do a performance problem (takeoff distance), gave me all the variables and left the room.
10. Why, in my POH performance charts, does engine speed RPM increase at a constant % power when you increae the pressure altitude and temperature,

Answer
1. If 70% of liftoff speed is not attained at the halfway sign, abort the takeoff.
2. Wind shear can be expected in areas of low-level temperature inversion, frontal zones, and at the edges of clear air turbulence.
3. At 4500 AGL any direction westward of 180 to 360 may be flown (don't get picky)
4. Vx gives the most altitude over the shortest distance.
5. A quartering tailwind is the most hazardous.
6. An aft C.G. will make stall recovery difficult.
7. The Area Forecast would have information about freezing level and icing aloft.
8. The acronym is COWS -cold, occluded, warm, and stationary. Follow up was why are cold fronts first?
9. When he came back, the only question he asked was what the pressure altitude was - because that is what you use for the charts.
10. At higher DA's, less air is available to the engine so you must increase the RPM (and decrease the air/fuel mixture to maintain an efficient burn) in order to maintain a given percentage of power. As the density altitude gets *lower* the engine uses more air and more fuel to produce up to and beyond 100% of the horsepower it's rated for at sea level on a standard day.

 

Question
1. When is a landing light required for VFR night flights?

2. When should a pilot expect a wind direction change along with low-level wind shear?

3. When can you expect to experience turbulence near mountain ridges?

4, What must you be able to do to correct for loss of performance on leaving ground effect.

5. Why is traffic seen under hazy conditions dangerous?

6. What can be expected if you hyperventilate? (Take rapid breaths)

7. Whether you have Stratiform or cumuliform clouds depends on…?

8. Upon what two factors is the hemispheric rule based?

9. What is the simple formula for conversion of Celsius to Fahrenheit?

10. What is the simple formula for conversion of Fahrenheit to Celsius?

Answer
1. Landing lights are required for VFR night flights performed for hire.

2. A low-level temperature inversion with strong winds above will give shear with change in wind direction.

3. Worse turbulence can be expected on the lee side of the ridges when flying into the wind.

4. Once out of ground effect you will have increased induced drag because of increased angle of attack.
Additional power must be available to correct for this condition. or a descent must be accepted.

5. Traffic seen umber hazy conditions is much closer than it appears.

6. Hyperventilation will cause drowsiness.

7. The stability of the air lifting the clouds.

8. The hemispheric rule is based upon magnetic course and altitude above 3000 feet above ground level.

9. F =C2 + 30

10. C - (F - 30)/2

Question

1, What does PARE have to do with spin recovery?

2. What element must be added to a stall to precipitate a spin?

3. What are some yaw sources other than those of the rudder?

4. In a stall from a skid what will the resulting spin direction?

5. In a stall from a slip what will be the resulting spin direction?

6. Why are some aircraft placarded against intentional spins?
7. When should flaps be removed?
8. What is the maximum G-load allowed for flaps extended?
9. What are the placarded differences between the three aircraft categories?

10. What is the definition of an aerobatic maneuver?

11. At what point does an incipient spin become a spin?
12. What spin elements are stabilized in a fully developed spin?

13. Define a stall.

14. Define AOA.

15. What is the primary airspeed control for a given configuration and AOA.

 Answer
1. Power off, Ailerons neutral, Rudder opposite TC, Elevator forward is SOP for spin recovery.

2. A stall cannot turn into a spin without the addition of yaw.

3. Yaw can be caused by ailerons and propeller thrust as well as by rudder.
4. In a skid both controls are in the same direction. The spin will be in the direction of the controls.

5. In a slip opposite rudder and aileron is applied. The spin will be opposite to the applied aileron.

6. Some aircraft are placarded against intentional spins since their spins may become uncontrollable.

7. Once in a spin the flaps should be removed only when the rotation has ceased.

8. The maximum G-load capability of flaps is 2-Gs.
9. Normal category is placarded against spins. Utility category lists allowable maneuvers. Acrobatic category gives
allowable maneuvers and entry speeds (and more).

10. An acrobatic maneuver is any that exceeds 60 degrees of bank and 30 degrees of pitch.

11. An incipient spin becomes a spin once rotation is established.

12. A fully developed steady state spin has constant rate of rotation, speed and vertical speed.

13. A stall is a lost of lift and an increase in drag that occurs when an aircraft is flown at an angle of attack greater than the
angle for maximum lift.

14. The AOA is the angle between the chordline of the wing and the relative wind.

15. The elevator is the primary airspeed control for a given configuration and AOA.

 

Continue To Next Page