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Questions in this quiz (44)
1The predominant number of airplane upsets are caused:
- AEnvironmental factors
- BAirplane system anomalities
- CPilot induced factors
2Most of the multi engine turbojet loss of control incidents that are caused by environmental factors are because of
- AMicrobursts
- BWindshear
- CAirplane icing
- DWake turbulance
3Technology in modern aiplanes reduces the flight crew workload. Therefore, while initiating the recovery from airplane upset, the pilot should:
- AVerify that the autopilot and autothrottles are still engaged
- BEngage the autopilot and auto throttles if disengaged
- CReduce the level of automation by disengagin the autopilot and autothrottles
- DAsk the other pilot ''what is it doing now''
4Which of the following statements regarding energy is true?
- AKinetic energy decreases if increasing speed
- BPotential energy is approximately proportional to airspeed.
- CChemical energy remains constant throughout a flight
- DKinetic energy can be traded for potential energy, and potential energy can be traded for kinetic energy.
5The objective in maneuvering the airplane is to manage energy so that:
- AKinetic energy stays within limits (stall and placards)
- BPotential energy stays within limits (terrain to buffet altitude)
- CChemical energy stays above certain threshold (not running out of fuel)
- DAll of the above
6The angle of attack is the angle between the longitudinal axis and the oncoming air
- ATrue
- BFalse
7Exceed the critical angle of attack and the surface will stall, and the lift will decrease instead of increasing . This is true:
- AUnless the airplane is in a nose down pitch attitude
- BOnly if the airspeed is low
- COnly if the airplane is in a nose high attitude
- DRegardless of airplane speed or attitude
8The angle of attack at which a wing stalls reduces with ___ Mach?
- AIncreasing
- BDecreasing
9Airplane stall speed are published in the approved flight manual for each airplane. These speeds are presented as a function of airplane weight. Therefore, if a pilot maintains airspeed above the appropriate speed listed for the airplane weight, the airplane will not stall?
- ATrue
- BFalse
10Large downward aileron deflection:
- ACould induce air separation over that portion of the wing at very high angles of attack.
- BShould never be used when recovering from an airplane upset
- CAre more effective at high angles of attack.
11Dihedral is the positive angle formed between the lateral axis of the airplane and a line that passes through the center of the wing. Which of the following statements are incorrect?
- ADihedral contributes to airplane directional stability
- BThe term 'dihedral effect' is used when describing the effects of the wing sweep and the rudder lateral stability
- Cif the relative wind comes from the side of an airplane that has dihedral-designed wings, the wing into wind is subjected to a decrease in lift
12Rudders on modern jet airplanes are usually designed and sized to:
- ACreate large side slip capability during recovery from stall
- BCounter yawing moment associated with an engine failure at very low take off speeds
- CCounter rolling moment created by ailerons and spoilers
13While all ready at high speed, what happens if mach is allowed to increase
- AAirflow over parts of the airplane begin to exceed the speed of sound
- BShock waves can cause local airflow seperation
- CCharacteristics such as pitch up, pitch down, or buffeting may occur
- DAll of the above
14Positive static stability is defined as the initial tendency to return to an initial undisturbed state after disturbance
- ATrue
- BFalse
15Movement about the airplane lateral axis is called
- AYaw
- BRoll
- CPitch
- DSide slip
16Which of the following statements is always true
- AWeight points 90 deg from the airplane longitudinal axis
- BLift must always be aligned with the center of gravity
- CWeight always points to the centre of the earth
- DThe center of gravity never changes in flight
17If the engines are not aligned with the airplane center of gravity, a change in engine thrust will:
- ABe accompanied by a change in pitch moment
- Bhave no effect on pitch moment
18To maintain altitude in a banked turn, the lift produced by the airplane must be
- AGreater than the airplane weight, and the amount is a function of bank angle
- BGreater than the airplane weight, and the amount is a function of altitude
- CEqual to the weight of the airplane
19During lateral maneuvering, aileron and spoiler effectiveness
- AIncrease with increasing angle of attach
- BDecrease with angle of attack
- CIs a function of the airplanes inertia about it's vertical axis
20Which statement about recovering from large from large bank angles are true
- AThe effect of up elevator is to tighten the turn
- BThe bank should be reduced to near level before initiating aggressive pitch maneuvering
- CThe lift vector should be oriented away from the gravity vecter
- Dall of the above
- EOnly answers a and b
21If a pilot inputs full rudder in a normal symmetric airplane situation, it will result in very large side slip angles and large structural loads
- ATrue
- BFalse
22Stability in the vertical axis tends to drive the side slip angle to zero. The most dynamic stability about the vertical axis on modern jet transports is from
- AThe vertical fin
- BThe rudder
- CAn active stability augemtation system/yaw damper.
- DPilot roll input
23During a situation where the high-speed limitation is exceeded, recovery actions should be careful and prompt and may include:
- AOrienting the lift vector away fro the gravity vector
- BReducing thrust
- CAdding drag
- DAll of the above
24Which of the following statements regarding recovery from an airplane upset are correct?
- AThe actions should be correct and timely
- BTroubleshooting the cause of the upset is secondary to initiating the recovery
- CRegaining and maintaining control of the airplane is paramount
- DAll of the above
25With insufficient aerodynamic forces acting on the airplane (airplane stalled), it's trajectory will be mostly ballistic and it may be difficult for the pilot to command a change in attitude until:
- AFull nose up elevator is applied
- BFull rudder input is applied
- CGravity effect on the airplane produces enough airspeed when the angle of attack is reduced
- DArriving at a lower altitude
26A good analysis process of an airplane upset should include:
- ALocating the bank indicator
- BDetermining the pitch attitude
- CConfirming attitude by referring to other indicators
- DAssessing the airplane energy
- EAll of the above
27During recovery from an airplane upset:
- APilots must be very careful to maintain at least 1 g
- BAltitude should always be maintained
- CTraining and experience gained from one airplane may always be transferred to another
- DPilots must be prepared to use full control authority
28A stall is usually accompanied by a continues stall warning, and it is characterized by:
- ABuffeting,which could be heavy
- BA lack of pitch authority
- CA lack of roll authority
- DThe inability to arrest descend rate
- EAll of the above
29Which of the following statements is true
- AA stall in a controlled situation
- BAn approach to stall warning is an uncontrolled situation
- CRecovery from approach to stall warning is the same as recovery from a stall
- DTo recover from a nose low stall, angle of attack must be reduced
30When initiating recommended airplane upset recovery techniques, the first two techniques are:
- AMaintain altitude and apply additional thrust.
- BReduce the angle of attack and maneuver toward wings level.
- CRecognize and confirm the situation and disengage the autopilot and auto throttles.
- DDetermine the malfunction and disengage the autopilot and auto throttles.
31In a nose-high, wings-level airplane upset, after accomplishing the first two recommended techniques:
- AApply up to full nosedown elevator and consider trimming off some control force.
- BImmediately roll into a 60-deg bank.
- CMaintain at least 1-g force.
- DImmediately establish side slip in order to maintain at least 1-g force.
32In a nose-high, wings-level airplane upset, when it is determined that rudder input is required because roll input is ineffective:
- AOnly a small amount should be used.
- BDo not apply rudder too quickly.
- CDo not hold rudder input too long.
- DImproper use of rudder may result in loss of lateral and directional control.
- EExtreme caution must be used because of the low-energy situation.
- FAll of the above.
33During recovery from a nose-low, wings-level, high-airspeed airplane upset:
- AThe airplane cannot be stalled.
- BUse of stabilizer trim is always optional, but never required.
- CThe recovery is completed by establishing a pitch, thrust, and airplane configuration that corresponds to the desired airspeed.
34During recovery from a nose-low, high-bank-angle airplane upset:
- AIf 90 deg of bank is exceeded, continue the roll to wings level.
- BIt may be necessary to unload the airplane by decreasing backpressure.
- CIncrease elevator backpressure while beginning to roll toward wings level.
35When should an upset recovery be initiated?
- AOnly when pitch or bank reaches specified limit values.
- BOnly when the airspeed is rapidly decreasing (increasing).
- CWhenever an unintentional excessive divergence from the intended flight path and/or airspeed occurs.
36Pilot induced oscillations are:
- AOscillations due to cyclic actions on the controls by the pilot, with an immediate reaction of the airplane in the same direction.
- BOscillations due to cyclic action on the controls by the pilot, with an out-of-phase airplane response.
- COscillations due to a rudder and aileron out-of-trim condition.
37In the event of thrust asymmetry at takeoff:
- AThe pilot must know how much rudder trim is needed in advance.
- BThe pilot must react with a predefined amount of rudder.
- CThe pilot must apply an amount of rudder determined by the yawing moment in order to eliminate the sideslip.
38The rudder is used:
- ATo control yaw.
- BTo damp dutch roll in case of a yaw damper system failure.
- CTo induce roll if normal roll control is lost/ineffective.
- Da and c
39Cyclic abrupt rudder pedal inputs can:
- ACause structural damage above VA.
- BCause structural damage below VA.
- CNot cause structural damage below VA.
- Da and b
40The role of rudder limiters is:
- ATo allow full rudder pedal input in one direction regardless of speed, while ensuring required rudder efficiency
- BTo allow any succession of rudder inputs below VA.
- CTo ensure structural consideration, but limits the required rudder efficiency at high speed (above VA).
41Configuration maneuvering speed:
- AProvides a structural protection to slats/flaps while flying for extended periods.
- BDefines the minimum speed that the airplane can be flown at in a given configuration.
- CDefines the minimum speed that ensures a 1.2VS margin.
42When operating at a constant airspeed with constant thrust setting at high altitude (typically above FL250) in slow flight below L/D max airspeed, any disturbance causing a decrease in airspeed will result in a further decrease in airspeed unless thrust is increased. High altitude recovery from slow flight while turning is best accomplished by:
- AIncreasing thrust to arrest the slowdown.
- BIncreasing thrust to accelerate to airspeed above L/D max speed.
- CIncreasing thrust to maximum available thrust and reducing bank angle while accelerating to airspeed above L/D max speed. In a thrust limited situation, exiting slow flight will require an immediate descent as an aerodynamic stall is imminent.
- DAll of the above
- ENone of the above
43Maximum Altitude is the highest altitude at which an airplane can be operated. In today’s modern airplanes it is determined by basic characteristics unique to each airplane model. Maximum Altitude for an airplane is:
- AMaximum Certified Altitude – the altitude determined during certification set by the pressurization structural load limits on the fuselage
- BThrust Limited Altitude – the altitude at which sufficient thrust is available to provide a specific minimum rate of climb.
- CBuffet or Maneuver Limited Altitude – the altitude at which a specific maneuver margin exists prior to buffet onset.
- DThe highest of the above listed altitudes.
- EThe lowest of the above listed altitudes
44At high altitude, an aft loaded airplane will:
- ABe more responsive to control pressures since it is less stable than a forward loading.
- BBe less responsive to control pressures as there is a longer moment arm from the center of gravity to the tail assembly.
- CJust as sensitive to control pressures as a forward loaded aircraft. Center of gravity positioning is insignificant to handling qualities in
modern jet aircraft.
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- Quiz on tst, created by Jakobus Pretoriu on 20/06/2016.
- Author
- Jakobus Pretoriu
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- English
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