BAK - Principles of Flight (Taxi, Take-Off, Landing)

Question 1

Are nose-wheel type aircraft more prone to nose-over during taxiing in strong headwings or tailwinds?

Answer 1

tailwinds

Question 2

What is meant be the phenomenon of ‘weather-cocking’ and when is is most likely to occur?

Answer 2

the tendency for the aircraft to yaw into-wind when a crosswind or strong tailwind is blowing

it most often occurs during taxi but can also pccur during take-off and landing runs

Question 3

Which aircraft are more prone to aircraft roll-over - high-wing or low-wing aircraft?

Answer 3

high-wing aircraft - because of their higher CoG

Question 4

Directional control during taxi is most often affected by strong crosswinds. What else is it also most affected by?

Answer 4

tailwinds

Question 5

Why is brake effectiveness severely reduced if ‘wheelbarrowing’ occurs during the landing run?

Answer 5

because there is little to no load on the main wheels

Question 6

What is the first corrective action a pilot should take if ‘wheelbarrowing’ occurs?

Answer 6

relax forward pressure on the control column to ‘unload’ the nosewheel

Question 7

During an approach, does ground affect increase/decrease the lift and does the aircraft tend to balloon or sink?

Answer 7

Ground effect increases lift

The aircraft tends to balloon

Question 8

On take-off, as an aircraft climbs out of ground effect, does the lift increase/decrease, does the drag increase/decrease, and will the aircraft sink or balloon?

Answer 8

Lift decreases

Drag increases

Aircraft tends to sink

Question 9

If an aircraft on approach encounters an increasing headwind component, the airspeed will be increased and the rate of descent decreased. Will the result be to undershoot/ overshoot the desired glide slope?

Answer 9

Overshoot

Question 10

On final approach, what would cause the aircraft’s IAS to suddenly decrease and the rate of descent to increase?

Answer 10

a sudden decrease in headwind component

Question 11

What advantages are there of an into-wind approach and landing?

Answer 11

Steeper approach path (better visibility and obstacle clearance),

A lower (safe) touchdown speed,

Nil drift

Question 12

Name advantages of taking-off into-wind?

Answer 12

Shorter take-off ground run,

Lower groundspeed at lift-off (rotation),

Nil drift,

Safer in terms of possible engine failure immediately after take-off

Question 13

What would be the difference, in terms of take-off distance and climb rate required, between a departure from at airport at 3500ft AMSL on a hot day and a departure from an airport at sea level on a cool day?

Answer 13

Long take-off distance required and reduced rate of climb possible at the higher altitude airpport on a hot day

Question 14

Is the take-off and landing distance required increased or decreased with a tailwind?

Answer 14

increased

Question 15

Does a lower or higher temp imporve both take-off and climb (rate) performance?

Answer 15

lower temp

Question 16

True or False - an uphill runway slope increases the take-off distance required but does not impact the take-off climb performance?

Answer 16

True

Question 17

What effect does an increase in density height (decreas in atmospheric pressure) have on landing performance?

Answer 17

Increase landing distance required (LDR)

Question 18

What effect will a headwind have on landing performance?

Answer 18

Shorten required landing distance (LDR)

Question 19

What effect would a tailwind have on landing performance?

Answer 19

Lengthen required landing distance (LDR)

Question 20

True or False - wind has no effect on climb performance but does effect the angle of climb (AoC)?

Answer 20

True

Question 21

True or False - an uphill runway slope does not effect climb performance?

Answer 21

True

Question 22

What is a change of wind speed and direction close to the ground referred as?

Answer 22

(Low level) Windshear

Question 23

When a windshear only involves a change of speed with height, what is it referred as?

Answer 23

Wind gradient

Question 24

At what height from the ground does ‘ground effect’ diminish and become negligible?

Answer 24

Approximately a wingspan length from the ground

Question 25

What are the 4 different phenomena/factors which can contribute to a ‘swing’ or yaw to the left during take-off?

Answer 25

Propeller slipstream,

Propeller torque,

Gyroscopic effect, and

Assymetric blade effect

Question 26

What is the intent of a ‘take-off safety speed?’

Answer 26

An airspeed that ensures the aircraft will remain controllable under all conditions in the take-off phase. It provides a sufficient ‘stall speed margin’ for possibilities such as a sudden and complete engine failure, or mod-severe turbulence during take-off whilst allowing fir an adequate rate of climb (RoC).

Question 27

True or False - a decrease in gross weight will decrease the take-off distance required and vice versa?

Answer 27

True

Question 28

True or False - a decrease in gross weight will increase the climb performance and vice versa?

Answer 28

True

Question 29

Would a low QNH enhance or worsen climb performance?

Answer 29

Worsen - lower atmospheric pressure / increased density height

Question 30

What is the acronym given for take-off safety speed?

Answer 30

V2

Question 31

What can a take-off phase be described as?

Answer 31

Ground roll/ run,

Lift-off

‘Transition to limb’/ rotation

Question 32

Why and how does an aircraft tend to turn into-wind on ground (weathercock) as opposed to away from wind?

Answer 32

The wind hits the vertical fin, rudder and fuselage which results in a yaw into crosswind

Question 33

With a strong crosswind on take-off or approach, should you manipulate the control column into wind or out of wind to maintain alignment with the runway centreline?

Answer 33

Into-wind (crosswind)