exam

Question 1

What is the critical angle of attack

Answer 1

an aerodynamic constant for a given airfoil in a given configuration

Question 2

Steady State Flight

Answer 2

Sum of the forces forward = sum fo the forces rearward
sum fo the forces up = sum of the forces down

Question 3

how does lift work

Answer 3

results both from pressure difference (Bernoulli) and deflection of air (Newtonian)
thus, lift results form a variable interaction between these processes, whcih are affected by airspeed, angle of attack, and wing geometry

Question 4

Low Camber and thin wing section

Answer 4

low drag
high speed

Question 5

Reflex tailing edge wing section

Answer 5

low lift
high drag

Question 6

Deep Camber and thick wing section

Answer 6

high lift
low speed

Question 7

Deep Camber and thin wing section

Answer 7

High lift
low speed

Question 8

Four forces on the aircraft

Answer 8

lift - perpendicular to relative wind
weight - acts through CG towards center of earth
thrust - usually acts to counteract drag
drag - acts rearward parallel to relative wind

Question 9

Relationship between the speed of sound and temperature

Answer 9

49.1 times the square root of (Temp in F +460)

Question 10

why does the speed of sound change with temperature

Answer 10

energy of air molecules
warmer weather more active
more energy
as pressure waves go through they have more energy to go through and transfer/change - cold the air molecules want to stick together not transfer - making speed of sound slower

Question 11

Movement of shockwaves

Answer 11

caused by very slight changes iin air flow direction. This is caused by very small airplane pieces
large changes in direction and pressure of air caused by large, blunt aircraft components. Strong shock waves equate high drag

Question 12

effects on aircraft when exceeding design speeds

Answer 12

structural failure - don’t know how the aircraft will respond

Question 13

Swept wing characteristics

Answer 13

an increase in sweep increases Mcrit but aft sweep increases span-wise flow and at slow speed or high alpha flight, there is a stronger tendency for tip stalls which can be extremely dangerous

Question 14

Critical Mach number

Answer 14

aircraft speed where free stream somewhere on airframe attains supersonic flow

Question 15

Parameters that define upset recovery

Answer 15

Pitch attitude greater than 25 degrees up
pitch attitude greater than 10 degrees nose down
bank angle greater than 45 degrees or
within the above parameters, but flying at airspeeds inappropriate for the condition

Question 16

Conditions that lead to upset recovery

Answer 16

wake turbulence
environment
system anomalies induced
pilot induced
a combination of causes
winds hear
icing-alltupes

Question 17

Upset Recovery fix

Answer 17

recognize and confirm the developing situation
first actions should be correct and timely
use the primary flight instrument
the attitude direction indicator should be used as a primary reference

Question 18

Difference between tailplane stall and normal aerodynamic stall

Answer 18

hoth gonna have buffet/lack of control
the tailplane stall is losing all counteracting lift
very very abrupt nose down

Question 19

stall recognition

Answer 19

timely and correct recognition is vital to the recovery from a stall (or upset)

Question 20

Startle vs Surprise

Answer 20

startle - your physiological response - fight or flight
surprise - psychological - you are surprised that something happened

Question 21

preconditions to upset recovery

Answer 21

communication
heads down work
responding to abnormal/unexpected events
searching traffic
flight deck economics
flight deck noise level
fatigue

Question 22

V1 definitions

Answer 22

the maximum speed at which the rejected takeoff maneuver can be initiated, and the airplane stapped within the remaining field length
also the earliest point from which an engine out takeoff can be continued, and the airplane attain a height of 35 feet

Question 23

How is V1 certified

Answer 23

the earliest point from which an engien out takeoff can be continued, and the airplane attain a height of 35 feet at the end of the runway

Question 24

stabalized approach

Answer 24

correct flightpath
only small changes are needed
large aircraft VREF +5 knots
correct landing configuration
correct power setting
briefings and checklists complete

Question 25

Wet or contaminated runway

Answer 25

landing distance may be longer than expected calculate new landing distance and for safety add 15%

Question 26

Unstabalized approach

Answer 26

excessive airspeed tailwind high airport elevation landing beyond touchdown point excessive height

Question 27

Runway condition 6

Answer 27

dry

Question 28

Runway condition 5

Answer 28

frost/wet 1/8 inch or less slush/dry snow/wet snow braking deceleration is normal for the wheel braking effort applied and directional control is normal good

Question 29

Runway Condition 4

Answer 29

compact snow braking deceleration directional control is between good and medium good to medium

Question 30

Runway Condition 3

Answer 30

wet runway dry snow or wet snow any depth Compacted snow cold greater than 1/8 in dry or wet snow braking deceleration is noticeably reduced for the wheel braking effort applied or direction control is noticeably reduced medium

Question 31

Runway Condition 2

Answer 31

Greater tahn 1/8 in depth of water and slush breaking deceleration or directional control is between medium and poor

Question 32

Runway Condition 1

Answer 32

ice braking deceleration is significantly reduced for the wheel braking effort applied or directional confront is significantly reduced poor

Question 33

Runway Condition 0

Answer 33

Wet ice/slush over ice/water over compacted snow/ dry or wet snow over ice - braking deceleration is minimal to nonexistent for the wheel braking effort applied or directionally reduced Nil

Question 34

SMS

Answer 34

is the formal, top down business approach to managing safety risk, which includes a systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedure

Question 35

what are the four SMS components

Answer 35

safety policy safety risk management safety assurance safety promotion

Question 36

safety policy

Answer 36

establishes senior management commitment to continually improve safety, defines the methods, process, and organizational structure needed to meet safety goals

Question 37

Safety risk management

Answer 37

determines the need for, and adequacy of, new or revised risk control based on the assessment of acceptable risk

Question 38

Safety Assurance

Answer 38

Evaluate the continued effectiveness of the implemented risk control strategy, supports the identification of new hazards

Question 39

Safety Promotion

Answer 39

includes training, communication, and other actions to create a positive safety culture within all level of the workforce

Question 40

ASAP

Answer 40

avaition safety action program voluntary but the FAA again establishes rules crew members voluntarily report safety problems no jeopardy purpose is to proactively address safety related issues, but unlike FOQA the report source is voluntary reporting rather than through automatic sensors

Question 41

LOSA

Answer 41

comprehensive snapshot of the safety health of an air carrier voluntary reporting trained observers gather metrics data from flight crew and all ground support categories anyone reports it

Question 42

FOQA

Answer 42

flight operations quality assurance voluntary program the FAA does establish guidelines proactive approach reports are required to the FAA sensors collect in-flight data for analysis over a specified period of time archived data are converted into a usable form for analysis

Question 43

TEM

Answer 43

a way of verbalizing perceived threats examples - departure, weather, fatigue, domestic or international operation, altimetry changes, controller language, divert criteria