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Fedex Hiring Prep > Aerodynamics > Flashcards

Aerodynamics Flashcards

1
Q

Given: two identical aircraft in a power out condition differentiating only by gross weight. If both aircraft hold constant speed at their respective L/Dmax, which of the following statements is true?
a. The heavier aircraft will descend faster and land in a shorter distance than the lighter aircraft.
b. The lighter aircraft will descend slower and land in a shorter distance
than the heavier aircraft.
c. The faster aircraft will land in a shorter distance than the slower aircraft.
d. Both aircraft will land in the same distance.

A

Both aircraft will land in the same distance.

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2
Q

From the list below, select which wing would require the greatest angle of attack to maintain constant speed and altitude?

a. A propeller driven airplane with straight wings and zero flaps?
b. A propeller driven airplane with swept wings and zero flaps?
c. A straight wing jet with zero flaps.
d. A swept wing jet with zero flaps.

A

A swept wing jet with zero flaps.

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3
Q

Provide the best answer to the following question: An aircraft flying level at FL320 at .75 mach has a greater angle of attack than a similar aircraft:

a. in slower flight at a higher flight level.
b. in faster flight at a higher flight level.
c. climbing to a higher flight level at a faster speed.
d. level at 10,000 and 250 KIAS.

A

level at 10,000 and 250 KIAS.

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4
Q

Which conditions generally describe an airplane in unintentional upset?

a. Pitch attitude more than 25 degrees nose up or more than 10 degrees nose down, bank angle more than 45 degrees and flight within these parameters at airspeeds inappropriate for the conditions.
b. Pitch attitude more than 30 degrees nose up or more than 20 degrees nose down, bank angle more than 30 degrees and flight within these parameters at airspeeds inappropriate for the conditions.
c. Pitch attitude more than 15 degrees nose up or more than 10 degrees nose down, bank angle more than 30 degrees and flight within these parameters at airspeeds inappropriate for the conditions.
d. Pitch attitude more than 30 degrees nose up or more than 15 degrees nose down, bank angle more than 20 degrees and flight within these parameters at airspeeds to slow for the conditions.

A

Pitch attitude more than 25 degrees nose up or more than 10 degrees nose down, bank angle more than 45 degrees and flight within these parameters at airspeeds inappropriate for the conditions.

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5
Q

As you increase an airplanes airspeed in level flight, which source of energy is effecting this change?

a. Kinetic
b. Potential
c. Chemical
d. Stored

A

Kinetic

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6
Q

An airplane is in a stable minimum power descent, what source of energy is effecting its forward movement?

a. Potential
b. Stored
c. Chemical
d. Kinetic

A

Potential

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7
Q

As an airplane increases its thrust, which source of energy is effecting its forward movement?

a. Chemical
b. Stored
c. Potential
d. Kinetic

A

Chemical

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8
Q

You are flying a jet airplane at FL 360 and the SAT indicates - 50 degrees C.
Which of the following should you expect:
a. Higher DA and lower flight performance.
b. Lower DA and lower flight performance.
c. Higher DA and higher flight performance.
d. Lower DA and higher flight performance.

A

Higher DA and lower flight performance.

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9
Q

As an aircraft slows with its flaps extended, which statement below is true?

a. Parasite drag decreases.
b. Parasite drag increases.
c. Induced drag decreases.
d. Induced deaf increases.

A

Parasite drag decreases.

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10
Q

As an aircraft extends its flaps for landing, which statement below is true?

a. Parasite drag decreases.
b. Parasite drag increases.
c. Induced drag decreases.
d. Induced drag increases.

A

Induced drag increases.

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11
Q

You’re flying your airplane at a constant attitude/airspeed in the region of normal command at a constant power setting intersecting the total drag curve.
Which of the following statements is true?
a. You are flying with high induced drag; low parasite drag.
b. You are flying with high induced drag; low parasite drag.
c. You are flying with low induced drag; high parasite drag.
d. You are flying with low induced drag; high parasite drag.

A

You are flying with high induced drag; low parasite drag.

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12
Q

You’re flying your airplane at a constant attitude/airspeed in the region of reverse command at a constant power setting intersecting the total drag curve. Which of the following statements is true?

a. You are flying with high induced drag; low parasite drag.
b. You are flying with high induced drag; low parasite drag.
c. You are flying with low induced drag; high parasite drag.
d. You are flying with low induced drag; high parasite drag

A

You are flying with low induced drag; high parasite drag.

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13
Q

Flap extension usually creates which of the following:

a. A nose-down pitching moment.
b. A nose-up pitching moment.
c. A sudden reduction in available thrust.
d. A sudden increase in available thrust.

A

A nose-down pitching moment.

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14
Q

Flap retraction usually creates which of the following:

a. A nose-down pitching moment.
b. A nose-up pitching moment.
c. A sudden reduction in available thrust.
d. A sudden increase in available thrust

A

A nose-up pitching moment.

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15
Q

When extended, wing-mounted speed brakes usually produce which of the following:

a. A nose-up pitching moment.
b. A nose-down pitching moment.
c. A sudden reduction of available thrust.
d. A sudden increase of available thrust.

A

A nose-up pitching moment.

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16
Q

WHAT IS THE RELATIONSHIP BETWEEN Vmcg AND V1

  1. Vmcg MUST BE GREATER THAN V1
  2. Vmcg MUST BE LESS THAN V1
  3. Vmcg AND V1 HAVE NO SIGNIFICANT RELATIONSHIP
  4. V1 MUST BE LESS THAN Vmcg
A

Vmcg MUST BE LESS THAN V1

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17
Q

MOVEMENT AROUND THE LATERAL AXIS IS REFERRED TO AS…

  1. PITCH
  2. YAW
  3. ROLL
  4. SIDESLIP
A

PITCH

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18
Q

DIHEDRAL IS A DESIGN ELEMENT TO ENHANCE WHICH CHARACTERISTICS

  1. LATERAL STABILITY ABOUT THE LONGITUDINAL AXIS
  2. LONGITUDINAL STABILITY ABOUT THE LATERAL AXIS
  3. LONGITUDINAL STABILITY ABOUT THE VERTICAL AXIS
  4. LATERAL STABILITY ABOUT THE VERTICAL AXIS
A

LATERAL STABILITY ABOUT THE LONGITUDINAL AXIS

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19
Q

WHILE ON YOUR INITIAL DESCENT TO LAND YOU ARE CURRENTLY LEVELING OFF AT FL 370. AS YOU ADVANCE THE THROTTLES, THE RIGHT FAILS TO RESPOND AND IT REMAINS AT IDLE. THE AIRCRAFT IS CURRENTLY AT ITS MAXIMUM LANDING WEIGHT. WHICH OF THE FOLLOWING CHOICES WOULD BE YOUR
MOST IMMEDIATE CONCERN OR ACTION.
1. REFERENCE THE Q.R.H. FOR AN APPROPRIATE PROCEDURE
2. DECLARE AN EMERGENCY REQUEST A LOWER ALTITUDE FOR DRIFTDOWN PURPOSES
3. REQUEST VECTORS TO THE FINAL APPROACH COURSE
4. PERFORM AN INFLIGHT ENGINE SHUTDOWN

A

REFERENCE THE Q.R.H. FOR AN APPROPRIATE PROCEDURE

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20
Q

IF Vmcg IS THE LIMITING FACTOR FOR TAKEOFF AT THE AIRCRAFT’S CURRENT GROSS WEIGHT, WHAT COULD YOU CONSIDER IF CARRYING THE CARGO IS CRITICAL AND YOU ARE ALREADY CARRYING THE MINIMUM AMOUNT OF FUEL.

  1. OFFLOAD THE CARGO ANYWAY
  2. REDUCING TAKEOFF THRUST
  3. REQUESTING A LONGER RUNWAY
  4. REDUCING YOUR FUEL LOAD IS THE ONLY ALTERNATIVE
A

REDUCING TAKEOFF THRUST

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21
Q

IF Vmcg IS THE LIMITING FACTOR FOR TAKEOFF AT THE AIRCRAFT’S CURRENT GROSS WEIGHT, WHAT COULD YOU CONSIDER IF CARRYING THE CARGO IS CRITICAL AND YOU ARE ALREADY CARRYING THE MINIMUM AMOUNT OF FUEL.

  1. OFFLOAD THE CARGO ANYWAY
  2. REDUCING TAKEOFF THRUST
  3. REQUESTING A LONGER RUNWAY
  4. REDUCING YOUR FUEL LOAD IS THE ONLY ALTERNATIVE
A

REDUCING TAKEOFF THRUST

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22
Q

Vmu REPRESENTS WHAT SPEED

  1. MINIMUM SPEED TO GET AIRBORNE WITH 1 ENGINE INOPERATIVE
  2. MAXIMUM UPDRAFT CAPABILITY SPEED LIMIT
  3. MINIMUM SPEED TO GET AIRBORNE WITH ALL ENGINES OPERATING
  4. MAXIMUM SPEED FOR MANUEVERING
A

MINIMUM SPEED TO GET AIRBORNE WITH ALL ENGINES OPERATING

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23
Q

IF FIELD LENGTH IS LIMITING FOR TAKEOFF, HOW DOES WEIGHT AFFECT THE V1 SPEED

  1. AS WEIGHT INCREASES, V1 DECREASES
  2. FIELD LIMIT ONLY AFFECTS V2, NOT V1
  3. WITH INCREASED WEIGHT, V1 WILL NOT CHANGE
  4. V1 INCREASES AS WEIGHT INCREASES
A

AS WEIGHT INCREASES, V1 DECREASES

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24
Q

IN THEORY, WHAT EFFECT DOES USING REDUCED THRUST FOR TAKEOFF HAVE ON THE V1 SPEED

  1. V1 WILL INCREASE
  2. THERE IS NO CORRELATION BETWEEN THEM
  3. V1 WILL DECREASE
  4. V1 WILL NOT CHANGE
A

V1 WILL DECREASE

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25
Q

WHY DOES V1 DECREASE WHEN USING REDUCED THRUST

  1. TO COMPENSATE FOR HIGHER AMBIENT TEMPERATURES
  2. TO COMPENSATE FOR Vr BEING REACHED AT A POINT FURTHER ALONG THE RUNWAY
  3. TO COMPENSATE FOR LOWER AMBIENT PRESSURES
  4. TO COMPENSATE FOR DISTANT OBSTACLES IN THE TAKEOFF PATH
A

TO COMPENSATE FOR Vr BEING REACHED AT A POINT FURTHER ALONG THE RUNWAY

26
Q

IN A BOEING 737, YOU HAVE LOST THE #1 ENGINE ON TAKEOFF. YOU ELECT TO RETURN TO YOUR DEPARTURE AIRPORT WHICH HAS ONE RUNWAY, 9-27. THE WINDS ARE 180 DEGREES AT 12 KNOTS. WHICH RUNWAY WOULD YOU CHOOSE FOR LANDING PURPOSES

  1. 27, DUE TO CROSSWIND AIDING IN DIRECTIONAL CONTROL
  2. 9, DUE TO CROSSWIND AIDING IN DIRECTIONAL CONTROL
  3. 27, DUE TO INCREASED RUDDER EFFECTIVENESS
  4. 9, DUE TO LESS EFFECTIVE CROSSWIND COMPONENT
A

9, DUE TO CROSSWIND AIDING IN DIRECTIONAL CONTROL

27
Q

IN A BOEING 737, YOU HAVE LOST THE #2 ENGINE ON TAKEOFF. YOU ELECT TO RETURN TO YOUR DEPARTURE AIRPORT WHICH HAS ONE RUNWAY, 9-27. THE WINDS ARE 180 DEGREES AT 12 KNOTS. WHICH RUNWAY WOULD YOU CHOOSE FOR LANDING PURPOSES

  1. 27, DUE TO CROSSWIND AIDING IN DIRECTIONAL CONTROL
  2. 9, DUE TO CROSSWIND AIDING IN DIRECTIONAL CONTROL
  3. 27, DUE TO INCREASED RUDDER EFFECTIVENESS
  4. 9, DUE TO LESS EFFECTIVE CROSSWIND COMPONENT
A

27, DUE TO CROSSWIND AIDING IN DIRECTIONAL CONTROL

28
Q

YOU ARE TAKING OFF IN A BOEING 747 ON RUNWAY 27 WITH WINDS OF 230 DEGREES AT 19 KNOTS. ALL THINGS BEING EQUAL, WHAT WOULD YOU CONSIDER THE CRITICAL ENGINE(S) TO BE.

  1. THE #1 ENGINE
  2. EITHER STARBOARD SIDE ENGINE
  3. THE #4 ENGINE
  4. JET AIRCRAFT DO NOT DESIGNATE CRITICAL ENGINES
A

THE #1 ENGINE

29
Q

WHAT EFFECT DOES WEIGHT HAVE ON STALL SPEED

  1. WEIGHT HAS NO EFFECT ON STALL SPEED
  2. AS WEIGHT DECREASES, STALL SPEED INCREASES
  3. AS WEIGHT INCREASES, STALL SPEED INCREASES
  4. STALL SPEED WILL INCREASE AS WEIGHT DECREASES
A

AS WEIGHT INCREASES, STALL SPEED INCREASES

30
Q

WHAT EFFECT DOES LOAD FACTOR HAVE ON STALL SPEED IN AN AFT CG LOADED AIRPLANE

  1. WEIGHT HAS NO EFFECT ON STALL SPEED
  2. AS LOAD FACTOR DECREASES, STALL SPEED INCREASES
  3. AS LOAD FACTOR INCREASES, STALL SPEED INCREASES
  4. STALL SPEED WILL INCREASE AS WEIGHT DECREASES
A

AS LOAD FACTOR INCREASES, STALL SPEED INCREASES

31
Q

WHAT EFFECT DOES ALTITUDE HAVE ON STALL SPEED

  1. VERY LITTLE
  2. STALL SPEED WILL INCREASE DRAMATICALLY DUE TO COMPRESSIBILITY EFFECTS
  3. STALL SPEED WILL INCREASE SLIGHTLY
  4. STALL SPEED WILL DECREASE SLIGHTLY
A

STALL SPEED WILL INCREASE SLIGHTLY

32
Q

Your flight plan release includes 10,000 lbs of payload that has not been uploaded. It’s five minutes from departure time and dispatch issues a new release but does not run new performance numbers. What should you do?

a. Fly the original climb profile; climb performance is not affected.
b. Ensure the FMC fuel load is accurate and fly the original climb profile.
c. Using step climbs if needed, climb to your new optimum altitude.
d. Using step climbs if needed, climb to your new maximum altitude.

A

Using step climbs if needed, climb to your new optimum altitude.

33
Q

A typical performance condition which occurs at L/D Max is:

  1. Maximum range for jet powered aircraft.
  2. Maximum endurance for jet powered aircraft.
  3. Maximum climb rate for jet powered aircraft.
  4. Long range cruise speed for jet powered aircraft.
A

Maximum endurance for jet powered aircraft.

34
Q

What is the main difference between a high altitude stall recovery and a low altitude stall recovery?
1. Indicated airspeed is lower at a high altitude stall.
2. Drag divergence is more abrupt at a higher
altitude.
3. Not as much thrust is available for a high altitude
stall recovery.
4. There is no difference.

A

Not as much thrust is available for a high altitude

stall recovery.

35
Q

As a wing encounters ground effect and is maintained
at a constant lift coefficient:
1. Induced drag is increased, slowing the airplane to
the appropriate touchdown speed.
2. There is a reduction in the upwash, downwash, and
tip vortices.
3. There is a reduction in the upwash and downwash,
which in turn increases the magnitude of the wingtip
vortices.
4. The air between the ground and the wing becomes
compressed, creating a cushion of air which causes
the aircraft to float excessively.

A

There is a reduction in the upwash, downwash, and

tip vortices.

36
Q

During the takeoff phase of flight, an airplane leaving ground effect will:
1. Require a decrease in the angle of attack to
maintain the same lift coefficient.
2. Experience an increase in induced drag and thrust
required.
3. Experience an increase in stability.
4. Experience a decrease in interference drag.

A

Experience an increase in induced drag and thrust

required.

37
Q

When the various components of the airplane are put together, the total drag will be greater than the sum of the individual components. This refers to:

  1. Form drag.
  2. Induced drag.
  3. Skin friction drag.
  4. Interference drag.
A

Interference drag.

38
Q

If a stick shaker is encountered in level flight while at an assigned altitude of FL360, the best course of action would be to:

  1. Increase thrust in order to increase airspeed while maintaining altitude since the stick shaker is only a warning of an approaching stall.
  2. Regain airspeed by adding thrust, disconnecting the autopilot momentarily, and descending below your assigned altitude by 100 to 200, then climb back up to your assigned altitude once airspeed is regained.
  3. Increase thrust and request a lower altitude from ATC.
  4. Increase thrust and check for traffic below you, and then descend to a lower altitude while declaring an emergency with ATC and informing them of your action.
A

Increase thrust and check for traffic below you, and then descend to a lower altitude while declaring an emergency with ATC and informing them of your action.

39
Q

The maximum climb angle for jets can be achieved by

flying:
1. The V2 speed.
2. V2+10 knots.
3. V Approach + 5 knots.
4. The speed for L/D max.

A

The speed for L/D max.

40
Q

On an wing, lift works:
1. Perpendicular to the relative wind.
2. Perpendicular to the wing’s chord line.
3. Perpendicular to the earth’s surface.
4. Perpendicular to the aircraft’s average thrust
vector.

A

Perpendicular to the relative wind.

41
Q

On a wing, drag works:

  1. Parallel to the relative wind.
  2. Parallel to the wing’s chord line.
  3. Parallel to the earth’s surface.
  4. Parallel to the aircraft’s average thrust vector.
A

Parallel to the relative wind.

42
Q

The true airspeed at which an airplane stalls varies with:

  1. Weight, angle of attack, and density altitude.
  2. Weight, load factor, and density altitude.
  3. Weight and angle of attack, but not density altitude.
  4. Load factor and altitude, but not weight.
A

Weight, load factor, and density altitude.

43
Q

On a cambered airfoil, as the angle of attack increases:
1. Induced drag is decreased.
2. The center of pressure moves forward.
3. The center of pressure moves aft.
4. The center of pressure remains at the same
location.

A

The center of pressure moves forward.

44
Q

Induced drag can be defined as:
1. Drag that occurs as the result of various aircraft components interacting with one another.
2. The difference between an aircraft’s effective lift
and the lift of its wing.
3. The difference between the aircraft’s longitudinal axis and the relative wind.
4. The difference between an aircraft’s longitudinal axis and its wing’s chord line.

A

The difference between an aircraft’s effective lift and the lift of its wing.

45
Q

If the angle of attack and all other factors remain constant and airspeed is doubled, lift will be:

  1. 2 times greater.
  2. 2.3 times greater.
  3. 3 times greater.
  4. 4 times greater.
A

4 times greater.

46
Q

To increase altitude while flying at an angle of attack
greater than CLmax you should:
1. Increase pitch.
2. Increase thrust.
3. Extend the flaps since this is the only way to increase more lift beyond CLmax.
4. It is not possible to climb at angles of attack beyond CLmax.

A

Increase thrust.

47
Q

When an aircraft is established in a climb:

  1. Thrust is greater than drag.
  2. Lift is greater than weight.
  3. Thrust is greater than drag and lift is greater than
    weight.
  4. All opposing forces are in a state of equilibrium.
A

All opposing forces are in a state of equilibrium.

48
Q

If you are on a visual approach at 300 feet above the TDZ, and at a speed of 15 knots above the desired approach speed, the best course of action would be to:

  1. Reduce thrust and then increase pitch.
  2. Increase pitch and then reduce thrust.
  3. Reduce thrust and increase pitch simultaneously.
  4. Execute a go-around.
A

Execute a go-around.

49
Q

If you are on an approach to land, and it is realized that the airplane is below the desired glide path, a more nose-up attitude without an increase in power setting will:

  1. Cause the airplane to recapture the desired glidepath without any appreciable effect on airspeed.
  2. Cause the airplane to recapture the desired glide path and slow down, yielding a shorter and more desirable landing distance.
  3. Cause the airplane to fly more slowly and in the region of reverse command, eventually produce a greater rate of descent.
  4. Not allow the airplane to recapture the desired glide path, but will not have any appreciable effect on the airspeed.
A

Cause the airplane to fly more slowly and in the region of reverse command, eventually produce a greater rate of descent.

50
Q

A steep, low power approach:

  1. Makes for a potentially dangerous go-around because of the required engine acceleration and the high rate of descent.
  2. Is acceptable as long as you have sufficient runway landing distance available.
  3. Is accounted for as a contingency situation in the aircraft manufacturers’ landing performance data.
  4. Is acceptable as long as you are flying in visual meteorological conditions.
A

Makes for a potentially dangerous go-around because of the required engine acceleration and the high rate of descent.

51
Q

A shallow, high power approach:

  1. Is not desirable because it is difficult to control the point of touchdown and the low speed may allow the airplane to settle prematurely short of the intended landing touchdown.
  2. Is a good practice since the landing distance will be shorter than planned, and the engines will be spooled-up in the event of a go-around.
  3. Is accounted for as a contingency situation in the aircraft manufacturers’ landing performance data.
  4. Is acceptable as long as you are flying in visual meteorological conditions.
A

Is not desirable because it is difficult to control the point of touchdown and the low speed may allow the airplane to settle prematurely short of the intended landing touchdown.

52
Q

The approach speed will:

  1. Always be 30 percent above the stall speed.
  2. Be 30 percent above the stall speed, but this speed is a recommended speed only. As long as you are 10 to 20 knots above the stall speed you are within the prescribed limits.
  3. Generally be 30 percent above the stall speed, but may be adjusted for contingencies such as headwinds and wind gusts.
  4. Only need to be adhered to closely when flying in instrument meteorological conditions.
A

Generally be 30 percent above the stall speed, but may be adjusted for contingencies such as headwinds and wind gusts.

53
Q

A stopway:
1. Is an area not to exceed the distance to the end of the runway that may be used to decelerate an airplane in the event of an aborted takeoff.
2. Is an extension beyond the runway end that may be used to decelerate an airplane in the event of an aborted takeoff.
3. Is an area beyond the runway that is cleared of
obstructions so that it provides an additional obstacle-
free space for climb-out.
4. Must be able to support the weight of the aircraft in the event of an aborted takeoff while allowing for minor structural damage, as long as no injuries occur to aircraft occupants.

A

Is an extension beyond the runway end that may be used to decelerate an airplane in the event of an aborted takeoff.

54
Q

In comparison to a takeoff at a low density altitude airport, a takeoff at a high density altitude airport will:

  1. Require a takeoff with a higher indicated airspeed.
  2. Allow a takeoff with a shorter runway length.
  3. Have an identical ground speed at rotation.
  4. Require more acceleration time to reach the higher true takeoff speed.
A

Require more acceleration time to reach the higher true takeoff speed.

55
Q

In regard to fuel conservation, the most ideal holding speed is:

  1. The minimum speed required to maintain altitude.
  2. The maximum endurance speed.
  3. The maximum range speed.
  4. 30% above the stall speed.
A

The maximum endurance speed.

56
Q

When a runway is wet, for planning purposes its landing distance requirements must be increased over that of a dry runway by a factor of:

  1. 10%.
  2. 15%.
  3. 20%.
  4. 25%.
A

15%.

57
Q

Assuming a normal 3 degree glidepath, a height of 100 feet instead of 50 feet over the runway threshold will result in touchdown:

  1. 100 feet beyond the 1000 foot mark.
  2. 400 feet beyond the 1000 foot mark.
  3. 900 feet beyond the 1000 foot mark.
  4. 1400 feet beyond the 1000 foot mark.
A

900 feet beyond the 1000 foot mark.

58
Q

If approach speed is 5 knots fast during the flare, the aircraft will float slightly longer in the flare. If this happens:
1. Release control wheel back pressure earlier to settle the aircraft onto the runway at a slightly faster speed to ensure the landing is made in the touchdown zone.
2. It is always okay to float the airplane slightly beyond the touchdown zone in order to ensure a smooth landing.
3. Allow the airplane to float beyond the touchdown zone and ensure a smooth landing, but do so only if the runway length exceeds the calculated landing distance by 1000 feet for every 5 knots of excessive
airspeed.
4. Allow the airplane to float beyond the touchdown zone and ensure a smooth landing, but do so only if the runway length exceeds the calculated landing distance by 500 feet for every 5 knots of excessive
airspeed.

A

Release control wheel back pressure earlier to settle the aircraft onto the runway at a slightly faster speed to ensure the landing is made in the touchdown zone.

59
Q

You are on a flight from Memphis to Los Angeles and tracking inbound on the ABQ VOR 097 degree radial. The winds at your altitude are from 272 at 90 knots, 35 knots greater than planned from that direction. What should you do to maintain “best range”?

  1. Fly the “long range cruise” speed (LRC).
  2. Increase speed.
  3. Maintain planned speed.
  4. Decrease speed.
A

Increase speed.

60
Q

Aircraft “A” and aircraft “B” are identical except that aircraft “A” weighs 450,000 pounds and aircraft “B” weighs 400,000 pounds. Which maximum glide range factor is increased from aircraft “A” compared to aircraft “B”?

  1. Angle of attack.
  2. Altitude.
  3. Airspeed.
  4. Glide distance.
A

Airspeed

61
Q

The type of hydroplaning that occurs as the result of a prolonged locked-wheel skid, in which the tires are effectively held off the runway by steam generated by friction refers to:

  1. Dynamic hydroplaning.
  2. Viscous hydroplaning.
  3. Reverted rubber hydroplaning.
  4. Steam hydroplaning.
A

Reverted rubber hydroplaning.

62
Q

You are on an ILS approach to runway 33. Your aircraft’s VREF speed is 144 knots. The winds are 280 at 15 knots. Your Approach category is:

  1. Category A
  2. Category B
  3. Category C
  4. Category D
A

Category D

Fedex Hiring Prep (6 decks)

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