Chapter 2.8 - Exam Review

Question 1

What is the primary speed control when taxiing?

Answer 1

The Throttle.

Question 2

When taxiing with a tailwind, (more/less) power is required to keep the Aircraft moving?

Answer 2

Less.

Question 3

Why shouldn’t you use ‘brakes against Throttle’ if the taxi speed is too high?

Answer 3

As this action will cause wear and tear on the brakes.

Question 4

What is the primary directional control used when taxiing in a nose-wheel type Aircraft?

Answer 4

The Rudder.

Question 5

Nose-wheel type Aircrafts are prone to nose over during taxiing in strong (headwinds/tailwinds)?

Answer 5

Tailwinds.

Question 6

What is meant by ‘weathercooking’ and when is it most likely to occur?

Answer 6

The tendency of the Aircraft to Yaw into-wind. This usually occurs during taxiing but may happen at takeoff and landing runs.

Question 7

A weathercooking effect produces sideloads on, and subsequently damage to, the landing gear and can also cause an Aircraft to Roll sideways until one Wingtip touches the ground. Which is more prone to rollover, (high-wing/low-wing) Aircrafts? Why?

Answer 7

• High-wing.

- Centre of Pressure is higher.

Question 8

When is a rollover more likely to occur, during taxiing only, during taxiing and landing run, or during taxiing and both takeoff and landing runs?

Answer 8

During taxiing and landing runs.

Question 9

Is it better to take off and land downwind or into wind?

Answer 9

Into wind.

Question 10

In a crosswind, how is an Aircraft kept straight during the takeoff run and why is this necessary?

Answer 10

By use of opposite Rudder.

Question 11

Why is some power used in normal approach?

Answer 11

To control the rate of descent.

Question 12

Why is Flaps used in normal approach (4)?

Answer 12

• Allow slower approach speed.
• Reduce landing distance.
• Steepen approach path.
• Improve forward vision.

Question 13

What causes ‘wheelbarrowing’?

Answer 13

High forward pressure on the control wheel during landing runs at high speed.

Question 14

Is ‘wheelbarrowing’ (caused by/worsened by) a crosswind?

Answer 14

Worsened.

Question 15

What is the first corrective action a Pilot should take if wheelbarrowing occurs and why?

Answer 15

Relax forward pressure on nose wheel.

Question 16

The touchdown speed with Flaps lowered is (higher/lower) than the touchdown speed in a Flapless landing?

Answer 16

Lower.

Question 17

The landing roll is a Flapless landing is (longer/shorter) than the landing roll with Flaps lowered?

Answer 17

Longer.

Question 18

The Pitch Attitude in a Flapless landing tends to be (nose-up/nose-down)?

Answer 18

Nose-up.

Question 19

The approach path angle in a Flapless approach is (large/small) which means the approach path is (steeper/flatter) than an approach with Flaps lowered?

Answer 19

• Small.

- Flatter.

Question 20

An into-wind landing (steepens/flattens) the approach path and (increases/shortens) the landing run?

Answer 20

• Steepens.

- Shortens.

Question 21

An into-wind takeoff (steepens/flattens) the climb angle and (increases/shortens) the takeoff run?

Answer 21

• Steepens.

- Shortens.

Question 22

During an approach to land, ground effect (increases/decreases) the Lift and the Aircraft tends to (balloon/sink)?

Answer 22

• Increases.

- Balloon.

Question 23

On takeoff, as an Aircraft climbs out of ground effect, the Lift (increases/decreases), the Drag (increases/decreases) and the Aircraft tends to (balloon/sink)?

Answer 23

• Decreases.
• Increases.
• Sink.

Question 24

If an Aircraft on approach encounters an increasing headwind component, the Airspeed will be increased and the rate of descent reduced. What action must a Pilot take in this situation?

Answer 24

Reduce power (with caution).

Question 25

A decreasing headwind component on approach will decrease the Airspeed and (increase/decrease) the rate of descent. In this situation, power must be (reduced/increased)?

Answer 25

• Increase.

- Increased.