Windshear (FW) - Windshear Weather - 1 Flashcards
The best defense against the hazards of low altitude windshear is:
Avoidance.
Hazardous wind variations at low altitudes can result from:
All of the answers are correct.
The most violent forms of wind change occur in the vicinity of:
Thunderstorms and rain showers.
Airmass thunderstorms appear to be randomly distributed in unstable air and develop from:
Localized heating at the earth’s surface.
What signals the beginning of the mature stage of an airmass thunderstorm?
Precipitation.
Compared to airmass thunderstorms, frontal thunderstorms are:
More severe.
The downward moving column of air, or downdraft, of a typical thunderstorm is about:
1 to 5 miles in diameter.
The majority of documented windshear-associated accidents and incidents have occurred in:
The United States.
Observations suggest that approximately what percentage of thunderstorms produce a microburst?
5%.
The outflow region of a microburst is typically:
6000 to 12,000 feet across.
Microburst outflows are:
Sometimes symmetric, sometimes not.
Can more than one microburst occur in the same weather system?
Yes.
After they contact the ground, microbursts typically dissipate within:
10 to 20 minutes.
The wind speed change a pilot might expect when flying through the average microburst at its point of peak intensity is about:
45 knots.
Some microbursts cannot be successfully escaped with known techniques.
True.
If cumulus clouds are present in the sky, the greatest potential for microburst windshear exists:
If the air is hot and dry.
If pilots fly beneath convective clouds producing virga conditions, they:
May encounter a dry microburst.
In the course of analyzing past windshear accidents, the first and foremost “lesson learned” is:
The need to avoid windshear whenever possible.
Typically, in a windshear encounter after takeoff, the first 5 seconds of liftoff may:
Appear normal.
Successful recovery from an inadvertent windshear encounter after liftoff requires:
Maintaining or increasing pitch attitude and accepting lower than usual airspeed.
To recognize and respond to a windshear encounter, you may have only:
5 to 15 seconds.
Regarding windshear encounters on the runway, they:
May be difficult to recognize since the only indication may be slower than normal airspeed increase.
One way to improve a flight crew’s ability to recognize and respond quickly to a windshear encounter is to:
Develop effective crew coordination, particularly standard callouts, for routine operational use.
When encountering a windshear on the runway with insufficient runway left to accelerate to normal takeoff speed and inadequate runway to stop:
Increased pitch attitude may be required to obtain sufficient lift.
Which of the following might contribute to a flight crew’s lack of timely and appropriate response in initiating a recovery when encountering windshear on approach?
All of the answers are correct.
An increasing headwind (or decreasing tailwind) shear:
Increases indicated airspeed and thus increases performance.
A rapid or large airspeed increase on approach should be viewed as a possible indication:
Of a forthcoming airspeed decrease and thus may be reason for discontinuing the approach.
An airplane encountering a decreasing headwind shear may tend to:
Pitch down to regain trim speed.
What is the size of a typical microburst downdraft?
Less than 1 mile in diameter.
An airplane flying through a series of horizontal vortices generated by microbursts experiences:
Alternating updrafts and downdrafts causing pitch changes without pilot input.
The most significant impact of rapidly changing vertical winds in a microburst is to:
Increase pilot workload during the recovery.
Large crosswind shears:
May require large or rapid control wheel inputs.
In order to prevent inadvertent entry into airplane stall:
Stick shakers are installed on some aircraft.
During a windshear encounter due to a microburst, barometric altimeters may:
Provide distorted indications due to pressure variations within the microburst.
During a windshear encounter, the vertical speed indicator:
May significantly lag actual airplane rate of climb/descent.
It’s important to be aware of weather conditions and to count indications of potential windshear cumulatively. Which of the following are clues that there is a potential for windshear?
All of the answers are correct.
A low-level windshear alert system (LLWAS) typically provides coverage:
Near the runways and does not extend beyond the middle marker.
Which of the following are visual cues that can be seen from the cockpit that indicate the presence of microburst windshear?
Localized dust, flying debris, or virga.
Airborne weather avoidance radar can detect:
Precipitation associated with convective clouds.
To identify when attenuation is occurring during the use of airborne weather radar, the pilot may:
Tilt the radar antenna down and observe ground returns around the radar echo.
Simulator training in the windshear recovery technique:
Cannot reproduce all the elements associated with actual windshear encounters.
When implementing takeoff precautions due to possible windshear activity in the area, for takeoff you should use:
Maximum rated takeoff thrust.
To properly calculate increased rotation speed (VR) as a precautionary technique for takeoff in possible windshear conditions,:
Use the field length limit maximum weight VR (up to 20 knots over actual weight VR).
When commencing an approach into suspected windshear conditions and precautions are being taken, auto throttles:
Should be monitored closely for inappropriate thrust reductions.
When calculating your approach speed for suspected windshear conditions which indicate precautions should be taken, you should remember that:
An additional 20 knots at touchdown can increase your stopping distance by as much as 25 percent.
To effectively recognize a windshear encounter after liftoff:
Crews must develop an awareness of normal instrument indications.
Below 1000 feet AGL during takeoff, flight crews should be prepared to execute the windshear recovery technique if deviations from target indicated airspeed exceed:
15 knots.
Below 1000 feet AGL during approach, flight crews should be prepared to execute the windshear recovery technique if deviations from the target vertical speed exceed:
500 feet per minute.
After liftoff or on approach, the most effective technique for recovering from a windshear encounter for turbojet aircraft when airborne is:
Applying necessary thrust and rotating initially toward 15 degrees pitch up attitude.
During a recovery from an inadvertent windshear encounter after liftoff, airspeed should be increased by cautious reductions in pitch attitude:
Once the airplane is climbing and ground contact is no longer an immediate concern.
During recovery from an airborne windshear encounter, the correct use of power is to:
Aggressively apply thrust as necessary to ensure adequate airplane performance.
To recover from a windshear encounter during takeoff after liftoff, what should be done with flaps and landing gear?
Maintain flap and gear position until clearance is assured.
If you have just encountered windshear and are working to recover, should you follow the guidance of a flight director?
Only if it is designed for operation in windshear; otherwise you should ignore it.
During a windshear encounter recovery, stick shaker activation may result from:
All of the answers are correct.
Immediately following a successful windshear recovery, a pilot should:
Make a PIREP to air traffic control as quickly as possible.
When a windshear is encountered on the runway after V1 when reaching VR,:
Rotate toward 15 degrees pitch attitude by 2000 feet of runway remaining.
