Dash 1 6

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  1. (T/F)  The aircraft incorporates a reversible flight
    control system.
  2. As airspeed increases, trim
    appears to become ___________________.(-
    More effective
  3. Pulsing the trim control is
    ___________ to avoid over-trimming at higher airspeeds.
  4. During rapid acceleration
    from low to high speed, the pilot ____________  need to initially trim nose down to avoid a rapid build up in forces.
  5. (T/F)  The roll trim authority is insufficient to
    trim the aircraft laterally, with the maximum allowable fuel imbalance of 50
    pounds at all airspeeds and configurations.
    False - adequate
  6. At approach speeds or below
    with flaps in the LDG position, full nose right trim is required at _____%
  7. The directional trim is commanded by the trim aid computer as a function of?
    • engine torque and  indicated airspeed
    • pressure altitude and pitch rate.
  8. (T/F)  The trim aid computer will completely trim the aircraft directionally?
    False - will not
  9. There is _____________ pitch
    trim change when flaps are selected to the takeoff position. (-1 pg 6-3)
    Very little
  10. (T/F)  Lowering the flaps to the LDG position
    produces a slight pitch up, which is easily controllable. (-1 pg 6-3)
  11. (T/F)  The stick shaker intensifies noticeably as
    the flap limit airspeed is approached. (-1 pg 6-3)
    False - buffering intensifies
  12. (T/F)  The pilot is required to change the trim
    during speed brake operation. (-1 pg 6-3)
    False – The speed brake-elevator interconnect reduces the pitch tendency.
  13. (T/F)  The flap/speed brake interconnect prevents the use of the speed brake with the flaps extended. (-1 pg 6-3)
  14. (T/F)  If the flaps are extended, the speed brake will not retract if extended. (-1 pg 6-3)
    • False – the SB will automatically retract if the flaps are
    • set to any other position than UP.
  15. If the speed brake has been
    extended, it will automatically retract if the flaps are set to any position
    other than ________.(-1 pg 6-3)
  16. The reversible flight control
    system becomes more sensitive as airspeed _______.(-1 pg 6-3)
  17. Slight control stick inputs
    _________ result in airspeed or altitude deviations, from hands off trim
    condition. (-1 pg 6-3)
  18. Frequent cross-checks of
    airspeed are ____________ during climb out to prevent deviations from the climb
    airspeed schedule. (-1 pg 6-3)
  19. (T/F) The aircraft will
    decelerate rapidly with power in a dive. (-1 pg 6-3)
    False (accelerate)
  20. If uncoordinated rolling
    maneuvers are initiated at –1 G, the maximum bank angle change is ________
    degrees. (-1 pg 6-3)
  21. Recommended entry speed for a
    Lazy Eight is ________ KIAS. (-1 pg 6-3)
  22. Recommended entry speed for a
    Loop is ________ KIAS. (-1 pg 6-3)
  23. Recommended entry speed for a
    Split S is ________ KIAS. (-1 pg 6-3)
  24. Recommended entry speed for
    an Immelmann is ________ KIAS. (-1 pg 6-3)
  25. Recommended entry speed for a
    Clover Leaf is ________ KIAS. (-1 pg 6-3)
  26. Recommended entry speed for a
    Barrel Roll is ________ KIAS. (-1 pg 6-3)
  27. Recommended entry speed for a
    Cuban Eight is ________ KIAS. (-1 pg 6-3)
  28. Recommended entry speed for
    an Aileron Roll is ________ KIAS. (-1 pg 6-3)
  29. Recommended entry speed for a
    Chandelle is ________ KIAS. (-1 pg 6-3)
  30. Factor(s) which effect glide
    performance are________. (-1 pg 6-4)
    • coordinated or uncoordinated flight
    • angle of bank and aircraft configuration
    • airspeed
  31. (T/F)  The maximum range power-off glide airspeed remains the same with changes in aircraft configuration. (-1 pg 6-4)
    False – Clean = 125, Gear = 105, Gear/Flaps = 95
  32. Best glide speed in clean configuration is approximately _____ KIAS with a sink rate of __________ fpm.
    (-1 pg 6-4)
    125,  1350
  33. Best glide speed with gear down, flaps up,
    and speed brake up is approximately _____ KIAS with a sink rate of __________
    fpm. (-1 pg 6-4)
    105,  1500
  34. With the engine out, flaps
    _________ be deployed prior to extending the landing gear in a power-off glide
    because the engine driven hydraulic pump is not operating. (-1 pg 6-4)
  35. (T/F)  Without normal hydraulic pressure, use of the speed brake in a power-off glide is not possible. (-1 pg 6-4)
  36. The stick shaker provides artificial stall warning in each cockpit a minimum of _____ knots before the
    stall is reached. (-1 pg 6-4)
  37. Natural stall warning, in the form of light aerodynamic buffet, occurs approximately ____ knots before the
    stall during power-off stalls in all configurations. (-1 pg 6-4)
  38. (T/F) During accelerated/turning entries into a stall, moderate buffet occurs well prior to
    the actual stall. (-1 pg 6-4)
  39. (T/F) The stick shaker may
    mask natural aircraft buffet during stall approach and recovery. (-1 pg 6-4)
  40. What is the defining characteristic of an upright, wings-level stall? (-1 pg 6-4)
    • Increased buffet
    • Roll off
    • Wing-drop
    • Roll-off and wing-drop
  41. During a wings level power-on
    stall, _________ rolling tendency is induced at stall by engine torque before
    reaching full aft stick. (-1 pg 6-4)
    A left
  42. Above _____% torque, full
    right rudder and full right aileron may not prevent a left roll off at stall.
    (-1 pg 6-4)
  43. An accelerated stall induced
    by a turning entry and increased G is preceded by _________  buffet before the stall is reached.(-1pg 6-7)
  44. Altitude lost during recovery
    from a wings level stall is usually less than ______ feet, assuming a prompt
    application of recovery power. (-1 pg 6-7)
  45. In general, OCF can be
    divided into which following categories: (-1 pg 6-7)
    • Steady-state spins and incipient
    • spins
    • Poststall gyrations and
    • steady state-spins
  46. Poststall gyrations are the
    motions of the aircraft about one or more axes immediately following: (-1 pg
    • Stall and prior to the
    • incipient spin
  47. (T/F)  A poststall gyration can occur at high
    airspeed but not at low airspeed. (-1 pg 6-7)
    False (both high and low airspeed)
  48. (T/F)  Poststall gyrations may be violent and
    disorienting. (-1 pg 6-7)
  49. The spin-like motion that
    occurs between a postal gyration and a fully-developed spin is called an
    _____________.(-1 pg 6-8)
    Incipient spin
  50. An incipient spin is
    characterized by oscillations in ________. (-1 pg 6-8)
    • Pitch and roll
    • Yaw attitudes and rates
  51. An incipient spin can be
    identified by an oscillatory spin like motion, ________________ ,
    ______________, and airspeed that is accelerating or decelerating toward the
    steady-state value. (-1 pg 6-8)
    a fully-deflected turn needle; a stalled angle of attack
  52. Altitude loss during a
    typical steady-state spin is approximately ______ feet for a six-turn spin. (-1
    pg 6-8)
  53. (T/F) The aircraft has shown
    an overall capitulation to un-intentional spins. (-1 pg 6-8)
    • False – the aircraft has shown an overall RESISTANCE to
    • un-intentional spins.
  54. (T/F) Recovery from
    inadvertent loss of aircraft control, including poststall gyrations and
    incipient spins, can be accomplished by promptly advancing power to MAX, and
    positively neutralizing flight controls in all axes. (-1 pg 6-8)
    False – Power to IDLE
  55. A spiral is a rolling and/or
    yawing motion of the aircraft that is often mistaken for a spin, but is not
    steady-state in that airspeed is increasing through _____ KIAS and motions are
    oscillatory. (-1 pg 6-8)
  56. A spiral can result from
    misapplication of ________________.  (-1
    pg 6-8)
    pro-spin controls
  57. (T/F) Anti-spin controls may
    not be effective in arresting the spiral and may actually aggravate the
    situation. (-1 pg 6-8)
  58. The best response to a spiral
    is to neutralize the ___________ and reduce ____________ until motion stops.
    (-1 pg 6-8)
    Controls, the power to IDLE
  59. A spin requires
    ________________ simultaneously with __________________.(-1 pg 6-8)
    Stalled angle-of-attack, sustained yaw rate
  60. (T/F) Only intentional erect
    spins with landing gear, flaps, and speed brake up and power at MAX are
    permitted. (-1 pg 6-9)
  61. A pitch attitude of
    __________ degrees nose high provides the best entry into a spin. (-1 pg 6-9)
  62. Spins below 10,000 feet MSL
    are prohibited due to ______________________ which occur during the spin
    maneuver with the propeller RPM below 80%.(-1 pg 6-9)
    High stresses on the propeller
  63. A spin may be entered by
    maintaining full aft stick and applying full rudder in the desired spin
    direction at _____ KIAS. (-1 pg 6-9)
  64. Entry into idle power, erect
    spins are characterized by roll and yaw in the ___________________ is applied.
    (-1 pg 6-9)
    Direction rudder
  65. (T/F) After completing the
    initial turn, of an erect spin, the nose will pitch to approximately 60 below the
    horizon. (-1 pg 6-9)
  66. After completing
    approximately ____ turns, the spin will have entered a near steady state
    condition. (-1 pg 6-9)
  67. Spin rotation rates will
    stabilize to approximately ____________ seconds per turn with altitude loss of
    ____________ feet per turn. (-1 pg 6-9)
    2-3, 400-500
  68. (T/F) The turn needle will be
    fully deflected in the opposite direction of the spin. (-1 pg 6-9)
    False – turn needle will show the direction of the spin.
  69. (T/F) Spins in either
    direction may exhibit roll and yaw oscillations after three turns with neutral
    ailerons. (-1 pg 6-9)
  70. (T/F) Ailerons have
    pronounced effect on spin characteristics. (-1 pg 6-9)
  71. With ailerons held in the
    directions of spin rotation, roll and yaw become noticeably  _________________.(-1 pg 6-9)
  72. (T/F) During a spin, oil
    pressure may decrease below 40 psi with idle power, which is acceptable
    provided normal indications return after recovery. (-1 pg 6-9)
  73. (T/F) A progressive spin is a result of
    misapplication of recovery controls. (-1 pg 6-9)
  74. What is the best means of recovery if a progressive spin is inadvertently encountered? (-1 pg 6-9)
    OCF procedure
  75. An aggravated spin is caused
    by ____________. (-1 pg 6-9)
    • Maintaining pro-spin rudder
    • Moving the control stick forward of the neutral position
  76. What is the best means of
    recovery if an aggravated spin is inadvertently encountered? (-1 pg 6-9)
    OCF procedure
  77. Intentional inverted departures and spins are _____________.(-1 pg 6-9)
  78. Intentional spins in other than cruise configuration at idle power are ____________.(-1 pg 6-10)
  79. Erect spin recovery is
    ___________ after recovery controls are applied. (-1 pg 6-10)
    Steepen, increase
  80. Once recovery controls have been applied, spin rotation will abruptly cease within __________ turns after
    applying controls. (-1 pg 6-10)
    1 1/2
  81. Expect to lose approximately
    _____ feet for every turn of a spin with an additional ___________ feet for a
    normal dive. (-1 pg 6-10)
    500, 1500-2000
  82. (T/F) The aircraft will recover from erect spins with controls free and with the PCL at IDLE. (-1 pg
  83. Altitude loss during dive recovery is determined by the following independent factors. (-1 pg 6-11)
    • Angle of dive, and acceleration maintained during pullout
    • Altitude at start of pullout, airspeed at start of pullout
  84. (T/F) In all cases of inverted or power on departures, the engine shall be inspected by qualified
    maintenance personnel after flight. (-1 pg 6-11)
Card Set:
Dash 1 6
2014-01-25 14:23:31

Dash 1 6
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