Ex. 6 - Straight And Level Flight | Attempts: 217

1.

What is the purpose of an elevator trim tab?

A.

It allows you to change the plane's pitch attitude without handling the yoke.
B.

It allows you to "trim off" the control pressure, so you don't have to continuously pull or push on the yoke.
C.

It allows you to "trim off" the rudder pressure, so that you can fly coordinated (i.e., ball in the centre of Turn & Bank Coordinator), so you don't have to continuously push on a rudder pedal.
D.

It's basically another word for autopilot -- it keeps your altitude while you fly "hands-off".

Correct Answer
B. It allows you to "trim off" the control pressure, so you don't have to continuously pull or push on the yoke.

Explanation
A. While it's possibly to change the plane's attitude by changing the position of the trim tab, it is a very sloppy way of doing so. Always use the yoke to set the proper pitch attitude, then use trim to trim off the pressure.

B. The correct answer. The earlier you make trimming a habit, the easier flying will be. If your plane is not trimmed out, you have to keep constant pressure on the yoke, which fatigues your muscles and adds to your mental workload. Not to mention that as soon as you are distracted by any other task, the plane's nose will immediately move away from the attitude you're trying to maintain.

C. No, that would be rudder trim. Most basic trainers do not have that.

D. Not really -- trim maintains a constant angle of attack, not constant altitude. And even though it allows you to keep very light pressure on the controls, you never know when a gust of turbulence is going to hit, so even a perfectly trimmed out plane will require a pilot to keep a hand on the yoke.

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2.

A plane is in straight and level flight when it's maintaining (select all that apply)

A.

Constant heading
B.

Constant altitude
C.

Constant angle of bank (0-30 degrees)
D.

Zero angle of bank

Correct Answer(s)
A. Constant heading
B. Constant altitude
D. Zero angle of bank

Explanation
All of the above are correct, with the exception of "constant angle of bank" -- though it's possible to maintain a constant heading while the plane is banked, you have to introduce yaw, so that the plane is not coordinated (i.e., tail doesn't follow nose). That's called slipping. Straight and level flight is generally defined as coordinated flight (Turn Coordinator ball is in the centre).

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3.

You are flying straight and level, at a normal cruise power setting, in a perfectly trimmed out plane, in ideal weather conditions. Next you pull the throttle back, reducing power by 200 rpm. What will the plane do?

A.

The plane will stay at the same altitude, but will slow down by about 10 knots.
B.

The plane will stall (basically stop flying and start dropping).
C.

The plane will descend at the same (or about the same) airspeed as before.
D.

The plane will be gliding.

Correct Answer
C. The plane will descend at the same (or about the same) airspeed as before.

Explanation
A. No. A throttle of a plane is not like a throttle of a car -- it does not directly control airspeed.
B. If you do not move the elevators or the trim, plane will remain trimmed for a certain angle of attack no matter what you do with the throttle. A stall occurs at a much higher angle of attack than normal cruise. Since the plane was originally at a normal cruise angle of attack, reducing power will not change that, so a stall would not occur.
C. Yes! A plane will remain trimmed for its original angle of attack. Each angle of attack generally corresponds to a certain airspeed. Reducing power will not change the angle of attack; i.e., the plane will keep its airspeed. However, a reduction in power would mean that in order to maintain that airspeed the plane will need to descend.
D. No. Gliding means flight without power, but you are reducing normal cruise power by only 200 rpm (for comparison, a Cessna 150 cruises at about 2300-2500 rpm).

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4.

The plane is in a nose-up attitude. Which of the following could be happening? (Select all that apply)

A.

It's climbing.
B.

It's maintaining altitude.
C.

It's descending.

Correct Answer(s)
A. It's climbing.
B. It's maintaining altitude.
C. It's descending.

Explanation
Yes -- all three are correct! Climbing is pretty obvious -- we generally point the plane up (and add power) to climb. It's also possible to fly straight and level in a nose up attitude -- if you reduce power a little below normal cruise, you would have to raise the nose to compensate. And yes, it's even possible to descend in a nose-up attitude (i.e., when the nose is above cruise attitude) -- if you drastically reduce power, raising the nose will slow the plane down, but won't prevent descent.

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5.

Which rudder pedal will you need to "step on" if you add power?

A.

Right, because the propeller rotates clockwise from the pilot's point of view, and so the propwash strikes the fin on the left.
B.

Right, because the propeller rotates clockwise from the pilot's point of view, and so the propwash strikes the fin on the right.
C.

Left, because the propeller rotates clockwise from the pilot's point of view, and so the propwash strikes the fin on the left.
D.

Left, because the propeller rotates clockwise from the pilot's point of view, and so the propwash strikes the fin on the right.

Correct Answer
A. Right, because the propeller rotates clockwise from the pilot's point of view, and so the propwash strikes the fin on the left.

Explanation
If you are confused, just look at the powerpoint picture again.

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6.

Why do you need both a compass and a heading indicator in the plane?

A.

The compass is unreliable in extreme northern latitudes because of the magnetic dip, but the heading indicator is not affected by it because it senses true north, not magnetic north.
B.

The compass is difficult to read in turbulence, and magnetic dip cases it to read erroneously during some turns and acceleration/deceleration.
C.

You don't really need the heading indicator during normal flight. It's just a back-up in case the compass fails.
D.

You don't really need the compass normally. It is just a back-up in case the heading indicator fails.

Correct Answer
B. The compass is difficult to read in turbulence, and magnetic dip cases it to read erroneously during some turns and acceleration/deceleration.

Explanation
A. The compass is indeed unreliable close to the north pole, but a heading indicator won't help you there either, since the heading indicator does not know which way north is -- you need to set it using the informaiton provided by the compass or some other navigational device.
B. Correct. The compass is still required to set the heading indicator occasionally (every 15 minutes or so), but that needs to be done during straight-and-level flight (or constant climb or descent) because of compass errors during turns and speed changes.
C. Definitely not. Most of the time you are flying by reference to the heading indicator, looking at the compass only occasionally.
D. No, a heading indicator is useless without a compass. A heading indicator is not north-seeking; it doesn't know which way you're pointing unless you set it, using the compass information.

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7.

What are the steps for reducing airspeed during straight and level flight? (Assume all choices include proper rudder pressure to prevent yaw.)

A.

Reduce power - Lower nose to maintain altitude - Retrim
B.

Reduce power - Raise nose to maintain altitude - Retrim
C.

Raise the nose - Reduce power - Retrim
D.

Reduce power - Retrim for nose-up attitude

Correct Answer
B. Reduce power - Raise nose to maintain altitude - Retrim

Explanation
A. The nose will want to drop as you reduce power, and the plane will want to descend. You'll need to raise the nose to prevent altitude loss.
B. Correct answer.
C. Raising the nose first will case the plane to climb. Reduce power first.
D. Raise the nose with the yoke first, and only trim after you've found the new attitude that will keep you flying straight and level. Leading with trim causes sloppy flying.

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8.

What are the steps for increasing airspeed during straight and level flight. (Assume all choices include proper rudder pressure to prevent yaw.)

A.

Add power - Retrim (only necessary if plane wasn't trimmed out properly)
B.

Lower the nose - Add power - Retrim
C.

Full power - Lower nose to prevent climb - Retrim
D.

Add power - Push forward on the yoke to prevent climb - Retrim

Correct Answer
D. Add power - Push forward on the yoke to prevent climb - Retrim

Explanation
A. Adding power will cause the nose to rise. You will need to prevent that by lowering the nose slightly below cruise attitude and retrimming.
B. Lowering the nose first will cause the plane to descend.
C. Full power is generally not used for straight and level flight. You may damage the engine that way.
D. Correct answer.

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9.

Your plane was at cruise attitude, flying straight and level at a normal cruise power setting. Then you slowed it down by 10 knots, maintaining the same altitude. What's the plane's pitch attitude now?

A.

Lower than cruise attitude
B.

Same as cruise attitude
C.

Higher than cruise attitude

Correct Answer
C. Higher than cruise attitude

Explanation
When flying slower (i.e., with less power), the plane needs to maintain a higher angle of attack to generate the same amount of lift. So your attitude will be more nose-up compared to normal cruise.

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10.

What are the advantages of a heading indicator (select all that apply):

A.

HI is self-contained -- does not need an external power source
B.

HI does not experience acceleration/deceleration and turning errors
C.

HI is easier to read in turbulence
D.

HI will seek true north, not magnetic north
E.

HI has an intuitive interface, unlike the most common compass design which appears to "reverse" directions
F.

HI is has a more simple construction than a compass, and is thus more reliable

Correct Answer(s)
B. HI does not experience acceleration/deceleration and turning errors
C. HI is easier to read in turbulence
E. HI has an intuitive interface, unlike the most common compass design which appears to "reverse" directions

Explanation
A. Incorrect! A compass does not need a power source, but a heading indicator is typically powered by an engine-driven vacuum pump.
B. True.
C. True -- a heading indicator does not bounce and wobble in turbulent conditions.
D. Incorrect -- a HI does not in itself have any direction-sensing -- you need to set it first.
E. Correct.
F. Definitely not. A heading indicator is far more complicated than a compass, so there is more potential for mechanical trouble.

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