Upset & Recovery Questions

While already at high speed, what happens if Mach is allowed to increase?

Airflow over parts of the airplane begins to exceed the speed of sound. Shock waves can cause local airflow separation. Characteristics such as pitch up, pitch-down, or buffeting may occur. ALL OF THE ABOVE.

In a nose-high, wings-level airplane upset, what are the recommended techniques:

Apply up to full-nose down elevator up to zero g's and consider trimming off some control force.

If the engines are not aligned with the airplane center of gravity, a change in engine thrust will:

Be accompanied by a change in pitching moment.

A stall is usually accompanied by a continuous warning, and it is characterized by:

Buffeting, which could be heavy. A decreased pitch authority. A decreased roll authority. The inability to arrest descent rate. ALL OF THE ABOVE.

Large downward aileron deflections:

Could induce air separation over that portion of the wing at very high angles of attack.

Rudders on modern jet transport airplanes are usually designed and sized to:

Counter jawing moment associated with an engine failure at very low takeoff speeds.

During lateral maneuvering, aileron and spoiler effectiveness:

Decreases with increasing angle of attack.

Airplane stall speeds are published in the Approved Flight Manual for each airplane model. These speeds are presented as a function of airplane weight. Therefore, if a pilot maintains airspeed above the appropriate speed listed for the airplane weight, the airplane will not stall.

False

To maintain altitude in a banked turn, the lift produced by the airplane must be:

Greater than the airplane weight, and the amount is a function of bank angle.

Dihedral is the positive angle formed between the lateral axis of an airplane and a line that passes through the center of the wing. Which of the following statements is incorrect?

If the relative wind comes from the side of an airplane that has dihedral-designed wings, the wing into the wind is subject to a decrease in lift.

The angle of attack at which a wing stalls reduces with __________ Mach.

Increasing

During a recovery from a nose-low, high-bank-angle airplane upset:

It may be necessary to unload the airplane by decreasing back pressure.

Which of the following statements regarding energy is true?

Kinetic energy can be traded for potential energy, and potential energy can be traded for kinetic energy.

The objective in maneuvering the airplane is to manage energy so that:

Kinetic energy stays between limits (stalls and placards). Potential Energy stays between limits (terrain to buffet altitude). Chemical energy stays above certain thresholds (not running out of fuel). ALL OF THE ABOVE

A good analysis process of an airplane upset should include:

Locating the bank indicator. Determining the pitch attitude. Confirming attitude by referring to other indicators. Assessing the airplane energy. ALL OF THE ABOVE.

In a nose-high, wings-level airplane upset, when it is determined that the rudder input is required because roll input is ineffective:

Only a small amount should be used. Do not apply rudder too quickly. Do not hold rudder input to long. Improper use of rudder may result in loss of lateral and directional control. Extreme caution must be used because of the low-energy situation. ALL OF THE ABOVE.

When initiating recommended airplane upset recovery techniques, the first two techniques are:

Recognize and confirm the situation and disengage the autopilot and autothrottles.

Which of the following statements is true?

Recovery from impending stall warning is the the same as recover from a stall.

Technology in modern airplanes reduces the flight crew workload. Therefore, while initiating the recovery from an airplane upset, the pilot should:

Reduce the level of automation by disengaging the autopilot and authorities.

Exceed the Critical angle of attack and the surface will stall, and lift will decrease instead of increasing: This is true:

Regardless of airplane speed or altitude.

Which of the following statements regarding recovering from an airplane upset are correct?

The actions should be correct and timely, Troubleshooting the cause of the upset is secondary to initiating recovery. Regaining and maintaining control of the airplane is paramount. ALL OF THE ABOVE.

In the event of thrust asymmetry at takeoff:

The pilot must apply an amount of rudder determined by the yawing moment in order to eliminate the side slip.

Stability in the vertical axis tends to drive the side slip angle toward zero. The most dynamic stability about the vertical axis on modern jet transport is from:

The rudder

If a pilot inputs full rudder in a normal symmetric airplane situation, it will result in very large side slip angles and large structural loads?

True

The airplane angle of attack is the angle between the airplane longitudinal axis and the oncoming air.

True

With insufficient aerodynamic forces acting on the airplane (airplane stalled), its trajectory will be mostly ballistic and it ay be difficult for the pilot to command a change in attitude until:

When the angle of attack is reduced.

When should an upset recovery be initiated?

Whenever an unintentional excessive divergence from an intended flight path and/or airspeed occurs.