Subject Wake Turbulence, Private Question No 135.

When landing behind a large aircraft, the pilot should avoid wake turbulence by staying

A. above the large aircraft's final approach path and landing beyond the large aircraft's touchdown point.

B. below the large aircraft's final approach path and landing before the large aircraft's touchdown point.

C. above the large aircraft's final approach path and landing before the large aircraft's touchdown point.


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Subject Wake Turbulence, Private Question No 136.

The greatest vortex strength occurs when the generating aircraft is

A. light, dirty, and fast.

B. heavy, dirty, and fast.

C. heavy, clean, and slow.


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Subject Wake Turbulence, Private Question No 137.

When taking off or landing at an airport where heavy aircraft are operating, one should be particularly alert to the hazards of wingtip vortices because this turbulence tends to

A. rise from a crossing runway into the takeoff or landing path.

B. rise into the traffic pattern area surrounding the airport.

C. sink into the flightpath of aircraft operating below the aircraft generating the turbulence.


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Subject Wake Turbulence, Private Question No 165.

Wingtip vortices are created only when an aircraft is

A. operating at high airspeeds.

B. heavily loaded.

C. developing lift.


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Subject Wake Turbulence, Private Question No 166.

The wind condition that requires maximum caution when avoiding wake turbulence on landing is a

A. light, quartering headwind.

B. light, quartering tailwind.

C. strong headwind.


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Subject Fitness for Flight, Private Question No 169.

What effect does haze have on the ability to see traffic or terrain features during flight?

A. Haze causes the eyes to focus at infinity.

B. The eyes tend to overwork in haze and do not detect relative movement easily.

C. All traffic or terrain features appear to be farther away than their actual distance.


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Subject Stall Recognition and Recovery, Commercial Question No 420.

In which situation is a hazardous stall more likely to occur if inadequate airspeed allowance is made for wind velocity gradient?

A. During the approach to a landing.

B. While thermalling at high altitudes.

C. During takeoff and climb while on aerotow.


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Subject Traffic Patterns, Commercial Question No 438.

What corrective action should be taken during a landing if the glider pilot makes the roundout too soon while using spoilers?

A. Leave the spoilers extended and lower the nose slightly.

B. Retract the spoilers and leave them retracted until after touchdown.

C. Retract the spoilers until the glider begins to settle again, then extend the spoilers.


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Subject Off-Field Landing Procedures, Commercial Question No 439.

What would be a proper action or procedure to use if you are getting too low on a cross-country flight in a glider?

A. Fly directly into the wind and make a straight-in approach at the end of the glide.

B. Have a suitable landing area selected upon reaching 2,000 feet AGL, and a specific field chosen upon reaching 1,500 feet AGL.

C. Continue on course until descending to 500 feet, then select a field and confine the search for lift to an area within gliding range of a downwind leg for the field you have chosen.


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Subject Wake Turbulence, Commercial Question No 51.

With respect to vortex circulation, which is true?

A. Helicopters generate downwash turbulence, not vortex circulation.

B. The vortex strength is greatest when the generating aircraft is flying fast.

C. Vortex circulation generated by helicopters in forward flight trail behind in a manner similar to wingtip vortices generated by airplanes.


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Subject Wake Turbulence, Commercial Question No 52.

When landing behind a large aircraft, which procedure should be followed for vortex avoidance?

A. Stay above its final approach flightpath all the way to touchdown.

B. Stay below and to one side of its final approach flightpath.

C. Stay well below its final approach flightpath and land at least 2,000 feet behind.


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Subject Wake Turbulence, Commercial Question No 54.

Which procedure should you follow to avoid wake turbulence if a large jet crosses your course from left to right approximately 1 mile ahead and at your altitude?

A. Make sure you are slightly above the path of the jet.

B. Slow your airspeed to VA and maintain altitude and course.

C. Make sure you are slightly below the path of the jet and perpendicular to the course.


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Subject Traffic Patterns, Instructor Question No 70.

Unless adequate speed control is maintained during the turn to base and the final approach for a landing into the wind, which would most likely occur if a steep wind gradient existed?

A. The desired landing spot would be undershot or the glider would stall.

B. The airspeed on final approach would increase, causing the glider to overshoot the desired landing spot.

C. The wingtip on the outside of the turn would stall before the wingtip on the inside of the turn.


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Subject Traffic Patterns, Instructor Question No 71.

If swirling dust, leaves, or debris indicate a strong thermal on the final approach to a landing, it is recommended that the glider pilot

A. open the spoilers and reduce the airspeed.

B. close the spoilers and increase the airspeed.

C. open the spoilers and maintain a constant airspeed.


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Subject Off-Field Landing Procedures, Instructor Question No 65.

When making an off-field landing, it is recommended that the landing be accomplished

A. in pastures which are seldom cultivated.

B. uphill, if possible, regardless of the wind direction.

C. in cultivated fields where the crops have not yet been harvested.


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Subject Airplane Performance, Instructor Question No 101.

(Refer to figure 30 .) Determine the approximate crosswind component. Landing Rwy 22 Wind 260 at 23 kts

A. 10 knots.

B. 15 knots.

C. 17 knots.


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Subject Maneuvering by Reference to Ground Objects, Instructor Question No 133.

(Refer to figure 48 .) In flying the rectangular course, when would the aircraft be turned less than 90?

A. Corners 1 and 4.

B. Corners 1 and 2.

C. Corners 2 and 4.


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Subject Normal Approach and Landing, Instructor Question No 300.

What could be a result of a student focusing too far ahead during a landing approach?

A. Reactions will be either too abrupt or too late.

B. Rounding out too high and developing an excessive sink rate.

C. Difficulty in judging the closeness of the ground resulting in a nose-first touchdown.


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Subject Crosswind Approach and Landing, Instructor Question No 32.

Under normal conditions, a proper crosswind landing on a runway requires that, at the moment of touchdown, the

A. direction of motion of the aircraft and its longitudinal axis be parallel to the runway.

B. downwind wing be lowered sufficiently to eliminate the tendency for the aircraft to drift.

C. direction of motion of the aircraft and its lateral axis be perpendicular to the runway.


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Subject Roundout (Flare), Instructor Question No 332.

What normally results from excessive airspeed on final approach?

A. Bouncing.

B. Floating.

C. Ballooning.


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Subject Emergency Approaches & Landings, Instructor Question No 333.

If an emergency situation requires a downwind landing, pilots should expect a faster

A. airspeed at touchdown, a longer ground roll, and better control throughout the landing roll.

B. groundspeed at touchdown, a longer ground roll, and the likelihood of overshooting the desired touchdown point.

C. groundspeed at touchdown, a shorter ground roll, and the likelihood of undershooting the desired touchdown point.


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Subject Fitness for Flight, Instructor Question No 144.

What effect does haze have on the ability to see traffic or terrain features during flight?

A. Haze causes the eyes to focus at infinity.

B. The eyes tend to overwork in haze and do not detect relative movement easily.

C. All traffic or terrain features appear to be farther away than their actual distance.


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© 2005 Jim D. Burch 602-942-2734 jdburch@att.net