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User currently offlineJetguy From , joined Dec 1969, posts, RR:
Posted (10 years 6 months 1 week 1 day 18 hours ago) and read 1056 times:

Personally, I think that things have been getting a bit stale here on the Tech/Ops Forum. Here's are a few questions for you guys to have a go at...

Q1. Why does an airplane with a constant-speed propeller have a shorter takeoff roll than an identical airplane with a fixed-pitch propeller (everything else being equal)?

Q2. True or False: During World War II, a pilot flying a British dirigible pursued and shot down a Heinkel He.115.

Q3. Eight- and 12-foot-long windsocks are designed to extend fully with a wind speed of:
a) 15 knots.
b) 20 knots.
c) 25 knots.
d) 30 knots.

Q4. What is the most common reason for gear-up landings?



10 replies: All unread, jump to last
 
User currently offlineFlyf15 From , joined Dec 1969, posts, RR:
Reply 1, posted (10 years 6 months 1 week 1 day 18 hours ago) and read 1049 times:

I'll take a stab at it...

1: The main reason being the higher RPMs (and therefore greater horsepower) achieved by the engine and the more efficient delivery of this power to the air. This means better acceleration and reaching takeoff speed sooner.

2: True, my reasoning being that things like this just can't be made up.  Big thumbs up

3: 15

4: Pilots having horrible checklist usage.


User currently offlineSkyguy11 From , joined Dec 1969, posts, RR:
Reply 2, posted (10 years 6 months 1 week 1 day 17 hours ago) and read 1037 times:

1) Like the low gear on a bike, the prop spins faster at a lower blade angle and allows more of the engine power to be transformed into useful work at slower speeds. You also don't get that static RPM limitation, where the prop can't even get to its maximum RPM.

2) Ummmm yeah?

3) 15 sounds famaliar....

4) Forgetful pilots! Usually happens when something does not go as planned (i.e., 'make a short approach', pilot is distracted and forgets).


====
Here are some bonus ones  Big grin:
Q5: C and D airspace become G or E after the tower closes. What two items determine if it becomes G or E?

Q6: What are the two classes of NOTAMs?
====


User currently offlinePositive rate From Australia, joined Sep 2001, 2143 posts, RR: 1
Reply 3, posted (10 years 6 months 1 week 1 day 17 hours ago) and read 1036 times:

1) The engine power is more efficiently used by the propellor with a CSU fitted

2) True

3) 30 kts

4) Pilots concentrating too intensely on the approach itself they forget to lower the gear, even with an audible gear warning horn going off


User currently offlineJetguy From , joined Dec 1969, posts, RR:
Reply 4, posted (10 years 6 months 1 week 1 day 17 hours ago) and read 1034 times:

I'll give both of you guys 2 out of 4. I won't give the correct answers for a while - I want to see if anyone can come up with all four.


User currently offlineJetguy From , joined Dec 1969, posts, RR:
Reply 5, posted (10 years 6 months 1 week 1 day 17 hours ago) and read 1032 times:

Positive Rate...
Sorry, but you can do better than 1 out of 4


User currently offlineGoboeing From United States of America, joined Jun 2000, 2679 posts, RR: 14
Reply 6, posted (10 years 6 months 1 week 1 day 17 hours ago) and read 1023 times:

Q5: Weather reporting equipment, and ?instrument approaches?

Q6: I thought there was 3, I can think of D for "distant". These are things like NAVAIDs out of service, public airports etc. The FSS has access to them when they're valid.

L for "local" like taxiway closures, construction, braking action reports, and I think lighting if it doesn't affect the IAP criteria? FSS has these NOTAMs but FSSs from out of the area may not give them unless requested.

FDC for changes in regulations, like chart changes, TFRs, and changes to approach minimums. An FSS should have an FDC NOTAM if it's within 400NM of their station.


I would also like to add that tonight, I went on my first IFR flight from ASH to PVD and back in the 172 with my instructor, and it was AWESOME. We were above the overcast layer at 5000' and enjoying the moon and stars.

Nick


User currently offlineAaron atp From United States of America, joined Mar 2000, 533 posts, RR: 2
Reply 7, posted (10 years 6 months 1 week 1 day 17 hours ago) and read 1013 times:

1. a) greater BHP due to higher RPM
b) greater thrust [due to higher BHP (and THP) and due to higher η (prop efficiency) from optimized helix angle]

2. no

3. All of the above: "15 knots or higher"

4. leaving the gear handle up, for whatever reason


User currently offlineJetguy From , joined Dec 1969, posts, RR:
Reply 8, posted (10 years 6 months 1 week 1 day 16 hours ago) and read 1002 times:

Aaron ATP,
OK, I'll give it to you.
A1. You guys figured it out right off the bat.
A2. False - You've got to be kidding, a dirigible chase down a high-speed (for the era) aircraft. Yeah right.
A3. 15 kts it is.
A4. "And the #1 reason aircraft are landed gear up is..."
Amphibious aircraft making water landings.  Laugh out loud (Sorry guys, I couldn't help myself.)



User currently offlineFlyf15 From , joined Dec 1969, posts, RR:
Reply 9, posted (10 years 6 months 1 week 1 day 16 hours ago) and read 1000 times:

A4. "And the #1 reason aircraft are landed gear up is..."
Amphibious aircraft making water landings. (Sorry guys, I couldn't help myself.)


You're one tricky person...  Big thumbs up


User currently offlineSkyguy11 From , joined Dec 1969, posts, RR:
Reply 10, posted (10 years 6 months 1 week 1 day 15 hours ago) and read 990 times:

Jetguy - no fair Smile

Goboeing:
Q6: That's the one that nailed me on my instrument.... Class 1 = Unpublished and Class 2 = Published. I did the same thing you did 'ummmm... FDC, L, and D'.

Q5: Yeah weather reporting is one of them; the other is a way to talk to ATC all the way to the ground.


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