No. the answer is....






FUN!! 

QUIZ ANSWERS:

1 - C
If another aircraft doesn't have any apparent motion in your window, your flight paths will converge unless action is taken.

2 - C
Wingtip vortices are a product of the wing producing lift. They are present regardless of loading or airspeed.

3 - A
In a quartering headwind, the controls should be held with aileron into the wind. For a left quartering headwind, use left aileron, which translates to left aileron up.

4 - B
Density altitude is pressure altitude corrected for nonstandard temperature. Height above the standard datum is pressure altitude. Altitude read from the altimeter is indicated altitude.

5 - A
The horizontal component of lift acts to turn the aircraft. The vertical component balances the weight of the aircraft. The centrifugal force is a result of the turn and balances the horizontal lift component.

6 - A
The aptly named carburetor heat heats the air entering the carburetor. The air becomes less dense when it is warmed which serves to enrichen the fuel/air mixture, decreasing engine performance.

7 - A
Class A airspace extends from FL180 to FL600 and requires that you be on an instrument flight plan.

8 - C
This was the most missed question. The required fuel reserve for nighttime VFR operations is 45 minutes. The reserve for daytime VFR is 30 minutes.

9 - A
Again, sorry for including this poorly worded question. You can eliminate dive brakes or spoilers, they are another means of glide path control independent of slips. You can also eliminate rudder and aileron deflected on the same side as a slip is preformed by crossing the rudder and aileron controls. This leaves only the poorly worded answer A.

10 - B
I'm glad to see everyone go this question correct. Everything from deciding the plane is airworthy before setting off flying to deciding how to handle an onboard emergency, the PIC is the final say.

beaky wrote on Aug 11^th, 2008 at 9:42pm:


I agree and disagree. Yes, in a forward slip, you are slipping in the direction you are going (forward), but the whole point of a forward slip is to lose altitude if you find yourself too high on an approach.  A forward slip should be conducted with power at idle, so you lose altitude as fast as possible, otherwise there is no point of forward slipping in the first place.

Now for a side slip, yes, in calm wind, you will be slipping towards the downward wing, but once again, the point of side slipping is to combat a crosswind.  So with the crosswind pushing in the other direction of the slip, the nose should be tracking forward (right down the centerline of the runway).  Maybe i was just confused with what you were trying to say, correct me if i'm wrong 

-Crossfire- wrote on Aug 16^th, 2008 at 6:08am:



By my lights, in the phrase "forward slip", the word "forward" describes the slip. It can be safely assumed that the airplane itself is moving more or less forward.

Whether one is forward-slipping to lose altitude or for fun, the fact remains that the sideways movement of the plane (the slip) is "forward" relative to the direction of flight, although "sideways" relative to the airplane.
  In a side slip, you're slipping off to the side relative to both the airplane and the direction of flight. You only maintain your intended track in a side slip because of opposite rudder and/or a crosswind.

Or look at it this way: if you use rudder and aileron so that the nose is pointed away from the direction of travel (which we might agree can be called "forward"), you are slipping pretty much only into the relative wind, which is totally dependent on the direction ("forward") of flight ("forward slip").

When you use rudder and aileron to keep the nose pointed forward but allow the plane to move sideways through the crosswind, not the relative wind, you are slipping sideways ("side slip").

Or... look at it this way: a forward slip is not used to correct a sideways motion relative to the runway (or intended track), but a side slip is used for just that.

But it's all semantics at this point...I understand why there are two camps.

To many, the fact that what I call a "forward slip" presents the side of the plane to the relative wind means it's a "side slip".

But I'm thinking of which way (relative to the direction of flight)  you're slipping, which IMHO is the most important difference... not the attitude of the nose relative to the direction of flight.
Slipping is a movement lateral to the longitudinal axis of the plane, make no mistake about it... and it is independent of the direction of flight, even when you are slipping "wing forward" just to lose altitude, and it happens to correspond more or less with the direction of flight.

BFMF wrote on Aug 18^th, 2008 at 2:27am:

You know copying the answers out of the back of the book doesn't count...

I taken a 60 question practice one before from a book (from 1986) and got a 65%, not bad since half of the charts you were suppose to use were missing.

BFMF wrote on Aug 19^th, 2008 at 3:22pm:

I wasn't trying to say you did, it was a joke .