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#1
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Passed CFI Knowledge Test
Flyers,
I just passed the CFI Knowledge test today but I have some questions for the group. Sure I could look these up, but lets stimulation some discussion. Here are some questions that I do not know if I answered correctly. The verbiage may not be word-for-word but you should get the idea: 1) In a rectangular course lesson, how do you (as an instructor or student) determine the distance to fly from the rectangular field chosen? a) The wind b) The size of the field c) The steepness of the bank required / desired 2) How is VMC affected by an increase in altitude? a) VMC goes up b) VMC goes down c) VMC remains unchanged 3) If taking off from an airport w/o a control tower inside Class C airspace you are required to? a) contact ATC before taking off to receive permission to enter controlled airspace b) takeoff without permission, but contact ATC as soon as practical c) contact is not necessary if you are departing the controlled airspace 4) What is the speed limit in Class B airspace a) 200 Knots b) 250 Knots c) Unlimited Kobra |
#2
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Passed CFI Knowledge Test
Kobra wrote:
Flyers, 1) In a rectangular course lesson, how do you (as an instructor or student) determine the distance to fly from the rectangular field chosen? c) The steepness of the bank required / desired Don't want a wide pattern burning up fuel and keeping you out of glide range, but you also don't want student pilots pulling 60-degree banks to fly a tight pattern. (Pax probably don't appreciate it either.) 2) How is VMC affected by an increase in altitude? b) VMC goes down. Less thrust, although this still confuses me somewhat in terms of indicated airspeed. 3) If taking off from an airport w/o a control tower inside Class C airspace you are required to? b) takeoff without permission, but contact ATC as soon as practical Although, some satellite airports (Pearson, IIRC) have freqs posted to contact ATC before departure. 4) What is the speed limit in Class B airspace b) 250 knots Tricky question: BELOW Class B is 200 knots. -c |
#3
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Passed CFI Knowledge Test
On 08/04/08 10:54, gatt wrote:
Kobra wrote: 3) If taking off from an airport w/o a control tower inside Class C airspace you are required to? b) takeoff without permission, but contact ATC as soon as practical Although, some satellite airports (Pearson, IIRC) have freqs posted to contact ATC before departure. It's been a while since I flew there (1985?), but at that time, it was just a courtesy notification "... Cessna departing runway ...", and not requesting a clearance. -- Mark Hansen, PP-ASEL, Instrument Airplane, USUA Ultralight Pilot Cal Aggie Flying Farmers Sacramento, CA |
#4
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Passed CFI Knowledge Test
3) If taking off from an airport w/o a control tower inside Class C
airspace you are required to? b) takeoff without permission, but contact ATC as soon as practical Although, some satellite airports (Pearson, IIRC) have freqs posted to contact ATC before departure. It's been a while since I flew there (1985?), but at that time, it was just a courtesy notification "... Cessna departing runway ...", and not requesting a clearance. Reason it states "as soon as practical" is because at some airports in the Class C, you can not raise the Class C on the radio, until you get into the air a little bit. -- Jim in NC |
#5
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Passed CFI Knowledge Test
gatt wrote:
2) *How is VMC affected by an increase in altitude? b) VMC goes down. Less thrust, although this still confuses me somewhat in terms of indicated airspeed. As I understand it, it's the following: The airplane's behavior is only dependent on indicated airspeed, as that reflects the forces the air exerts on the plane. So, at any given _indicated_ airspeed, the forces the rudder is able to generate are the same. However, the forces the engines are able to generate decrease with altitude. Thus, VMC indicated is going to be less the higher you are. |
#6
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Passed CFI Knowledge Test
The concept you are looking for is that there is less asymmetry
when you are higher in altitude. Unless it's a turbocharged aircraft. For 20 extra points, if you can get full sea level manifold pressure in a TC airplane, does Vmc decrease with an increase in altitude? Bill Hale On Aug 4, 2:47*pm, Michael Huber wrote: gatt wrote: 2) *How is VMC affected by an increase in altitude? b) VMC goes down. Less thrust, although this still confuses me somewhat in terms of indicated airspeed. As I understand it, it's the following: The airplane's behavior is only dependent on indicated airspeed, as that reflects the forces the air exerts on the plane. So, at any given _indicated_ airspeed, the forces the rudder is able to generate are the same. However, the forces the engines are able to generate decrease with altitude. Thus, VMC indicated is going to be less the higher you are. |
#7
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Passed CFI Knowledge Test
"Kobra" wrote in
: Flyers, I just passed the CFI Knowledge test today but I have some questions for the group. Sure I could look these up, but lets stimulation some discussion. Here are some questions that I do not know if I answered correctly. The verbiage may not be word-for-word but you should get the idea: 1) In a rectangular course lesson, how do you (as an instructor or student) determine the distance to fly from the rectangular field chosen? a) The wind b) The size of the field c) The steepness of the bank required / desired Depends on the airplane, doesn't it? try it on one field and if it's not working out, try it on another, but for most trainers about a mile per leg is probably pretty good. 2) How is VMC affected by an increase in altitude? a) VMC goes up b) VMC goes down c) VMC remains unchanged Best thing here is to think it through. All the elements... power, aerodynamic authority, etc.. The answer is pretty obvious, really.. Bertie |
#8
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Passed CFI Knowledge Test
Bill wrote:
The concept you are looking for is that there is less asymmetry when you are higher in altitude. Well yes, less engine power - less asymmetry (in a non-centerline-thrust multi-engine aircraft, but for everything else, this discussion is moot anyway). Unless it's a turbocharged aircraft. Obviously. For 20 extra points, if you can get full sea level manifold pressure in a TC airplane, does Vmc decrease with an increase in altitude? I'm a bit out my depth here, but let me think. It would stay the same if the engine thrust is constant. That implies two things: - Constant engine power (which we more or less have, thanks to the turbocharger) - Constant prop efficiency. I do not know about that. So, it really depends on what propellers do at altitude. If they do not decrease in efficiency, Vmc (indicated) would be constant, if they do decrease, it would sink (though less dramatically than a not-turbocharged/normalized aircraft). However, once we get so high that the prop tips start going supersonic at normal operating speed (Mach 1 decreases with altitude), we dramatically loose prop efficiency, so at least at that point, Vmc will start to sink. So, then. Show me the answer sheet. |
#9
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Passed CFI Knowledge Test
jeremy wrote:
Kobra wrote: 4) What is the speed limit in Class B airspace a) 200 Knots b) 250 Knots c) Unlimited That is an incomplete question; which country, what altitude? I'm guessing he's asking about the FAA CFI test? G If he is, the same question is on the Private, and as I recall, Commercial written. |
#10
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Passed CFI Knowledge Test
jeremy wrote:
That would be 250 then. You have to watch it in Canada the definitions are different :-) Does Canada call flight instructors CFI's and CFII's? |
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