Quiz Questions. Test Yourself

[asra]

At our last Hunter Valley Gyro Club flying weekend, I ran a bit if a quiz after dinner on Saturday night. And wow did the blackboard get a work out. You know what it's like ask 10 gyro pilots the same quetsion and get 234 different answers. But the main thing to come out of it was a lot of very good discussion, and each one of us pilots and students learned something from it.Here is a few of the questions.... see what you think.1.9. How do you judge the wind speed and direction in the air?1.23. Your first flight of the day was at 8am and 18 deg C. At 11am your about to fly again with a temperature of 37 deg C. What differences would you expect in aircraft performance and flying conditions for this flight?1.24. You pre-flight your machine, but what about yourself? What should you check about yourself before you get into the seat? (eg: suitable clothing1.26. Before going for a local flight, what information should you tell the duty pilot?2.4. What happens to the rotor disk as you increase speed in a gyro? 2.5. Why is it unwise to fly fast in bumpy conditions?2.13. You land at a friends property and as you taxi towards the hanger, a dog runs towards your gyro. What would you do?2.33. What do you check prior to starting your engine? Do you use a checklist?2.34. What are the checks you do prior to taxying? Do you use a checklist?2.45. You normally fly area sea level, but you are trying a new location at 4900 ft AMSL. What differences do you expect in aircraft performance, and would you alter any of your airspeeds for take-off or landing4.2. What is the most difficult obstacle to see during a forced landing?4.6. Just after take off you find yourself at 100 ft AGL struggling to climb, you pass the airfield boundary fence and your engine stops. What do you do?4.20. When your engine fails, how much altitude do you require to complete a 180 degree turn?4.22. At what stage of the flight is the engine most likely to fail? Why? Hope these have stimulated some thought.[]Ross B

[asra]

Hell......rekon I've failed a few, maybe quite a fewLike me driving license, if I sat the exam today, guaranteed to fail, aye wot......only been driving 30 odd years, Yes we should have more pilot refreshersRuss....A1014 NT....gods country

[asra]

Hey RussJust because I made up the questions doesn't mean I know all the answers to them.Ross B

[asra]

Hell mate, I figured you made em, you new em, was thinkin you was a bit of a legend, noin all of that.[]Now you're sugesting you don't, maybe, you should have kept quiet mate, and left me admiring your knowledgeRuss....A1014 NT....gods country

[asra]

For the first, one easy way is to read the wind socks that are always conveniently located along our flight paths. Hey at least I got the ball rolling.Pete

[asra]

OK Ross, I'll bite:-4.2. What is the most difficult obstacle to see during a forced landing?Its a power line. Usually the 'SER' Single line earth return. Often just one line stretched across a paddock and its invisible. If I see a pole I keep looking for where it goes, particularly as some poles have wires from several directions that may spread to a few houses and might criss cross your approach. Sometimes you see five single wires attached to a pole going out like a star. The other thing is if you see a farm house, chances are there's at least one line somewhere. Its good to know where it and if it has any 'friends'.Dave

[NiqueNaque]

2.5. Why is it unwise to fly fast in bumpy conditions?Ask a RAAF pilot, oh, there don't seem to be any here... hmm, silly me, meant RAF pilot, but I'm sure you knew.Risk of bunt over - PPO.

[Tim]

"4.22. At what stage of the flight is the engine most likely to fail? Why? "Just before the end of it.Tim McClure

[asra]

1.9. How do you judge the wind speed and direction in the air?Particularly when its late in the day, any dam will have a rough side and a smoother side. This gives you wind direction on the ground at that place which can be handy. 'Rough pilots land towards the rough' ..thats how I remember which direction [:I]Smoke is a pretty good indicator of strength & direction, Cu's give good indications of winds aloft, guess there's your heading drift, a circle or two low over the ground gives a pretty good idea. Still, gotta admit to using a GPS which has all the answers most of the time.Dave

[asra]

4.6. Just after take off you find yourself at 100 ft AGL struggling to climb, you pass the airfield boundary fence and your engine stops. What do you do?OK the engine has stopped an climb out so the nose is up. Your only at 100 feet so you only have about 3 or 4 seconds and your going to be on the groung. 1AVIATE) Airspeed is priority #1. Get that nose down to try to gain some approach airspeed.2NAVIGATE) Where are you going to land. From 100 feet you have very few choices, thank goodness you have made it past the boundary fence. You are going to land straight ahead, as your ability to turn is very limited. 3: As soon as you get any kind of airspeed you need to start to set up for landing as the ground will be coming up fast. You may have enough airspeed to avoid small obstacles at this point. 4:Land it as well as you can, but remember you may have less airspeed than normal so more aggressive control inputs may be required.5:If your like me at this point you will be a litte shaaaakeeey, so take your time to make sure the machine is safe and the rotor is tied down.6COMMUNICATE) Tell all your buddies who are racing to your aid that you are OK. Ross B

[asra]

Okay, I'll give you the opportunity to shoot me.1.9. How do you judge the wind speed and direction in the air?I'd use smoke, waves across the ring tanks or irrigation channels, dust from agricultural machinery, cloud shadows, wind socks if available, and failing that compare indicated ground speed and air speeds in different directions to give a general direction.1.23. Your first flight of the day was at 8am and 18 deg C. At 11am your about to fly again with a temperature of 37 deg C. What differences would you expect in aircraft performance and flying conditions for this flight?Longer take off distance required, lessor cruise speed than usual, and given the rapid rise in temp, I'd expect a lot of thermals about.1.24. You pre-flight your machine, but what about yourself? What should you check about yourself before you get into the seat? (eg: suitable clothingBe reasonably hydrated or take a supply with you including perhaps some nibbles too, be responsibly medically fit to fly, ensure someone knew what your intentions were ( approximate flight time, general direction if joyflighting, specific flight direction if heading for a known destination away from your local airport, ensure an ability to communicate with other person if flight details have changed, have a reasonable understanding of what the weather is likely to be during your flight time and dress accordingly.1.26. Before going for a local flight, what information should you tell the duty pilot?Discuss what your intentions are. ( Who, what, when, where, and why)2.4. What happens to the rotor disk as you increase speed in a gyro? Slight increase in the conning angle with the increase in rpm's2.5. Why is it unwise to fly fast in bumpy conditions?Increased stress levels in the rotors, and the workload of the pilot2.13. You land at a friends property and as you taxi towards the hanger, a dog runs towards your gyro. What would you do?Cut the prop and or shoot the dog2.33. What do you check prior to starting your engine? Do you use a checklist?Not yet but I believe you should to overcome any missed items.2.34. What are the checks you do prior to taxying? Do you use a checklist?Control movements of stick and rudders, radio check, altimeter setting, all instruments are reading, and quick check for loose objects on gyro, check wind sock, and check for other aircraft movements.2.45. You normally fly area sea level, but you are trying a new location at 4900 ft AMSL. What differences do you expect in aircraft performance, and would you alter any of your airspeeds for take-off or landingUse same indicated airspeed, but expect longer take off distance required, more rpms required to generate lift.4.2. What is the most difficult obstacle to see during a forced landing?Power lines.4.6. Just after take off you find yourself at 100 ft AGL struggling to climb, you pass the airfield boundary fence and your engine stops. What do you do?Lower nose to establish a glide speed and aim for the landing spot you thought of before that you can use for an emergency, and do not attempt to turn back to airfield at this height.4.20. When your engine fails, how much altitude do you require to complete a 180 degree turn?Don't yet know4.22. At what stage of the flight is the engine most likely to fail? Why? On take off due to high stresses (demands) placed on a 'cold' engine.Ted

[asra]

Hmmm.... you're either out loading real guns or.... you've all fallen down laughing at my responce to the questions.Ted

[asra]

Ted, I dont know any real pilots that would take off with a cold engine...

[asra]

Okay, let me put it another way. In fixed wing training, the engine was always referred to as a "cold" engine prior to its flight. Pilots ask a lot from their engines on takeoff (despite the warm ups and testing prior to take off) and it was drummed into us that this is when the engine is more likely to quit. I have seen no reason yet to believe that it would be any different for gyro's.Ted

[Tim]

Ted I will have a go, I have mostly added a little more to your answers from my point of view.1.23.Longer take off distance required, lower climb rate, lessor cruise speed than usual, and given the rapid rise in temp, I'd expect a lot of thermals about.1.24.Be reasonably hydrated or take a supply with you including perhaps some nibbles too, be responsibly medically fit to fly, ensure someone knew what your intentions were ( approximate flight time, general direction if joyflighting, specific flight direction if heading for a known destination away from your local airport, ensure an ability to communicate with other person if flight details have changed, have a reasonable understanding of what the weather is likely to be during your flight time and dress accordingly.- empty bladder1.26.Discuss what your intentions are. ( Who, what, when, where, and why)and ETA2.4.Slight increase in the conning angle with the increase in rpm'sNether the coning angle nor the rpm's should increase. the angle of attack of the whole rotor disc gets less.2.33. What do you check prior to starting your engine? Do you use a checklist? Brakes on (if applicable)Ignition on, clear prop.2.34.Control movements of stick and rudders, radio check, altimeter setting, all instruments are reading, and quick check for loose objects on gyro and in pockets, check wind sock, and check for other aircraft movements.2.45.Use same indicated airspeed, but expect longer take off distance required, lower climb rate, more rpms required to generate lift.4.20. When your engine fails, how much altitude do you require to complete a 180 degree turn? Depends largly on machine could be as much as 200ft4.22. At what stage of the flight is the engine most likely to fail? Why? If operated correctly, the engine should not be likely to fail at any one specific stage of the flight more than another.Tim McClure