Aerobatics – Pre-Flight Briefing

Aerobatics - Pre-Flight Briefing

1 / 22

What is the main purpose of a wingover?

To slow the aircraft down in as little time as possible

To complete a minimum radius turn

To gain altitude in the quickest time possible

To turn around in your own radius

2 / 22

What is a potential danger with a minimum radius turn at slow speed?

Potentially stalling the aircraft

Pulling too many G forces and potentially damaging the aircraft

Possibly inducing an engine failure

Losing a large amount of altitude in a small amount of time

3 / 22

What happens to your airspeed if you pitch the aircraft up?

It remains the same

It increases

It decreases

4 / 22

Where do we set our reference point for a wingover?

Directly in front of use on the horizon

180 degrees set on the DI

90 degrees to our current position above the horizon

90 degrees to our current position on the horizon

5 / 22

When do we reduce the power for a wingover maneuver?

On entry

As we add in aileron

On completion of the maneuver at wings level

As we fly though the reference point

6 / 22

Why do we reduce the power in a fixed pitch aircraft as we fly through the reference point?

So that we don’t over-accelerate the engine

So that we don’t stall the engine

So that we can increase the engine rpm

So that we can decrease the turn radius

7 / 22

What should our speed be as we come out of the wingdrop maneuver?

Lower than the entry speed

Higher than the entry speed

The same as the entry speed

8 / 22

Based on your speed, how could you gain height in a wingdrop maneuver?

Ensure the exit speed is the same as the entry speed

Ensure the exit speed is less than the entry speed

Ensure the exit speed is more than the entry speed

9 / 22

What could be a problem with losing altitude as you are exiting a wingdrop maneuver?

The airspeed will increase, the aircraft will become uncontrollable and will be damaged as you pass Vne

The G loading will be significantly increased and this could cause damage to the aircraft

The G loading will be significantly decreased and this could cause damage to the aircraft

The airspeed will decrease, the aircraft will become uncontrollable and will be damaged as you pass Vne

10 / 22

In an aileron roll, where should the nose be in reference to the horizon when you are upside down?

Above the horizon

Below the horizon

Level with the horizon

11 / 22

Where will the nose be as we come out of the aileron roll?

Nose up

Nose down

Nose level

12 / 22

What will happen to the aileron roll if your entry speed is too slow?

The roll will be tighter and finish with a higher nose attitude

The roll will be completed quicker

The roll will decay and become slow with a low nose attitude

13 / 22

In a barrel roll, how many G’s approximately should the maneuver be through completion?

14 / 22

What are the main controls used in a barrel roll?

Elevator and Aileron

Elevator and Rudder

Aileron and Rudder

Aileron and Flaps

15 / 22

What is the max acceleration we can get out of the aircraft in relation to a loop?

Pitch forward 20 degrees

Pitch up 10 degrees

Pitch up to just before the critical angle

Pitch up to just past the critical angle

16 / 22

As the G load increases, the acceleration becomes _______

Less or slack

More or tighter

No change

17 / 22

What is the main control required for a loop?

Rudder

Aileron

Flap

Elevator

18 / 22

If your heading on completion of a loop is different to the heading on entry, the most likely reason is that;

The wind had change or wasn’t taken into account

Some aileron input was unknowingly used

Not enough rudder was used

All of the above

19 / 22

If a constant load factor is maintained throughout the loop, will the engine rpm reach the red line on the last half of the loop?

No, with a constant load there should be no change in rpm

No, a constant load will act on the propeller and should not reach red line

Yes, gravity assists the aircraft and the throttle needs to be reduced

Yes, load factor has no effect on engine rpm

20 / 22

If the load factor is decreased towards the end of the loop, will the engine over-rev?

Yes, as the load decreases, the aircraft speed will increase and the rpm will increase

No, load factor has no effect on engine rpm

Yes, as the load decreases, the aircraft speed will decrease and the rpm will increase

No, as the load decreases, the aircraft speed will decrease and the rpm will decrease

21 / 22

What does our exit speed tell us in regards to our altitude with a loop?

If we have a slower speed, we have lost altitude throughout the maneuver

If we have a higher speed, we have gained altitude throughout the maneuver

If we have a higher speed, we have lost altitude throughout the maneuver

Speed has no effect on altitude

22 / 22

What are the two main errors when coming out of the loop?

Relaxing back pressure which increase airspeed

Inducing a roll with aileron

Increasing back pressure and stalling

Both A and C

Both A and B

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