Atc Basics Block 4 Lesson 23

Front 1

Controller have to advise pilots of hazardous weather that may impact operations within ___ nm of their sector or area of jurisdiction.

Back 1

150

Front 2

T/F. An Aviation weather hazard is an atmospheric condition which, when encountered in flight, can potentially cause damage to the aircraft, personal injury, a crash, or death.

Back 2

True

Front 3

Factors that influence aviation weather safety include: (3)

Back 3

Pilot ratings and experience

Aircraft design and performance specifications

Onboard Equipment

Front 4

__________ is responsible for most weather-related accidents.

Back 4

Adverse Wind

Front 5

Adverse winds often trigger air traffic management decisions that adversely impact traffic: (2)

Back 5

Change of runway configuration

Reduced arrival rates

Front 6

Adverse wind phenomena include: (5)

Back 6

Crosswinds, Gusts, Tailwind, Variable Wind, Sudden wind shift

Front 7

When used in aviation refers to a wind that is not parallel to the runway or path of an aircraft.

Back 7

Crosswind

Front 8

T/F. Airplanes take off and land less efficiently when oriented into the wind.

Back 8

False

Front 9

When oriented into the wind for take off what are the three benefits for the aircraft?

Back 9

1. Ground speed is minimized

2. less runway required to achieve lift-off

3. the pilot has more time to make adjustments necessary for a smooth landing.

Front 10

What happens to airplane performance when the wind turns more perpendicular to the runway and becomes a cross wind?

Back 10

The performance gradually degrades

Front 11

If a pilot doesn't correctly compensate for crosswind what two things can happen?

Back 11

The aircraft may drift off the side of the runway,

Side load on landing gear might occur, leading to gear collapse

Front 12

A _____ en route can cause and aircraft to drift off its expected flight path, leading to navigation error.

Back 12

Crosswind

Front 13

A sudden, brief increase in the speed of wind.

Back 13

Gust

Front 14

When the airplane is oriented into the wind do gusts during takeoff and landing have any affect on the aircraft? If so what?

Back 14

Yes, a gust increases airspeed, which increases lift, and may cause an aircraft to briefly rise. When a gust ends, a sudden decrease of airspeed occurs, which decreases lift and causes the aircraft to sink.

Front 15

Any wind more than 90 degrees to the longitudinal axis of the runway.

Back 15

Tailwind

Front 16

When is IFR weather primarily a hazard?

Back 16

During takeoff and landing

Front 17

The feeling that you or your environment is moving or spinning.

Back 17

Vertigo

Front 18

The lowest layer aloft reported as broken or overcast; or the vertical visibility into the indefinite ceiling.

Back 18

Ceiling

Front 19

The ceiling classification that is applied when the reported ceiling value represents the vertical visibility upward into a surface-based obstruction.

Back 19

Indefinite ceiling

Front 20

A tailwind can be hazardous during takeoff and landing for what 3 reason:

Back 20

A longer take off roll.

A smaller initial rate of climb during takeoff.

A longer landing roll is required.

Front 21

Wind direction is considered to be variable when, during the 2-minute evaluation period, it fluctuates by 60 degrees or more and the wind speed is more then 6 knots. The wind direction may also be considered variable if, during the 2-minute evaluation period, the wind speed is 6 knots or less.

Back 21

Variable wind

Front 22

A term applied to a change in wind direction of 45 degrees or more which takes place in less than 15 minutes and has sustained winds of 10 knots or more throughout the wind shift.

Back 22

Wind shift

Front 23

A _________ can quickly become a crosswind or tailwind.

Back 23

Headwind

Front 24

When an airplane is taking off into a headwind, gusts may chase it to ___________.

A. Drift off the side of the runway.

B. Bounce on the runway

C. Roll off the end of the runway

Back 24

B. Bounce on the runway

Front 25

A variable wind can be hazardous on takeoff and landing because it could _________.

A. Cause engine failure

B. Cause the pilot to experience vertigo

C. Quickly become a crosswind or tailwind

Back 25

C. Quickly become a crosswind or tailwind

Front 26

Which type of aircraft will perform better in adverse wind conditions, due to its higher takeoff and approach speeds?

A. Larger airplanes

B. Smaller airplanes

C. Helicopters

Back 26

A. Larger airplanes

Front 27

Weather conditions below the minimum for flight under visual flight rules.

Back 27

IFR Weather

Front 28

What are VFR weather conditions?

Back 28

3sm and 1000ft

Front 29

T/F. When a pilot descends below a ceiling caused by a layer aloft, he can see both the ground below and the runway ahead.

Back 29

True

Front 30

An _____________ restricts the pilots slant-range (air-to-ground) visibility and he may not see the runway ahead after he descends below it.

Back 30

Indefinite ceiling

Front 31

Hinders visibility, but doesn't hit ground.

Back 31

Obscuration

Front 32

A visible aggregate of minute water droplets based at the Earth's surface and reducing horizontal visibility to less than 5/8 statute mile.

Back 32

Fog

Front 33

____ differs from clouds only in that its base must by at the earth's surface while clouds are above the surface.

Back 33

Fog

Front 34

____ differs from clouds only in that its base must by at the earth's surface while clouds are above the surface.

Back 34

Fog

Front 35

Fog forms when the temperature and dew point of the air become _________. (Or nearly so)

Back 35

Indentical

Front 36

Fog rolls in _____ and does not fall to the ground.

Back 36

Fast

Front 37

Any of the forms of water particles, whether liquid or solid, that fall from the atmosphere and reach the ground.

Back 37

Precioitation

Front 38

Any of the forms of water particles, whether liquid or solid, that fall from the atmosphere and reach the ground.

Back 38

Precioitation

Front 39

What are the three types of precipitation that most commonly produce IFR weather?

Back 39

Rain, Drizzle, and Snow

Front 40

Snow lifted from the surface of the earth by the wind to a height of 6 feet or more above the ground and blow about in such quantities that the reported horizontal visibility is reduced to less than 7 statute miles.

Back 40

Blowing snow BLSN

Front 41

Fine particles of rock powder that originate from a volcano and that may remain suspended in the atmosphere for long periods.

Back 41

Volcanic Ash

Front 42

Fine particles of rock powder that originate from a volcano and that may remain suspended in the atmosphere for long periods.

Back 42

Volcanic Ash

Front 43

Weather phenomena causing the obscuration of mountain peaks caused by clouds, precipitation, smoke, haze, mist or fog.

Back 43

Mountain obscuration

Front 44

Most aircraft accidents related to instrument weather involve pilots who _________.

A. Are instrument rated.

B. Are not instrument rated.

C. Have under 1,000 hour of flight time.

Back 44

B. Are not instrument rated

Front 45

Most aircraft accidents related to instrument weather involve pilots who _________.

A. Are instrument rated.

B. Are not instrument rated.

C. Have under 1,000 hour of flight time.

Back 45

B. Are not instrument rated

Front 46

Which precipitation types most commonly produce instrument weather?

A. Rain, Drizzle, and Snow

B. Hail, Snow Grains, and Ice Pellets

C. Snow, Snow Grains, and Ice Crystals

Back 46

A. Rain, Drizzle, and Snow

Front 47

Irregular motion of an aircraft in flight, especially when characterized by rapid up-and-down, caused by a rapid variation of atmospheric wind velocities.

Back 47

Aircraft turbulence

Front 48

Turbulence is caused by: (3)

Back 48

Convective currents (called "convective turbulence"),

Obstructions to wind flow (called "mechanical turbulence"),

Wind shear

Front 49

Turbulent vertical motions that result from convective currents and the subsequent rising and sinking of air.

Back 49

Convective turbulence

Front 50

Convective currents are most active on _____ summer afternoons when winds are _____.

Back 50

Warm ; light

Front 51

Convective currents are most active on _____ summer afternoons when winds are _____.

Back 51

Warm ; light

Front 52

The strength of _________________ can vary considerably within short distances due to ________ surface heating.

Back 52

Convective turbulence ; uneven

Front 53

Convective currents are most active on _____ summer afternoons when winds are _____.

Back 53

Warm ; light

Front 54

The strength of _________________ can vary considerably within short distances due to ________ surface heating.

Back 54

Convective turbulence ; uneven

Front 55

Billowy __________ clouds indicate convective turbulence.

Back 55

Cumuliform

Front 56

Turbulence caused by obstructions, such as trees, buildings, mountains, etc.

Back 56

Mechanical turbulence

Front 57

Turbulence intensity is directly related to: (2)

Back 57

Wind speed, Rough was of the obstructions

Front 58

An atmospheric wave disturbance formed when stable air flow passes over a mountain or mountain ridge.

Back 58

Mountain wave

Front 59

______________ develop downwind of mountains.

Back 59

Mountain waves

Front 60

Mountain waves extend ___ miles or more downwind from the mountain range.

Back 60

100

Front 61

Mountain waves extend ___ miles or more downwind from the mountain range.

Back 61

100

Front 62

Cap clouds and rotor clouds are components of a:

Back 62

Mountain wave

Front 63

A change in wind speed and/or wind direction in a short distance resulting in a shearing effect.

Back 63

Wind shear

Front 64

A change in wind speed and/or wind direction in a short distance resulting in a shearing effect.

Back 64

Wind shear

Front 65

The three conditions of wind shear are of special interest:

Back 65

Wind shear with low-level temperature inversion,

Wind shear with a frontal zone,

Clear Air Turbulence associated with the jet stream

Front 66

A change in wind speed and/or wind direction in a short distance resulting in a shearing effect.

Back 66

Wind shear

Front 67

The three conditions of wind shear are of special interest:

Back 67

Wind shear with low-level temperature inversion,

Wind shear with a frontal zone,

Clear Air Turbulence associated with the jet stream

Front 68

A layer in which temperature increases with altitude.

Back 68

Temperature Inversion

Front 69

Inversions occur: (3)

Back 69

Within the lowest few thousand feet above ground due to a nighttime cooling,

Along frontal zones,

When cold air is trapped in a valley

Front 70

The interference or transition zone between two air masses of different density.

Back 70

Frontal Zone

Front 71

A _____ can be between two dry air masses and be devoid of clouds but produce strong winds from different directions.

Back 71

front

Front 72

A higher altitude (~20,000 to 50,000 ft) turbulence phenomenon occurring in cloud-free regions, associated with wind shear, particularly between the core of a jet steam and the surrounding air.

Back 72

Clear Air Turbulence (CAT)

Front 73

When is CAT frequency maximized?

Back 73

During winter when jet streams are the strongest.

Front 74

Turbulence intensity classifications: (5)

Back 74

Light (LGT)

Moderate (MOD)

Severe (SEV)

Extreme (EXTRM)

Front 75

Turbulence intensity classifications:

Momentarily causes slight, erratic changes in altitude and/or attitude (pitch, roll, yaw)

Back 75

Light (LGT)

Front 76

Turbulence intensity classifications:

Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed.

Back 76

Moderate (MOD)

Front 77

Turbulence intensity classifications:

Causes large, abrupt change in altitude and/or attitude. It usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control.

Back 77

Severe (SEV)

Front 78

Turbulence intensity classifications:

Aircraft is violently tossed about and is practitioners impossible to control. It may cause structural damage.

Back 78

Extreme (EXTRM)

Front 79

Category of turbulence which causes rapid and somewhat rhythmic bumpiness without appreciable changes in altitude or attitude. Falls under light or moderate

Back 79

Chop

Front 80

Aircraft reaction varies to turbulence in what ways: (5)

Back 80

Difference in windspeed in adjacent currents,

Aircraft size,

Wing loading,

Airspeed,

Aircraft attitude

Front 81

Aircraft reaction varies to turbulence in what ways: (5)

Back 81

Difference in windspeed in adjacent currents,

Aircraft size,

Wing loading,

Airspeed,

Aircraft attitude

Front 82

What type of turbulence momentarily causes slight erratic changes in altitude and/or attitude (pitch, roll, yaw)?

A. Light

B. Moderate

C. Severe

Back 82

A. Light

Front 83

During what type of turbulence is the aircraft violently tossed about and practically impossible to control?

A. Moderate

B. Severe

C. Extreme

Back 83

C. Extreme

Front 84

When the air is too dry for cumuliform clouds to form, _______ currents caused by uneven surface heating can still be active and cause turbulence.

A. Wind shear

B. Mechanical

C. Convective

Back 84

C. Convective

Front 85

Which of the following clouds would provide visual proof that a mountain wave exists?

A. Rotor cloud

B. Towering cumulus (TCU)

C. Cumulonimbus ( CB)

Back 85

A. rotor cloud

Front 86

What generates turbulence between two wind currents of differing wind directions and/or speeds?

A. Wind shear

B. Obstructions to the wind flow

C. Convective currents

Back 86

A. Wind shear

Front 87

A condition of the atmosphere that reduces an aircrafts performance capability below a level of standard performance at a specified altitude.

Back 87

High Density Altitude

Front 88

A condition of the atmosphere that reduces an aircrafts performance capability below a level of standard performance at a specified altitude.

Back 88

High Density Altitude

Front 89

In general, any deposit of ice forming on an object.

Back 89

Icing

Front 90

A condition of the atmosphere that reduces an aircrafts performance capability below a level of standard performance at a specified altitude.

Back 90

High Density Altitude

Front 91

In general, any deposit of ice forming on an object.

Back 91

Icing

Front 92

Ice that sticks to the outside of an airplane.

Back 92

Structural icing

Front 93

Three types of structural icing:

Back 93

Rime

Clear (or glaze)

Mixed

Front 94

Rough, milky, opaque ice formed by the instantaneous freezing of small supercooled water droplets after they strike the aircraft.

Back 94

Rime ice

Front 95

Favorable conditions of rime ice: (2)

Back 95

Lower liquid water contents,

Small droplets.

Front 96

What is the most common but least serious type of icing?

Back 96

Rime

Front 97

A glossy, clear, or translucent ice formed by the relatively slow freezing of large supercooled water droplets.

Back 97

Clear Ice (or ice glaze)

Front 98

Favorable conditions for clear ice: (2)

Back 98

Higher liquid water contents,

Larger droplets

Front 99

Clear ice is more hazardous than rime because of what four reasons?

Back 99

Disrupts airflow,

Pilot may not see it,

Can be difficult to remove,

Can spread beyond the reach of de-icing/anti-icing equipment

Front 100

Mixture of rime and clear ice:

Back 100

Mixed ice

Front 101

Mixture of rime and clear ice:

Back 101

Mixed ice

Front 102

______ ice has dangerous effects of both rime and clear icing conditions and is relatively clear and opaque when examined from the side.

Back 102

Mixed

Front 103

Icing intensity classifications: (4)

Back 103

Trace (TRACE)

Light (LGT)

Moderate (MOD)

Severe (SEV)

Front 104

Icing intensity classifications: (4)

Back 104

Trace (TRACE)

Light (LGT)

Moderate (MOD)

Severe (SEV)

Front 105

Icing intensity classification:

Ice becomes perceptible. Rate of accumulation slightly greater than sublimation. Deicing/anti-icing equipment is not utilized unless encountered for an extended period of time (over 1hr)

Back 105

Trace (TRACE)

Front 106

Icing intensity classifications: (4)

Back 106

Trace (TRACE)

Light (LGT)

Moderate (MOD)

Severe (SEV)

Front 107

Icing intensity classification:

Ice becomes perceptible. Rate of accumulation slightly greater than sublimation. Deicing/anti-icing equipment is not utilized unless encountered for an extended period of time (over 1hr)

Back 107

Trace (TRACE)

Front 108

Icing intensity classifications: (4)

Back 108

Trace (TRACE)

Light (LGT)

Moderate (MOD)

Severe (SEV)

Front 109

Light turboprops are more susceptible to icing because:

Back 109

They typically fly at lower altitudes where temperatures often support icing.

Front 110

How should a pilot escape icing? (3)

Back 110

Exit area of visible moisture,

Climb or descend to positive temperatures,

Climb to altitudes where temperatures are too cool to support supercooled droplets.

Front 111

High density altitude _________ an aircrafts power and thrust.

A. Increases

B. Reduces

C. Does not alter

Back 111

B. Reduces

Front 112

Although __________ is the most common type of icing, it is the least serious because it is easier to remove.

A. Rime

B. Clear

C. Mixed

Back 112

A. Rime

Front 113

With _______ ice, the rate of accumulation may create a problem if flight is prolonged (over 1hr). Occasional use of deicing/anti-icing equipment removes/prevents accumulation.

A. Trace

B. Light

C. Moderate

Back 113

B. Light

Front 114

Aircraft icing potential is NOT dependent upon________.

A. Aircraft type and design

B. Pilot rating

C. Meteorological factors

Back 114

B. Pilot rating

Front 115

Which adverse effect of structural icing is LEAST significant to an aircraft?

A. Increased drag

B. Increased weight

C. Decreased lift

Back 115

B. Increased weight

Front 116

A storm produced by a cumulonimbus (CB) cloud, and always accompanied by lighting and thunder, usually with strong gusts of wind, heavy rain, and sometimes with hail.

Back 116

Thunderstorm

Front 117

Thunderstorms can produce almost every aviation weather hazard including : (4)

Back 117

Adverse winds,

Instrument (IFR) weather,

Turbulence,

Icing.

Other hazard including: Lightning, hail, downburst/microburst, tornado, rapid pressure/altimeter changes

Front 118

Thunderstorm cell formation requires the following three things:

Back 118

Sufficient water vapor,

Unstable air,

Lifting mechanisms

Front 119

Icing intensity classification:

Ice becomes perceptible. Rate of accumulation slightly greater than sublimation. Deicing/anti-icing equipment is not utilized unless encountered for an extended period of time (over 1hr)

Back 119

Trace (TRACE)

Front 120

The convective of a cumulonimbus cloud having lightning and thunder.

Back 120

Thunderstorm cell

Front 121

What are the three stages of a thunderstorm cell?

Back 121

Towering cumulonimbus stage,

Mature stage,

Dissipating stage

Front 122

Stages of a thunderstorm cell:

Updraft speeds of greater than 3,000 ft per minute exceed the climbing capability of most aircraft.

Back 122

Towering cumulonimbus stage

Front 123

Stages of a thunderstorm cell:

Precipitation downdraft reaches the surface, leading edge of downdraft air is called a "gust front", and weather hazards reach peak intensity.

Back 123

Mature stage

Front 124

Stages of a thunderstorm cell:

Precipitation takers off and ends, cloud gradually vaporizes from below leaving only a remnant anvil cloud.

Back 124

Dissipating stage

Front 125

How long is the lifecycle of a thunderstorm cell?

Back 125

Typically about 30minutes

Front 126

A strong downdraft which induces an outburst of damaging winds in or near the ground. Damaging winds, either straight or curved, are highly divergent. The sizes of downbursts vary from 1/2 mile or less to more than 10miles. An intense downburst often causes widespread damage. damaging winds, lasting 5 to 30 minutes, could reach speeds as high as 120 knots.

Back 126

Downburst

Front 127

A downburst that covers an area up to 2.5 miles along a side with leak winds as high as 150 knots that lasts 2 to 5 minutes.

Back 127

Microburst

Front 128

A downburst that covers an area greater than 2.5 miles up to 10 miles along a wide with peak winds as high as 120 knots that last 5 to 30 minutes.

Back 128

Microburst

Front 129

Downburst cycle, what are he 3 stages?

Back 129

Formation,

Impact,

Dissipation

Front 130

Icing intensity classification:

The rate of accumulation may create a problem if flight is prolonged in this environment (over 1hr). Occasional use of deicing/anti-icing equipment removes/prevents accumulation. It does not present a problem if the deicing/anti-icing equipment is used.

Back 130

Light (LGT)

Front 131

Downburst life cycle:

Evaporation and precipitation drag from down draft.

Back 131

Formation

Front 132

Downburst life cycle:

Downdraft quickly accelerates and strikes ground.

Back 132

Impact

Front 133

Downburst life cycle:

Downdraft moves away from point of impact.

Back 133

Dissipation

Front 134

Icing intensity classification:

The rate of accumulation is such that even short encounter become potentially hazardous and use of deicing/anti-icing equipment or flight diversion is necessary.

Back 134

Moderate (MOD)

Front 135

Icing intensity classification:

The rate of accumulation is such that deicing/anti-icing equipment fails to reduce or control the hazard. Immediate flight diversion is necessary.

Back 135

Severe (SEV)

Front 136

Liquid water at temperatures below the freezing point.(0 deg C)

Back 136

Supercooled water

Front 137

Water, chilled below its standard freezing point will _________ in the prescience of a _______ around which a crystal structure can form.

Back 137

Crystallize ; solid

Front 138

Droplets of supercooled water often exist in ________ and _________ clouds.

Back 138

Stratiform ; cumulus

Front 139

Factory's that contribute to icing are dependent on: (4)

Back 139

Aircraft type and design

Altitude

Airspeed

Meteorological factors

Front 140

Commercial jets are less vulnerable to icing due to: (2)

Back 140

Powerful anti-icing/deicing equipment.

Tendency to cruise at higher temps where it's typically too cold for icing.

Front 141

What destroys the smooth air flow of air, increasing drag while decreasing the ability of an airfoil to create lift, can cause antennas to vibrate so severely that they break, block airflow into the pitot tube to cause false airspeed readings, and in severe icing a light aircraft can become so iced up that continued flight is not possible.

Back 141

Structural Icing

Front 142

To escape icing a pilot must: (3)

Back 142

Exit area of visible moisture,

Climb or descend to positive temperatures,

Climb to altitudes where temperatures are too cold to support supercooled droplets.

Front 143

High density altitude _________ an aircraft's power and thrust.

A. increases

B. reduces

C. does not alter

Back 143

B. reduces

Front 144

Although ________ is the most common type of icing, it is the lease serious because it is easier to remove.

A. rime

B. Clear

C. Mixed

Back 144

A. rime

Front 145

With _______ ice, the rate of accumulation may create a problem if flight is prolonged (over 1 hr). Occasional use of deicing/anti-icing equipment removes/prevents accumulation.

A. trace

B. light

C. moderate

Back 145

B. light

Front 146

Aircraft icing potential is NOT dependent upon ________.

A. aircraft type and design

B. pilot rating

C. meteorological factors

Back 146

B. pilot rating

Front 147

Which adverse effect of structural icing is LEAST significant to an aircraft?

A. increased drag

B. increased weight

C. decreased lift

Back 147

B. Increased weight

Front 148

A storm produced by cumulonimbus (CB) cloud, and always accompanied by lightning and thunder, usually with strong gusts of wind, heavy rain, and sometimes with hail.

Back 148

Thunderstorm

Front 149

A thunderstorm can produce almost every aviation weather hazard including: (4)

Back 149

Adverse winds,

Instrument (IFR) weather,

Turbulence,

Icing,

(also lightning, hail, downburst/microburst, tornado, rapid pressure/altimeter changes)

Front 150

Thunderstorm cell formation requires the following three ingredients:

Back 150

Sufficient water vapor,

Lifting mechanisms,

Unstable air

Front 151

The convective cell of a cumulonimbus cloud having lightning and thunder.

Back 151

Thunderstorm cell

Front 152

A thunderstorm cell undergoes what three stages during its life cycle:

Back 152

Towering cumulus stage,

Mature stage,

Dissipating stage

Front 153

Lifestyle stages of a thunderstorm cell:

Updraft speeds of greater than 3,000ft per minute exceed the climbing capability of most aircraft.

Back 153

Towering cumulus stage

Front 154

Lifestyle stages of a thunderstorm cell:

Precipitation downdraft reaches the surface, the leading edge of downdraft air is called a "gust front", weather hazards reach peak intensity.

Back 154

Mature Stage

Front 155

Lifestyle stages of a thunderstorm cell:

Precipitation taper off and ends, the cloud gradually vaporizes from below leaving only a remnant anvil cloud.

Back 155

Dissipating stage

Front 156

How long is the typical lifecycle of a thunderstorm cell?

Back 156

30 minutes

Front 157

A strong downdraft which induces an ourburst of damaging wind on or near the ground. Damaging winds, either straight or curved, are highly divergent. The sizes of downbursts cary from 1/2 mile or less to more than 10 miles. An intense downburst often causes widespread damage. Damaging winds. lasting 5 to 30 minutes, could reach as high as 120 knots.

Back 157

Downburst

Front 158

A downburst that cover an area up to 2.5 miles along a side peak winds as high as 150 knots that lasts 2 to 5 minutes.

Back 158

Microburst

Front 159

A downburst that covers an area greater than 2.5 miles up to 10 miles along a side with peak winds as high as 120 knots that last 5 to 30 minutes.

Back 159

Macroburst

Front 160

What are the three stages of the downburst lifecycle?

Back 160

Formation,

Impact,

Dissipation

Front 161

Downburst Lifecycle:

Evaporation and precipitation drag forms downdraft.

Back 161

Formation

Front 162

Downburst Lifecycle:

Downdraft quickly accelerates and strikes ground.

Back 162

Impact

Front 163

Downburst Lifecycle:

Downdraft moves away from point of impact.

Back 163

Dissipation

Front 164

A __________ is especially dangerous to airplanes when it is encountered during takeoff or during the approach to landing.

Back 164

Downburst

Front 165

Pilots should be alert for a downburst early in the ________ phase and be ready to initiate a missed _________ at the first indication. (same word)

Back 165

Approach ; approach

Front 166

Detects surface wind shear through the use of up to 32 remote wind sensors situated around an airport.

Back 166

Low-Level Wind shear Alert System (LLWAS)

Front 167

Specialized weather radars used to detect microbursts, gust fronts, and convective storms along arrival and departure paths.

Back 167

Terminal Doppler Weather Radar (TDWR)

Front 168

An enhanced weather processor for the ASR-9 air traffic control radar that includes Doppler wind estimation for the detection of low-level wind shear.

Back 168

Airport Surveillance Radar (ASR) Weather System Processor (WSP)

Front 169

Thunderstorm cell formation requires ________, unstable air, and lift.

A. an inversion

B. water vapor

C. stratiform clouds

Back 169

B. water vapor

Front 170

It may be impossible to recover from _________ encountered at low altitude.

A. a headwind

B. a microburst

C. an outburst

Back 170

B. a microburst

Front 171

A wind shear of 10 knots or more per 100 feet in a layer more than 200 feet thick which occurs within 2,000 ft of the surface.

Back 171

Low-level Wind Shear (LLWS)

Front 172

While an aircraft is on approach, a shear from a headwind to a tailwind causes: (4)

Back 172

Airspeed to decrease,

Nose pitch down,

Aircraft to drop below the glideslope,

If the pilot pulls the nose up to compensate, airspeed will be reduced further.

Front 173

If the wind is calm, or there is a slight tailwind, and the flow shears into a headwind, this causes: (4)

Back 173

Airspeed to increase,

Nose to pitch up,

Aircraft to rise upward and above the glideslope,

The airplane will land long and could run out of runway

Front 174

Wind shear is especially dangerous when it is encountered ____________.

A. During take off and landing

B. en route

C. while in a holding pattern

Back 174

A. during take off and landing

Front 175

While an aircraft is on approach, a shear from a tailwind to a headwind causes airspeed to ________, the nose to pitch _______, and the aircraft to ____________ the glideslope.

A. increase, up, rise upward above

B. increase, up, drop below

C. decrease, down, drop below

Back 175

A. increase, up, rise upward above

Front 176

Which of the following is a characteristic of a temperature inversion?

A. increased Temperature with increased altitude

B. Cannot form along frontal zones

C. Decreased temperature with increased altitude

D. never occurs at or near the surface of the earth

Back 176

A. Increased temperature with increased altitude

Front 177

When de-icing or anti-icing equipment fails to reduce or control the icing hazard, the icing is catagorized as ___________.

A. Extreme

B. Severe

C. Moderate

D. Heavy

Back 177

B. Severe

Front 178

A sudden wind shift, even at low speeds, can be hazardous on takeoff and landing because it can ___________.

A. Cause the plane to bounce on runway

B. Engine failure

C. Quickly become a crosswind or tail wind

D. Wing Failure

Back 178

C. Quickly become a crosswind or tail wind

Front 179

Which airplane would be most at risk from a strong crosswind when landing?

A. Military cargo transport

B. Corporate business jet

C. Commercial jet liner

D. General Aviation

Back 179

D. General Aviation

Front 180

Water vapor, lift, and unstable air are necessary for the formation of __________.

A. Hail

B. Thunderstorm cell

C. Wind shear

D. Icing

Back 180

B. Thunderstorm Cell

Front 181

Low-level wind shear is a change in windspeed of _________ knots or more within _______ ft AGL.

A. 25 ; 1000

B. 10 ; 2000

C. 25 ; 2000

D. 25 : 1000

Back 181

B. 10 ; 2000

Front 182

Airplane performance gradually degrades as the wind __________.

A. Passes over mountain range

B. Decreases suddenly

C. Turns perpendicular to runway

D. Trapped in a valley

Back 182

C. Turns perpendicular To runway

Front 183

Severe damage can occur if _________ is ingested into an engine.

A. Volcanic Ash

B. Snow

C. Smoke

D. Mist

Back 183

A. Volcanic ash

Front 184

An area as large as 10 miles or more of strong damaging winds reaching speeds as high as 120 knots, on or near the ground, is a ___________.

A. Wind shear

B. Microburst

C. Funnel Cloud

D. Downburst

Back 184

D. Down burst

Front 185

Which stage of a thunderstorm is characterized by updrafts exceeding 3,000 ft per minute?

A. Mature

B. Tower Cumulus

C. Virga

D. Dissipating

Back 185

B. Tower Cumulus

Front 186

What type of turbulence is caused by any obstruction to the wind, such as building or mountains?

A. Clear air

B. Connective

C. Physical

D. Mechanical

Back 186

D. Mechanical

Front 187

What intensity of turbulence causes occupants to be forced violently against seat belts or shoulder straps, unsecured objects to be tossed about, and make food service and walking impossible?

A. Moderate

B. Trace

C. Severe

D. Light

Back 187

C. Severe

Front 188

Which effect occurs to airplanes on departure during a high density altitude condition?

A. Shorter take off roll

B. Longer take off roll

C. Greater rate of climb

D. May drift off to side of runway

Back 188

B. Longer take off roll

Front 189

Which of the following is NOT true regarding fog?

A. Fog is a cloud with a base at surface

B. Fog forms when temperature and dew point spread is at near 0deg

C. Fog forms slowly

D. Fog reduces less than 5/8sm

Back 189

C. Fog forms slowly

Front 190

Light turboprop aircraft are more susceptible to icing than commercial jet aircraft because they typically fly ___________.

A. At lower altitude

B. During the daytime

C. At higher speed

D. At lower altitude

Back 190

A. At lower altitude