Answers To Test Questions Not Always Clear

[Trez]

Ran across this test on the Magni Gyro site:

http://www.magnigyro.com/USA/feature_articles/Gyro PRI-SP question bank.pdf

I find it difficult to figure out the correct answer to some of these.

Examples: (Towards the bottom) -

Question # 3.7.4.6. Seems to me that all the answers are correct, but there's not an 'All of the above" choice.

How 'bout: # 3.7.4.8.
Seems to me that none of the answers is correct. If you're flying towards a ridgeline on the upwind side, aren't you flying downwind; hence, your climb angle (over the ground), is greatly reduced?

I admit that taking tests has never been my strong suit, but many of these questions have unclear answer choices, at least to me.

Curious to hear your comments........

Trez (cracker)

 

[enewbold]

Question # 3.7.4.6. Seems to me that all the answers are correct, but there's not an 'All of the above" choice.

How 'bout: # 3.7.4.8.
Seems to me that none of the answers is correct. If you're flying towards a ridgeline on the upwind side, aren't you flying downwind; hence, your climb angle (over the ground), is greatly reduced?

Regarding the first referenced question, the FAA, in its infinite wisdom, frequently presents you with questions having multiple correct answers. Their explanation of this practice is: it's up to you to select the MOST CORRECT answer in the group.

I know, I know, this practice really sucks, but we've been complaining about it for year and they just won't change the system!

The second question has virtually nothing to do with a gyroplane and everything to do with a helicopter. Questions about pinnacle operations just do not belong in a gyroplane question bank. That being said, here's the correct response, which I reference http://www.dynamicflight.com/flight_maneuvers/pinnacle_ridge/ for the information:

A Pinnacle is an area from which the surface drops away steeply on all sides.

A Ridgeline is a long area from which the surface drops away steeply on one or two sides, such as a bluff or precipice.

The absence of obstacles does not necessarily lessen the difficulty of pinnacle or ridgeline operations.Updrafts, downdrafts, and turbulence, together with unsuitable terrain in which to make a forced landing, all contribute to present extreme hazards.

APPROACH AND LANDING

If you need to climb to a pinnacle or ridgeline, do it on the upwind side, when practical, to take advantage of any updrafts. The approach flight path should be parallel to the ridgeline and into the wind as much as possible.

Load, altitude, wind conditions, and terrain features determine the angle to use in the final part of an approach.

As a general rule, the greater the winds, the steeper the approach needs to be to avoid turbulent air and downdrafts. Ground speed during the approach is more difficult to judge because visual references are farther away than during approaches over trees or flat terrain.

If a crosswind exists, remain clear of downdrafts on the leeward (downwind) side of the ridgeline. If the wind velocity makes the crosswind landing hazardous, you may be able to make a low, coordinated turn into the wind just prior to terminating the approach.

When making and approach to a pinnacle, avoid leeward turbulence and keep the helicopter within reach of a forced landing area for as long as possible.

 

[enewbold]

Question # 3.7.4.6. Seems to me that all the answers are correct, but there's not an 'All of the above" choice.

How 'bout: # 3.7.4.8.
Seems to me that none of the answers is correct. If you're flying towards a ridgeline on the upwind side, aren't you flying downwind; hence, your climb angle (over the ground), is greatly reduced?

Regarding the first referenced question, the FAA, in its infinite wisdom, frequently presents you with questions having multiple correct answers. Their explanation of this practice is: it's up to you to select the MOST CORRECT answer in the group.

I know, I know, this practice really sucks, but we've been complaining about it for year and they just won't change the system!

The second question has virtually nothing to do with a gyroplane and everything to do with a helicopter. Questions about pinnacle operations just do not belong in a gyroplane question bank. That being said, here's the correct response, which I reference http://www.dynamicflight.com/flight_maneuvers/pinnacle_ridge/ for the information:

A Pinnacle is an area from which the surface drops away steeply on all sides.

A Ridgeline is a long area from which the surface drops away steeply on one or two sides, such as a bluff or precipice.

The absence of obstacles does not necessarily lessen the difficulty of pinnacle or ridgeline operations.Updrafts, downdrafts, and turbulence, together with unsuitable terrain in which to make a forced landing, all contribute to present extreme hazards.

APPROACH AND LANDING

If you need to climb to a pinnacle or ridgeline, do it on the upwind side, when practical, to take advantage of any updrafts. The approach flight path should be parallel to the ridgeline and into the wind as much as possible.

Load, altitude, wind conditions, and terrain features determine the angle to use in the final part of an approach.

As a general rule, the greater the winds, the steeper the approach needs to be to avoid turbulent air and downdrafts. Ground speed during the approach is more difficult to judge because visual references are farther away than during approaches over trees or flat terrain.

If a crosswind exists, remain clear of downdrafts on the leeward (downwind) side of the ridgeline. If the wind velocity makes the crosswind landing hazardous, you may be able to make a low, coordinated turn into the wind just prior to terminating the approach.

When making and approach to a pinnacle, avoid leeward turbulence and keep the helicopter within reach of a forced landing area for as long as possible.

 

[Trez]

Thanks, Ed........

The ridgeline question threw me since it (the question) mentions nothing about an approach and landing. I guess that really doesn't have any bearing on the answer though.

The Feds should discontinue the practice of 'more than one of the choices may be correct' since it takes the answer from objective treatment to subjective treatment. In my book, if an answer is correct then the question and answer should be judged correct. Left to another individual to decide which is most correct of several choices is really stupid.

It occurs to me that, if three answers to a question are all correct, and removing the action of one of the three answers would result in catastrophe, then they are all equally correct.

Oh well, the FAA can do what it wants without our input, can't it?

Trez (cracker)

 

[Doug W.]

For the record on question 3.3.3.9. What to do when you taxi a gyro. I just recently took the sport pilot gyro test and had this question worded in two different ways. I went with C, hold the stick neutral. That must of been the answer they were looking for since I missed a total of three questions under three different knowledge codes.

Doug

 

[enewbold]

For the record on question 3.3.3.9. What to do when you taxi a gyro. I just recently took the sport pilot gyro test and had this question worded in two different ways. I went with C, hold the stick neutral. That must of been the answer they were looking for since I missed a total of three questions under three different knowledge codes. Doug

(sigh...) This is another indication of an extremely badly worded question. As both you and Greg indicated, I too think the answer the Feds are looking for here is C, "The cyclic stick should be held in the neutral position at all times," but we're not CERTAIN of it.

There are obviously many ways to taxi: With rotors turning and with rotors not turning. There are two basic surfaces to taxi over: smooth and rough. Finally, there is always the wind condition to contend with: calm or not calm.

Answer C is not operationally correct, based on varying conditions at the time of the taxi. The "at all times" part of the question actually negates answer C, but the Feds apparently don't agree.

The question, as presented, does not give us a clue about any of these conditions, so the only thing we can do is GUESS that the taxi in question is being performed on a calm day, over a smooth surface, without the rotors turning. We simply should NOT be asked to presume this much information for this or any other question on the test!

I know, I know, the question sucks, but we have complained many times about questions such as these and get no action whatsoever from the Agency!

 

[Doug Riley]

The format of government licensing tests has as much to do with the needs of bureaucracy as it does with actually checking your competence. In effect, it's a rite of passage (= hazing). It tests how badly you want the license... which actually is relevant... sort of.

Given that, there's no shame in reviewing the database, flagging the questions with bogus answers and memorizing the answers the Govt. wants.

Or as many as you can stuff into your head, anyway.

A good instructor will give you full, accurate information, and then add a footnote: "... but the answer they want on the test is ALWAYS hold the stick level...".

I'm studying for a Coast Guard test and they have the same issues.