Aircraft part 2 Flashcards

1
Q

An operable 4096-code transponder with an encoding altimeter is required in which airspace
A: Class D and Class E (below 10,000 feet MSL).
B: Class A, Class B (and within 30 miles of the Class B primary airport), and Class C.
C: Class D and Class G (below 10,000 feet MSL).

A

B

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2
Q

With certain exceptions, all aircraft within 30 miles of a Class B primary airport from the surface upward to 10,000 feet MSL must be equipped with
A: an operable transponder having either Mode S or 4096-code capability with Mode C automatic altitude reporting capability.
B: an operable VOR or TACAN receiver and an ADF receiver.
C: instruments and equipment required for IFR operations.

A

A

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3
Q

No person may operate an aircraft in acrobatic flight when
A: less than 2,500 feet AGL.
B: over any congested area of a city, town, or settlement.
C: flight visibility is less than 5 miles.

A

B

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4
Q

In which controlled airspace is acrobatic flight prohibited
A: All Class G airspace.
B: Class D airspace, Class E airspace designated for Federal Airways.
C: All Class E airspace below 1,500 feet AGL.

A

B

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5
Q

What is the lowest altitude permitted for acrobatic flight
A: 2,000 feet AGL.
B: 1,500 feet AGL.
C: 1,000 feet AGL.

A

B

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6
Q

No person may operate an aircraft in acrobatic flight when the flight visibility is less than
A: 3 miles.
B: 5 miles.
C: 7 miles.

A

A

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7
Q

A chair-type parachute must have been packed by a certificated and appropriately rated parachute rigger within the preceding
A: 60 days.
B: 90 days.
C: 120 days.

A

C

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8
Q

An approved chair-type parachute may be carried in an aircraft for emergency use if it has been packed by an appropriately rated parachute rigger within the preceding
A: 365 days.
B: 120 days.
C: 180 days.

A

B

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9
Q

With certain exceptions, when must each occupant of an aircraft wear an approved parachute
A: When intentionally banking in excess of 30°.
B: When intentionally pitching the nose of the aircraft up or down 30° or more.
C: When a door is removed from the aircraft to facilitate parachute jumpers.

A

B

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10
Q

Which is normally prohibited when operating a restricted category civil aircraft
A: Flight within Class D airspace.
B: Flight under instrument flight rules.
C: Flight over a densely populated area.

A

C

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11
Q

Unless otherwise specifically authorized, no person may operate an aircraft that has an experimental certificate
A: from the primary airport within Class D airspace.
B: beneath the floor of Class B airspace.
C: over a densely populated area or in a congested airway.

A

C

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12
Q

The responsibility for ensuring that an aircraft is maintained in an airworthy condition is primarily that of the
A: pilot in command.
B: mechanic who performs the work.
C: owner or operator.

A

A

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13
Q

The responsibility for ensuring that maintenance personnel make the appropriate entries in the aircraft maintenance records indicating the aircraft has been approved for return to service lies with the
A: owner or operator.
B: pilot in command.
C: mechanic who performed the work.

A

A

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14
Q

Completion of an annual inspection and the return of the aircraft to service should always be indicated by
A: the relicensing date on the Registration Certificate.
B: an appropriate notation in the aircraft maintenance records.
C: an inspection sticker placed on the instrument panel that lists the annual inspection completion date.

A

B

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15
Q

If an alteration or repair substantially affects an aircraft’s operation in flight, that aircraft must be test flown by an appropriately-rated pilot and approved for return to service prior to being operated
A: by any private pilot.
B: with passengers aboard.
C: for compensation or hire.

A

B

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16
Q

Before passengers can be carried in an aircraft that has been altered in a manner that may have appreciably changed its flight characteristics, it must be flight tested by an appropriately-rated pilot who holds at least a
A: Commercial Pilot Certificate with an instrument rating.
B: Private Pilot Certificate.
C: Commercial Pilot Certificate and a mechanic’s certificate.

A

B

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17
Q

An aircraft’s annual inspection was performed on July 12, this year. The next annual inspection will be due no later than
A: July 31, next year.
B: July 13, next year.
C: July 1, next year.

A

A

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18
Q

To determine the expiration date of the last annual aircraft inspection, a person should refer to the
A: Airworthiness Certificate.
B: Registration Certificate.
C: aircraft maintenance records.

A

C

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19
Q

How long does the Airworthiness Certificate of an aircraft remain valid
A: As long as the aircraft is maintained and operated as required by Federal Aviation Regulations.
B: Indefinitely, unless the aircraft suffers major damage.
C: As long as the aircraft has a current Registration Certificate.

A

A

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20
Q

What aircraft inspections are required for rental aircraft that are also used for flight instruction
A: Biannual and 100-hour inspections.
B: Annual and 100-hour inspections.
C: Annual and 50-hour inspections.

A

B

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21
Q

An aircraft had a 100-hour inspection when the tachometer read 1259.6. When is the next 100-hour inspection due
A: 1349.6 hours.
B: 1359.6 hours.
C: 1369.6 hours.

A

B

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22
Q

A 100-hour inspection was due at 3302.5 hours. The 100-hour inspection was actually done at 3309.5 hours. When is the next 100-hour inspection due
A: 3312.5 hours.
B: 3402.5 hours.
C: 3409.5 hours.

A

B

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23
Q

No person may use an ATC transponder unless it has been tested and inspected within at least the preceding
A: 6 calendar months.
B: 24 calendar months.
C: 12 calendar months.

A

B

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24
Q

Maintenance records show the last transponder inspection was performed on September 1, 1993. The next inspection will be due no later than
A: September 30, 1994.
B: September 1, 1995.
C: September 30, 1995.

A

C

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25
Which records or documents shall the owner or operator of an aircraft keep to show compliance with an applicable Airworthiness Directive A: Airworthiness and Registration Certificates. B: Airworthiness Certificate and Pilot's Operating Handbook. C: Aircraft maintenance records.
C
26
If an aircraft is involved in an accident which results in substantial damage to the aircraft, the nearest NTSB field office should be notified A: within 7 days. B: immediately. C: within 48 hours.
B
27
Which incident requires an immediate notification to the nearest NTSB field office A: A forced landing due to engine failure. B: Flight control system malfunction or failure. C: Landing gear damage, due to a hard landing.
B
28
Which incident would necessitate an immediate notification to the nearest NTSB field office A: An in-flight generator/alternator failure. B: An in-flight loss of VOR receiver capability. C: An in-flight fire.
C
29
Which incident requires an immediate notification be made to the nearest NTSB field office A: An overdue aircraft that is believed to be involved in an accident. B: An in-flight generator or alternator failure. C: An in-flight radio communications failure.
A
30
May aircraft wreckage be moved prior to the time the NTSB takes custody A: Yes, but only if moved by a federal, state, or local law enforcement officer. B: Yes, but only to protect the wreckage from further damage. C: No, it may not be moved under any circumstances.
B
31
The operator of an aircraft that has been involved in an accident is required to file an accident report within how many days A: 10. B: 5. C: 7.
A
32
The operator of an aircraft that has been involved in an incident is required to submit a report to the nearest field office of the NTSB A: when requested. B: within 7 days. C: within 10 days.
A
33
The four forces acting on an airplane in flight are A: lift, weight, thrust, and drag. B: lift, weight, gravity, and thrust. C: lift, gravity, power, and friction.
A
34
When are the four forces that act on an airplane in equilibrium A: During unaccelerated flight. B: When the aircraft is at rest on the ground. C: When the aircraft is accelerating.
A
35
(Refer to figure 1.) The acute angle A is the angle of A: dihedral. B: incidence. C: attack.
C
36
The term "angle of attack'' is defined as the angle A: formed by the longitudinal axis of the airplane and the chord line of the wing. B: between the wing chord line and the relative wind. C: between the airplane's climb angle and the horizon.
B
37
What is the relationship of lift, drag, thrust, and weight when the airplane is in straight-and-level flight A: Lift, drag, and weight equal thrust. B: Lift equals weight and thrust equals drag. C: Lift and weight equal thrust and drag.
B
38
How will frost on the wings of an airplane affect takeoff performance A: Frost will disrupt the smooth flow of air over the wing, adversely affecting its lifting capability. B: Frost will change the camber of the wing, increasing its lifting capability. C: Frost will cause the airplane to become airborne with a higher angle of attack, decreasing the stall speed.
A
39
In what flight condition is torque effect the greatest in a single-engine airplane A: Low airspeed, high power, high angle of attack. B: High airspeed, high power, high angle of attack. C: Low airspeed, low power, low angle of attack.
A
40
The left turning tendency of an airplane caused by P-factor is the result of the A: gyroscopic forces applied to the rotating propeller blades acting 90° in advance of the point the force was applied. B: clockwise rotation of the engine and the propeller turning the airplane counter-clockwise. C: propeller blade descending on the right, producing more thrust than the ascending blade on the left.
C
41
When does P-factor cause the airplane to yaw to the left A: When at high angles of attack. B: When at high airspeeds. C: When at low angles of attack.
A
42
An airplane said to be inherently stable will A: require less effort to control. B: be difficult to stall. C: not spin.
A
43
What determines the longitudinal stability of an airplane A: The relationship of thrust and lift to weight and drag. B: The effectiveness of the horizontal stabilizer, rudder, and rudder trim tab. C: The location of the CG with respect to the center of lift.
C
44
What causes an airplane (except a T-tail) to pitch nosedown when power is reduced and controls are not adjusted A: The downwash on the elevators from the propeller slipstream is reduced and elevator effectiveness is reduced. B: The CG shifts forward when thrust and drag are reduced. C: When thrust is reduced to less than weight, lift is also reduced and the wings can no longer support the weight.
A
45
What is the purpose of the rudder on an airplane A: To control yaw. B: To control overbanking tendency. C: To control roll.
A
46
(Refer to figure 2.) If an airplane weighs 2,300 pounds, what approximate weight would the airplane structure be required to support during a 60° banked turn while maintaining altitude A: 4,600 pounds. B: 2,300 pounds. C: 3,400 pounds.
A
47
(Refer to figure 2.) If an airplane weighs 3,300 pounds, what approximate weight would the airplane structure be required to support during a 30° banked turn while maintaining altitude A: 1,200 pounds. B: 3,960 pounds. C: 3,100 pounds.
B
48
(Refer to figure 2.) If an airplane weighs 4,500 pounds, what approximate weight would the airplane structure be required to support during a 45° banked turn while maintaining altitude A: 4,500 pounds. B: 7,200 pounds. C: 6,750 pounds.
C
49
The amount of excess load that can be imposed on the wing of an airplane depends upon the A: position of the CG. B: abruptness at which the load is applied. C: speed of the airplane.
C
50
Which basic flight maneuver increases the load factor on an airplane as compared to straight-and-level flight A: Stalls. B: Climbs. C: Turns.
C
51
One of the main functions of flaps during approach and landing is to A: increase the angle of descent without increasing the airspeed. B: decrease the angle of descent without increasing the airspeed. C: permit a touchdown at a higher indicated airspeed.
A
52
What is one purpose of wing flaps A: To relieve the pilot of maintaining continuous pressure on the controls. B: To enable the pilot to make steeper approaches to a landing without increasing the airspeed. C: To decrease wing area to vary the lift.
B
53
Excessively high engine temperatures will A: not appreciably affect an aircraft engine. B: cause loss of power, excessive oil consumption, and possible permanent internal engine damage. C: cause damage to heat-conducting hoses and warping of the cylinder cooling fins.
B
54
If the engine oil temperature and cylinder head temperature gauges have exceeded their normal operating range, the pilot may have been operating with A: higher-than-normal oil pressure. B: the mixture set too rich. C: too much power and with the mixture set too lean.
C
55
One purpose of the dual ignition system on an aircraft engine is to provide for A: balanced cylinder head pressure. B: improved engine performance. C: uniform heat distribution.
B
56
The operating principle of float-type carburetors is based on the A: difference in air pressure at the venturi throat and the air inlet. B: increase in air velocity in the throat of a venturi causing an increase in air pressure. C: automatic metering of air at the venturi as the aircraft gains altitude.
A
57
The basic purpose of adjusting the fuel/air mixture at altitude is to A: increase the amount of fuel in the mixture to compensate for the decrease in pressure and density of the air. B: decrease the amount of fuel in the mixture in order to compensate for increased air density. C: decrease the fuel flow in order to compensate for decreased air density.
C
58
During the run-up at a high-elevation airport, a pilot notes a slight engine roughness that is not affected by the magneto check but grows worse during the carburetor heat check. Under these circumstances, what would be the most logical initial action A: Check the results obtained with a leaner setting of the mixture. B: Taxi back to the flight line for a maintenance check. C: Reduce manifold pressure to control detonation.
A
59
While cruising at 9,500 feet MSL, the fuel/air mixture is properly adjusted. What will occur if a descent to 4,500 feet MSL is made without readjusting the mixture A: The fuel/air mixture may become excessively lean. B: There will be more fuel in the cylinders than is needed for normal combustion, and the excess fuel will absorb heat and cool the engine. C: The excessively rich mixture will create higher cylinder head temperatures and may cause detonation.
A
60
Which condition is most favorable to the development of carburetor icing A: Temperature between 20 and 70 °F and high humidity. B: Temperature between 32 and 50 °F and low humidity. C: Any temperature below freezing and a relative humidity of less than 50 percent.
A
61
The possibility of carburetor icing exists even when the ambient air temperature is as A: high as 70 °F and the relative humidity is high. B: high as 95 °F and there is visible moisture. C: low as 0 °F and the relative humidity is high.
A
62
If an aircraft is equipped with a fixed-pitch propeller and a float-type carburetor, the first indication of carburetor ice would most likely be A: engine roughness. B: a drop in oil temperature and cylinder head temperature. C: loss of RPM.
C
63
Applying carburetor heat will A: not affect the fuel/air mixture. B: result in more air going through the carburetor. C: enrich the fuel/air mixture.
C
64
What change occurs in the fuel/air mixture when carburetor heat is applied A: The fuel/air mixture becomes leaner. B: A decrease in RPM results from the lean mixture. C: The fuel/air mixture becomes richer.
C
65
Generally speaking, the use of carburetor heat tends to A: have no effect on engine performance. B: increase engine performance. C: decrease engine performance.
C
66
The presence of carburetor ice in an aircraft equipped with a fixed-pitch propeller can be verified by applying carburetor heat and noting A: a decrease in RPM and then a gradual increase in RPM. B: a decrease in RPM and then a constant RPM indication. C: an increase in RPM and then a gradual decrease in RPM.
A
67
With regard to carburetor ice, float-type carburetor systems in comparison to fuel injection systems are generally considered to be A: more susceptible to icing. B: equally susceptible to icing. C: susceptible to icing only when visible moisture is present.
A
68
If the grade of fuel used in an aircraft engine is lower than specified for the engine, it will most likely cause A: detonation. B: lower cylinder head temperatures. C: a mixture of fuel and air that is not uniform in all cylinders.
A
69
Detonation occurs in a reciprocating aircraft engine when A: hot spots in the combustion chamber ignite the fuel/air mixture in advance of normal ignition. B: the spark plugs are fouled or shorted out or the wiring is defective. C: the unburned charge in the cylinders explodes instead of burning normally.
C
70
If a pilot suspects that the engine (with a fixed-pitch propeller) is detonating during climb-out after takeoff, the initial corrective action to take would be to A: lower the nose slightly to increase airspeed. B: lean the mixture. C: apply carburetor heat.
A
71
The uncontrolled firing of the fuel/air charge in advance of normal spark ignition is known as A: pre-ignition. B: detonation. C: combustion.
A
72
Which would most likely cause the cylinder head temperature and engine oil temperature gauges to exceed their normal operating ranges A: Using fuel that has a lower-than-specified fuel rating. B: Using fuel that has a higher-than-specified fuel rating. C: Operating with higher-than-normal oil pressure.
A
73
What type fuel can be substituted for an aircraft if the recommended octane is not available A: Unleaded automotive gas of the same octane rating. B: The next higher octane aviation gas. C: The next lower octane aviation gas.
B
74
Filling the fuel tanks after the last flight of the day is considered a good operating procedure because this will A: prevent moisture condensation by eliminating airspace in the tanks. B: force any existing water to the top of the tank away from the fuel lines to the engine. C: prevent expansion of the fuel by eliminating airspace in the tanks.
A
75
For internal cooling, reciprocating aircraft engines are especially dependent on A: a properly functioning thermostat. B: the circulation of lubricating oil. C: air flowing over the exhaust manifold.
B
76
An abnormally high engine oil temperature indication may be caused by A: operating with a too high viscosity oil. B: the oil level being too low. C: operating with an excessively rich mixture.
B
77
What effect does high density altitude, as compared to low density altitude, have on propeller efficiency and why A: Efficiency is reduced due to the increased force of the propeller in the thinner air. B: Efficiency is reduced because the propeller exerts less force at high density altitudes than at low density altitudes. C: Efficiency is increased due to less friction on the propeller blades.
B
78
If the pitot tube and outside static vents become clogged, which instruments would be affected A: The altimeter, airspeed indicator, and vertical speed indicator. B: The altimeter, airspeed indicator, and turn-and-slip indicator. C: The altimeter, attitude indicator, and turn-and-slip indicator.
A
79
Which instrument will become inoperative if the pitot tube becomes clogged A: Airspeed. B: Vertical speed. C: Altimeter.
A
80
Which instrument(s) will become inoperative if the static vents become clogged A: Airspeed, altimeter, and vertical speed. B: Altimeter only. C: Airspeed only.
A
81
Altimeter setting is the value to which the barometric pressure scale of the altimeter is set so the altimeter indicates A: absolute altitude at field elevation. B: calibrated altitude at field elevation. C: true altitude at field elevation.
C
82
How do variations in temperature affect the altimeter A: Pressure levels are raised on warm days and the indicated altitude is lower than true altitude. B: Higher temperatures expand the pressure levels and the indicated altitude is higher than true altitude. C: Lower temperatures lower the pressure levels and the indicated altitude is lower than true altitude.
A
83
What is true altitude A: The vertical distance of the aircraft above the surface. B: The vertical distance of the aircraft above sea level. C: The height above the standard datum plane.
B
84
What is absolute altitude A: The altitude read directly from the altimeter. B: The vertical distance of the aircraft above the surface. C: The height above the standard datum plane.
B
85
What is density altitude A: The height above the standard datum plane. B: The altitude read directly from the altimeter. C: The pressure altitude corrected for nonstandard temperature.
C
86
What is pressure altitude A: The altitude indicated when the barometric pressure scale is set to 29.92. B: The indicated altitude corrected for nonstandard temperature and pressure. C: The indicated altitude corrected for position and installation error.
A
87
Under what condition is indicated altitude the same as true altitude A: If the altimeter has no mechanical error. B: When at 18,000 feet MSL with the altimeter set at 29.92. C: When at sea level under standard conditions.
C
88
If it is necessary to set the altimeter from 29.15 to 29.85, what change occurs A: 700-foot increase in indicated altitude. B: 70-foot increase in density altitude. C: 70-foot increase in indicated altitude.
A
89
The pitot system provides impact pressure for which instrument A: Airspeed indicator. B: Altimeter. C: Vertical-speed indicator.
A
90
As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will A: remain the same regardless of altitude. B: decrease as the true airspeed decreases. C: decrease as the true airspeed increases.
A
91
What does the red line on an airspeed indicator represent A: Maneuvering speed. B: Turbulent or rough-air speed. C: Never-exceed speed.
C
92
(Refer to figure 4.) Which color identifies the power-off stalling speed in a specified configuration A: Upper limit of the white arc. B: Upper limit of the green arc. C: Lower limit of the green arc.
C
93
(Refer to figure 4.) Which color identifies the normal flap operating range A: The lower limit of the white arc to the upper limit of the green arc. B: The white arc. C: The green arc.
B
94
(Refer to figure 4.) Which color identifies the power-off stalling speed with wing flaps and landing gear in the landing configuration A: Upper limit of the white arc. B: Lower limit of the white arc. C: Upper limit of the green arc.
B
95
(Refer to figure 4.) What is the maximum structural cruising speed A: 100 MPH. B: 208 MPH. C: 165 MPH.
C
96
What is an important airspeed limitation that is not color coded on airspeed indicators A: Maneuvering speed. B: Maximum structural cruising speed. C: Never-exceed speed.
A
97
(Refer to figure 5.) A turn coordinator provides an indication of the A: angle of bank up to but not exceeding 30°. B: attitude of the aircraft with reference to the longitudinal axis. C: movement of the aircraft about the yaw and roll axis.
C
98
(Refer to figure 6.) To receive accurate indications during flight from a heading indicator, the instrument must be A: calibrated on a compass rose at regular intervals. B: periodically realigned with the magnetic compass as the gyro precesses. C: set prior to flight on a known heading.
B
99
(Refer to figure 7.) The proper adjustment to make on the attitude indicator during level flight is to align the A: horizon bar to the miniature airplane. B: horizon bar to the level-flight indication. C: miniature airplane to the horizon bar.
C
100
(Refer to figure 7.) How should a pilot determine the direction of bank from an attitude indicator such as the one illustrated A: By the relationship of the miniature airplane (C) to the deflected horizon bar (B). B: By the direction of deflection of the banking scale (A). C: By the direction of deflection of the horizon bar (B).
A
101
Deviation in a magnetic compass is caused by the A: difference in the location between true north and magnetic north. B: magnetic fields within the aircraft distorting the lines of magnetic force. C: presence of flaws in the permanent magnets of the compass.
B
102
In the Northern Hemisphere, a magnetic compass will normally indicate initially a turn toward the west if A: a right turn is entered from a north heading. B: an aircraft is accelerated while on a north heading. C: a left turn is entered from a north heading.
A
103
In the Northern Hemisphere, a magnetic compass will normally indicate initially a turn toward the east if A: an aircraft is accelerated while on a north heading. B: an aircraft is decelerated while on a south heading. C: a left turn is entered from a north heading.
C
104
In the Northern Hemisphere, a magnetic compass will normally indicate a turn toward the north if A: a left turn is entered from a west heading. B: an aircraft is accelerated while on an east or west heading. C: a right turn is entered from an east heading.
B
105
In the Northern Hemisphere, the magnetic compass will normally indicate a turn toward the south when A: the aircraft is decelerated while on a west heading. B: a right turn is entered from a west heading. C: a left turn is entered from an east heading.
A
106
In the Northern Hemisphere, if an aircraft is accelerated or decelerated, the magnetic compass will normally indicate A: correctly when on a north or south heading. B: a turn toward the south. C: a turn momentarily.
A
107
In the Northern Hemisphere, if a glider is accelerated or decelerated, the magnetic compass will normally indicate A: a turn toward south while accelerating on a west heading. B: correctly only when on a north or south heading. C: a turn toward north while decelerating on an east heading.
B
108
During flight, when are the indications of a magnetic compass accurate A: During turns if the bank does not exceed 18°. B: Only in straight-and-level unaccelerated flight. C: As long as the airspeed is constant.
B
109
An airplane has been loaded in such a manner that the CG is located aft of the aft CG limit. One undesirable flight characteristic a pilot might experience with this airplane would be A: stalling at higher-than-normal airspeed. B: a longer takeoff run. C: difficulty in recovering from a stalled condition.
C
110
Loading an airplane to the most aft CG will cause the airplane to be A: less stable at high speeds, but more stable at low speeds. B: less stable at slow speeds, but more stable at high speeds. C: less stable at all speeds.
C
111
If the outside air temperature (OAT) at a given altitude is warmer than standard, the density altitude is A: lower than pressure altitude. B: higher than pressure altitude. C: equal to pressure altitude.
B
112
Which combination of atmospheric conditions will reduce aircraft takeoff and climb performance A: High temperature, low relative humidity, and low density altitude. B: Low temperature, low relative humidity, and low density altitude. C: High temperature, high relative humidity, and high density altitude.
C
113
What effect does high density altitude have on aircraft performance A: It increases takeoff performance. B: It increases engine performance. C: It reduces climb performance.
C
114
(Refer to figure 8.) What is the effect of a temperature increase from 25 to 50 °F on the density altitude if the pressure altitude remains at 5,000 feet A: 1,650-foot increase. B: 1,200-foot increase. C: 1,400-foot increase.
A
115
(Refer to figure 8.) Determine the pressure altitude with an indicated altitude of 1,380 feet MSL with an altimeter setting of 28.22 at standard temperature. A: 3,010 feet MSL. B: 2,991 feet MSL. C: 2,913 feet MSL.
A
116
(Refer to figure 8.) Determine the density altitude for these conditions:Altimeter setting 29.25Runway temperature +81 °F Airport elevation 5,250 ft MSL A: 8,500 feet MSL. B: 5,877 feet MSL. C: 4,600 feet MSL.
A
117
(Refer to figure 8.) Determine the pressure altitude at an airport that is 3,563 feet MSL with an altimeter setting of 29.96. A: 3,556 feet MSL. B: 3,527 feet MSL. C: 3,639 feet MSL.
B
118
(Refer to figure 8.) What is the effect of a temperature increase from 30 to 50 °F on the density altitude if the pressure altitude remains at 3,000 feet MSL A: 1,100-foot decrease. B: 1,300-foot increase. C: 900-foot increase.
B
119
(Refer to figure 8.) Determine the pressure altitude at an airport that is 1,386 feet MSL with an altimeter setting of 29.97. A: 1,451 feet MSL. B: 1,341 feet MSL. C: 1,562 feet MSL.
B
120
(Refer to figure 8.) Determine the density altitude for these conditions:Altimeter setting 30.35Runway temperature +25 °FAirport elevation 3,894 ft MSL A: 2,000 feet MSL. B: 2,900 feet MSL. C: 3,500 feet MSL.
A
121
(Refer to figure 8.) What is the effect of a temperature decrease and a pressure altitude increase on the density altitude from 90 °F and 1,250 feet pressure altitude to 55 °F and 1,750 feet pressure altitude A: 1,300-foot decrease. B: 1,700-foot decrease. C: 1,700-foot increase.
A
122
What effect, if any, does high humidity have on aircraft performance A: It has no effect on performance. B: It decreases performance. C: It increases performance.
B
123
What force makes an airplane turn A: The vertical component of lift. B: Centrifugal force. C: The horizontal component of lift.
C
124
When taxiing with strong quartering tailwinds, which aileron positions should be used A: Ailerons neutral. B: Aileron down on the downwind side. C: Aileron down on the side from which the wind is blowing.
C
125
Which aileron positions should a pilot generally use when taxiing in strong quartering headwinds A: Ailerons neutral. B: Aileron up on the side from which the wind is blowing. C: Aileron down on the side from which the wind is blowing.
B
126
Which wind condition would be most critical when taxiing a nosewheel equipped high-wing airplane A: Quartering headwind. B: Direct crosswind. C: Quartering tailwind.
C
127
(Refer to figure 9, area A.) How should the flight controls be held while taxiing a tricycle-gear equipped airplane into a left quartering headwind A: Left aileron up, elevator down. B: Left aileron up, elevator neutral. C: Left aileron down, elevator neutral.
B
128
(Refer to figure 9, area B.) How should the flight controls be held while taxiing a tailwheel airplane into a right quartering headwind A: Right aileron up, elevator down. B: Right aileron down, elevator neutral. C: Right aileron up, elevator up.
C
129
(Refer to figure 9, area C.) How should the flight controls be held while taxiing a tailwheel airplane with a left quartering tailwind A: Left aileron up, elevator neutral. B: Left aileron down, elevator neutral. C: Left aileron down, elevator down.
C
130
(Refer to figure 9, area C.) How should the flight controls be held while taxiing a tricycle-gear equipped airplane with a left quartering tailwind A: Left aileron up, elevator neutral. B: Left aileron down, elevator down. C: Left aileron up, elevator down.
B
131
In what flight condition must an aircraft be placed in order to spin A: Stalled. B: Partially stalled with one wing low. C: In a steep diving spiral.
A
132
During a spin to the left, which wing(s) is/are stalled A: Neither wing is stalled. B: Only the left wing is stalled. C: Both wings are stalled.
C
133
The angle of attack at which an airplane wing stalls will A: increase if the CG is moved forward. B: remain the same regardless of gross weight. C: change with an increase in gross weight.
B
134
What is ground effect A: The result of the disruption of the airflow patterns about the wings of an airplane to the point where the wings will no longer support the airplane in flight. B: The result of the interference of the surface of the Earth with the airflow patterns about an airplane. C: The result of an alteration in airflow patterns increasing induced drag about the wings of an airplane.
B
135
Floating caused by the phenomenon of ground effect will be most realized during an approach to land when at A: a higher-than-normal angle of attack. B: twice the length of the wingspan above the surface. C: less than the length of the wingspan above the surface.
C
136
What must a pilot be aware of as a result of ground effect A: Wingtip vortices increase creating wake turbulence problems for arriving and departing aircraft. B: Induced drag decreases; therefore, any excess speed at the point of flare may cause considerable floating. C: A full stall landing will require less up elevator deflection than would a full stall when done free of ground effect.
B
137
Ground effect is most likely to result in which problem A: Settling to the surface abruptly during landing. B: Inability to get airborne even though airspeed is sufficient for normal takeoff needs. C: Becoming airborne before reaching recommended takeoff speed.
C
138
During an approach to a stall, an increased load factor will cause the airplane to A: have a tendency to spin. B: stall at a higher airspeed. C: be more difficult to control.
B
139
Angle of attack is defined as the angle between the chord line of an airfoil and the A: pitch angle of an airfoil. B: rotor plane of rotation. C: direction of the relative wind.
C
140
Every physical process of weather is accompanied by, or is the result of, a A: heat exchange. B: pressure differential. C: movement of air.
A
141
What causes variations in altimeter settings between weather reporting points A: Coriolis force. B: Unequal heating of the Earth's surface. C: Variation of terrain elevation.
B
142
A temperature inversion would most likely result in which weather condition A: Good visibility in the lower levels of the atmosphere and poor visibility above an inversion aloft. B: An increase in temperature as altitude is increased. C: Clouds with extensive vertical development above an inversion aloft.
B
143
The most frequent type of ground or surface-based temperature inversion is that which is produced by A: terrestrial radiation on a clear, relatively still night. B: warm air being lifted rapidly aloft in the vicinity of mountainous terrain. C: the movement of colder air under warm air, or the movement of warm air over cold air.
A
144
Which weather conditions should be expected beneath a low-level temperature inversion layer when the relative humidity is high A: Smooth air, poor visibility, fog, haze, or low clouds. B: Light wind shear, poor visibility, haze, and light rain. C: Turbulent air, poor visibility, fog, low stratus type clouds, and showery precipitation.
A
145
What are the standard temperature and pressure values for sea level A: 59 °F and 29.92 millibars. B: 59 °C and 1013.2 millibars. C: 15 °C and 29.92" Hg.
C
146
If a pilot changes the altimeter setting from 30.11 to 29.96, what is the approximate change in indication A: Altimeter will indicate 150 feet higher. B: Altimeter will indicate 150 feet lower. C: Altimeter will indicate .15" Hg higher.
B
147
Under which condition will pressure altitude be equal to true altitude A: When standard atmospheric conditions exist. B: When the atmospheric pressure is 29.92" Hg. C: When indicated altitude is equal to the pressure altitude.
A
148
Under what condition is pressure altitude and density altitude the same value A: At standard temperature. B: At sea level, when the temperature is 0 °F. C: When the altimeter has no installation error.
A
149
If a flight is made from an area of low pressure into an area of high pressure without the altimeter setting being adjusted, the altimeter will indicate A: lower than the actual altitude above sea level. B: higher than the actual altitude above sea level. C: the actual altitude above sea level.
A
150
If a flight is made from an area of high pressure into an area of lower pressure without the altimeter setting being adjusted, the altimeter will indicate A: the actual altitude above sea level. B: lower than the actual altitude above sea level. C: higher than the actual altitude above sea level.
C
151
Under what condition will true altitude be lower than indicated altitude A: When density altitude is higher than indicated altitude. B: In warmer than standard air temperature. C: In colder than standard air temperature.
C
152
Which condition would cause the altimeter to indicate a lower altitude than true altitude A: Air temperature lower than standard. B: Atmospheric pressure lower than standard. C: Air temperature warmer than standard.
C
153
Which factor would tend to increase the density altitude at a given airport A: An increase in barometric pressure. B: An increase in ambient temperature. C: A decrease in relative humidity.
B
154
The wind at 5,000 feet AGL is southwesterly while the surface wind is southerly. This difference in direction is primarily due to A: stronger Coriolis force at the surface. B: stronger pressure gradient at higher altitudes. C: friction between the wind and the surface.
C
155
What is meant by the term "dewpoint'' A: The temperature at which condensation and evaporation are equal. B: The temperature to which air must be cooled to become saturated. C: The temperature at which dew will always form.
B
156
The amount of water vapor which air can hold depends on the A: stability of the air. B: dewpoint. C: air temperature.
C