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Private Pilot Test Prep > Chapter 2: Aircraft Systems > Flashcards

Chapter 2: Aircraft Systems Flashcards

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Charter Pilot (Part 135) - Oral flashcards
1
Q

(TP-Engines) Should it become necessary to handprop an airplane engine, it is extremely important that a competent pilot

A

be at the controls in the cockpit

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2
Q

(TP-Engines) What is the purpose for using reciprocating engines?

A

They are relatively simple and inexpensive to operate

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3
Q

(TP-Engines) What should be the first action after starting an aircraft engine?

A

Adjust for proper RPM and check for desired indications on engine gauges. (As soon as the engine starts, check for unintentional movement of the aircraft and set power to the recommended warm warm-up RPM. The oil pressure should then be checked to determine the oil system is functioning properly with pressure at recommended levels within the manufacturer’s time limit.)

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4
Q

(Ignition/Electrical) What is a magneto?

A

Self contained source of electrical energy, so even if an aircraft loses total electrical power, the engine will continue to run.

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5
Q

(TP-Ignition/Electrical) One purpose of the dual ignition system on an aircraft engine is to provide for

A

improved engine performance.(The dual ignition system has two magnetos to supply the electrical current to two spark plugs for each combustion chamber. This provides both a redundancy of ignition and an improvement of engine performance.)

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6
Q

(TP-Ignition/Electrical) An electrical system failure (battery and alternator) occurs during flight. In this situation, you would

A

experience avionics equipment failure.

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7
Q

(TP-Ignition/Electrical) If the ground wire between a magneto and the ignition switch becomes disconnected, the most noticeable result with be that the engine

A

cannot be shit down by turning the switch to the OFF position.

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8
Q

(RM-Engines) What are the four cycles of an airplane engine?

A

intake, compression, power, exhaust

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9
Q

(TP-Ignition/Electrical) One purpose of the dual ignition system on a two cycle engine is to provide for

A

system redundancy in the ignition system

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10
Q

(TP-Ignition/Electrical) An electrical system failure (battery and alternator) occurs in a magneto equipped aircraft during flight. In this situation, you would

A

experience avionics equipment failure and cannot use your electrical fuel boost pump

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11
Q

(TP-Ignition/Electrical) What are the advantages of an aircraft alternator over a generator?

A

An aircraft alternator provides more electrical power at lower engine RPM than a generator

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12
Q

(TP-Fuel Induction) The operating principle of float-type carburetors is based on the

A

difference in air pressure at the venturi throat and the air inlet

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13
Q

(TP-Fuel Induction) The basic purpose of adjusting the fuel/air mixture at altitude is to

A

decrease the fuel flow in order to compensate for the decreased air density.(The mixture becomes richer as the airplane gains altitude, because the carburetor meters the same amount of fuel as at sea level. Leaning the mixture control prevents this by decreasing the the rate of fuel discharge to compensate for the decrease in air density.)

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14
Q

(TP-Fuel Induction) While cruising at 9,500 feel MSL, the fuel/air mixture is properly adjusted. What will occur if a descent to 4,500 feel MSL is made without readjusting the mixture?

A

The fuel/air mixture may become excessively lean.

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15
Q

(Fuel Induction) What is meant by the term “too lean”?

A

the amount of fuel is too small for the amount of air reaching the cylinders.

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16
Q

(TP-Carb Ice) 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.

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17
Q

(TP-Carb Ice) If an aircraft is equipped with a fixed-pitch propeller and a float-typer carburetor, the first indication of carburetor ice would most likely be

A

loss of RPM.

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18
Q

(TP-Carb Ice) The precense 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.

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19
Q

(TP-Carb Ice) What condition is most favorable to the development of carburetor icing?

A

Temperature between 20 and 70 degrees F and high humidity.

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20
Q

(TP-Carb Ice) What change occurs in the fuel/air mixture when the carburetor heat is applied?

A

The fuel/air mixture becomes richer because the heated air entering the carburetor has less density than unheated air and the fuel/air mixture is enriched

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21
Q

(TP-Carb Ice) Generally speaking, the use of carburetor heat leads to

A

decrease in engine performance because it reduces the output of the engine and increase operating temperature

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22
Q

(TP-Carb Ice) 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

(Fuel injection systems are less susceptible to icing because of the lack of the temperature drop caused by the venturi in the carburetor.

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23
Q

(TP-Carb Ice) What condition is most favorable to the development of carburetor icing?

A

Temperature between 20-70 degrees F and high humidity.

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24
Q

(TP-Carb Ice) The possibility of carburetor icing exists even when the ambient air temperature is as

A

high at 70 degrees F and relative humidity is high

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25
Q

(TP-Carb Ice) Carburetor icing can occur with and OAT as high as

A

20 degrees C and relatively high humidity

26
Q

(TP - Fuel) On an aircraft equipped with fuel pumps , when is the auxiliary electric driven pump used?

A

In the even engine-driven fuel pump fails

27
Q

(TP - Fuel) If the grade of fuel used in an aircraft is lower than specified for the engine, it will most likely cause

A

detonation

28
Q

(TP - Fuel) Detonation may occur at high-power setting when

A

the fuel mixture ignites instantaneously instead of burning progressively and evenly

29
Q

(TP - Fuel) Detonation occurs in a reciprocating aircraft engine when

A

the unburdened charge in the cylinders explodes instead of burning normally

30
Q

(TP - Fuel) The uncontrolled firing of the fuel/air charge in advance of normal spark ignition is known as

A

pre-ignition

31
Q

(TP - Fuel) What type of fuel can be substituted for an aircraft if the recommended octane is not available?

A

The next highest octane gas

32
Q

(TP - Fuel) 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

33
Q

(TP - Fuel) To properly purge water from the fuel system of an aircraft equipped with fuel tank sumps and a fuel strainer quick drain, it is necessary to drain fuel from the

A

fuel strainer drain and the fuel tank sumps

34
Q

(TP - Fuel) During preflight in cold weather, crankcase breather lines should receive special attention because they are susceptible to being clogged by

A

ice from crankcase vapors that have condensed and subsequently frozen.

35
Q

(TP - Engine Temps) If a pilot suspects that the engine (with a fixed pitch propeller) is detonating during climb-out after take off, the initial corrective action to take would be

A

lower the nose slightly to increase airspeed which eventually lowers engine temperature

36
Q

(TP - Engine Temps) Ways to prevent detonation

A
  1. Use correct grade fuel
  2. maintain sufficient rich mixture
  3. open throttle smoothly
  4. keep temperature within correct operating limits
37
Q

(TP - Engine Temps) Excessively high engine temperatures will

A

cause a loss of power, excessive oil consumption and possible permanent internal engine damage

38
Q

(TP - Engine Temps) Excessively high engine temperatures, either in the air or on the ground will cause what issues?

A

loss of power, excessive oil consumption and possible permanent internal engine damage.

39
Q

(TP - Engine Temps) If the engine oil temperature and cylinder head temperature gauges have exceeded their normal operating range, the pilot may have been operating with

A

too much power and with the mixture set too lean.

(excessively high engine temperatures can result from insufficient cooling caused by too lean a mixture, too low a grade of fuel, low oil, or insufficient airflow over the engine.)

40
Q

(TP - Engine Temps) 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 lower-than-specified fuel rating

41
Q

(TP - Engine Temps) For internal cooling, reciprocating aircraft engines are especially dependent on

A

their circulation of lubricating oil

(oil, primarily used to lubricate the moving parts of an engine, also cools the internal parts of the engine as it circulates)

42
Q

(TP - Engine Temps) Which is true regarding preheating an aircraft during cool weather?

A

The cabin area, as well as the engine should be preheated

43
Q

(TP - Engine Temps) An abnormally high engine oil temperature indication may be caused by

A

the oil level being too low

44
Q

(TP - Engine Temps) What action can a pilot take to aid in the cooling of an engine that is overheating during a climb?

A

Reduce the rate of climb and increase airspeed.

(To avoid excessive cylinder head temperatures a pilot can open the cowl flaps, increase airspeed, enrich the mixture, or reduce power).
Establishing a shallower climb (increasing airspeed) increases the airflow through the cooling system, reducing high engine temperatures).

45
Q

(TP - Engine Temps) What is one procedure to aid in cooling an engine that is overheating?

A

Enrichen the fuel mixture

46
Q

(TP - Engine Temps) The most important rule to remember in the event of a power failure after becoming airborne is to

A

immediately establish the proper gliding attitude and airspeed.

47
Q

(TP - Propellers) How is engine operation controlled on an engine equipped with a constant-speed propeller?

A

The throttle controls power output as registered on the manifold pressure gauge and the propeller control regulates engine RPM

48
Q

(TP - Propellers) What is the advantage of a constant-speed propeller?

A

Permits the pilot to select the blade angle for the most efficient performance

(A low blade angle allows higher RPM and horsepower, desirable for takeoffs. An intermediate position can be used for subsequent climb. After airspeed is attained during a higher angle for lower RPM, reduced engine noise generally lower vibration, and greater fuel efficiency. )

49
Q

(TP - Propellers) A precaution for the operation of an engine equipped with a constant-speed propeller is to

A

avoid high manifold pressure settings with low RPM

50
Q

(TP - Torque) In what flight condition is torque effect the greatest in a single-engine airplane?

A

Low airspeed, high power, high angle of attack

(The effect of torque increases in direct proportion to the engine power, airspeed, and airplane attitude. If the power setting is high, the airspeed slow and the angle of attack high, the effect of torque is greater.)

51
Q

(Torque) What is torque?

A

The tendency for an airplane to turn to the left

52
Q

(Torque) What four forces is torque a combination of?

A

Reactive force, spilling slipstream, gyroscopic precession and p-factor

53
Q

(Torque) What is Reactive force?

A

It is based on Newton’s Law of action and reaction. A propeller rotating in a clockwise direction produces a force which tends to roll the airplane in a counterclockwise direction.

54
Q

(Torque) What is spiraling slipstream?

A

The reaction of the air to a rotating propeller. (The propeller forces the air to spiral in a clockwise direction around the fuselage). This spiraling slipstream strikes the airplane’s vertical stabilizer on the left side. This pushes the tail of the airplane to the right and nose of the airplane to the left.

55
Q

(Torque) What is Gyroscopic precession?

A

is the result of a deflective force applied to a rotating body (such as a propeller)

56
Q

(TP - Torque) The left tendency of an airplane caused by P-factor is the result of

A

propeller blace descending to the right producing more thrust than the ascending blade on the left.

57
Q

(TP - Torque) When does P-factor cause the airplane to yaw to the left?

A

When at high angles of attack

58
Q

(TP - Torque) When does P-factor cause the airplane to yaw to the left?

A

When at high angles of attack

59
Q

(TP - Preflight) During preflight inspections, who is responsible for determining the aircraft is safe for flight?

A

The pilot in command

60
Q

(TP - Preflight) How should an aircraft preflight inspection be accomplished for the first flight of the day?

A

Thorough and systematic means recommended by the manufacturer

61
Q

(TP - Preflight) Who is primarily responsible for maintaining an aircraft in airworthy condition?

A

Owner or operator

Private Pilot Test Prep (4 decks)

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