Chapter 2.2 - Exam Review

Question 1

Assuming ATS is not able to provide the local QNH for a particular aerodrome, how can it be determined from a cockpit before Takeoff?

Answer 1

Adjusting the Altimeter to read the aerodrome elevation.

Question 2

When flying from a high pressure area towards a low pressure area on a constant heading, without adjusting the pressure-setting subscale, the Altimeter will indicate a (higher/lower) Altitude than actual?

Answer 2

Higher.

Question 3

With QNH set on the subscale, what will be the Altimeter indication?

Answer 3

Altitude (AMSL).

Question 4

On a magnetic compass, a 30° turn to the left through South, is likely to show as a turn of (45° to the left/5° to the right)?

Answer 4

5° to the right.

Question 5

The magnetic compass (under-reads/over-reads) on a turn through North?

Answer 5

Over-reads.

Question 6

During acceleration on a constant easterly or westerly heading, the magnetic compass indicates an apparent turn to the (North/South)?

Answer 6

South.

Question 7

Which flight instrument will become inoperative if the Pitot-Tube becomes blocked in flight?

Answer 7

ASI only.

Question 8

What is the likely effect on the Altimeter reading of using the Alternate Static source?

Answer 8

Altimeter will indicate a higher Altitude than that being flown.

Question 9

If the Static Vents iced over when descending from Altitude, would the ASI indicate (correctly/higher than actual/lower than actual)?

Answer 9

Higher than actual.

Question 10

What will the Altimeter read if the subscale is set to 1013.2 hPa?

Answer 10

Pressure Height.

Question 11

When flying from a low pressure area towards a high pressure area on a constant heading, without adjusting the pressure-setting subscale, the Altimeter will indicate a (higher/lower) Altitude than actual?

Answer 11

Lower.

Question 12

An Altimeter does not respond instantly to rapid changes in pressure such as experienced during rapid rates of descent and takes a few seconds to read correctly. What is this momentary error called?

Answer 12

Instrument lag.

Question 13

On a climb to cruise at 8,000 feet, when should the Altimeter be changed from local QNH to read area QNH?

Answer 13

Top of the climb.

Question 14

Define ‘Calibrated Airspeed’?

Answer 14

IAS corrected for both instrument and position (pressure) error.

Question 15

Does the Pitot-Tube sense the Total Pressure or the Dynamic Pressure only?

Answer 15

Total/Pitot Pressure.

Question 16

During a climb, when the IAS remains constant the TAS gradually (increases/decreases)?

Answer 16

Increases.

Question 17

True or False. In light Aircraft, IAS, CAS and EAS can all be taken to mean the same thing?

Answer 17

True.

Question 18

During a climb with Full Rich selected, the density of the air entering the Carburettor of a normally aspirated Engine (increases/decreases) while the fuel flow to the Engine (increases/decreases/remains constant)? Therefore the mixture becomes (richer/leaner) with an increase in Altitude?

Answer 18

• Decreases.
• Remains Constant.
• Richer.

Question 19

What is the basic purpose of adjusting the Fuel/Air Mixture Control of a normally aspirated Engine at Altitude?

Answer 19

To compensate for the decreased in air density.

Question 20

The most power which can be obtained for any given throttle setting is achieved with a (best power/best economy) mixture and this corresponds to a (full rich/lean) setting of the mixture at sea level on a standard day?

Answer 20

• Best Power.

- Full Rich.

Question 21

To maintain a constant Engine power output during a climb, the throttle must be opened progressively. Why is this necessary?

Answer 21

To compensate from a power loss due to the reduction in air density.

Question 22

The necessity to progressively open the throttle during a climb to maintain a constant Engine power output, means that eventually, the Aircraft reaches an Altitude where the throttle is fully open. What is the term for this Altitude?

Answer 22

Full Throttle Height.

Question 23

Why is leaning the Fuel/Air Mixture normally only carried out during cruise?

Answer 23

Due to the high risk in over-heating and detonation.

Question 24

In a normally aspirated Engine, the RPM required to produce a particular power output (increases/decreases) as the density decreases with height?

Answer 24

Increases.

Question 25

As an Aircraft climbs, the air density is decreased this decreasing the density of the Fuel/Air charge. What effect does this have on the power output of an Engine?

Answer 25

Power is reduced.

Question 26

Maximum cruising speed at a particular Altitude and power setting will be obtained with a (full rich/best power/best economy) mixture setting?

Answer 26

Best Power.

Question 27

For a given power setting, the highest Airspeed will be archived with a mixture (slightly richer/slightly leaner) than peak EGT?

Answer 27

Slightly Richer.

Question 28

What action can a Pilot take to correct ‘propeller over-speed’ in an Aircraft fitted with a fixed-pitch propeller?

Answer 28

Reduce Power/Airspeed.