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Aviation > Chapter Two > Flashcards

Chapter Two Flashcards

1
Q

Should it become necessary to hand prop an airplane engine, it is extremely important that a competent pilot
A. call “contact” before touching the propeller
B. be at the control in the cockpit
C. Bein the cockpit and call out all commands

A

B. be at the control in the cockpit

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2
Q

What should be the first action after starting an aircraft engine?
A. Adjust for proper RPM and check for desired indications on the engine gauges
B. Place the magneto or ignition switch momentarily in the OFF position to check for proper grounding
C. Test each brake and the parking brake

A

A. Adjust for proper RPM and check for desired indications on the engine gauges

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3
Q

What is one purpose for using reciprocating engines?
A. Heat is distributed better
B. To preserve cylinder head duration and maintain lower temperatures
C. They are relatively simple and inexpensive to operate

A

C. They are relatively simple and inexpensive to operate

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4
Q

One purpose of the dual ignition system on can aircraft engine is to provide for
A. improved engine performance
B. uniform heat distribution
C. balanced cylinder head pressure

A

A. improved engine performance

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5
Q

An electrical system failure (battery and alternator) occurs flight. In this situation, you would
A. Experience avionics equipment failure
B. Probably experience failure of the engine ignition system, fuel gauges, aircraft lighting system, and avionics equipment
C. probably experience engine failure due to the loss f the engine-driven fuel pump and also experience failure of the radio equipment, lights, and all instruments that require alternating current.

A

A. Experience avionics equipment failure

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6
Q

If the ground wire between the magneto and the ignition switch becomes disconnected, the most noticeable result will be that the engine
A. will run very rough
B. cannot be started with the switch in the ON position
C. cannot be shut down by turning the switch to the OFF position

A

C. cannot be shut down by turning the switch to the OFF position

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7
Q

The operating principle of float-type carburetors is based on the
A. automatic metering of air at the venturi as the aircraft gains altitude
B. difference in air pressure at the venturi throat and the air inlet
C. increase in air velocity in the throat of a venturi causing an increase in air pressure

A

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

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8
Q

The basic purpose of adjusting the fuel/air mixture at altitude is to
A. decrease the amount of fuel in the mixture in order to compensate for increased air density
B. Decreased the fuel flow in order to compensate for decreased air density
C. Increase the amount of fuel in the mixture to compensate for the decrease in pressure and density of the air

A

B. Decreased the fuel flow in order to compensate for decreased air density

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9
Q

While cruising at 9500 feet MSL, the fuel/air mixture is properly adjusted. What will occur if a descent to 4500 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

A. The fuel/air mixture may become excessively lean

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10
Q

During the run up at 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 theses 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

A. Check the results obtained with a leaner setting of the mixture

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11
Q

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. Increase of RPM
B. Engine roughness
C. Loss of RPM

A

C. Loss of RPM

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12
Q

The presence of carburetor ice in an aircraft equipped with a fixed-pitch propellor can be verified by applying carburetor heat and nothing
A. an increase in RPM and then in a gradual decrease in RPM
B. A decrease in RPM and then a constant RPM indication
C. A decrease in RPM and then a gradual increase in RPM

A

C. A decrease in RPM and then a gradual increase in RPM

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13
Q

Which condition is most favorable to the development of carburetor icing?
A. Any temperature below freezing and a relative humidity less than 50%
B. Temp between 32F and 50F and low humidity
C. Temp between 20F and 70F and high humidity

A

C. Temp between 20F and 70F and high humidity

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14
Q

The possibility of carburetor icing exists even when the ambient air temp is as
A. high as 70F and the relative humidity is high
B. high as 95F and there invisible moisture
C. low as 0 and the relative humidity is high

A

A. high as 70F and the relative humidity is high

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15
Q

Carburetor icing can occur with an PAT as high as
A. 100F and visible moisture
B. 20C and high relative moisture
C. 75F and low relative humidity

A

B. 20C and high relative moisture

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16
Q

Applying carb heat will
A. result in more air going through the carburetor
B. enrich the fuel/air mixture
C. not affect the fuel/air mixture

A

B. enrich the fuel/air mixture

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17
Q

What change occurs in the fuel/air mixture when carburetor heat is applied
A. A decrease in RPM results from the lean mixture
B. The fuel/air mixture becomes richer
C. the fuel/air mixture becomes leaner

A

B. The fuel/air mixture becomes richer

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18
Q

Generally speaking, the use of carb heat tends to
A. Decrease engine performance
B. increase engine performance
C. have no effect on engine performance

A

A. Decrease engine performance

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19
Q

With regard to carb ice, float-type carb systems in comparison to fuel injection systems are generally considered to be
A. more susceptible to icing
B. equally susceptible to icing
C. less susceptible to icing

A

A. more susceptible to icing

20
Q

On aircraft equipped with fuel pumps, when is the auxiliary electric driven pump used?
A. all the time to aid the engine-driven fuel pump
B. in the event engine-driven pump fails
C. constantly except in starting the engine

A

B. in the event engine-driven pump fails

21
Q

If the grade of fuel and air used in an aircraft engine is lower than specified for the engine, it will most likely cause
A. A mixture of fuel and air that is not uniform in all cylinders
B. lower cylinder head temperatures
C. detonation

A

C. detonation

22
Q

Detonation may occur at high-power settings when
A. the fuel mixture igniters instantaneously instead of burning progressively and evenly
B. an excessiblef rich fuel mixture causes an explosive gain in power
C. the fuel mixture is ignited too early by hot carbon deposits in the cylinder

A

A. the fuel mixture igniters instantaneously instead of burning progressively and evenly

23
Q

Detonation occurs in a reciprocating aircraft when
A. The spark plugs are fouled or shorted out or the wiring is defective
B. hot spots in the combustion chamber ignite the fuel/air mixture in advance of normal ignition
C. the unburned charge in the cylinders explodes instead of burning normally

A

C. the unburned charge in the cylinders explodes instead of burning normally

24
Q

the uncontrolled firing of the fuel/ air charge in advance of normal spark ignition is known as
A. combustion
B. pre-ignition
C. detonation

A

B. pre-ignition

25
Q

What type fuel can be substituted for an aircraft if the commended octane is not available
A. The next higher octane aviation gas
B. the next lower octane aviation gas
C. Unleaded automotive gas of the same octane rating

A

A. The next higher octane aviation gas

26
Q

Filling the fuel tanks after the last flight of the day is considered a good operating procedure because this will
A. force any existing water to the top of the tank away from the fuel lines to the engine
B. prevent expansion of the fuel by eliminating airspace in the tanks
C. prevent moisture condensation by eliminating airspace in the tanks

A

C. prevent moisture condensation by eliminating airspace in the tanks

27
Q

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
B. lowest point win the fuel system
C. fuel strainer drain and the fuel tanks sumps

A

B. lowest point win the fuel system

28
Q

If a pilot suspects that the engine is detonating during climb-out after takeoff, the corrective action to take would be to
A. lean the mixture
B. lower the nose slightly to increase airspeed
C. apply carburetor

A

B. lower the nose slightly to increase airspeed

29
Q

Excessively high engine temperatures will
A. cause damage to heat-conducting hoses and warping of the cylinder cooling fins
B. cause loss of power, excessive oil consumption, and possible permanent internal engine damage
C. not appreciably affect an aircraft engine

A

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

30
Q

Excessively high engine temperatures, either in the air or on the ground, will
A. increase fuel consumption and may increase power due to the increased heat
B.cause damage to heat-conducting hoses and warping of the cylinder cooling fins
C. cause loss of power, excessive oil consumption, and possible permanent internal engine damage

A

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

31
Q

Excessively high engine temperatures, either in the air or the ground, will
A. Increase fuel consumption and may increase power due to the increased heat
B. Result in damage to heat conduction hoses and warping of cylinder cooling fans
C. Cause loss of power, excessive oil consumption, and possible permanent internal engine damage

A

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

32
Q

If the engine oil temperature and cylinder head temp range gauges have exceeding normal operating range, the pilot may have been operating with
A. The mixture set too rich
B. Higher-than-normal oil pressure
C. Too much power and with the mixture set too lean

A

C. Too much power and with the mixture set too lean

33
Q

Which would most likely cause the cylinder head temp and engine oil temp 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

A. Using fuel that has a lower than specified fuel rating

34
Q

For interval cooling, reciprocating aircraft engines are especially dependent on
A. A properly functioning thermostat
B. Air flowing over the exhaust manifold
C. The circulation of lubricating oil

A

C. The circulation of lubricating oil

35
Q

An abnormally high engine oil temp indication may be caused by
A. The oil level being too low
B. Operating with a too high viscosity oil
C. Operating with an excessively rich mixture

A

A. The oil level being too low

36
Q

What action can a pilot take to aid in cooling an engine that is overheating during a climb
A. Reduce rate of climb and increase airspeed
B. Reduce climb speed and increase RPM
C. Increase climb speed and increase RPM

A

A. Reduce rate of climb and increase airspeed

37
Q

What is one procedure to aid in cooling an engine that is overheating
A. Enriched the fuel mixture
B. Increase the RPM
C. Reduce the airspeed

A

A. Enriched the fuel mixture

38
Q

The most important rule to remember in the even of a power failure after becoming airborne is to
A. Immediately establish the proper gliding attitude and airspeed
B. Quickly check the fuel supply for possible fuel exhaustion
C. Determine the wind direction to plan for the forced landing

A

to

A. Immediately establish the proper gliding attitude and airspeed

39
Q

How is engine operation controller on an engine equipped with a constant-speed propeller
A. The throttle controls power output as register on the manifold pressure gauge and the propeller control regulates engine RPM
B. The throttle controls power output as registered on the manifold pressure gauge and the propeller control regulates a constant blade angle
C. The throttle controls engine RPM as registered on the tachometer and the mixture control regulates the power output

A

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

40
Q

What is an advantage of constant-speed propeller
A. Permits the pilot to select and maintain a desired cruising speed
B. Permits the pilot to select the blade angle for the most efficient performance
C. Provides a smoother operation with stable RPM and eliminates vibrations

A

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

41
Q

A precaution for the operation of an engine equipped with a constant-speed propeller is to
A. Avoid high RPM settings with high manifold pressure
B. Avoid high manifold pressure settings with low RPM
C. Always use a rich mixture with high rpm settings

A

B. Avoid high manifold pressure settings with low RPM

42
Q

In what flight condition is torque effect the greatest in a single engine airplane?
A. Low airspeed, high power, high angle of attack
B. Low airspeed, low power, low angle of attack
C. High airspeed, high power, high angle of attack

A

A. Low airspeed, high power, high angle of attack

43
Q

The left turning tendency of an airplane cause by P-factor is the result of the
A. Clockwise rotation of the engine and the propeller turning the airplane counter-clockwise
B. Propeller blade descending on the right, productions more thrust than the ascending blade on the left
C. Gyroscopic forced applied to the relating propeller blades acting 90° in advance of the point the force was applied

A

B. Propeller blade descending on the right, productions more thrust than the ascending blade on the left

44
Q

When does P-factor cause the airplane to yaw to the left
A. When at low angles of attack
B. High angles of attack
C. High airspeeds

A

B. High angles of attack

45
Q

During the preflight inspection, who is responsible for determining the aircraft is safe for flight
A. The pilot in command
B. The wiener or operator
C. The certificated mechanic who preformed the annual inspection

A

A. The pilot in command

46
Q

How should an aircraft preflight inspection be accomplished for the first flight of the day?
A. Quick walk around with a check of gas and oil
B. Thorough and systematic means recommended by the manufacturer
C. Any sequence as determined by the POC

A

B. Thorough and systematic means recommended by the manufacturer

47
Q

Who is primarily responsible for maintaining an aircraft in airworthy condition
A. Pilot in command
B. Owner or operator
C. Mechanic

A

Opener or operator

Aviation (3 decks)

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