-
456 What is the primary pitch instrument during a stabilized climbing left turn at cruise climb airspeed?
Attitude indicator
VSI.
Airspeed indicator.
C
-
457 What is the primary pitch instrument when establishing a constant altitude standard rate turn?
Altimeter.
VSI.
Airspeed indicator.
A
-
458 As a rule of thumb, altitude corrections of less than 100 feet should be corrected by using
Two bar widths on the attitude indicator.
Less than a full bar width on the attitude indicator.
Less than half bar width on the attitude indicator.
B
-
459 What is the initial primary bank instrument when establishing a level standard rate turn?
Turn coordinator.
Heading indicator.
Attitude indicator.
C
-
460 What instrument(s) is(are) supporting bank instrument when entering a constant airspeed climb from
straight-and-level flight?
Heading indicator.
Attitude indicator and turn coordinator.
Turn coordinator and heading indicator.
B
-
461 What is the primary bank instrument while transitioning from straight-and-level flight to a standard rate
turn to the left?
Attitude indicator.
Heading indicator.
Turn coordinator (miniature aircraft).
A
-
462 As power is reduced to change airspeed from high to low cruise in level flight, which instruments are
primary for pitch, bank, and power, respectively?
Attitude indicator, heading indicator, and manifold pressure gauge or tachometer.
Altimeter, attitude indicator, and airspeed indicator.
Altimeter, heading indicator, and manifold pressure gauge or tachometer.
C
-
463 Which instrument provides the most pertinent information (primary) for bank control in straight-and-level
flight?
Turn-and-slip indicator.
Attitude indicator.
Heading indicator.
C
-
464 Which instruments are considered primary and supporting for bank, respectively, when establishing a
level standard rate turn?
a. Turn coordinator and attitude indicator.
Attitude indicator and turn coordinator.
Turn coordinator and heading indicator.
B
-
465 Which instruments, in addition to the attitude indicator, are pitch instruments?
Altimeter and airspeed only.
Altimeter and VSI only.
Altimeter, airspeed indicator, and vertical speed indicator.
C
-
466 Which instrument provides the most pertinent information (primary) for pitch control in straight-and-level
flight?
Attitude indicator.
Airspeed indicator.
Altimeter.
C
-
467 Which instruments are considered to be supporting instruments for pitch during change of airspeed in a
level turn?
Airspeed indicator and VSI.
Altimeter and attitude indicator.
Attitude indicator and VSI.
C
-
468 Which instrument is considered primary for power as the airspeed reaches the desired value during
change of airspeed in a level turn?
Airspeed indicator.
Attitude indicator.
Altimeter.
A
-
469 Which instruments should be used to make a pitch correction when you have deviated from your
assigned altitude?
Altimeter and VSI.
Manifold pressure gauge and VSI.
Attitude indicator, altimeter, and VSI.
C
-
470 Conditions that determine the pitch attitude required to maintain level flight are
Airspeed, air density, wing design, and angle of attack.
Flightpath, wind velocity, and angle of attack.
Relative wind, pressure altitude, and vertical lift component.
A
-
471 Approximately what percent of the indicated vertical speed should be used to determine the number of
feet to lead the level-off from a climb to a specific altitude?
10 percent.
20 percent.
25 percent .
A
-
472 To level off from a descent to a specific altitude, the pilot should lead the level-off by approximately
10 percent of the vertical speed.
30 percent of the vertical speed.
50 percent of the vertical speed.
A
-
473 For maintaining level flight at constant thrust, which instrument would be the least appropriate for
determining the need for a pitch change?
Altimeter.
VSI.
Attitude indicator.
C
-
474 To enter a constant-airspeed descent from level-cruising flight, and maintain cruising airspeed, the pilot
should
First adjust the pitch attitude to a descent using the attitude indicator as a reference, then adjust the
power to maintain the cruising airspeed.
First reduce power, then adjust the pitch using the attitude indicator as a reference to establish a
specific rate on the VSI.
Simultaneously reduce power and adjust the pitch using the attitude indicator as a reference to maintain
the cruising airspeed.
C
-
475 To level off at an airspeed higher than the descent speed, the addition of power should be made,
assuming a 500 FPM rate of descent, at approximately
50 to 100 feet above the desired altitude.
100 to 150 feet above the desired altitude.
150 to 200 feet above the desired altitude.
B
-
476 To level off from a descent maintaining the descending airspeed, the pilot should lead the desired
altitude by approximately
20 feet.
50 feet.
60 feet.
B
-
477 While recovering from an unusual flight attitude without the aid of the attitude indicator, approximate
level pitch attitude is reached when the
Airspeed and altimeter stop their movement and the VSI reverses its trend.
Airspeed arrives at cruising speed, the altimeter reverses its trend, and the vertical speed stops its
movement.
Altimeter and vertical speed reverse their trend and the airspeed stops its movement.
A
-
478 During recoveries from unusual attitudes, level flight is attained the instant
The horizon bar on the attitude indicator is exactly overlapped with the miniature airplane.
A zero rate of climb is indicated on the VSI.
The altimeter and airspeed needles stop prior to reversing their direction of movement.
C
-
479 (Refer to Figure 12.) What is the correct sequence for recovery from the unusual attitude indicated?
Reduce power, increase back elevator pressure, and level the wings.
Reduce power, level the wings, bring pitch attitude to level flight.
Level the wings, raise the nose of the aircraft to level flight attitude, and obtain desired airspeed.
B
-
480 (Refer to Figure 13.) Which is the correct sequence for recovery from the unusual attitude indicated?
Level wings, add power, lower nose, descend to original attitude, and heading.
Add power, lower nose, level wings, return to original attitude and heading.
Stop turn by raising right wing and add power at the same time, lower the nose, and return to original
attitude and heading.
B
-
481 If an airplane is in an unusual flight attitude and the attitude indicator has exceeded its limits, which
instruments should be relied on to determine pitch attitude before starting recovery?
Turn indicator and VSI.
Airspeed and altimeter.
VSI and airspeed to detect approaching V(S1) or V(MO).
B
-
482 Which is the correct sequence for recovery from a spiraling, nose-low, increasing airspeed, unusual
flight attitude?
a. Increase pitch attitude, reduce power, and level wings.
Reduce power, correct the bank attitude, and raise the nose to a level attitude.
Reduce power, raise the nose to level attitude, and correct the bank attitude.
B
-
483 In aircraft equipped with constant-speed propellers and normally-aspirated engines, which procedure
should be used to avoid placing undue stress on the engine components? When power is being
Decreased, reduce the RPM before reducing the manifold pressure.
Increased, increase the RPM before increasing the manifold pressure.
Increased or decreased, the RPM should be adjusted before the manifold pressure.
B
-
484 Which statement best describes the operating principle of a constant-speed propeller?
As throttle setting is changed by the pilot, the prop governor causes pitch angle of the propeller blades
to remain unchanged.
A high blade angle, or increased pitch, reduces the propeller drag and allows more engine power for
takeoffs.
The propeller control regulates the engine RPM, and in turn, the propeller RPM.
C
-
485 Fuel/air ratio is the ratio between the
Volume of fuel and volume of air entering the cylinder.
Weight of fuel and weight of air entering the cylinder.
Weight of fuel and weight of air entering the carburetor.
B
-
486 To establish a climb after takeoff in an aircraft equipped with a constant-speed propeller, the output of
the engine is reduced to climb power by decreasing manifold pressure and
Increasing RPM by decreasing propeller blade angle.
Decreasing RPM by decreasing propeller blade angle.
Decreasing RPM by increasing propeller blade angle.
C
-
487 To develop maximum power and thrust, a constant-speed propeller should be set to a blade angle that
will produce a
Large angle of attack and low RPM.
Small angle of attack and high RPM.
Large angle of attack and high RPM.
B
-
488 For takeoff, the blade angle of a controllable-pitch propeller should be set at a
Small angle of attack and high RPM.
Large angle of attack and low RPM.
Large angle of attack and high RPM.
A
-
489 The reason for variations in geometric pitch (twisting) along a propeller blade is that it
Permits a relatively constant angle of incidence along its length when in cruising flight.
Prevents the portion of the blade near the hub from stalling during cruising flight.
Permits a relatively constant angle of attack along its length when in cruising flight.
C
-
490 To establish a climb after takeoff in an aircraft equipped with a constant-speed propeller,
the output of the engine is reduced to climb power by decreasing manifold pressure and
Increasing RPM by decreasing propeller blade angle.
Decreasing RPM by decreasing propeller blade angle.
Decreasing RPM by increasing propeller blade angle.
C
-
491 A fixed-pitch propeller is designed for best efficiency only at a given combination of
Altitude and RPM.
Airspeed and RPM.
Airspeed and altitude
B
-
492 Unless adjusted, the fuel/air mixture becomes richer with an increase in altitude because the amount of
fuel
Decreases while the volume of air decreases.
Remains constant while the volume of air decreases.
Remains constant while the density of air decreases.
c
-
493 A flux value is found in:
Most hydraulic systems
Fuel control units and is an internal component not governed from the flight deck
Directional Gyro systems and has no moving parts
c
-
494 The intake section of a jet engine is often considered part of the fuselage. The other four parts which
are considered part of the engine are
The turbine, combustion chamber, exhaust and reversers
The compressor, combustion chamber, turbine and exhaust
The Engine struts, compressor, combustion chamber and exhaust
B
-
495 Hydraulic systems in modern aircraft are usually employed to
Aid in moving heavy control surfaces or accessories.
Aid in lowering the landing gear, moving the nose wheel steering and activating the passenger stairs.
Help the pilot lower the landing gear in emergency, activate the Power Transfer Unit (Sby.electrical
power) and engage the thrust reversers.
A
-
496 Large transport category jet airplanes employ:
Constantly heated leading edges for ground deicing
Silver colored deicing boots
Heated leading edges for de-icing / anti-icing.
C
-
497 The most fuel efficient type engine for commercial passenger transport is
Turbofan with afterburners
Turboprop
Jet/scramjet (used on the Concorde)
B
-
498 What type measurement is used to rate power on Jet or Fanjet engines
Pounds of thrust
Brake horse power
Shaft horsepower (SHP)
A
-
499 Modern aircraft electrical systems normally consist of
Standard 350v 600 Hz AC with step-up transformers
Engine generators delivering 115v AC including 400Hz and 24v DC systems
12v AC lead-acid batteries and 24v DC static generators
B
-
500 Aircraft hydraulic systems use:
Aviation grade engine oil as standard fluid
Hydraulic fluid
Aircraft grade DOT 4 brake fluid
B
-
501 Where would a pilot find the type of engine oil a specific aircraft uses
Do not even look, call maintenance
In the approved Airplane Operating Manual (AOM) or similar
In the Certificate of Airworthiness (Powerplant subsection)
B
-
502 If during a preflight a pilot sees that a tire is showing just a thread of canvass, he should:
Consult with a maintenance technician
Consult the limits / tolerances in the approved AFM.
Look it up in the Maintenance section of the company’s Operations Specifications
A
-
503 If at an airport JET A or Jet B type fuels are not available for your aircraft, would you:
Top it up with 100/130 LL Avgas not to exceed a 50% ratio
Look in the Flight / Maintenance Manual for alternate fuels
Not use any other fuel than JET A or Jet B
B
-
504 Modern aircraft are usually pressurized in flight by using:
Bleed air tapped off from usually the compressor section of the engine
Auxiliary Power Units which are installed for this purpose primarily
Pressure controlled bleed air tapped off usually from the last stage turbine section of the engine
A
-
505 At what Mach range does the subsonic flight range normally occur?
Below .75 Mach.
From .75 to 1.20 Mach
From 1,20 to 2,50 Mach
A
-
506 How should thrust reversers be applied to reduce landing distance for turbojet aircraft?
Immediatly after ground contact.
Immediatly prior to touchdown.
After applying maximum wheel braking.
A
-
507 What characterizes a transient compressor stall?
Loud, steady roar accompanied by heavy shuddering.
Sudden loss of thrust accompanied by loud whine.
Intermittent "bang", as backfires and flow reversal take place.
C
-
508 What indicates that a compressor stall has developed and become steady?
Strong vibrations and loud roar.
Occasional loud "bang" and flow reversal.
Complete loss of power with severe reduction in airspeed.
A
-
509 In turbine engine jargon, a Hot Start is when:
The outside air temperature is above ISA + 45o C
The EGT rises rapidly before the N1/N2N/3 reach sufficient speed and the engine is about to exceed
limitations
The ITT/EGT rises rapidly and exceeds limitations before sufficient turbine/compressor rotation is
obtained
C
-
510 Turbine engines can deliver reverse thrust by.
Bringing the engine from forward thrust into a momentary stop (stationary) then spooled up into reverse
thrust.
It is merely accelerated as the exhaust is redirected forward
Starting the engine in the opposite direction of normal forward thrust.
B
-
511 What other term is used to classify a “Turboprop Engine”:
Propjet
Fanjet
TPE (Turbocharged Propeller Engine)
A
-
512 Approximately in what percentage do turboprop engines deliver thrust via the Propeller Vs turbine
exhaust:
100% propeller - 0% turbine exhaust
75% propeller - 25% turbine exhaust
20% propeller - 80% turbine exhaust
B
-
513 High-bypass ratio turbine engines can be compared in operating principle to
A turboprop engine with 200 or more small propeller blades
A regular jet engine with afterburner
A simple scramjet engine
A
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