Test piloto privado test prep 1

TEST BORRADO, QUIZÁS LE INTERESE: PILOTO PRIVADO TEST PREP

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Título del Test:
PILOTO PRIVADO TEST PREP

Descripción:
CAPITULO II

Autor:
DENNIS MAURIZIO CHINEN HUANCA
OTROS TESTS DEL AUTOR

Fecha de Creación:
06/09/2015

Categoría: Otros

Número Preguntas: 109

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Temario:

3860. A PILOT PLANS TO FLY SOLO IN THE FRONT SEAT OF A TWO-PLACE GLIDER WHICH DISPLAYS THE FOLLOWING PLACARDS ON THE INSTRUMENT PANEL: MINIMUM PILOT WEIGHT:135LB MAXIMUM PILOT WEIGHT:220LB NOTE: SEAT BALLAST SHOULD BE USED AS NECESSARY. THE RECOMMENDED TOWING SPEED FOR ALL TOWS IS 55-65 KNOTS. WHAT ACTION SHOULD BE TAKEN IF THE PILOT´S WEIGHT IS 125 POUNDS? ADD POUNDS OF SEAT BALLAST TO THE REAR SEAT. ADD10 POUNDS OF SEAT BALLAST. ADD 45 POUNDS OF SEAT BALLAST TO OBTAIN THE AVERAGE PILOT WEIGHT OF 170 POUNDS.
3869. (REFER TO FIGURE 56) ILLUSTRATION 2 MEANS RELEASE TOWLINE. READY TO TOW. HOLD POSITION.
3870. (REFER TO FIGURE 56) ILLUSTRATION 3 MEANS STOP OPERATIONS. RELEASE TOWLINE OR STOP ENGINE NOW. TAKE UP SLACK.
3871. (REFER TO FIGURE 56) WHICH ILLUSTRATION IS A SIGNAL TO STOP OPERATION? 2 3 7.
3872. (REFER TO FIGURE 56) WHICH ILLUSTRATION IS A SIGNAL FROM THE SAILPLANE FOR THE TOWPLANE TO TURN RIGHT? 5 6 11.
3873. (REFER TO FIGURE 56) WHICH ILLUSTRATION IS A SIGNAL THAT THE GLIDER IS UNABLE TO RELEASE? 8 10 11.
3874. (REFER TO FIGURE 56) WHICH ILLUSTRATION IS A SIGNAL TO THE TOWPLANE TO REDURE AIRSPEED? 7 10 12.
3875. (REFER TO FIGURE 56) WHICH ILLUSTRATION MEANS THE TOWPLANE CANNOT RELEASE? 6 8 9.
3876. WHAT CORRECTIVE ACTION SHOULD THE SAILPLANE PILOT TAKE DURING TAKEOFF IF THE TOWPLANE IS STILL ON THE GROUND AND THE SAILPLANE IS AIRBORNE AND DRIFTING TO THE LEFT? CRAB INTO THE WIND BY HOLDING UPWIND (RIGHT) RUDDER PRESSURE. CRAB INTO THE WIND SO AS TO MAINTAIN A POSITION DIRECTLY BEHIND THE TOWPLANE. ESTABLISH A RIGHT WING LOW DRIFT CORRECTION TO REMAIN IN THE FLIGHTPATH OF THE TOWPLANE.
3877. AN INDICATION THAT THE GLIDER HAS BEGUN A TURN TOO SOON ON AEROTOW IS THAT THE GLIDER`S NOSE IS PULLED TO THE OUTSIDE OF THE TURN. TOWPLANE`S NOSE IS PULLED TO THE OUTSIDE OF THE TURN. TOWPLANE WILL PITCH UP.
3878. THE SAILPLANE HAS BECOME AIRBORNE AND THE TOWPLANE LOSES POWER BEFORE LEAVING THE GROUND THE SAILPLANE SHOULD RELEASE IMMEDIATELY, AND MANEUVER TO THE RIGHT OF THE TOWPLANE. EXTEND THE SPOILERS, AND LAND STRAIGHT AHEAD. AND MANEUVER TO THE LEFT OF THE TOWPLANE.
3879. WHAT SHOULD A GLIDER PILOT DO IF A TOWLINE BREAKS BELOW 200 FEET AGL? TURN INTO WIND, THEN BACK TO THE RUNWAY FOR A DOWNWIND LANDING. TURN AWAY FROM THE WIND, THEN BACK TO THE RUNWAY FOR A DOWNWIND LANDING. LAND STRAIGHT AHEAD OR MAKE SLIGHT TURNS TO REACH A SUITABLE LANDING AREA.
3880. A PILOT UNINTENTIONALLY ENTERS A STEEP DIVING SPIRAL TO THE LEFT. WHAT IS THE PROPER WAY TO RECOVER FROM THIS ATTITUDE WITHOUT OVERSTRESSING THE GLIDER? APPLY UP-ELEVATOR PRESSURE TO RAISE THE NOSE. APPLU MORE UP-ELEVATOR PRESSURE AND THEN USE RIGHT AILERON PRESSURE TO CONTROL THE OVERBANKING TENDENCY. RELAX THE BACK PRESSURE AND SHALLOW THE BANK; THE APPLY UP-ELEVATOR PRESSURE UNTIL THE NOSE HAS BEEN RAISED TO THE DESIRED POSITION.
3881. WHAT CORRECTIVE ACTION SHOULD BE TAKEN IF, WHILE THERMALLING AT MINIMUM SINK SPEED IN TURBULENT AIR, THE LEFT WING DROPS WHILE TURNING TO THE LEFT? APPLY MORE OPPOSITE(RIGHT) AILERON PRESSURE THAN OPPOSITE(RIGHT) RUDDER PRESSURE TO COUNTERACT THE OVERBANKING TENDENCY. APPLY OPPOSITE(RIGHT) RUDDER PRESSURE TO SLOW THE RATE OF TURN. LOWER THE NOSE BEFORE APPLYING OPPOSITE(RIGHT) AILERON PRESSURE.
3882. A SAILPLANE PILOT CAN DIFFERENTIATE BETWEEN A SPIN AND A SPIRAL DIVE BECAUSE IN A SPIRAL DIVE, THE SPEED REMAINS CONSTANT. THE G LOADS INCREASE. THERE IS A SMALL LOSS OF ATTITUDE IN EACH ROTATION.
3883. HOW ARE FOWARD SLIPS NORMALLY PERFORMED? WITH THE DIRECTION OF THE SLIP AWAY ANY CROSSWIND THAT EXISTS. WITH DIVE BRAKES OR SPOILERS FULLY OPEN. WITH RUDDER AND AILERON DEFLECTION ON THE SAME SIDE.
3884. WHAT SHOULD BE A PROPER ACTION OR PRECEDURE TO USE IF THE PILOT IS GETTING TOO LOW ON A CROSS-COUNTRY FLIGHT IN A SAILPLANE? CONTINUE ON COURSE UNTIL DESCENDING TO 1000 FEET ABOVE THE GROUND AND THEN PLAN THE LANDING APPROACH. FLY DIRECTLY INTO THE WIND AND MAKE A STRAIGHT-IN APPROACH AT THE END OF THE GLIDE. HAVE A SUITABLE LANDING AREA SELECTED UPON REACHING 2000 FEET AGL, AND A SPECIFIC FIELD CHOSEN UPON REACHING 1500 FEET AGL.
3351. THE PART OF A BALLOON THAT BEARS THE ENTIRE LOAD IS THE ENVELOPE MATERIAL. ENVELOPE SEAMS. LOAD TAPES(OR CORDS).
3352. IN HOT AIR BALLOONS, PROPANE IS PREFERRED TO BUTANE OR OTHER HYDROCARBONS BECAUSE IT IS LESS VOLATILE. IS SLOWER TO VAPORIZE. HAS A LOWER BOILING POINT.
3353. THE INITIAL TEMPERATURE AT WHICH PROPANE BOILS IS +32ºF -44ºF -60ºF.
3354. ON COLD DAYS, IT MAY BE NECESSARY TO PREHEAT THE PROPANE TANKS BECAUSE THE TEMPERATURE OF THE LIQUID PROPANE CONTROLS THE BURNER PRESSURE DURING COMBUSTION. THERE MAY BE ICE THE LINES TO THE BURNER. THE PROPANE NEEDS TO BE THAWED FROM A SOLID TO A LIQUID STATE.
3355. WHEN AMPLE LIQUID PROPANE IS AVAILABLE, PROPANE WILL VAPORIZE SUFFICIENTLY TO PROVIDE PROPER OPERATION BETWEEN THE TEMPERATURES OF +30 TO +90ºF -44 TO +25ºF -51 TO +20ºF.
3356. IF AMPLE PROPANE IS AVAILABLE, WITHIN WHICH TEMPERATURE RANGE WILL PROPANE VAPORIZE SUFFICIENTLY TO PROVIDE ENOUGH PRESSURE FOR BURNER OPERATION DURING FLIGHT? 0 TO 30ºF 10 TO 30ºF 30 TO 90ºF.
3357. THE VALVE LOCATED ON THE TOP OF THE PROPANE TANK WICH OPENS AUTOMATICALLY WHEN THE PRESSURE IN THE TANK EXCEEDS MAXIMUM ALLOWABLE PRESSURE IS THE PRESSURE RELIEF VALVE. METERING VALVE. BLAST VALVE.
3358. THE VALVE LOCATED ON EACH TANK INDICATES WHEN THE TANK IN FILLED TO 80 PERCENT CAPACITY IS THE MAIN TANK VALVE VAPOR-BLEED VALVE PILOT VALVE.
3359. THE LIFTING FORCES WHICH ACT ON A HOT AIR BALLOON ARE PRIMARILY THE RESULT OF THE INTERIOR AIR TEMPERATURE BEING GREATER THAN AMBIENT TEMPERATURE. LESS THAN AMBIENT TEMPERATURE. EQUAL TO AMBIENT TEMPERATURE.
3360. BURNER EFFICIENCY OF A HOT AIR BALLOON DECREASES APPROXIMATELY WHAT PERCENT FOR EACH 100 FEET ABOVE MSL? 4 PERCENT. 8 PERCENT 15 PERCENT.
3361. WHILE IN FLIGHT, ICE BEGINS FORMING ON THE OUTSIDE OF THE FUEL TANK IN USE. THIS WOULD MOST LIKELY BE CAUSED BY WATER IN THE FUEL. A LEAK IN THE FUEL. VAPORIZED FUEL INSTEAD OF LIQUID FUEL BEING DRAWN FROM THE TANK INTO THE MAIN BURNER.
3362. FOR WHAT REASON IN METHANOL ADDED TO THE PROPANE FUEL OF HOT AIR BALLOONS? TO CHECK FOR FUEL LEAKS. AS A FIRE RETARDANT. AS AN ANTI-ICING ADDITIVE.
3363. ON A BALLON EQUIPPED WITH A BLAST VALVE, THE BLAST VALVE IS USED FOR CLIMBS AND DESCENTS ONLY. ALTITUDE CONTROL. EMERGENCIES ONLY.
3364. THE TERM WEIGHT-OFF MEANS TO DETERMINE THE STATIC EQUILIBRIUM OF THE BALLOON AS LOADED FOR FLIGHT. AMOUNT OF GAS REQUIRED FOR AN ASCENT TO A PRESELECTED ALTITUDE. STANDARD WEIGHT AND BALANCE OF TH BALLOON.
3365. WHAT CAUSES FALSE LIFT WICH SOMETIMES OCCURS DURING LAUNCH PROCEDURES? CLOSING THE MANEUVERING VENT TOO RAPIDLY EXCESSIVE TEMPERATURE WITHIN THE ENVELOPE. VENTURI EFFECT OF THE WIND ON THE ENVELOPE.
3366. WHAT IS THE RELATIONSHIP OF FALSE LIFT WITH THE WIND? FALSE LIFT INCREASES AS THE WIND ACCELERATES THE BALLOON. FALSE LIFT DOES NOT EXIST IF THE SURFACE WINDS ARE CALM. FALSE LIFT DECREASES AS THE WIND ACCELERATES THE BALLOON.
3367. WHAT WOULD CAUSE A GAS BALLOON TO START A DESCENT IF A COLD AIR MASS IS ENCOUNTERED AND THE ENVELOPE BECOMES COOLED? A DENSITY DIFFERENTIAL. A BAROMETRIC PRESSURE DIFFERENTIAL. THE CONTRACTION OF THE GAS.
3368. UNDER WICH CONDITION WILL AN AIRSHIP FLOAT IN THE AIR? WHEN BUOYANT FORCE EQUALS HORIZONTAL EQUILIBRIUM EXISTING BETWEEN PROPELLER THRUST AND AIRSHIP DRAG. WHEN BUOYANT FORCE IS LESS THAN THE DIFFERENCE BETWEEN AIRSHIP WEIGHT AND THE WEIGHT OF THE AIR VOLUME BEING DISPLACED. WHEN BUOYANT FORCE EQUALS THE DIFFERENCE BETWEEN AIRSHIP WEIGHT AND THE WEIGHT OF THE AIR VOLUME BEING DISPLACED.
3369. DURING FLIGHT IN AN AIRSHIP, WHEN IS VERTICAL EQUILIBRIUM ESTABLISHED? WHEN BUOYANCY IS GREATER THAN AIRSHIP WEIGHT. WHEN BUOYANCY EQUALS AIRSHIP WEIGHT. WHEN BUOYANCY IS LESS THAN AIRSHIP WEIGHT.
3370. AN AIRSHIP DESCENDING THROUGH A STEEP TEMPERATURE INVERSION WILL SHOW NO CHANGE IN SUPERHEAT AS ALTITUDE IS LOST. SHOW A DECREASE IN SUPERHEAT AS ALTITUDE IS LOST. BECOME PROGRESSIVELY LIGHTER, THUS BECOMING INCREASINGLY MORE DIFFICULT TO DRIVE DOWN.
3371. WHAT IS THE AIRSHIP SUPERHEAT? A CONDITION OF EXCESSIVE EXTERIOR TEMPERATURE OF THE ENVELOPE. THE TEMPERATURE OF THE LIFTING GAS EXCEEDING THE RED LINE. THE DIFFERENCE BETWEEN OUTSIDE AIR TEMPERATURE AND THE REMPERATURE INSIDE THE ENVELOPE.
3372. IN RELATION TO THE OPERATION OF AN AIRSHIP, WHAT IS THE DEFINITION OF AEROSTATIC? THE GRAVITIONAL FACTORS INVOLVING EQUILIBRIUM OF A BODY FREELY SUSPENDED IN THE ATMOSPHERE. THE SCIENCE OF THE DYNAMICS INVOLVED IN THE EXPANSION AND CONTRACTION OF HYDROGEN GAS. THE EXPANSION AND CONTRACTION OF THE LIFTING GAS HELIUM.
3373. BELOW PRESSURE HEIGHT, EACH 5ºF OF POSITIVE SUPERHEAT AMOUNTS TO APPROXIMATELY 1 PERCENT OF GROSS LIFT. 2 PERCENT OF NET LIFT. 2 PERCENT OF TOTAL LIFT.
3374. WHEN THE AIRSHIP IS AT PRESSURE HEIGHT AND SUPER-HEAT INCREASES, CONSTANT PRESSURE MUST BE MAINTAINED BY VALVING GAS FROM THE ENVELOPE. AIR FROM THE ENVELOPE. GAS FROM THE BALLONETS.
3375. HOW DOES THE PILOT KNOW WHEN PRESSURE HEIGHT HAS BEEN REACHED? LIQUID IN THE GAS MANOMETER WILL RISE AND THE LIQUID IN THE AIR MANOMETER WILL FALL BELOW NORMAL LEVELS. LIQUID IN THE GAS AND AIR MANOMETERS WILL FALL BELOW THE NORMAL LEVEL. LIQUID IN THE GAS MANOMETER WILL FALL AND THE LIQUID IN THE AIR MANOMETER WILL RISE ABOVE NORMAL LEVELS.
3376. THE PRESSURE HEIGHT OF AN AIRSHIP IS THE ALTITUDE AT WHICH THE AIRSHIP WOULD BE UNABLE TO GAIN MORE ALTITUDE. GAS PRESSURE WOULD REACH 3 INCHES OF WATER. THE BALLONER(S) WOULD BE EMPTY.
3377. THE MAXIMUM ALTITUDE THAT A RIGID AIRSHIP CAN REACH (UNDER A GIVEN ARMOSPHERIC CONDITION) AND THEN RETURN SAFELY TO THE SURFACE IS DETERMINED BY THE DISPOSABLE LOAD. BALLONET CAPACITY. PRESSURE ALTITUDE.
3378. AN UNBALANCED CONDITION OF AN AIRSHIP IN FLIGHT MUST BE OVERCOME BY VALVING AIR FROM THE BALLONETS. VALVING GAS FROM THE ENVELOPE. A NEGATIVE OR A POSITIVE DYNAMIC FORCE.
3379. AIR DAMPER VALVES SHOULD NORMALLY BE KEPT CLOSED DURING BECAUSE ANY AIR FORCED INTO THE SYSTEM WOULD INCREASE THE AMOUNT OF GAS THAT MUST BE EXHAUSTEDTO PREVENT THE AIRSHIP FROM ASCENDING AT AN EXCESSIVELY HIGH RATE. INCREASE THE AMOUNT OF AIR TO BE EXHAUSTED, RESULTING IN A LOWER RATE OF ASCENT. DECREASE THE PURITY OF THE GAS WITHIN THE ENVELOPE.
3380. TO CHECK THE GAS PRESSURES (PRESSURES HEIGHT) OF AN AIRSHIP DURING A CLIMB, THE AIR DAMPER VALVES SHOULD BE OPENED FORWARD AND CLOSED AFT. OPENED AFT AND CLOSED FORWARD. CLOSED.
3396. WHAT CONDITION DOES A RISING BAROMETER INDICATE FOR BALLOON OPERATIONS? DECREASING CLOUDS AND WIND. CHANCES OF THUNDERSTORMS. APPROACHING FRONTAL ACTIVITY.
3885. WHY SHOULD PROPANE TANKS NOT BE REFUELED IN A CLOSED TRAILER OR TRUCK? PROPANE VAPOR IS ONE AND ONE-HALF TIMES HEAVIER THAN AIR AND WILL LINGER IN THE FLOOR OF THE TRUCK OR TRAILER. THE PROPANE VAPOR IS ODORLESS AND THE REFUELERS MAY BE OVERCOME BY THE FUMES. PROPANE IS VERY COLD AND CLOUD CAUSE DAMAGE TO THE TRUCK OR TRAILER.
3886. WHY SHOULD SPECIAL PRECAUTIONS BE TAKEN WHEN FILLING THE PROPANE BOTTLES? PROPANE IS TRANSFERED FROM THE STORAGE TANKS TO THE PROPANE BOTTLES UNDER HIGH PRESSURE. DURING TRANSFER, PROPANE REACHES A HIGH TEMPERATURE AND CAN CAUSE SEVERE BURNS. PROPANE VAPOR IS SUPER-COLD AND MAY CAUSE SEVERE FREEZE BURNS.
3895. ALL FUEL TANKS SHOULD BE FIRED DURING PREFLIGHT TO DETERMINE THE BURNER PRESSURE AND CONDITION OF THE VALVES. THAT THE PILOT LIGHT FUNCTIONS PROPERLY ON EACH TANK. IF THERE ARE ANY LEAKS IN THE TANK.
3896. WHAT IS A RECOMMENDED ASCENT UPON INITIAL LAUNCH? MAXIMUM ASCENT TO ALTITUDE TO AVOID LOW-LEVEL THERMALS. SHALLOW ASCENT TO AVOID FLASHBACK OF FLAMES AS THE ENVELOPE IS COOLED. A MODERATE-RATE ASCENT TO DETERMINE WIND DIRECTIONS AT DIFFERENT LEVELS.
3897. WHAT IS A POTENTIAL HAZARD WHEN CLIMBING AT MAXIMUM RATE? THE ENVELOPE MAY COLLAPSE. DEFLATION PORTS MAY BE FORCED OPEN. THE RAPID FLOW OF AIR MAY EXTINGUISH THE BURNER AND PILOT LIGHT.
3898. HOW SHOULD A ROUNDOUT FROM A MODERATE-RATE ASCENT TO LEVEL FLIGHT BE MADE? REDUCE THE AMOUNT OF HEAT GRADUALLY AS THE BALLOON IS APPROACHING ALTITUDE. COOL THE ENVELOPE BY VENTING AND ADD HEAT JUST BEFORE ARRIVING AR ALTITUDE. VENT AT ALTITUDE AND ADD HEAT UPON SETTLING BACK DOWN TO ALTITUDE.
3899. WHAT IS ONE PROCEDURE FOR RELIGHTING THE BURNER WHILE IN FLIGHT? OPEN THE REGULATOR OR BLAST VALVE FULL OPEN AND LIGHT THE PILOT LIGHT. CLOSE THE TANK VALVES, VENT THE FUEL LINES, REOPEN THE TANK VALVES, AND LIGHT THE PILOT LIGHT. OPEN ANOTHER TANK VALVE, OPEN THE REGULATOR OR BLAST THE VALVE, AND LIGHT THE MAIN JETS WITH REDUCED FLOW.
3900. THE WINDSPEED IS SUCH THAT IT IS NECESSARY TO DEFLATE THE ENVELOPE AS RAPIDLY AS POSSIBLE DURING A LANDING. WHEN SHOULD THE DEFLATION PORT(RIP PANEL) BE OPENED? THE INSTANT THE GONDOLA CONTACT THE SURFACE. AS THE BALLON SKIPS OFF THE SURFACE THE FIRST TIME AND THE LAST OF THE BALLAST HAS BEEN DISCHARGED. JUST PRIOR TO GROUND CONTACT.
3901. WHEN LANDING A FREE BALLOON, WHAT SHOULD THE OCCUPANTS DO TO MINIMIZE LANDING SHOCK? BE SEATED ON THE FLOOR OF THE BASKET. STAND WITH KNEES SLIGHTLY BENT, IN THE CENTER OF THE GONDOLA, FACING THE DIRECTION OF MOVEMENT. STAND BACK-TO-CACK AND HOLD ONTO THE LOAD RING.
3902. PRIOR TO A HIGH-WIND LANDING, THE PILOT IN COMMAND SHOULD BRIEF PASSENGERS TO PREPARE FOR THE LANDING BY KNEELING ON THE FLOOR AND FACING AFT. CROUCHING ON THE FLOOR AND JUMPING OUT OF THE BASKET UPON CONTACT WITH THE GROUND. CROUCHING WHILE HANGING ON IN TWO PLACES, AND REMAINING IN THE BASTKET UNTIL ADVISED OTHERWISE.
3903. WHICH PRECAUTION SHOULD BE EXERCISED IF CONFRONTED WITH THE NECESSITY OF HAVING TO LAND A BALLOON WHEN THE AIR IS TURBULENT? LAND IN ANY NECESSITY LAKE CLOSE TO THE UPWIND SHORE. LAND IN THE CENTER OF THE LARGEST AVAILABLE FIELD. LAND IN THE TREES TO ADSORD SHOCK FORCES, THUS CUCHIONING THE LANDING.
3904. WHAT ACTION IS MOST APPROPRIATE WHEN AN ENVELOPE OVER-TEMPERATURE CONDITION OCCURS? THROW ALL UNNECESSARY EQUIPMENT OVERBOARD. DESCEND; HOVER IN GROUND EFFECT UNTIL THE ENVELOPE COOLS. LAND AS SOON AS PRACTICAL.
3905. IN ADDITION TO THE REQUIRED DOCUMENTS, WHAT CARRY-ON EQUIPMENT SHOULD BE ACCOUNTED FOR DURING PREFLIGHT? FLOTATION GEAR. EMERGENCY LOCATOR TRANSMITTER. TWO MEANS OF BURNER IGNITION.
3906. HOW SHOULD A BALLOON FUEL SYSTEM BE CHECKED FOR LEAKS PRIOR TO FLIGHT? LISTEN AND SMELL. CHECK ALL CONNECTIONS WITH A LIGHTED MATCH. COVER ALL CONNECTIONS AND TUBING WITH SOAPY WATER.
3907. IN A BALLOON, BEST FUEL ECONOMY IN LEVEL FLIGHT CAN BE ACCOMPLISHED BY RIDING THE HAZE LINE IN A TEMPERATURE INVERSION. SHORT BLASTS OF HEAT AT HIGH FREQUENCY. LONG BLASTS OF HEAT AT LOW FREQUENCY.
3908. THE MINIMUM SIZE A LAUNCH SITE SHOULD BE IS AT LEAST TWICE THE HEIGHT OF THE BALLON. 100 FEET FOR WVERY 1 KNOT OF WIND. 500 FEET ON THE DOWNWIND SIDE.
3909.WHAT IS A HAZARD OF RAPID DESCENTS? WIND SHEAR CAN CAVITATE ONE SIDE OF THE ENVELOPE, FORCING AIR OUT OF THE MOUTH. THE PILOT LIGHT CANNOT REMAIN LIT WITH THE TURBULENT AIR OVER THE BASKET. AERODYNAMIC FORCES MAY COLLAPSE THE ENVELOPE.
3910. IT MAY BE POSSIBLE TO MAKE CHANGES IN THE DIRECTION OF FLIGHT IN A HOT AIR BALLOON BY FLYING A CONSTANT ATMOSPHERIC PRESSURE GRADIENT. OPERATING AT DIFFERENT FLIGHT ALTITUDES. OPERATING ABOVE THE FRICTION LEVEL, IF THERE IS NO GRADIENT WIND.
3911. WHAT ACTION SHOULD BE TAKEN IF A BALLOON ENCOUNTERS UNFORECAST WEATHER AND SHIFTS DIRECTION ABRUPTLY WHILE IN THE VICINITY OF A THUNDERSTORM? LAND IMMEDIATELY. DESCEND TO AN MAINTAIN THE LOWEST ALTITUDE POSSIBLE. ASCEND TO AN ALTITUDE WHICH WILL ENSURE ADEQUATE OBSTACLE CLEARANCE IN ALL DIRECTIONS.
3912. TO LAND AN AIRSHIP THAT IS 250 POUNDS HEAVY WHEN THE WIND IS CALM, THE BEST LANDING CAN USUALLY BE MADE IF THE AIRSHIP IS IN TRIM. NOSE HEAVY APPROXIMATELY 20º. TAIL HEAVY APPROXIMATELY 20º.
3913. WICH TAKEOFF PROCEDURE IS CONSIDERED TO BE MOST HAZARDOUS FOR AN AIRSHIP? MAINTAINING ONLY 50 PERCENT OF THE MAXIMUM PERMISSIBLE POSITIVE ANGLE OF INCLINATION. FAILING TO APPLY FULL ENGINE POWER PROPERLY ON ALL TAKEOFF, REGARDLESS OF WIND. MAINTAINING A NEGATIVE ANGLE OF INCLINATION DURING TAKEOFF AFTER ELEVATOR REPONSE IS ADEQUATE FOR CONTROLLABILITY.
3914. WICH ACTION IS NECESSARY IN ORDER TO PERFORM A NORMAL DESCENT IN AN AIRSHIP? VALVE GAS. VALVE AIR. TAKE AIR INTO THE AFT BALLONETS.
3915. IF AN AIRSHIP SHOULD EXPERIENCE FAILURE FO BOTH ENGINES DURING FLIGHT AND NEITHER ENGINE CAN BE RESTARTED, WHAT INITIAL IMMEDIATE ACTION MUST THE PILOT TAKE? THE AIRSHIP MUST BE DRIVEN DOWN TO A LANDING BEFORE CONTROL AND ENVELOPE SHAPE ARE LOST. THE EMERGENCY AUXILIARY POWER AUNIT MUST BE STARTED FOR ELECTRICAL POWER TO THE AIRSCOOP BLOWERS SO THAT BALLONET INFLATION CAN BE MAINTAINED. IMMEADIATE PREPARATIONS TO OPERATE THE AIRSHIP AS A FREE BALLOON ARE NECESSARY.
3958. THE FORMATION OF ICE IN CARBURATOR`S THROAT IS INDICATED BY ROUGH ENGINE OPERATION, FOLLOWED BY A DECREASE IN OIL PRESSURE. A RAPID INCREASE IN RPM, FOLLOWED BY ROUGH ENGINE OPERATION. A DROP IN RPM, FOLLOWED BY ROUGH ENGINE OPERATION.
3959. THE PORPUSE OF THE FUEL TANK VENT SYSTEM IS TO REMOVE DANGEROUS VAPORS FROM THE AIRCRAFT AND PREVENT EXPLSION. ALLOW AIR TO ENTER THE TANK AS FUEL IS CONSUMED. ENSURE A PROPER FUEL TO AIR RATIO.
3960. A STANDBY SOURCE OF FUEL TO AN ENGINE IN A POWERED PARACHUTE IS TYPICALLY FROM AN ELECTRICALLY POWERED PUMP. THROUGH GRAVITY FEED. FROM A PRESSURIZED FUEL TANK.
3961. THE FUEL VENTS ON MANY POWERED PARACHUTES AND WEIGHT SHIFT CONTROL AIRCRAFT ARE LOCATED IN THE FUEL CAP. ADJACENT TO THE CRANKCASE BREATHER. IN THE FUEL TANK PRESSURE RELIEF VALVE.
3962. COMBUSTED FUEL IS EXPELLED FROM A 2-CYCLE ENGINE THROUGH AN EXHAUST VALVE AND EXHAUST PORT. EXHAUST VALVE. EXHAUST PORT.
3963. FUEL ENTERS A TWO-CYCLES ENGINE THROUHG AN INTAKE PORT AND INTAKE VALVE. INTAKE PORT AND REED VALVE. INTAKE VALVE AND REED VALVE.
3964. THE FIRST INDICATION OF CARBURATOR ICE IN AN AIRCRAFT WITH A FOUR-CYCLE ENGINE AND FIXED-PITCH PROPELLER IS AN INCREASE IN RPM. A DECREASE IN RPM. A DECREASE IN OIL PRESSURE.
3965. AIR COOLED ENGINES DISSPATES HEAT THROUGH COOLING FINS ON THE CYLINDER AND HEAD. BY AIR FLOWING THROUGH THE RADIATOR FINS. THROUGH THE CYLINDER HEAD TEMPERATURE PROBE.
3966. COOLANT IN A LIQUID COOLED ENGINE IS NORMALLY CIRCULATED BY. CAPILLARY ATTRACTION. AN ELECTRICAL PUMP. AN ENGINE DRIVEN PUMP.
3967. IN ORDER TO IMPROVE ENGINE EFFICIENCY, TWO-CYCLE ENGINE EXHAUST SYSTEMS ARE TURNED TO CLOSE THE EXHAUST VALVE TO STOP THE FUEL MIXTURE FROM EXITING THE CYLINDER. STOP THE FUEL MIXTURE FROM EXITING THE CYLINDER BEFORE COMBUSTION. USE A REED VALVE TO STOP THE FUEL MIXTURE FROM EXITING THE CYLINDER.
3968. 2-CYCLE ENGINE THRUST AND FUEL EFFICIENCY CAN BE FREATLY COMPROMISED WHEN EXHAUST SYSTEM ARE INSTALLED THAT ARE NOT SPECIFICALLY TUNED FOR AN ENGINE. CARBON DEPOSITS BUILD UP ON EXHAUST VALVES. INTAKE VALVE LIFTERS FAIL TO PRESSURIZE AND PROVIDE ADEQUATE FUEL TO THE COMBUSTION CHAMBER.
3969. THE PORPUSE OF A KILL SWITCH IS TO SHUT OFF THE FUEL TO THE CARBURATOR. GROUND THE LEAD WIRE TO THE IGNITION COIL SHUTTING DOWN THE POWERPLANT. GROUND THE BATTERY ELIMINATING CURRENT FOR THE IGNITION SYSTEM.
3970. A TYPICAL TWO-CYCLE ENGINE IGNITION COIL IS POWERED BY A BATTERY. A BATTERY OR AN ALTERNATOR A MAGNETO.
3971. MANY 4-CYCLE ENGINE UTILIZE WHAT TYPE OF LUBRICATION SYSTEM? FORCED. GRAVITY. FUEL/OIL MIXTURE.
3972. ADDING MORE OIL TO THE FUEL THAN SPECIFIED BY THE MANUFACTURER OF A 2-CYCLE ENGINE WILL RESULT IN INCREASED ENGINE PERFORMANCE. INCREASED CARBON BUILDUP AND ENGINE FOULING. INCREASED ENGINE LUBRICATION AND OPTIMAL PERFORMANCE.
3973. PILOTS SHOULD REFRAIN FROM REVVING AN ENGINE WITH A REDUCTION DRIVE BECAUSE THE CRANKSHAFT COUNTERBALANCES MAY BE DISLODGED AND CAUSE EXTREME ENGINE VIBRATION. THE PROPELLER BLADE TIPS MAY EXCEED THEIR RPM LIMITS. THE TORQUE EXERTED ON THE GEARS DURING EXCESSIVE ACCELERATION AND DECELERATION CAN CAUSE THE GEAR BOX TO SELF-DESTRUCT.
3974. DURING PREFLIGHT, THE FUEL VENT SYSTEM SHOULD ALWAYS BE CHECKED TO ENSURE THE VENT IS CLOSED. TO ENSURE THE VENT IS OPEN. TO ENSURE THE VENT SYTEM PRESSURE IS ON THE GREEN RANGE.
3975. CARBURETOR ICE CAN BORM ONLY AT TEMPERATURES NEAR FREEZING AND THE HUMIDITY NEAR THE SATURATION POINT. WHEN THE OUTSIDE AIR TEMPERATURE IS AS HIGH AS 100 DEGREES F AND THE HUMUDUTY IS AS LOW AS 50%. AT ANY TEMPERATURE OR HUMIDITY LEVEL.
3976. AS A WEIGHT SHIFT AIRCRAFT WING APPROACHES A STALL, THE WING TIPS DECREASE THE WING`S ANGLE OF ATTACK. ACT IN MUCH THE SAME WAY AS AILERONS ON A THREE-AXIS AIRCRAFT. INCREASE THE WING`S ANGLE OF ATTACK.
3977. DURING A WING STALL, THE WING TIPS OF A WEIGHT SHIFT AIRCRAFT ARE INEFFECTIVE FOR STALL RECOVERY. EFFECTIVE FOR STALL RECOVERY. EFFECTIVE ONLY WHEN COMBINED WITH MAXIMUM ENGINE OUT PUT.
3978. THE CROSSTUBE IS POSITIONED BY A QUICK RELEASE PIN. SELF-LOCKING BOLTS. RESTRAINING CABLES ATTACHED TO THE REAR OF THE KEEL.
3979. ON SOME TRIKES, THE HANG POINT IS PART OF A VARIABLE TRIM ARRANGEMENT THAT ALLOWS THE PILOT TO ADJUST THE AIRCRAFT CENTER OF GRAVITY DURING FLIGHT TO OBTAIN THE MOST FAVORABLE AIRCRAFT PERFORMANCE. AN ADJUSTABLE TRIM ARRANGEMENT THAT ALLOWS THE PILOT TO ADJUST THE AIRCRAFT CENTER OF GRAVITY DURING FLIGHT TO OBTAIN THE MOST FAVORABLE AIRCRAFT PERFORMANCE. AN ADJUSTABLE TRIM ARRANGEMENT THAT ALLOWS THE CENTER OF GRAVITY TO SHIFT FORE AND AFT ALONG THE WING`S KEEL.
3980. THE KEEL POCKET`S PURPOSE IS TO ACT AS A LONGITUDINAL STABILIZER, KEEPING THE WING FROM WANDERING LEFT AND RIGHT. ACT AS A ROLL STABILIZER, KEEPING THE WING FROM WANDERING LEFT AND RIGHT. ACT AS A YAW STABILIZER, KEEPING THE WING FROM WANDERING LEFT AND RIGHT.
3981. HOW DOES THE WING DESIGN FEATURE WASHOUT AFFECT THE PRODUCTION OF LIFT? THE WING TIPS CONTINUE PRODUCING LIFT WHEN THE MAIN BODY OF THE WING IS NOT PRODUCING LIFT. THE MAIN BODY OF THE WING CONTINUES TO PRODUCE LIFT WHEN THE WING TIPS ARE NOT PRODUCING LIFT. THE CENTER OF LIFT MOVES FROM THE TRAILING EDGE OF THE WING, TO THE LEADING EDGE OF THE WING, AS THE WING BEGINS TO STALL.
3982. THE WING OF A WEIGHT-SHIFT AIRCRAFT TWISTS SO THAT THE ANGLE OF ATTACK. FROM THE CENTER OF THE WING TO THE WING TIP IS VARIABLE AND CAN BE ADJUSTED BY THE PILOT IN FLIGHT TO OPTIMIZE PERFORMANCE. CHANGES FROM A LOW ANGLE OF ATTACK AT THE CENTER OF THE WING, TO A HIGH ANGLE OF ATTACK AT THE TOPS. CHANGES FROM A HIGH ANGLE OF ATTACK AT THE CENTER OF THE WING, TO A LOW ANGLE OF ATTACK AT THE TIPS.
3983. DURING FLIGHT, ADVANCING THRUST WILL INCREASE AIRSPEED. CAUSE THE AIRCRAFT TO CLIMB. CAUSE THE AIRCRAFT TO INCREASE AIRSPEED AND CLIMB.
3984. THE TORQUE EFFECT OF AN ENGINE THAT ROTATES CLOCKWISE IN A POWERED PARACHUTE IS COUNTERED BY INCREASING THE LENGTH OF THE RIGHT AND DECREASINGTHE LENGH OF THE LEFT RISER CABLES. DECREASING THE LENGHT OF THE LEFT RISER CABLES. DECREASING THE LENGHT OF RIGHT RISER CABLES.
3985. THE STEERING BARS ARE USED DURING TAXY OPERATIONS WITH THE PARACHUTE STOWED. CONTROL THE OUT BOARD TRAILING EDGE OF THE PARACHUTE. CONTROL THE MAIN LANDING GEAR BRAKES.
3986. THE CENTER GRAVITY TUBE IS LENGTHENED FOR HEAVIER PILOTS. SHORTENED FOR LIGHTER PILOTS. LENGTHENED FOR LIGHTER PILOTS.
3987. THE FAN GUARD SURROUNDS THE PROPELLER AND INCREASES AERODYNAMIC EFFICIENCY. REDUCES P FACTOR. PROTECTS THE PARACHUTE SUSPENSION LINES FROM DAMAGE.
3988. CROSS PORTS IN THE PARACHUTE RIBS AID IN WEIGHT REDUCTION OF THE CANOPY. THE PRESSURIZATION OF THE NEIGHBORING CELLS. DRYING OF THE CANOPY.
3989. SPLICING SEVERED SUSPENSION LINES IS PERMISSIBLE IF USING THE SAME SIZE MATERIAL AS THE ORIGINAL LINE. IS A VERY DANGEROUS PRACTICE. IS AN ACCEPTABLE FIELD REPAIR.
3990. TYPING A SEVERED SUSPENSION LINE WILL CHANGE THE SHAPE OF THE WING AND IS NOT PERMISSIBLE. IS PERMISSIBLE IF IT IS SHORTENED NO MORE THAN SIX INCHES. IS AN ACCEPTABLE FIELD REPAIR.
3991. WHAT GIVES YOU POWERED PARACHUTE WING/CANOPY ITS AIRFOIL SHAPE? THE RISERS BECAUSE, BY DECREASING THE LENGTH OF THE RIGHT RISER YOU WILL GET THE PRESICE AIRFOIL SHAPE. THE SUSPENSION LINES AS THEY ARE PRECISELY MEASURED AND FITTED TO A SPECIFIC LOCATION. THE AIR AS IT ENTERS THE CELL OPENINGS ON THE LEADING EDGE OF THE AIRFOIL.
3992. SWAPPING WINGS FROM ONE BRAND OR TYPE OF POWERED PARACHUTE TO ANOTHER IS PERMISSIBLE AS LONG AS THE BASIC SHAPE OF THE PARACHUTES ARE SIMILAR. DANGEROUS SINCE EVERY WING IS DESIGNED FOR A SPECIFIC AIRCRAFT. PERMISSIBLE IF THE OVERALL AREA OF THE PARACHUTES IS THE SAME.
3993. DEGRADATION OF THE PARACHUTE`S PROTECTIVE POLYURETHANE COATING RESULTS IN INCREASED TAKEOFF DISTANCES, DECREASED MAXIMUM GROSS WEIGHT, AND INCREASED FUEL CONSUMPTION. REDUCED TAKEOFF DISTANCES, INCREASED MAXIMUM FROSS WEIGHT, REDUCED FUEL CONSUMPTION. INCREASED TAKEOFF DISTANCES, INCREASED MAXIMUM GROSS WEIGHT, AND INCREASED FUEL CONSUMPTION.
3994. FLARING ALLOWS THE PILOT TO TOUCHDOWN AT A HIGHER RATE OF SPEED AND A SLOWER RATE OF DESCENT. LOWER RATE OF SPEED AND A HIGHER RATE OF DESCENT. LOWER RATE OF SPEED AND A LOWER RATE FO DESCENT.
3995. FLARING DURING A LANDING DECREASES THE POWERED PARACHUTE`S SPEED DUE TO INCREASED DRAG. INCREASES THE POWERED PARACHUTE`S SPEED DUE TO REDUCED DRAG. DECREASES THE POWERED PARACHUTE`S DRAG DUE TO INCREASED SPEED.

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