TEST 03 AGK1

A “Dry sump” lubrication system is one where: Oil is contained in a sump at the bottom of the engine and there is no oil tank. An oil tank is used to re-fill the sump as necessary. Oil is not required for cooling and lubrication. A scavenge pump collects oil from the sump and returns it to an oil tank.

If the pitot tube and outside static vents become clogged, which instruments would be affected?. The altimeter, attitude indicator, and turn-and-slip indicator. The altimeter, airspeed indicator, outside air temperature indicator and vertical speed indicator. The altimeter, airspeed indicator, and turn-and-slip indicator. The altimeter, airspeed indicator, and vertical speed indicator.

A “Wet sump” lubrication system is one where: Oil is contained in a sump at the bottom of the engine and there is no oil tank. Oil is not required for cooling and lubrication. An oil tank is used to re-fill the sump as necessary. Scavenger pump collects oil from the sump and returns it to oil tank.

For an aircraft in flight the pressure entering the forward facing hole of a Pitot tube is?. Dynamic and static pressure. Dynamic pressure plus Pitot pressure. Dynamic pressure. Static pressure.

As an aircraft climbs higher, the true airspeed for a given indicated airspeed will: Be lower than indicated. Increase. Decrease. The true airspeed and the indicated will be the same.

If, during descent, the static sources to the airspeed indicator and altimeter become blocked by ice: both instruments will under-read. the airspeed indicator will under-read and the altimeter will over-read. the airspeed indicator will over-read and the altimeter will under-read. both instruments will over-read.

An aircraft at a constant true altitude flies into a colder air mass. The altimeter will. Under read. Read correctly. Over read. Either over or under read depending on the ISA deviation.

In a piston engine the high tension supply to the spark plugs is derived from: This magneto during start and the battery once engine is running. The battery. The battery during start and the magneto once engine is running. The magneto’s self contained generation and distribution system.

First important check after engine start-up?. Fuel pressure. Radio and avionics ON. Oil pressure. Oil temperature.

Apparent wander of a gyro is caused by: Rotation of the earth. Gimbal friction. Clear air turbulence. External torque.

A flying control lock: Locks controls in flight to neutralize aerodynamic loads and ease the physical load on the pilot. Locks controls on the ground to prevent damage in windy conditions. Locks the trim tabs once straight and level flight is established. Locks controls on the ground to prevent the pilot damaging them while maneuvering the aircraft.

An aircraft is flying at an indicated altitude of 16,000 ft. The outside air temperature is -30°C. What is the true altitude of the aircraft?. 16 200 ft. 15 200 ft. 13 500 ft. 18 600 ft.

Real wander of a gyroscope may be caused by: Rotation of the earth. Mechanical imperfections. Movement over the earth’s surface. Too high a rotational speed of the gyro.

During flight, the DGI has to be resynchronized to the magnetic compass every 10 to 15 minutes to correct: Real drift, earth rotation, longitude drift. Real drift, earth rotation, latitude nut correction, longitude drift. Real drift, earth rotation, latitude drift. Earth rotation, real drift, transport wander.

Baffles are fitted within the engine cowling to: Decrease the area of air leaving the engine compartment. Direct the flow of air evenly around all cylinders to aid cooling. Increase the strength of the cowling. Control the volume of air entering the engine compartment.

The rigidity of a gyro is improved by. Increasing the rpm and concentrating the mass at the hub of the rotor. Decreasing the rpm and concentrating the mass on the periphery of the rotor. Decreasing the rpm and concentrating the mass at the hub of the rotor. Increasing the rpm and concentrating the mass on the periphery of the rotor.

Gyroscopes are used in the: Altimeter, Turn Coordinator and Attitude indicator. Attitude indicator, Turn Coordinator and Direction Indicator. Attitude indicator, Airspeed indicator, Turn Coordinator and Direction Indicator. Altimeter, Turn Coordinator and Heading Indicator.

If the engine oil temperature and cylinder head temperature gauges have exceeded their normal operating range, the pilot may have been operating with. too much power and with the mixture set too lean. higher-than-normal oil pressure. the mixture set too rich.

In the aircraft tanks, fuel is most likely to be contaminated by water from: Atmosphere air remaining in the tanks. Contamination during refueling. Poorly fitting fuel caps. Leaks in the tanks that have let in rain.

How soon after starting a cold aircraft engine should the oil pressure gauge give an indication?. Within 30 seconds; otherwise shutdown the engine. As long as the oil levels were at adequate level before start up, and RPM is within limits, it is probable that the oil pressure gauge is faulty and should be. By the time pre-flight checks are complete; otherwise shutdown the engine. Immediately; otherwise shutdown the engine.

Secondary flight controls are provided. To increase lift and reduce the stalling speed. To reduce the take off distance and increase the landing distance. To enable full control of the aircraft to be maintained in the event of primary flight control failure. To increase lift and increase stalling speed.

A positive ammeter indication means that: The battery's discharge rate. The battery is out of service. The generator is charging the battery. The generator is failing.

A wing structure consists primarily of: Ribs and stringers only. Ribs only to give optimum and cost effective simple construction. A front and rear main spar with ribs and stringers. A front and rear main spar.

If water is present in the fuel system it will cause: Carburetor icing. Contamination and loss of engine power. The fuel to freeze. Icing.

During a prolonged climb, you notice that the engine oil pressure is reducing and the oil temperature rising. You discount any failure of the lubrication system. What, then, is the most probable cause and remedy?. You are climbing at too high an airspeed causing overcooling of the lubrication system, thus increasing oil viscosity. You reduce power and reduce airspeed. The low airspeed and high engine speed associated with the climb are reducing cooling of the lubrication system, thus lowering oil viscosity. You reduce power and increase airspeed. You are climbing at too high an airspeed causing overcooling of the lubrication system, thus lowering oil viscosity. You increase power but reduce airspeed. The low airspeed and high engine speed associated with the climb are reducing cooling of the lubrication system, thus increasing oil viscosity. You increase power and reduce airspeed.