AIRCRAFT SYSTEMS

AIRCRAFT SISTEMS (magnetic compass) 6672. Deviation error of the magnetic compass is caused by. northerly turning error. certain metals and electrical systems within the aircraft. the difference in location of true north and magnetic north.

AIRCRAFT SISTEMS (magnetic compass) 6675. Which statement is true about magnetic deviation of a compass?. Deviation is the same for all aircraft in the same locality. Deviation varies for different headings of the same aircraft. Deviation is different in a given aircraft in different localities.

AIRCRAFT SISTEMS (magnetic compass) 6670. In the Northem Hemisphere, a magnetic compass will normally indicate a turn toward the north if. a left turn is entered from a west heading. an aircraft is decelerated while on an east or west heading. an aircraft is accelerated while on an east or west heading.

AIRCRAFT SISTEMS (magnetic compass) 6671. In the Northem Hemisphere, if an aircraft is accelerated or decelerated, the magnetic compass will normally indicate. a turn momentarily, with changes in airspeed on any heading. a turn turn toward the south while accelerating on a west heading. correctly when on a north or south heading while either accelerating or decelerating.

AIRCRAFT SISTEMS (magnetic compass) 6673. In the Northem Hemisphere, which would be correct about starting the rollout from a turn using a magnetic compass? Start the rollout. after the compass indication passes south by a number of degrees approximately equal to the latitude minus the normal rollout lead. before the compass indication reaches south by a number of degrees approximately equal to the latitude over whic the turn is made plus the pilot's normal lead. after the compass indication passes south by a number of degrees approximately equal to the magnetic variation of the area over which the turn is made plus the pilot's normal lead.

AIRCRAFT SISTEMS (magnetic compass) 6674. What should be the indication on the magnetic compass as you roll into a standard rate turn to the right from a south heading in the Northern Hemisphere?. The compass will initially indicate a turn to the left. The compass will indicate a turn to the right, but at a faster rate than is actually occurring. The compass will remain on south for a short time, the gradually cath up to the magnetic heading of the airplane.

AIRCRAFT SISTEMS (pitot-static instruments) 6681. Which statement is true about the effect of temperature changes of the indications of a sensitive altimeter?. Warmer-than-standard temperatures will place the aircraft lower than the altimeter indicates. Colder-than-standard temperatures will place the aircraft lower than the altimeter indicates. Colder-than-standard temperatures will place the aircraft higher than the altimeter indicates.

AIRCRAFT SISTEMS (pitot-static instruments) 7282. What is true altitude?. The vertical distance of the aircraft above sea level. The vertical distance of the aircraft above the surface. The height above the standard datum plane.

AIRCRAFT SISTEMS (pitot-static instruments) 7287. Under what condition is indicated altitude the same as true altitude?. If the altimeter has no mechanical error. When at sea level under standard conditions. When at 18,000 feet MSL with the altimeter set at 29.92.

AIRCRAFT SISTEMS (pitot-static instruments) 7288. What is absolute altitude?. The altitude read directly from the altimeter. The vertical distance of the aircarft above the surface. The height above the standard datum plane.

AIRCRAFT SISTEMS (pitot-static instruments) 6680. If the static pressure tubes are broken inside a pressurized cabin during a high-altitude flight, the altimeter would probably indicate. sea level. lower than actual flight altitude. heigher than actual flight altitude.

AIRCRAFT SISTEMS (pitot-static instruments) 6677. Pitot-static system errors are generally the greatest in which range of airspeed?. Low airspeed. High airspeed. Maaneuvering speed.

AIRCRAFT SISTEMS (pitot-static instruments) 6679. If a pilot tube is clogged, which instrument would be affected?. Altimeter. Airspeed indicator. vertical speed indicator.

AIRCRAFT SISTEMS (pitot-static instruments) 7289. The pilot system provides impact pressure for which instrument?. Altimeter. vertical speed indicator. Airspeed indicator.

AIRCRAFT SISTEMS (pitot-static instruments) 6712. If both the ram-air input and drain hole of the pilot system are blocked, what airspeed indication can be expected?. Decrease of indicated airspeed during a climb. Zero indicated airspeed until blockage is removed. No variation of indicated airspeed in level flight even if large power changes are made.

AIRCRAFT SISTEMS (pitot-static instruments) 6736-1. What airspeed indicator marking identifies the maximum structural crusing speed of an aircraft?. Red radial line. Upper limit of the green arc. Upper limit of the yellow arc.

AIRCRAFT SISTEMS (pitot-static instruments) 6739. Which airspeed is identified by color coding on airspeed indicator?. Desing maneuvering speed. Maximum structural crusing speed. Maximum gear operation or extended speed.

AIRCRAFT SISTEMS (pitot-static instruments) 6740. Which is an important airspeed limitation not color coded on airsspeed indicators?. Maneuvering speed. Never-exceed speed. Maximum flaps-extended speed.

AIRCRAFT SISTEMS (pitot-static instruments) 6678. During power-off stalls with flaps full down, the stall occurs and the pointer on the airspeed indicator shows a speed less than tje minimum limit of the white arc on the indicator. This is most probably due to. a low density altitude. a malfunction in the pitot-static system. installation error in the pitot-static system.

AIRCRAFT SISTEMS (pitot-static instruments) 6682. A possible result of using the emergency alternate source of static pressure inside the cabin of an unpressurized airplane is the. airspeed indicator may indicate less than normal low density altitude. altimeter may indicate an altitude lower than the actual altitude being flown. altimeter may indicate an altitude higher than the actual altitude being flown.

AIRCRAFT SISTEMS (pitot-static instruments) 6737. What does the lower limit of the white arc on an airspeed indicator represent?. Minimum controllable airspeed with flaps extended. Power-off stall speed in a landing configuration. Power-off stall speed in a specified configuration.

AIRCRAFT SISTEMS (pitot-static instruments) 6738. What does the lower limit of the green arc on an airspeed indicator represent?. Power-off stall speed in a landing configuration. Power-off stall speed in a specified configuration. Minimum controllable airspeed with gear and flaps retracted.

AIRCRAFT SISTEMS (gyroscopic instrument) 6676. Which instrument would be affected by excesively low pressure in the airplane's vacuum system?. Heading indicator. Airspeed indicator. Pressure altimeter.

AIRCRAFT SISTEMS (Automation Management) 7322. When a pilot belieeves advanced avionics enable operations closer to personal or environmental limits,. greater utilization of the aircraft is achieved. risk is increased. risk is decreased.

AIRCRAFT SISTEMS (Automation Management) 7323. Automation in aircraft has proven. to present new hazards in its limitiations. that automation is basically flawless. prevent accidents.

AIRCRAFT SISTEMS (Automation Management) 7324. The lighter workloads associated with glass (digital) fligth instrumentation. are useful in decreasing flighterew fatigue. have proven to increase safety in operations. may lead to complacency by the flighterew.

AIRCRAFT SISTEMS (The electrical system) 6668. Concerning the advantages of an aircraft generator or alternator, select the true statement. A generator always provides more electrical current than an alternator. An alternator provides more electrical power al lower RPM than a generator. A generator charges the battery during low wngine RPM; therefore, the battery has less chance to become fully discaharged, as often occurs with an alternator.

AIRCRAFT SISTEMS (The electrical system) 6705. An electrical system failure (battery and alternator) occurs during flight. In this situation, you would. experience avionics equipment failure. probably experience failure of the engine ignition system, fuel gauges, aircraft lighting system, and avionics equipment. probably experience engine failure due to the loss of the engine-driven fuel pump and also experience failure of the radio equipment, lights, and all instruments that require alternating current.

AIRCRAFT SISTEMS (Oxigen system) 6707. What precautions should be taken with respect to aircraft oxygen systems?. Ensure that only medical oxigen has been used to replenish oxygen containers. Prohibit smoking while in an aircraft equipped with a portable oxygen system. Ensure that industrial oxygen has not been used to replenish the system.

AIRCRAFT SISTEMS (Oxigen system) 6708. What type of oxygen system is most commonly found in general aviation aircraft?. Demand. Continous flow. Pressure demand.

AIRCRAFT SISTEMS (Oxigen system) 6709. What type of oxygen should be used to replenish an aircraft oxygen system?. Medical. Aviation. Industrial.

AIRCRAFT SISTEMS (Oxigen system) 6718. What is the purpose of the rebreather bag on an oxigen mask in a continous-flow system?. Helps to conserve oxygen. Allows excess oxigen to be expelled during use. Controls amount of oxigen that each individual breathes through the mask.

AIRCRAFT SISTEMS (Cold weather operation) 6710. Which statement is true regarding preheating of an aircraft during cold-weather operations?. The cockpit, as well as the engine, should be preheated. The cockpit area should not be preheated with portable heaters. Hot air should be blown directly at the engine through the air intakes.

AIRCRAFT SISTEMS (Cold weather operation) 6711. During preflight in cold weather, crankcase breather lines should receive special attention because they are susceptible to being clogged by. Ice from crankcase vapors that have condensed and subsequently frozen. Congealed oil from the crankcase. Moisture from the outside air which has frozen.

AIRCRAFT SISTEMS (The powerplant) 6667. During which stroke of a reciprocating engine is the gaseous mixture expanding within the cylinder?. Power. Intake. Compression.

AIRCRAFT SISTEMS (The powerplant) 6641. Excessively high engine temperatures, either in the air or on the ground, will. Not appreciably affect an aircraft engine. Cause damage to heat-conducting hoses and warping of cylinder cooling fans. Cause loss of power, excesive oil consumption, and possible permanent internal engine damage.

AIRCRAFT SISTEMS (The powerplant) 6642. If the engine oil temperature and cylinder head temperature gauges have exceeeded their normal operating range, you may have been. Operating with the mixture set too rich. Using fuel that has a higher-than-specified fuel rating. Operating with too much power and with the mixture set too lean.

AIRCRAFT SISTEMS (The powerplant) 7293. What action can a pilot take to aid in cooling an engine that is overheating during a climb?. Reduce rate of climb and increase airspeed. Reduce climb speed and increase RPM. Increase climb speed and increase RPM.

AIRCRAFT SISTEMS (The powerplant) 7299. What should be the first action after starting an aircraft engine?. Adjust for proper RPM and check for desired indications on the engine gauges. Place the magneto or ignition switch momentarily in the OFF position to check for proper grounding. Test each brake and the parking brake.

AIRCRAFT SISTEMS (The powerplant) 7306. An abnormally high engine oil temperature indication may be caused by. Operating with a too high viscosity oil. The oil level being too low. Operating with an excessively rich mixture.

AIRCRAFT SISTEMS (The powerplant) 7307. For internal cooling, air cooled engines are especially dependent on. A properly functioning thermostat. Air flowing over the exhaust manifold. The circulation of lubricating oil.

AIRCRAFT SISTEMS (The ignition system) 6646. Which statement is true regarding fouling of the spark plugs of an aircraft engine?. Spark plug fouling results from operating with an excessively rich mixture. Carbon fouling of the spark plugs is caused primarily by operating an engine at excessively high cylinder head temperatures. Excessive heat in the combustion chamber of a cylinder causes oil to form on the center electrode of a spark plug and this fouls the plug.

AIRCRAFT SISTEMS (The ignition system) 7297. Fouling of spark plugs is more apt to occur if the aircraft. Gains altitude with no mixture adjustment. Descends from altitude with no mixture adjustment. Throttle is advanced very abruptly.

AIRCRAFT SISTEMS (The ignition system) 6687. In addition to an added safety factor, dual ignition systems also provide. Better combustion. Increased spark plug life. Shorter engine warmup periods.

AIRCRAFT SISTEMS (The ignition system) 6669. If the ground wire between the magneto and the ignition switch becomes disconnected, the most noticeable result will be that the engine. Will run very rough. Cannot be started with the switch in the ON position. Cannot be shut down by turning the switch to the OFF position.

AIRCRAFT SISTEMS (The ignition system) 7300. If the ground wire between the magneto and the ignition switch becomes disconnected, the engine. Will not operate on one magneto. Cannot be started with the switch in the ON position. Could accidentally start if the propeller is moved with fuel in the cylinder.

AIRCRAFT SISTEMS (Fuel systems) 6644. If the grade of fuel used in an aircraft engine is lower than that specified, it may cause. detonation. lower cylinder head temperatures. a decrease in power which could overstress internal engine components.

AIRCRAFT SISTEMS (Fuel systems) 6643. To properly purge water from the fuel system os an aircarft equipped with fuel tank sumps and a fuel strainer quick drain, it is necessary to drain fuel from the. fuel strainer drain. lowest point in the fuel system. Fuel strainer drain and the fuel tank sumps.

AIRCRAFT SISTEMS (Fuel systems) 6706. The amount of water absorbed in aviation fuels will. remain the same regardless of temperature changes. increase as the temperature of the fuel increases. increase as the temperature of the fuel decreases.

AIRCRAFT SISTEMS (Fuel systems) 6645. What is the main reason fuel tank vents must be open? To allow. proper air pressure within the tanks for maintaining a steady fuel flow. excess fuel to drain overboard when heat expands the volume of fuel within the tanks. fuel fumes to escape from the tanks, thus eliminating the possibility of the tanks exploding.

AIRCRAFT SISTEMS (Fuel systems) 6663. Runing a fuel tank dry before switching tanks is not a good practice because. any foreign matter in the tank will be pumped into the fuel system. the engine-driven fuel pump is lubricated by fuel and operating on a dry tank may cause pump failure. the engine-driven fuel pump or electric fuel boost pump draw air into the fuel system and cause vapor lock.

AIRCRAFT SISTEMS (Fuel systems) 6663. When refuling aircarft, which precaution would be adequate for eliminating the potencial hazard of static electricity?. Ensure that battery and ignition switches are off. Connect a ground wire from the fuel truck to ground. Connect a ground wire between the aircraft, fuel truck, fuel nozzle, anad ground.

AIRCRAFT SISTEMS (Fuel systems) 6656. The operating principle of float-type carburetors is based on the. measurement of the fuel flow into the induction system. difference in air pressure ar the venturi throat and the throttle valve. increase in air velocity in the thoat of a venturi causing a decrease in air pressure.

AIRCRAFT SISTEMS (Fuel systems) 6658. The presence of carburetor ice in an aircraft equipped with a fixed-pitch propeller can be verified by applying carburetor heat and noting. a decrease in RPM and then a constant RPM indication. a dedecrease in RPM and the gradual increase in RPM. an increase in RPM and then a gradual decrease in RPM.

AIRCRAFT SISTEMS (Fuel systems) 7244. Generally speaking, the use of carburetor heat tends to. decrease engine performance. increase engine performance. have no effect on engine performance.

AIRCRAFT SISTEMS (Fuel systems) 7290. leaving the carburetor heat on during takeoff. leans the mixture for more power on takeoff. will decrease the take off distance. will increase the ground roll.

AIRCRAFT SISTEMS (Fuel systems) 6659. The first indication of carburetor icing in an aircraft equipped with a constant-speed propeller would most likely be a. decrease in RPM. decrease in manifold pressure. rough running engine followed by loos of RPM.

AIRCRAFT SISTEMS (Fuel systems) 6660. The first indication of carburetor ice in an aircraft with a fixed-pitch propeller is. a decrease in RPM. a decrease in manifold pressure. an increase in manifold pressure.

AIRCRAFT SISTEMS (Fuel systems) 7291. Which condition is most favorable to the development of carburetor icing?. Any temperature below freezing and a relative humidity of less than 50 percent. Temperature between 32 and 50° F and low humidity. Temperature between 20 and 70° F and high humidity.

AIRCRAFT SISTEMS (Fuel systems) 7292. In an aircraft equipped with a fixed-pitch propeller and a float-type carburetor, the first indication of carburator ice would most likely be. a drop in oil temperature and cylinder head temperature. engine roughnees. loss of RPM.

AIRCRAFT SISTEMS (Fuel systems) 6661. The low temperature that causes carburetor ice in an engine equipped with a float-type carburetor is normally the result of the. compression of air at the carburetor venturi. freezing temperature of the air entering the carburetor. vaporization of fuel and expansion of air in the carburetor.

AIRCRAFT SISTEMS (Fuel systems) 6662. Concerning carburetor icing, which statement is true?. The first indication of carburetor icing, in an aircraft equipped with a fixed-pitch propeller, is a decrease in manifold pressure. carburetor icing will form in a carburetor whenever the ambient temperature is below freezing with a reduced or closed throttle setting. carburetor icing would most likely form when the air temperature is between -7°C and 21°C and visible moisture or high humidity is present.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 6652. Fuel/air ratio is the ratio between the. volume of fuel and volume of air entering tha cylinder. weight of fuel and weight of air entering the cylinder. weight of fuel and weight of air entering the carburetor.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 6648. As flight altitude increases, what wil occur if no leaning is made with the mixture control?. the volume of air entering the carburetor decreases and the amount of fuel decreases. The density of air entering the carburetor decreases and the amount of fuel increases. t.he density of air entering the carburetor decreases and the amount of fuel remains constant.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 7294. The best power mixture is that fuel/air ratio at which. cylinder head temperatures are the coolest. The most power can be obtained for any given throttle setting. a given power can be obtained with the highest manifold pressure or trottle setting.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 7302. unless adjusted, the fuel/air mixture becomes richer with an increase in altitude because the amount of fuel. decrease while the volume of air decreases. remains constant while the volume of air decreases. remains constant while the density of air decreases.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 7303. The basic purpose of adjusting the fuel/air mixture control at altitude is to. decrease the fuel flow to conpensate for decrease air density. decrease the amount of fuel in the mixture to compensate for increased air density. increase de amount of fuel in the mixture to compensate for the decrease in pressure and density of the air.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 7304. The pilot controls the air/fuel ratio with the. throttle. manifoid pressure. mixture control.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 7305. At high altitudes, an excessively rich mixture will cause the. engine to overheat. fouling of spark plugs. engine to operate smoother even though fuel consumption is increased.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 6649. When the pilot leans the mixture control, what is being accomplished?. The volume of air entering the carburetor is being reduced. The volume of air entering the carburetor is being increased. The amount of fuel entering the combustion chamber is being reduced.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 6650. The main porpuse of the mixture control is to. increase the air suplied to the engine. adjust the fuel flow to obtain the proper air/fuel ratio. decrease the fuel suppied to the engine as the aircraft descends.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 6651. Proper mixture control and better economy in the operation of a fuel injected engine can be achieved best by use of. a fuel/flow gauge. an axhaust gas temperature indicator. the recommended manifold and RPM setting for a particular altitude.

AIRCRAFT SISTEMS (Fuel-Air Mixture Control) 7242. the uncontrolled firing of the fuel/air charge in advance of normal spark ignition is known as. instantaneous combustion. detonation. pre-ignition.

AIRCRAFT SISTEMS (Induction Systems) 6686. During climbing fligth using a turbocharged airplane, the manifold pressure will remain approximately constant until the. engine's critical altitude is reached. airplane's service ceiling is reached. waste gate is fully open and the turbine is operating at minimum speed.

AIRCRAFT SISTEMS (Induction Systems) 6683. prior to starting the engine, the manifold presure gauge usually indicates approximately 29'' Hg. this is because the. pointer on the gauge is stuck at the full-power indication. throttle is closed, trapping high air pressure in the manifold. pressure within the manifold is the same as the atmospheric pressure.

AIRCRAFT SISTEMS (Induction Systems) 6684. What energy source is used to drive the turbine of a turbocharged airplane?. Ignition system. Engine compresor. Engine exhaust gases.

AIRCRAFT SISTEMS (Detonation) 6653. Detonation in an aircraft engine is most likely to occur whenever the. fuel/air ratio is such that the mixture burns extremly slow. engine is operated under conditions which cause the fuel mixture to burn instantaneously. fuel being used is of a higher grade than recommended by the engine manufacturer.

AIRCRAFT SISTEMS (Detonation) 6654. Detonation occurs at high power settings when the . fuel mixture explodes instead of burning progressively and evenly. fuel mixture is ignited too early by red-hot carbon deposits in the cylinder. intake valve opens before the previous charge of fuel has finished burning in the cylinder.

AIRCRAFT SISTEMS (Detonation) 7295. Detonation occurs in a reciprocating aircraft engine when. the spark plugs are fouled or shorted out or the wiring is defective. hot spots in the combustion chamber ignite the fuel/air mixture in advance of normal ignition. the unburned charge in the cylinders explodes instead of burning normally.

AIRCRAFT SISTEMS (Detonation) 7296. if a pilot suspects that the engine (whit a fixed-pitch propeller) is detonating during climb-out after takeoff, the initial corrective action to take would be to. lean the mixture. lower the nose slightly to increase airspeed. apply carburetor heat.

AIRCRAFT SISTEMS (Detonation) 7298. detonation can be caused by. a short ground operation. a ''rich'' mixture. using a lower grade of fuel than recommended.

AIRCRAFT SISTEMS (Detonation) 7301. Detonation occurs in a reciprocating aircraft engine when. there is an explosive increase of fuel caused by too rich a fuel/air mixture. the spark plugs receive an electrical jolt caused by a short in the wiring. the unburned fuel/air charge in the cylinder is subjected to instantaneous combustion.

AIRCRAFT SISTEMS (Propeler Design) 6664. Which statement is true regarding propeller efficiency? Propeller efficiency is the. ratio of thrust horsepower to brake horsepower. actual distance a propeller advances in one revolution. difference between the geometric pitch of the propeller and its effective pitch.

AIRCRAFT SISTEMS (Propeler Design) 6590. Blade angle of a propeller is defined as the angle between the. angle of attack and chord line. chord line and plane of rotation. angle of attack and line of thrust.

AIRCRAFT SISTEMS (Propeler Design) 6588. Propeller slip is the difference between the. geometric pitch and blade angle of the propeller. geometric pitch and the effective pitch of the propeller. plane of rotation of the propeller and forward velocity of the aircraft.

AIRCRAFT SISTEMS (Propeler Design) 6589. The distance a propeller actually adavances in one revolution is. twisting. effective pitch. geometric pitch.

AIRCRAFT SISTEMS (Propeler Design) 6592. The reason for variations in geometric pitch (twisting) along a propeller blade is that it. prevents the portion of the blade near the hub to stall during cruising flight. permits a relatively constant angle of attack along its length when in crusing flight. permits a relatively constant angle of incidence along its length when in crusing flight.

AIRCRAFT SISTEMS (Propeler Forces) 6587. As a result of gyroscopic precession, it can be said that any. pitching around the lateral axis results in a rolling moment. yawing around the vertical axis results in a pitching moment. pitching around the longitudinal axis results in yawing moment.

AIRCRAFT SISTEMS (Propeler Forces) 6593. With regard to gyroscopic precession, when a force is applied at a point on the rim of a spinning disc, the resultant force acts in which direction and at what point?. In the same direction as the applied force 90 grades ahead in the plane of rotation. In the opposite direction of the applied force, 90 grades ahead in the plane of rotation. In the opposite direction of the applied force, at the point of the applied force.

AIRCRAFT SISTEMS (Propeler Forces) 6591. A propeller rotating clockwise, as seen from the rear, creates a spiraling slipstream that tends to rotate the aircraft to the. right around the verical axis, and to the left around the longitudinal axis. left around the vertical axis, and to the right around the longitudinal axis. left around the vertical axis, and to the left around the longitudinal axis.

AIRCRAFT SISTEMS (Critical Engine of a Multi-Engine Airplane) 6594. The critical engine most light multiengine airplanes with clockwise rotating propellers is the. left engine, because of the factor P-factor of the left propeller. right engine, because of the P-factor of the left propeller. left engine, because of the factor P-factor of the right propeller.

AIRCRAFT SISTEMS (Critical Engine of a Multi-Engine Airplane) 6595. On a multiengine airplane with engines which rotate clockwise, the critical engine is the. left engine, because the right engine center of thrust is closer to the centerline of the fuselage. right engine, because of the left engine center of thrusst is closer to the centerline of the fuselage. left engine, because the right engine center of thrust is farther aaway from the centerlineof the fuselage.

AIRCRAFT SISTEMS (Critical Engine of a Multi-Engine Airplane) 6596. On a multiengine airplane, where the propellers rotate in the same direction, why is the loss of power on one engine more critical than the loss of power on the other engine?. The corkscrew patter of airflow from one propeller is less effective against the airflow from the critical engine. The torque reaction from operation of the critical engine is more severe around the vertical axis as well as the longitudinal axis. The asymmetric propeller thrust or P-factor results in the center of trust from one engine being farther from the airplane centerline than the center of thrust from the other engine.

AIRCRAFT SISTEMS (Constant-Speed propellers) 6685. What is the primary advantage of a constant-speed propeller?. To maintain a specific engine speed. To obtain a pitch setting that is suitable for each flight situation and power setting. To obtain and maintain a selected pitch angle of the blades regardless of the flight situation or power setting.

AIRCRAFT SISTEMS (Constant-Speed propellers) 6665. When operating an aircraft with a constant-speed propeller, which procedure places the least stress on cylinder components?. When power settings are being increased, encrease manifold pressure before RPM. When power settings are being decreased, reduce manifold pressure before RPM. Whether power settings are being incrased or decreased, RPM is adjusted before manifold pressure.

AIRCRAFT SISTEMS (Constant-Speed propellers) 6666. To absorb maximum engine power and develop maximum thrust, a constant-speed propeller should be adjusted to blade angle which will produce a. large angle of attack and low RPM. large angle of attack and high RPM. small angle of attack and high RPM.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7248. The formation of ice in a 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.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7249. The purpose of the fuel tank vent system is to. remove dangeours vapors from the aircraft and prevent an explosion. allow air to enter the tank as fuel is consumed. ensure a proper fuel to air ratio.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7250. 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.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7251. 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.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7252. Fuel enterns a two-cycle engine through an. intake port and intake valve. intake port and reed valve. intake valve and reed valve.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7254. The first indication of carburetor 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.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7255. Air cooled engines dissipate heat. through cooling fins on the cylinder and head. by air flowing through the radiator fins. through the cylinder head temperature probe.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7256. Coolant in a liquid cooled engine is normally circulated by. capillary attraction. an electric pump. an engine driven pump.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7257. In order to improve engine efficiency, two-cycle engine exhaust systems are tuned 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.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7258. 2-cycle engine thrust and fuel efficiency can be greatly compromised when. exhaust systems are installed that are not specifically tuned for an engine. carbon deposits build up on exhaust valves. intake valve filters fail to pressurize and provide adequate fuel to the combustion chamber.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7259. The purpose of a kill switch is to. shut off the fuel to the carburetor. ground the lead wire to the ignition coil shutting down the powerplant. ground the battery eliminating current for the ignition system.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7260. A typical two-cycle engine ignition coil is powered by. a battery. a battery or an alternator. a magneto.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7261. Many 4-cycle engines utilize what type of lubrication system?. Forced. Gravity. Fuel/oil mixture.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7262. 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.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7263. Pilots should refrain from revving an engine with a reduction drive because. the crankssshaft 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.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7271. During preflight, thee fuel vent system should always be checked. to ensure the vent is closed. to ensure the vent is open. to ensure the vent system pressure is in the green range.

AIRCRAFT SISTEMS (Light-Sport Aircraft Systems) 7280. Carburetor ice can from. 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 humidity is as low as 50%. at any temperature or humidity level.