1. A CHARACTERISTIC OF THE STRATORPHERE IS a. AN OVERALL DECREASE OF TEMPERATURE WITH AN INCREASE IN ALTITUDE b. A RELATIVELY EVEN BASE ALTITUDE OF APPROXIMATELY 35,000 FEET c. RELATIVELY SMALL CHANGES IN TEMPERATURE WITH AN INCREASE IN ALTITUDE.
2. AN AIRCRAFT AIRFOIL IS DESIGNED TO PRODUCE LIFT RESULTING FROM A DIFFERENCE IN THE. a. NEGATIVE AIR PRESSURE BELOW AND A VACUUM ABOVE THE AIRFOIL´S SURFACE. b. HIGHER AIR PRESSURE BELOW THE AIRFOIL´S SURFACE AND LOWER AIR PRESSURE ABOVE THE AIRFOIL´S SURFACE. c. VACUUM BELOW THE AIRFOILÁ SURFACE AND GREATER AIR PRESSURE ABOVE THE AIRFOIL´S SURFACE.
3. THE ANGLE OF ATTACK OF A WING DIRECTLY CONTROLS THE. a. ANGLE OF INCIDENCE OF THE WING. b. AMOUNT OF AIRFLOW AOVE AND BELOW THE WING. c. DISTRIBUTION OF PRESSURES ACTING ON THE WING.
4. IN THEORY, IF THE ANGLE OF ATTACK AND OTHER FACTORS REMAIN CONSTANT AND THE AIRSPEED IS DOUBLED, THE LIFT PRODUCED AT THE HIGHER SPEED WILL BE. a. THA SAME AS AT THE LOWER SPEED. b. TWO TIMES GEATER THAN AT THE LOWER SPEED. c. FOUR TIMES GREATER THAN AT THE LOWER SPEED.
5. WHAT THE CHANGES IN AIRPLANE LONGITUDINAL CONTROL MUST BE MADE TO MAINTAIN ALTITUDE WHILE THE AIRSPEED IS BEING DECREASED? a. INCREASE THE ANGLE OF ATTACK TO PRODUCE MORE LIFT THAN DRAG. b. INCREASE THE ANGLE OF ATTACK TO COMPENSATE FOR THE DRECREASING LIFT. c. DRECREASE THE ANGL OF ATTACK TO COMPENSATE FOE THE INCREASING DRAG.
6. WHICH MAXIMUM RANGE FACTOR DECREASES AS WEIGHT DECREASES? a. ALTITUDE b. AIRSPEED c. ANGLE OF ATTACK.
7. WHAT PERFORMANCE IS CHARACTERISTIC OF FLIGHT AT MAXIMUM LIFT/DRAG RATIO IN A PROPELLER-DRIVEN AIRPLANE?
MAXIMUM a. GAIN IN ALTITUDE OVER A GIVEN DISTANCE b. RANGE AND MAXIMUM DISTANCE GLIDE c. COEFFICIENT OF LIFT AND MINIMUM COEFFICIENT OF DRAG.
8. IF THE AIRPLANE IS LOADED TO HE REAR OF ITS CG RANGE. IT WILL TEND TO BE UNSTABLE ABOUT ITS. a. VERTICAL AXIS b. LATERAL AXIS c. LONGITUDINAL AXIS.
9. IN SMALL AIRPLANES, NORMAL RECOVERY FROM SPINS MAY BECOME DIFFICULT IF THE a. CG IS TOO FAR REARWARD AND ROTATION IS AROUND THE LONGITUDINAL AXIS. b. CG. IS TOO FAR REARWARD AND ROTATION IS AROUND THE CG. c. SPIN IS ENTERED BEFORE THE STALL IS FULLY DEVELOPED.
10. LONGITUDINAL STABILITY INVOLVES THE MOTION OF THE AIRPLANE CONTROLLED BY ITS a. RUDDER b. ELEVATOR c. AILERONS.
11. A SWEPTWING AIRPLANE WITH WEAK STATIC DIRECTIONAL STABILITY AND INCREASED DIHEDRAL CAUSES AN INCREASES IN a. MACH TUCK TENDENCY b. DUTCH ROLL TENDENCY c. LONGITUDINAL STABILITY .
12. IF THE AIRPLANE ALTITUDE INITIALLY TENDS TO RETURN TO ITS ORIGINAL POSITION AFTER THE ELEVATOR CONTROL IS PRESSED FORWARD AND RELEASED, THE AIRPLANE DISPLAYS a. POSITIVE DYNAMIC STABILITY b. POSITIVE STATIC STABILITY c. NEUTRAL DYNAMIC STABILITY .
13. LONGITUDINAL DYNAMIC INSTABILITY IN AN AIRPLANE CAN BE IDENTIFIED BY a. BANK OSCILATIONS BECOMING PROGRESSIVELY STEEPER b. PITCH OSCILATIONS BECOMING PROGRESSIVELY STEEPER c. TRILATITUDINAL ROLL OSCILATIONS BECOMING PROGRESSIVELY STEEPER.
14. WHICH IS CORRECT WITH RESPECT TO RATE AND RADIUS OF TURN FOR AN AIRPLANE FLOWN IN A COORDINATED TURN AT A CONSTANT ALTITUDE? a. FOR A SPECIFIC ANGLE OF BANK AND AIRSPEED, THE RATE AND RADIUS OF TURN WILL NOT VARY. b. TO MAINTAIN A STEADY RATE OF TURN, THE ANGLE OF BANK MUST BE INCREASED AS THE AIRSPEED IS DECREASED. c. THE FASTER THE TRUE AIRSPEED, THE FASTER THE RATE AND LARGER THE RADIUS OF TURN REGARDLESS OF THE ANGLE OF BANK.
15. TO MAINTAIN ALTITUDE DURING A TURN, THE ANGLE OF ATTACK MUST BE INCREASED TO COMPENSATE FOR THE DECREASES IN THE a. FORCES OPPOSING THE RESULTANT COMPONENT OF DRAG. b. VERTICAL COMPONENT OF LIFT c. HORIZONTAL HORIZONTAL COMPONENT OF LIFT.
16. IF AIRSPEED IS INCREASED DURING A LEVEL TURN, WHAT ACTION WOULD BE NECESSARY TO MAINTAIN ALTITUDE? THE ANGLE OF ATTACK a. AND ANGLE OF BANK MUST BE DECREASED b. MUST BE INCREASED OR ANGLE OF BANK DECREASED c. MUST BE DECREASED OR ANGLE OF BANK INCREASED.
17. WHY IS NECESSARY TO INCREASE BACK ELEVATOR PRESSURE TO MAINTAIN ALTITUDE DURING A TURN? TO COMPENSATE FOR THE a. LOSS OF THE VERTICAL COMPONENT OF LIFT b. LOSS OF THE HORIZONTAL COMPONENT OF LIFT AND THE INCREASE IN CENTRIFUGAL FORCE c. RUDDER DEFLECTION AND SLIGHT OPPOSITE AILERON THROUGHOUT THE TURN .
18. A LOAD FACTOR OF 1.2 MEANS THE TOTAL LOAD ON AN AIRCRAFT´S STRUCTURE IS 1.2 TIMES ITS a. GROSS WEIGHT b. LOAD LIMIT c. GUST FACTOR .
19. IF THE AIRSPEED IS INCREASED FROM 90 KNOTS TO 135 KNOTS DURING A LEVEL 60º BANKED TURN, THE LOAD FACTOR WILL a. INCREASE AS WELL AS THE STALL SPEED b. DECREASE AND THE STALL SPEED WILL INCREASE c. REMAIN THE SAME BUT THE RADIUS OF TURN WILL INCREASE.
20. IF THE AIRPLANE AIRSPEED IS DECREASED FROM 98 KNOTS TO 85 KNOTS DURING A COORDINATED LEVEL 45º BANKED TURN, THE LOAD FACTOR WILL a. REMAIN THE SAME, BUT THE RADIUS OF TURN WILL DECREASE b. DECREASE AND THE RATE OF TURN WILL DECREASE c. REMAIN THE SAME, BUT THE RADIUS OF TURN WILL INCREASE.
21. TO INCREASE THE RATE OF TURN AND AT THE SAME TIME DECREASE THE RADIUS, A PILOT SHOULD a. MAINTAIN THE BANK AND DECREASE AIRSPEED b. INCREASE THE BANK AND INCREASE AIRSPEED c. INCREASE THE BANK AND DECREASE AIRSPEED.
22. WHICH IS TRUE REGARDING THE USE OF FLAPS DURING LEVEL TURNS? a. THE LOWERING OF FLAPS INCREASES THE STALL SPEED b. THE RAISING OF FLAPS INCREASES THE STALL SPEED c. RAISING FLAPS WILL REQUIRE ADDED FORWARD PRESSURE ON THE YOKE OR STICK.
23. WHAT IS THE BEST INDICATOR TO THE PILOT OF THE LOAD FACTOR ON THE AIRPLANE? a. HOW FIRMLY THE PILOT IS PRESSED INTO THE SEAT DURING A MANEUVER b. AMOUNT OF PRESSURE REQUIRED TO OPERATE THE CONTROLS c. AIRSPEED WHEN PULLING OUT OF A DESCENT .
24. THE RATIO BETWEEN THE TOTAL AIRLOAD IMPOSED ON THE WING AND THE GROSS WEIGHT OF AN AIRCRAFT IN FLIGHT IS KNOWN AS a. LOAD FACTOR AND DIRECTLY AFFECTS STALL SPEED b. ASPECT LOAD AND DIRECTLY AFFECTS STALL SPEED c. LOAD FACTOR AND HAS NO RELATION WITH STALL SPEED.
25. LOAD FACTOR IS THE LIFT GENERATED BY THE WINGS OF AN AIRCRAFT AT ANY GIVEN TIME a. DIVIDED BY THE TOTAL WEIGHT OF THE AIRCRAFT b. MULTIPLIED BY THE TOTAL WEIGHT OF THE AIRCRAFT c. DIVIDED BY THE BASIC EMPTY WEIGHT OF THE AIRCRAFT.
26. IN A RAPID RECOVERY FROM THE DIVE, THE EFFECTS OF LOAD FACTOR WOULD CAUSE THE STALL SPEED TO a. INCREASE b. DECREASE c. NOT VARY.
27. IF AN AIRCRAFT WITH A GROSS WEIGHT OF 2000 POUNDS WAS SUBJECTED TO A 60º CONTANT ALTITUDE BANK THE TOTAL LOAD WOULD BE a. 3000 POUNDS b. 4000 POUNDS c. 12000 POUNDS.
28. WHILE MAINTAINING A CONSTANT ANGLE OF BANK AND ALTITUDE IN A COORDINATED TURN, AN INCREASE IN AIRSPEED WILL a. DECREASE THE RATE OF TURN RESULTING IN A DECREASED LOAD FACTOR b. DECREASE THE RATE OF TURN RESULTING IN NO CHANGE IN LOAD FACTOR c. INCREASE THE RATE OF TURN RESULTING IN NO CHANGE IN LOAD FACTOR.
29. WHILE HOLDING THE ANGLE OF BANK CONSTANT IN A LEVEL TURN, IF THE RATE OF TURN IS VARIED THE LOAD FACTOR WOULD a. REMAIN CONSTANT REGARDLESS OF AIR DENSITY AND THE RESULTANT LIFT VECTOR b. VARY DEPENDING UPON SPEED AND AIR DENSITY PROVIDED THE RESULTANT LIFT VECTOR VARIES PROPORTIONATELY c. VARY DEPENDING UPON THE RESULTANT LIFT VECTOR.
30. IF AN AIRPLANE CATEGORY IS LISTED AS A UTILITY, IT WOULD MEAN THAT THIS AIRPLANE COULD BE OPERATED IN WHICH OF THE FOLLOWING MANEUVERS? a. LIMITED ACROBATICS, EXCLUDING SPINS b. LIMITED ACROBATICS, INCLUDING SPINS (IF APPROVED) c. ANY MANEUVERS EXCEPT ACROBATICS OR SPINS.
31. STALL SPEED IS AFFECTED BY a. WEIGHT, LOAD FACTOR AND POWER. b. LOAD FACTOR, ANGLE OF ATTACK AND POWER. c. ANGLE OF ATTACK, WEIGHT AND AIR DENSITY.
32. THE STALLING SPEED OF AN AIRPLANE IS MOST AFFECTED BY a. CHANGES IN AIR DENSITY b. VARIATIONS IN FLIGHT ALTITUDE c. VARIATIONS IN AIRPLANE LOADING .
33. RECOVERY FROM A STALL IN ANY AIRPLANE BECOMES MORE DIFFICULT WHEN ITS a. CENTER OF GRAVITY MOVES AFT. b. CENTER OF GRAVITY MOVES FORWARD. c. ELEVATOR TRIM IS ADJUSTED NOSE DOWN.
34. THE NEED TO SLOW AN AIRCRAFT BELOW Va IS BROUGHT ABOUT THE FOLLOWING WEATHER PHENOMENON a. HIGH DENSITY ALTITUDE WHICH INCREASES THE INDICATED STALL SPEED b. TURBULENCE WHICH CAUSES AN INCREASE IN STALL SPEED c. TURBULENCE WHICH CAUSES A DECREASE IN STALL SPEED.
35. ONE OF THE MAIN FUNCTIONS OF FLAPS DURING THE APPROACH AND LANDING IS TO a. DECREASE THE ANGLE OF DESCENT WITHOUT INCREASING THE AIRSPEED b. PROVIDE THE SAME AMOUNT OF LIFT AT A SLOWER AIRSPEED c. DECREASE LIFT, THUS ENABLING A STEEPER-THAN -NORMAL APPROACH TO BE MADE.
36. THE PRIMARY PURPOSE OF WING SPOILERS IS TO DECREASE a. THE DRAG b. LANDING SPEED c. THE LIFT OF THE WING .
37. A RECTANGULAR WING, AS COMPARED TO OTHER WING PLANFORMS, HAS A TENDENCY TO STALL FIRST AT THE a. WINGTIP, WITH THE STALL PROGRESSION TOWARD THE WING ROOT b. WING ROOT, WITH THE STALL PROGRESSION TOWARD THE WING TIP. c. CENTER TRAILING EDGE, WITH THE STALL PROGRESSION CUTWARD TOWARD THE WING ROOT AND TIP.
38. A PROPELLER ROTATING CLOCKWISE AS SEEN FROM THE REAR, CREATES A SPIRALING SLIPSTREAM. THE SPIRALING SLIPSTREAM, ALONG WITH TORQUE EFFECT, TENDS TO ROTATE THE AIRPLANE TO THE a. RIGHT AROUND THE VERTICAL AXIS, AND TO THE LEFT AROUND THE LONGITUDINAL AXIS. b. LEFT AROUND THE VERTICAL AXIS AND TO THE RIGHT AROUND THE LONGITUDINAL AXIS. c. LEFT AROUND THE VERTICAL AXIS AND TO THE LEFT AROUND THE LONGITUDINAL AXIS.
39. AN AIRPLANE LEAVING GROUND EFFECT WILL a. EXPERIENCE A REDUCTION IN GROUND FRICTION AND REQUIRE A SLIGHT POWER REDUCTION. b. EXPERIENCE AN INCREASE IN INDUCED DRAG AND REQUIRE MORE THRUST. c. REQUIRE A LOWER ANGLE OF ATTACK TO MAINTAIN THE SAME LIFT COEFFICIENT.
40. IF THE SAME ANGLE OF ATTACK IS MAINTAINED IN GROUND EFFECT AS WHEN OUT OF GROUND EFFECT, LIFT WILL a. INCREASE, AND INDUCED DRAG WILL DECREASE. b. DECREASE, AND PARASITE DRAG WILL INCREASE. c. INCREASE, AND INDUCED DRAG WILL INCREASE.
41. CHOOSE THE CORRECT STATEMENT REGARDING WAKE TURBULENCE a. VORTEX GENERATION BEGINS WITH THE INITIATION OF THE TAKE OFF ROLL. b. THE PRIMARY HAZARD IS LOST OF CONTROL BECAUSE OR INDUCED ROLL. c. THE GREATEST VORTEX STRENGTH IS PRODUCED WHEN THE GENERATING AIRPLANE IS HEAVY, CLEAN AND FAST.
42. TO AVOID POSSIBLE WAKE TURBULENCE FROM A LARGE JET AIRCRAFT THAT HAS JUST LANDED PRIOR TO YOUR TAKEOFF, AT WHICH POINT ON THE RUNWAY SHOULD YOU PLAN TO BECOME AIRBORNE? a. PAST THE POINT WHERE THE JET TOUCHED DOWN b. AT THE POINT WHERE THE JET TOUCHED DOWN OR JUST PRIOR TO THIS POINT. c. APPROXIMATELY 500 FEET PRIOR TO THE POINT WHERE THE JET TOUCHED DOWN.
43. A WAY TO DETECT A BROKEN MAGNETO PRIMARY GROUNDING LEAD IS TO a. IDLE THE ENGINE AND MOMENTARILY TURN THE IGNITION OFF. b. ADD FULL POWER, WHILE HOLDING THE BRAKES, AND MOMENTARILY TURN OFF THE IGNITION. c. RUN ON ONE MAGNETO. LEAN THE MIXTURE, AND LOCK FOR A RISE IN MANIFOLD PRESSURE.
44. FOULING OF SPARK PLUGS IS MORE APT TO OCCUR IT THE AIRCRAFT a. GAINS ALTITUDE WITH NO MIXTURE ADJUSTEMENT. b. DESCENDS FROM ALTITUDE WITH NO MIXTURE ADJUSTMENT. c. THROTLE IS ADVANCED VERY ABRUPTLY.
45. THE PILOT CONTROL THE AIRFUEL RATIO WITH THE a. THROTLE b. MANIFOLD PRESSURE c. MIXTURE CONTROL .
46. THE BEST POWER MIXTURE IS THAT FUEL/AIR RATIO AT WHICH a. CYLINDER HEAD TEMPERATURES ARE THE COOLEST b. THE MOST POWER CAN BE OBTAINED FOR ANY GIVEN THROTLE SETTING c. A GIVEN POWER CAN BE OBTAINED WITH THE HIGHEST MANIFOLD PRESSURE OR THROTLE SETTING.
47. AT HIGH ALTITUDES, AN EXCESSIVELY RICH MIXTURE WILL CAUSE THE a. ENGINE TO OVERHEAT b. FOULING OF SPARK PLUGS. c. ENGINE TO OPERATE SMOOTHER EVEN THROUGH FUEL CONSUMPTION IS INCREASED.
48. LEAVING THE CARBURETOR HEAT ON WHILE TAKING OFF a. LEANS THE MIXTURE FOR MORE POWER ON TAKEOFF. b. WILL DECREASE THE TAKEOFF DISTANCE. c. WILL INCREASE THE GROUND ROLL.
49. WHICH STATEMENT IS TRUE CONCERNING THE EFFECT OF THE APPLICATION OF CARBURETOR HEAT? a. IT ENRICHES THE FUEL/AIR MIXTURE b. IT LEANS THE FUEL/AIR MIXTURE c. IT HAS NO EFFECT ON THE FUEL/AIR MIXTURE.
50. DETONATION MAY OCCURAT HIGH-POWER SETTTINGS WHEN a. THE FUEL MIXTURE IGNITES INSTANTANEOUSLY INSTEAD OF BURNING PROGRESSIVELY AND EVENLY. b. AN EXCESSIVELY RICH FUEL MIXTURE CAUSES AN EXPLOSIVE GAIN IN POWER. c. THE FUEL MIXTURE IS IGNITED TOO EARLY BY HOT CARBON DEPOSITS IN THE CYLINDER.
51. THE UNCONTROLLED FIRING OF THE FUEL/AIR CHARGE IN ADVANCE OF NORMAL SPARK IGNITION IS KNOWN AS a. INSTANANEOUS COMBUSTION. b. DETONATION. c. PRE-IGNITION.
52. DETONATION OCCURS IN A RECIPROCATING AIRCARFT ENGINE WHEN a. THERE IS AN EXPLOSVE INCREASE OF FUEL CAUSED BY TOO RICH A FUEL/AIR MIXTURE b. THE SPARK PLUGS RECEIVE AN ELECTRICAL JOLT CAUSED BY SHORT IN THE WING. c. THE UNBURNED FUEL/AIR CHARGE IN THE CYLINDERS IS SUBJECTED TO INSTANTANEOUS COMBUSTION.
53. A DETUNING OF ENGINE CRANKSHAFT COUNTERWEIGHTS IS A SOURCE OF OVERSTRESS THAT MAY BE CAUSED BY a. RAPID OPENING AND CLOSING OF THE THROTLE. b. CARBURETOR ISE FORMING ON THE THROTLE VALVE. c. OPERATING WITH AN EXCESSIVELY RICH FUEL/AIR MIXTURE.
54. PROPELLER EFFICIENCY IS THE a. RATIO OF THRUST HORSEPOWER TO BRAKE HORSEPOWER. b. ACTUAL DISTANCE A PROPELLER ADVANCES IN ONE REVOLUTION. c. RATIO OF GEOMETRIC PITCH TO EFFECTIVE PITCH.
55. A FIXED-PITCH PROPELLER IS DESIGNED FOR BEST EFFICIENCY ONLY AT A GIVEN COMBINATION OF a. ALTITUDE AND RPM b. AIRSPEED AND RPM c. AIRSPEED AND ALTITUDE.
56. TO DEVELOP MAXIMUM POWER AND THRUST, A CONSTANT-SPEED PROPELLER SHOULD BE SET TO A BLADE ANGLE THAT WILL PRODUCE A a. LARGE ANGLE OF ATTACK AND LOW RPM b. SMALL ANGLE OF ATTACK AND HIGH RPM c. LARGE ANGLE OF ATTACK AND HIGH RPM.
57. FREQUENT INSPECTIONS SHOULD BE MADE OF AIRCRAFT EXHAUST MANIFOLD-TYPE HEATING SYSTEMS TO MINIMIZE THE POSSIBILITY OF a. EXHAUST GASSES LEAKING INTO THE COCKPIT. b. A POWER LOSS DUE TO BACK PRESSURE IN THE EXHAUST SYSTEM. c. A COLD-RUNNING ENGINE DUE TO THE HEAT WITHDRAWN BY THE HEATER.
58. DURING PREFLIGHT IN COLD WEATHER, CRANKCASE BREATHER LINES SHOULD RECEIVE SPECIAL ATTENTION BECAUSE THEY ARE SUSCEPTIBLE TO BEING CLOGGED BY a. CONGEALED OIL FROM THE CRANKCASE. b. MOISTURE FROM THE OUTSIDE AIR WHICH HAS FROZEN. c. ICE FROM CRANKCASE VAPORS THAT HAVE CONDENSED AND SUBSEQUENTLY FROZEN.
59. CALIBRATE AIRSPEED IS BEST DESCRIBED AS INDICATED AIRSPEED CORRECTED FOR a. INTALLATION AND INSTRUMENT ERROR. b. INSTRUMENT ERROR c. NON-STANDARDTEMPERATURE.
60. MAXIMUM STRUCTURAL CRUISING SPEED IS THE MAXIMUM SPEED AT WHICH AN AIRPLANE CAN BE OPERATED DURING a. ABRUPT MANUEUVERS b. NORMAL OPERATIONS c. FLIGHT I SMOOTH AIR.
61. WHICH IS THE BEST TECHNIQUE FOR MINIMIZING THE WING-LOAD FACTOR WHEN FLYING IN SEVERE TURBULENCE? a. CHANGE POWER SETTING, AS NECCESARY, TO MAINTAIN CONSTANT AIRSPEED. b. CONTROL AIRSPEED WITH POWER, MAINTAIN WINGS LEVEL, AND ACCEPT VARIATIONS OF ALTITUDE. c. SET POWER AND TRIM TO OBTAIN AN AIRSPEED AT OR BELOW MANEUVERING SPEED, MAINTAIN WINGS LEVEL, AND ACCEPT VARIATIONS OF AIRSPEED AND ALTITUDE.
62. WHICH IS THE CORRECT SYMBOL FOR THE STALLING SPEED OR THE MINIMUM STEADY FLIGHT SPEED IN A SPECIFIED CONFIGURATION? a. Vs b. Vs1 c. Vso.
63. IF A STANDARD RATE TURN IS MAINTAINED, HOW LONG WOULD IT TAKE TO TURN 360º? a. 1 MINUTE b. 2 MINUTES c. 3 MINUTES.
64. WHAT ALTIMETER SETTING IS REQUIRED WHEN OPERATING AN AIRCRAFT AT 18,000 FEET MSL? a. CURRENT REPORTED ALTIMETER SETTING OF A STATION ALONG THE ROUTE. b. 20,92” HG. c. ALTIMETER SETTTING AT THE DEPARTURE OR DESTINATION AIRPORT.
65. NEWER AIRPLANES HAVE A DESIGN MANEUVERING SPEED THAT CAN GENERALLY BE CALCULATED AS FOLLOWS: a. 1.2 Vso b. 1.7 Vso c. HALF THE STALL SPEED.
66. TO DETERMINE PRESSURE ALTITUDE PRIOR TO TAKEOFF, THE ALTIMETER SOHULD BE SET TO a. THE CURRENT ALTIMETER SETTING b. 29.92 HG AND THE ALTIMETER INDICATION NOTED. c. THE FIELD ELEVATION AND THE PRESSURE READING IN THE ALTIMETER SETTING WINDOW NOTED.
67. WHEN IS THE PILOT IN COMMAND REQUIRED TO HOLD A CATEGORY AND CLASS RATING APPROPIATE TO THE AIRCRAFT BEING FLOWN? a. ALL SOLO FLIGHTS b. ON PRACTICAL TESTS GIVEN BY AN EXAMINER OR FAA INSPTECTOR c. ON FLIGHTS WHEN CARRIYNG ANOTHER PERSON.
68. COMMERCIAL ARE REQUIRED TO HAVE A VALID AND APPROPIATE PILOT CERTIFICATE IN THEIR PHYSICAL POSSESSION OR READY ACCESIBLE IN THE AIRCRAFT WHEN a. PILOTING FOR HIRE ONLY. b. CARRYING PASSENGER ONLY. c. ACTING AS PILOT IN COMMAND.
69. UNLESS OTHERWISE AUTHORIZED, THE PILOT IN COMMAND IS REQUIRED TO HOLD A TYPE RATING WHEN OPERATING ANY a. AIRCRAFT THAT IS CERTIFICATED FOR MORE THAN ONE PILOT. b. AIRCRAFT OF MORE THAN 12.500 POUNDS MAXIMUM CERTIFICATED TAKEOFF WEIGHT. c. MULTIENGINE AIRPLANE HAVING A GROSS WEIGHT OF MORE THAN 12.000 POUNDS.
70. IF A STANDARD RATE TURNS IS MAINTAINED, HOW LONG WOULD IT TAKE TO TURN 360º? a. 1 MINUTE. b. 2 MINUTES. c. 3 MINUTES.
71. NAME THE FOUR FUNDAMENTALS INVOLVED IN MANEUVERING AN AIRCRAFT. a. POWER, PITCH, BANK AND TRIM. b. THRUST, LIFT, TURNS AND GLIDES. c. STRAIGHT-AND-LEVEL FLIGHT, TURNS, CLIMBS AND DESCENTS.
72. TO ACT AS A PILOT IN COMMAND OF AN AIRPLANE THAT IS EQUIPPED WITH REATRATABLE LANDING GEAR, FLAPS AND CONTROLLABLE PITCH PROPELLER, A PERSON IS REQUIRED TO a. MAKE AT LEAST SIX TAKEOFF AND LANDINGS IN SUCH AN AIRPLANE WITHIN THE PRECEDING 6 MONTHS b. RECEIVE AND LOG GROUND AND FLIGHT TRAINING IN SUCH AN AIRPLANE, AND OBTAIN A LOGBOOK ENDORSEMENT CERTIFYING PROEFICIENCY. c. HOLD A MULTIENGINE AIRPLANE CLASS RATING.
73. WHAT MINIMUM DISTANCE SHOULD EXIST BETWEEN INTENSE RADAR ECHOES BEFORE ANY ATTEMPT IS MADE TO FLY BETWEEN THESE THUNDERSTORMS? a. 20 MILES b. 30 MILES c. 40 MILES.
74. THUNDERSTORMS IDENTIFIED AS SEVERE OR GIVING AN INTENSE RADAR ECHO SHOULD BE AVOIDED BY WHAT DISTANCE? a. 5 MILES b. AT LEAST 25 MILES c. AT LEAST 20 MILES.
75. FOG PRODUCED BY FRONTAL ACTIVITY IS A RESULT IS A RESULT OF SATURATION DUE TO a. NOCTURNAL COOLING b. ADIABATIC COOLING c. EVAPORATION OF PRECIPITATION.
76. ADVECTION FOG HAS DRIFTED OVER A COASTAL AIRPORT DURING THE DAY. WHAT MAY TEND TO DISSIPATE OR LIFT THIS FOG INTO LOW STRATUS CLOUDS? a. NIGHTTIME COOLING b. SURFACE RADIATION c. WIND 5 KNOTS OR STRONGER.
77. WHIT RESPECT TO ADVECTION FOG, WHICH STATEMENT IS TRUE? a. IT IS SLOW TO DEVELOP, AND DISSIPATES QUITE RAPIDLY b. IT FORMS ALMOST EXCLUSIVELY AT NIGHT OR NEAR DAYBREAK c. IT CAN APPEAR SUDDENLY DURING DAY OR NIGHT, AND IT IS MORE PERSISTENT THAN RADIATION FOG.
78. HAZARDOUS WINDSHEAR IS COMMONLY ENCOUNTERED a. NERA WARM OR STATIONARY FRONTAL ACTIVITY b. WHEN THE WIND VELOCITY IS STRONGER THAN 35 KNOTS c. IN AREAS OF TEMPERATURE INVERSION AND NEAR THUNDERSTORMS.
79. IF A TEMPERATURE INVERSION IS ENCOUNTERED IMMEDIATELY AFTER TAKEOFF OR DURING AN APPROACH TO A LANDING A POTENTIAL HAZARD EXISTS DUE TO a. WIND SHEAR b. STRONG SURFACE WINDS c. STRONG CONVECTIVE CURRENTS.
80. LOW-LEVEL WIND SHEAR MAY OCCUR WHEN a. SURFACE WINDS ARE LIGHT AND VARIABLE b. THERE IS A LOW-LEVEL TEMPERATURE INVERSION WITH STRONG WINDS ABOVE THE INVERSION c. SURFACE WINDS ARE ABOVE 15 KNOTS AND THERE IS NO CHANGE IN WIND DIRECTION AND WINDSPEED WITH HEIGHT.
81. DURING DEPARTURE, UNDER CONDITIONS OF SUSPECTED LOW-LEVEL WIND SHEAR, A SUDDEN DECREASE IN HEADWIND WILL CAUSE a. A LOSS IN AIRSPEED EQUAL TO THE DECREASE IN WIND VELOCITY b. A GAIN IN AIRSPEED EQUAL TO THE DECREASE IN WIND VELOCITY c. NO CHANGE IN AIRSPEED, BUT GROUNDSPEED WILL DECREASE
.
82. THE MOST CURRENT ROUTE AND DESTINATION WEATHER INFORMATION FOR AN INSTRUMENT FLIGHT SHOULD BE OBTAINED FORM THE a. AFSS b. ATIS BROADCAST c. NOTICES TO AIRMAN PUBLICATIONS.
83. THE REMARKS SECTION OF THTE AVIATION ROUTINE WEATHER REPORT (METAR) CONTAINS THE FOLLOWING CODED INFORMATION, WHAT DOES IT MEAN?
RMK FZDZB42 WSHFT 30 FROPA
a. FREEZING DRIZZLE WITH CLOUD BASES BELOW 4,200 FEET b. FREEZING DRIZZLE BELOW 4,200 FEET AND WIND SHEAR c. WIND SHIFT AT THREE ZERO DUE TO FRONTAL PASSAGE.
84. THE STATION ORIGINATING THE FOLLOWING METAR OBSERVATION HAS A FIELD ELEVATION OF 3,500 FEET MSL. IF THE SKY COVER IS ONE CONTIOUS LAYER, WHAT IS THE THICKNESS OF THE CLOUD LAYER? (TOP OF OVERCAST REPORTED AT 7,500 FEET MSL)
METAR KHOB 151250Z 17006KT 4 SM OVC005 13/11 A2998
a. 2,500 FEET b. 3,500 FEET c. 4,000 FEET.
85. TO BEST DETERMINE OBSERVED WEATHER CONDITIONS BETWEEN WEATHER REPORTING STATIONS, THE PILOT SHOULD REFER TO a. PILOT REPORTS b. AREA FORECASTS c. PROGNOSTIC CHARTS.
86. A PILOT REPORTING TURBULENCE THAT MOMENTARILY CAUSES SLIGHT, ERRATIC CHANGES IN ALTITUDE AND/FOR ALTITUDE SHOULD REPORT IT AS a. LIGHT CHOP b. LIGHT TURBULENCE c. MODERATE TURBULENCE.
87. WHAT IS THE MEANING OF THE TERMS PROB402102 +TSRA AS USED A TERMINAL AERODROME FEROCASTS (TAF)? a. PROBABILITY OF HEAVY THUNDERSTORMS WITH RAIN SHOWERS BELOW 4000 FEET AT TIME 2102 b. BETWEEN 2100Z AND 0200Z THERE IS A FORTY PERCENT (40%) PROBABILITY OF THUNDERSTORMS WITH HEAVY RAIN c. BEGINNING AT 2102Z FORTY PERCENT (40%) PROBABILITY OF HEAVY THUNDERSTORMS AND RAIN SHOWERS.
88. WHICH INFORMATION SECTION IS CONTAINED IN THE AVIATION AREA FORECAST (FA)? a. WINDS ALOFT, SPEED AND DIRECTION b. VFR CLOUDS AND WEATHER (VFR CLDS/WX) c. IN FLIGHT AVIATION WEATHER ADVISORIES.
89. THE AVIATION WEATHER CENTER (AWC) PREPARES FAs FORT THE CONTIGUOUS U.S. a. TWICE EACH DAY b. THREE TIMES EACH DAY c. EVERY 6 HOURS UNLESS SIGNIFICANT CHANGES IN WEATHER REQUIRE IT MORE OFTEN.
90. SIGMETs AREA ISSUED AS A WARNING OF WEATHER CONDITIONS WHICH AREA HARZADOUS a. TO ALL AIRCRAFT b. PARTICULARLY TO HEAVY AIRCRAFT c. PARTICULARLY TO LIGHT AIRPLANES .
91. WHAT SINGLE REFERENCE CONTAINS INFORMATION REGARDING A VOLCANIC ERUPTION, THAT IS OCCURING OR EXPECTED TO OCCUR? a. IN-FLIGHT WEATHER ADVISORIES b. TERMINAL AREA FORECASTS (TAF) c. WEATHER DEPICTION CHART.
92. WHAT INFORMATION IS PROVIDED BY THE RADAR SUMMARY CHART THAT IS NOT SHOWN ON OTHER WEATHER CHARTS? a. LINES AND CELLS OF HAZARDOUS THUNDERSTORMS b. CEILINGS AND PRECIPITATIONS BETWEEN REPORTING STATIONS c. AREAS OF CLOUD COVER AND ICING LEVELS WITHIN THE CLOUDS.
93. ON A SURFACE ANALYSIS CHART, THE SOLID LINES THAT DEPICT SEA LEVEL PRESSURE PATTERNS ARE CALLED a. ISOBARS b. ISOGONS c. MILLIBARS.
94. DASHED LINES ON A SURFACE ANALYSIS CHART, IF DEPICTED, INDICATE THAT PRESSURE GRADIENT IS a. WEAK b. STRONG c. UNSTABLE.
95. WHICH CHARTPROVIDES A READY MEANS OF LOCATING OBSERVED FRONTAL POSITIONS AND PRESSURE CENTERS? a. SURFACE ANALISYS CHART b. CONSTAN PRESSURE ANALYSIS CHART c. WEATHER DEPICTION CHART.
96. WHICH PROVIDES A GRAPHIC DISPLAY OF BOTH VFR IFR WEATHER? a. SURFACE WEATHER MAP b. RADAR SUMMARY CHART c. WEATHER DEPICTION CHART.
97. HATCHING ON A CONSTANT PRESSURE ANALYSIS CHART INDICATES a. HURRICANE EYE b. WINDSPEED 70 KNOTS TO 110 KNOTS c. WINSPEED 110 KNOTS TO 150 KNOTS.
98. THE MINIMUM VERTICAL WIND SHEAR VALUE CRITICAL FOR PROBABLE MODERATE OR GREATER TURBULENCE IS a. 4 KNOST PER 1,000 FEET b. 6 KNOTS PER 1,000 FEET c. 8 KNOTS PER 1,000 FEET.
99. WHAT IS THE UPPER LIMIT OF THE LOW-LEVEL SIGNIFICANT WEATHER PROGNOSTIC CHART? a. 30,000 FEET b. 24,000 FEET c. 18,000 FEET.
100. THE DIFFERENCE FOUND BY SUBTRACTING THE TEMPERATURE OF A PARCEL OF AIR THEORETICALLY LIFTED FROM THE SURFACE TO 500 MILLIBARS AND THE EXISTING TEMPERATURE AT 500 MILLIBARS IS CALLED THE a. LIFTED INDEX b. NEGATIVE INDEX c. POSITIVE INDEX.
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