COMMERCIAL PILOT 2025-26 AIRCRAFT SYSTEMS

APPLYING CARBURETOR HEAT WILL. NOR AFFEECT THE MIXTURE. LEAN THE AIR-FUE MIXTURE. ENRICH THE AIR-FUEL MIXTURE.

THE BASIC PURPOSE OF ADJUSTING THE AIR-FUEL MIXTURE CONTROL AT ALTITUDE IS TO. DECREASE THE FUEL FLOW TO COMPENSATE FOR DECREASE AIR DENSITY. DECREASE THE AMOUNT OF FUEL IN THE MIXTURE TO COMPENSATE FOR INCREASED AIR DENSITY. INCREASE THE AMOUNT OF FUEL IN THE MIXTURE TO COMPENSATE FOR THE DECREASE IN PRESSURE AND DENSITY OF THE AIR.

A DETUNING OF ENGINE CRANKSHAFT COUNTERWEIGHTS IS A SOURCE OF OVERSTRESS THAT MAY BE CAUSED BY. RAPID OPENING AND CLOSING OF THE THROTTLE. CARBURETOR ICE FORMING ON THE THROTTLE VALVE. OPERATING WITH AND EXCESSIVELY RICH AIR-FUEL MIXTURE.

THE PILOT CONTROLS THE AIR-FUEL RATIO WITH THE. THROTTLE. MANIFOLD PRESSURE. MIXTURE CONTROL.

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 TAKE OFFS. THE PROPELLER CONTROL REGULATES THE ENGINE RPM AND IN TURN THE PROPELLER RPM.

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.

TO ESTABLISH A CLIMB AFTER TAKE OFF IN A AORCRAFT EQUIPPED WITH A CONSTANT-SPEED PROPELLER, THE OUTPUT OF THE ENGINE IS REDUCE 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.

THE BEST POWER MIXTURE IS THAT AIR-FUEL 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 THROTTLE SETTING.

YOUR AIRCRAFT HAS AN EXHAUST MANIFOLD TYPE HEATING SYSTEM. THE EXHAUST MANIFOLD SHOULD BE PERIODICALLY INSPECTED TO AVOID. CARBON MONOXIDE POISONING. OVERHEATING IN THE FLIGHT DECK. EXTREMELY COLD TEMPERATURES IN THE CABIN.

A WAY TO DETECT A BROKEN MAGNETO PRIMARY GROUNDING LEAD IS TO. IDLE THE ENGINE AND MOMENTARILY TURN THE IGNITION OFF. ADD FULL POWER, WHILE HOLDING THE BRAKES, AND MOMENTARILY TURN OFF THE IGNITION. RUN ON ONE MAGNETO, LEAN THE MISXTURE, AND LOOK FOR RISE IN MANIFOLD PRESSURE.

THE MIXTURE CONTROL CAN BE ADJUSTED, WICH. PREVENTS THE AIR-FUEL COMBINATION FROM BECOMING TOO RICH AT HIGHER ALTITUDES. REGULATES THE AMOUNT OF AIR FLOW THROUGH THE CARBURETOR¨S VENTURY. PREVENTS THE AIR-FUEL COMBINATION FROM BECOMING LEAN AS THE AIRPLANE CLIMBS.

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 BOTH POSITION. COULD ACCIDENTALY START IF THE PROPELLER IS MOVED WITH FUELIN THE CYLINDER.

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.

THE UNCONTROLLED FIRING OF THE AIR-FUEL CHARGE IN ADVANCE OF NORMAL SPARK IGNITION IS KNOW AS. INSTANTANEOUS COMBUSTION. DETONATION. PRE-IGNITION.

AN ABNORMALLY HIGH ENGINE OIL TEMPERATURE INDICATION MAY BE CAUSED BY. A DEFECTIVE BEARING. THE OIL LEVEL BEING TOO LOW. OPERATING WITH AN EXCESSIVELY RICH MIXTURE.

AIR-FUEL RATIO IS THE RATIO BETWEEN THE. VOLUME OF AIR AND VOLUME OR FUEL ENTERING THE CYLINDER. WEIGHT OF AIR AND WEIGHT OF FUEL ENTERING THE CYLINDER. WEIGHT OF AIR AND WEIGHT OF FUEL ENTERING THE CARBURATOR.

DURING PREFLIGHT IN COLD WEATHER, CRANKCASE BREATHER LINES SHOULD RECEIVE SPECIAL ATTENTION BECAUSE THEY ARE SUSCEPTIBLE TO BEING CLOGGED BY. CONGEALED OIL FROM THE CRANKCASE. MOISTURE FROM THE OUTSIDE AIR WHICH HAS FROZEN. ICE FROM CRANKCASE VAPORS THAT HAVE CONDENSED AND SUBSEQUENTLY FROZEN.

FOR INTERNAL COOLING, RECIPROCATING AIRCRAFT ENGINES ARE ESPECIALLY DEPENDENT ON. A PROPERLY FUNCTIONING COWL FLAP AUGMENTER. THE CIRCULATION OF LUBRICATING OIL. THE PROPER FREON/COMPRESSOR OUTPUT RATIO.

PROPELLER EFFICIENCY IS THE. RATIO OF THRUST HORSEPOWER TO BRAKE HORSEPOWER. ACTUAL DISTANCE A PROPELLER ADVANCES IN ONE REVOLUTION. RATIO OF GEOMETRIC PITCH TO EFFECTIVE PITCH.

BEFORE SHUTDOWN, WHILE AT IDLE, THE IGNITION KEY IS MOMENTARILY TURNED OFF. THE ENGINE CONTINUES TO RUN WITH NO INTERRUPTION; THIS. IS NORMAL BECAUSE THE ENGINE IS USUALLY STOPPED BY MOVING THE MIXTURE TO IDLE. SHOULD NOT NORMALLY HAPPEN. INDICATES A MAGNETO NOT GROUNDING IN OFF POSITION. IS AN UNDESIRABLE PRACTICE, BUT INDICATES THAT NOTHING IS WRONG.

LEAVING THE CARBURETOR HEAT ON WHILE TAKING OFF. LEANS THE MISXTURE FOR MORE POWER ON TAKEOFF. WILL DECREASE THE TAKEOFF DISTANCE. WILL INCREASE THE GROUND ROLL.

FOULING SPARK PLUGS IS MORE APT TO OCCUR IF THE AIRCRAFT. GAINS ALTITUDE WITH NO MIXTURE ADJUSTMENT. DESCENDS FROM ALTITUDE WITH NO MISXTURE ADJUSTMENT. THROTTLE IS ADVANCED VERY ABRUPTLY.

WHAT WILL OCCUR IF NO LEANING IS MADE WITH THE MIXTURE CONTROL AS THE FLIGHT ALTITUDE INCREASES?. THE VOLUME OF AIR ENTERING THE CARBURETOR DECREASES AND THE AMOUNT OF FUEL DECREASES. THE DENSITY AIR ENTERING THE CARBURETOR DECREASES AND THE AMOUNT OF FUEL INCREASES. THE DENSITY OF AIR ENTERING THE CARBURETOR DECREASES AND THE AMOUNT OF FUEK REMAINS CONSTANT.

CONSIDER A RECIPROCATING AIRCRAFT ENGINE. DETONATION CAN BE CAUSED BY. A RICH MIXTURE. LOW ENGINE TEMPERATURES. USING A LOWER GRADE OF FUEL THAN RECOMMENDED.

WHICH STATEMENT IS TRUE CONCERNING THE EFFECT OF THE APPLICATION OF CARBURETOR HEAT?. IT ENRICHES THE AIR-FUEL MIXTURE. IT LEANS THE AIR-FUEL MIXTURE. IT HAS NO EFFECT ON THE AIR-FUEL MIXTURE.

WHICH IS TRUE REGARDING PREHEATING AN AIRCRAFT DURING COLD WEATHER OPERATIONS?. THE CABIN AREA AS WELL AS THE ENGINE SHOULD BE PREHEATED. THE CABIN AREA SHOULD NOT BE PREHEATED WITH PORTABLE HEATERS. HOT AIR SHOULD BE BLOWN DIRECTLY AT THE ENGINE THROUGH THE AIR INTAKES.

UNLESS ADJUSTED, THE AIR-FUEL MIXTURE BECOMES RICHER 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.

DETONATION MAY OCCUR AT HIGH-POWER SETTING WHEN. THE FUEL MIXTURE INSTANTANEOUSLY INSTEAD OF BURNING PROGRESSIVELY AND EVENLY. AN EXCESSIVENLY RICH FUEL MIXTURE CAUSES AN EXPLOSIVE GAIN POWER. THE FUEL MIXTURE IS IGNITED TOO EARLY BY HOT CARBON DEPOSITS IN THE CYLINDER.

DETONATION OCCURS IN A RECIPROCATING AIRCRAFT ENGINE WHEN. THERE IS AN EXPLOSIVE INCREASE OF FUEL CAUSED BY TOORICH A AIR-FUEL MIXTURE. THE SPARK PLUGS RECEIVE AN ELECTRICAL JOLT CAUSED BY A SHORT IN THE WIRING. THE UNBURNED AIR-FUEL CHARGE IN THE CYLINDERS IS SUBJECTED TO INSTANTANEOS COMBUSTION.

WHAT SHOULD BE EXPECTED WHEN MAKING A DOWNWIND LANDING ? THE LIKELIHOOD OF. UNDERSHOOTING THE INTENDED LANDING SPOT AND FASTER AIRSPEED AT TOUCHDOWN. OVERSHOOTING THE INTENDED LANDING SPOT AND A FASTER GROUNDSPEED AT TOUCHDOWN. UNDERSHOOTING THE INTENDED LANDING SPOT AND FASTER GROUNDSPEED AT TOUCHDOWN.

THE MOST PROBABLE REASON AN ENGINE CONTINUES TO RUN AFTER THE IGNITION SWITCH HAS BEEN TURNED OFF IS. CARBON DEPOSITS GLOWING ON THE SPARK PLUGS. A MEGNETO GROUND WIRE IS IN CONTACT WITH THE ENGINE CASING. A BROKEN MAGNETO GROUND WIRE.

A FIXED-PITCH PROPELLER IS DESIGNED FOR THE BEST EFFICIENCY ONLY AT A GIVEN COMBINATION OF. ALTITUDE AND RPM. AIRSPEED AND RPM. AIRSPEED AND ALTITUDE.

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.

THE REASON FOR VARIATIONS IN GEOMETRIC PITCH(TWISTING) ALONG A PROPELLER BLADE IS THAT IT. PERMITS A RELATIVELY CONSTANT ANGLE OF INCIDENCE ALONG ITS LENGHT WHEN IN A 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 LENGHT WHEN IN CRUISING FLIGHT.

IN AIRCRAFT EQUPPED 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, INCREASED THE RPM BEFORE INCREASING THE MANIFOLD PRESSURE. INCREASED OR DECREASED , THE RPM SHOULD BE ADJUSTED BEFORE THE MANIFOLD PRESSURE.