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TEST BORRADO, QUIZÁS LE INTERESEEXAMEN PREP AV 6

COMENTARIOS ESTADÍSTICAS RÉCORDS
REALIZAR TEST
Título del test:
EXAMEN PREP AV 6

Descripción:
MODULO 6

Autor:
CAMILO MORALES
(Otros tests del mismo autor)

Fecha de Creación:
27/09/2012

Categoría:
Otros

Número preguntas: 153
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Temario:
14 CFR part 1 defines VLE as Maximum landing gear extended speed. Maximum landing gear operating speed. Maximum leading edge flaps extended speed.
14 CFR part 1 defines VNE as Maximum landing gear extended speed. Never-exceed speed. Maximum nose wheel extend speed.
14 CFR part 1 defines VY as Speed for best rate of descent. Speed for best angle of climb. Speed for best rate of climb.
Which is the correct symbol for the stalling speed or the minimum steady flight speed at which the airplane is controllable? VS. VS1. VSO.
14 CFR part 1 defines VNO as Normal operating speed. Maximum structural cruising speed. Maximum operating speed.
14 CFR part 1 defines VF as Design flap speed. Flap operating speed. Maximum flap extended speed.
Which is the correct symbol for the stalling speed or the minimum steady flight speed in a specified configuration? VS. VS1. VSO.
Which airspeed would a pilot be unable to identify by the color coding of an airspeed indicator? The never-exceed speed. The power-off stall speed. The maneuvering speed.
If a standard rate turn is maintained, how long would it take to turn 360°? 1 minute. 2 minutes. 3 minutes.
To determine pressure altitude prior to takeoff, the altimeter should be set to The current altimeter setting. 29.92 inches Hg and the altimeter indication noted. The field elevation and the pressure reading in the altimeter setting window noted.
What is an operational difference between the turn coordinator and the turn-and-slip indicator? The turn coordinator Is always electric, the turn-and-slip indicator is always vacuum-driven. Indicates bank angle only, the turn-and-slip indicator indicates rate of turn and coordination. Indicates roll rate, rate of turn, and coordination, the turn-and-slip indicator indicates rate of turn and coordination.
What is an advantage of an electric turn coordinator if the airplane has a vacuum system for other gyroscopic instruments? It is a backup in case of vacuum system failure. It is more reliable than the vacuum-driven indicators. It will not tumble as will vacuum-driven turn indicators.
A Standard rate turn is : A turn at a rate of 3% min at 100 Kts (TAS in Kts / 3º) + 5 A turn at a rate of 3º / sec.
Magnetic dip is responsible for: Northerly turning errors only in the northern hemisphere counteracted by magnetic dip Nothing on a commercial transport category Aircraft equipped with EFIS Errors during acceleration or turns on only magnetic compasses.
Pitot static instruments are connected as follows on a high Performance aircraft: Airspeed = pitot only, Altimeter = static only Airspeed = pitot + static, Altimeter = static only, Vertical speed = pitot + alternate Static Airspeed = pitot + static ,Altimeter = static only, Vertical speed = static only.
At higher elevation airports the indicated airspeed: Is the same as the TAS Is higher and so is the resultant ground speed Remains the same but the ground speed is faster than at lower altitude airports.
TAS is the actual speed your airplane moves through undisturbed air. As density altitude increases your TAS: Should remain the same regardless Should increase about 2 Kts / 1.000 Ft increment Should increase for a given TAS corrected for instrument and installation error.
Pressure altitude is: Displayed when the altimeter setting is corrected for temperature at sea level Displayed when the altimeter setting is set on the QNH window Displayed when 29.92 is set on the altimeter regardless of outside temp. + pressure.
Density altitude is used for: Only for flying altitudes below 18.000 Ft. Calculating TAS with 29.92 set on the Alt. Performance calculations with OAT charts.
While on the ground with the correct altimeter setting your altimeter should read: Within 100 Ft. for CAT I ILS approved airplanes Within 20 Ft. of the other altimeter Within 75 Ft. of the actual field elevation.
If on a takeoff roll below 80 Kts. one of the airspeed indicators is under reading by exactly 30 Kts., you should: Continue the take off and report to Maintenance at next stop as you still have 1 reliable ASI available Continue the takeoff and consult the MEL before writing out a Maintenance report Reject the take off, return to the gate and report to Maintenance assuming all the delay consequences.
Compass correction cards Are not required on EFIS equipped aircraft Are not required on transport category aircraft Must be current and installed on all certified aircraft.
Pitch instruments are: Attitude, vertical speed and altimeter Altimeter, airspeed and VSI Attitude indicator, altimeter, airspeed and VSI.
When performing a VOR accuracy check at a VOR test point on an airfield, the VOR can be considered serviceable if it is within _______ of the published radial: 2º to either side No deviations are allowed for IFR 4º to either side.
If a VOR check is desired and no VOT is available, the check: Must be made by maintenance personnel with special equipment Is not necessary for aircraft certified for CAT II ILS approaches Can be made between 2 VOR´S within the aircraft and the error must not exceed 4º.
What information does a Mach meter present? The ratio of aircraft true airspeed to the speed of sound. The ratio of aircraft indicated airspeed to the speed of sound. The ratio of aircraft equivalent airspeed, corrected for installation error, to the speed of sound.
Under what condition is pressure altitude and density altitude the same value? At standard temperature. When the altimeter setting is 29.92" Hg. When indicated, and pressure altitudes are the same value on the altimeter.
Under which condition will pressure altitude be equal to true altitude? When the atmospheric pressure is 29.92" Hg. When standard atmospheric conditions exist. When indicated altitude is equal to the pressure altitude.
Which condition would cause the altimeter to indicate a lower altitude than actually flown (true altitude)? Air temperature lower than standard. Atmospheric pressure lower than standard. Air temperature warmer than standard.
Under what condition will true altitude be lower than indicated altitude with an altimeter setting of 29.92" Hg? In warmer than standard air temperature. In colder than standard air temperature. When density altitude is higher than indicated altitude.
Altimeter setting is the value to which the scale of the pressure altimeter is set so the altimeter indicates True altitude at field elevation. Pressure al titude at field elevation. Pressure altitude at sea level.
How can you obtain the pressure altitude on flights below 18,000 feet? Set your altimeter to 29.92" Hg. Use your computer to change the indicated altitude to pressure altitude. Contact an FSS and ask for the pressure altitude.
How can you determine the pressure altitude on an airport without a tower or FSS? Set the altimeter to 29.92" Hg and read the altitude indicated. Set the altimeter to the current altimeter setting of a station within 100 miles and correct this indicated altitude with local temperature. Use your computer and correct the field elevation for temperature.
Which altitude is indicated when the altimeter is set to 29.92" Hg? Density. Pressure. Standard.
At an altitude of 6,500 feet MSL, the current altimeter setting is 30.42" Hg. The pressure altitude would be approximately 7,500 feet. 6,000 feet. 6,500 feet.
The pressure altitude at a given location is indicated on the altimeter after the altimeter is set to The field elevation. 29.92" Hg. The current altimeter setting.
If the outside air temperature increases during a flight at constant power and at a constant indicated altitude, the true airspeed will Decrease and true altitude will increase. Increase and true altitude will decrease. Increase and true altitude will increase.
Altimeter setting is the value to which the scale of the pressure altimeter is set so the altimeter indicates Pressure altitude at sea level. True altitude at field elevation. Pressure altitude at field elevation.
Pressure altitude is the altitude read on your altimeter when the instrument is adjusted to indicate height above Sea level. The standard datum plane. Ground level.
When an altimeter is changed from 30.11" Hg to 29.96" Hg, in which direction will the indicated altitude change and by what value? Altimeter will indicate 15 feet lower. Altimeter will indicate 150 feet lower. Altimeter will indicate 150 feet higher.
En route at FL290, the altimeter is set correctly, but not reset to the local altimeter setting of 30.57" Hg during descent. If the field elevation is 650 feet and the altimeter is functioning properly, what is the approximate indication upon landing? 715 feet. 1,300 feet. Sea level.
En route at FL290, your altimeter is set correctly, but you fail to reset it to the local altimeter setting of 30.26" Hg during descent. If the field elevation is 134 feet and your altimeter is functioning properly, what will it indicate after landing? 100 feet MSL. 474 feet MSL. 206 feet below MSL.
Which of the following defines the type of altitude used when maintaining FL210? Indicated. Pressure. Calibrated.
What is the procedure for setting the altimeter when assigned an IFR altitude of 18,000 feet or higher on a direct flight off airways? Set the altimeter to 29.92" Hg before takeoff. Set the altimeter to the current altimeter setting until reaching the assigned altitude, then set to 29.92" Hg. Set the altimeter to the current reported setting for climb out and 29.92" Hg upon reaching 18,000 feet.
While you are flying at FL250, you hear ATC give an altimeter setting of 28.92" Hg in your area. At what pressure altitude are you flying? 24,000 feet. 25,000 feet. 26,000 feet.
If you are departing from an airport where you cannot obtain an altimeter setting, you should set your altimeter On 29.92" Hg. On the current airport barometric pressure, if known. To the airport elevation.
The local altimeter setting should be used by all pilots in a particular area, primarily to provide for The cancellation of altimeter error due to nonstandard temperatures aloft. Better vertical separation of aircraft. More accurate terrain clearance in mountainous areas.
How should you preflight check the altimeter prior to an IFR flight? Set the altimeter to 29.92" Hg. With current temperature and the altimeter indication, determine the true altitude to compare with the field elevation. Set the altimeter first with 29.92" Hg and then the current altimeter setting. The change in altitude should correspond to the change in setting. Set the altimeter to the current altimeter setting. The indication should be within 75 feet of the actual elevation for acceptable accuracy.
How should you preflight check the altimeter prior to an IFR flight? Set the altimeter to the current temperature. With current temperature and the altimeter indication, determine the calibrated altitude to compare with the field elevation. Set the altimeter first with 29.92" Hg and then the current altimeter setting. The change in altitude should correspond to the change in setting. Set the altimeter to the current altimeter setting. The indication should be within 75 feet of the actual elevation for acceptable accuracy.
One characteristic that a properly functioning gyro depends upon for operation is the Ability to resist precession 90° to any applied force. Resistance to deflection of the spinning wheel or disc. Deflecting force developed from the angular velocity of the spinning wheel.
If a 180° steep turn is made to the right and the aircraft is rolled out to straight-and-level flight by visual references, the attitude indicator Should immediately show straight-and-level flight. Will show a slight skid and climb to the right. May show a slight climb and turn.
As a rule of thumb, altitude corrections of less than 100 feet should be corrected by using a Full bar width on the attitude indicator. Half bar width on the attitude indicator. Two bar width on the attitude indicator.
Which condition during taxi is an indication that an attitude indicator is unreliable? The horizon bar tilts more than 5° while making taxi turns. The horizon bar vibrates during warmup. The horizon bar does not align itself with the miniature airplane after warmup.
What pretakeoff check should be made of the attitude indicator in preparation for an IFR flight? The horizon bar does not vibrate during warmup. The miniature airplane should erect and become stable within 5 minutes. The horizon bar should erect and become stable within 5 minutes.
During normal coordinated turns, what error due to precession should you observe when rolling out to straight-and-level flight from a 180° steep turn to the right? A straight-and-level coordinated flight indication. The miniature aircraft would show a slight turn indication to the left. The miniature aircraft would show a slight descent and wings-level attitude.
Errors in both pitch and bank indication on an attitude indicator are usually at a maximum as the aircraft rolls out of a 180° turn. 270° turn. 360° turn.
When an aircraft is accelerated, some attitude indicators will precess and incorrectly indicate a Climb. Descent. Right turn.
When an aircraft is decelerated, some attitude indicators will precess and incorrectly indicate a Lefft turn. Climb. Descent.
While cruising at 160 knots, you wish to establish a climb at 130 knots. When entering the climb (full panel), it is proper to make the initial pitch change by increasing back elevator pressure until the Attitude indicator, airspeed, and vertical speed indicate a climb. Vertical speed indication reaches the predetermined rate of climb. Attitude indicator shows the approximate pitch attitude appropriate for the 130-knot climb.
While cruising at 190 knots, you wish to establish a climb at 160 knots. When entering the climb (full panel), it would be proper to make the initial pitch change by increasing back elevator pressure until the Attitude indicator shows the approximate pitch attitude appropriate for the 160-knot climb. Attitude indicator, airspeed, and vertical speed indicate a climb. Airspeed indication reaches 160 knots.
Prior to starting an engine, you should check the turn – and – slip indicator to determine if the Needle indication properly corresponds to the angle of the wings or rotors with the horizon Needle is approximately centered and the tube is full of fluid Ball will move freely from one end of the tube of other when the aircraft is rocked.
What indication should be observed on a turn coordinator during a left turn while taxiing? The miniature aircraft will show a turn to the left and the ball remains centered. The miniature aircraft will show a turn to the left and the ball moves to the right. Both the miniature aircraft and the ball will remain centered.
What indications should you observe on the turn-and-slip indicator during taxi? The ball moves freely opposite the turn, and the needle deflects in the direction of the turn. The needle deflects in the direction of the turn, but the ball remains centered. The ball deflects opposite the turn, but the needle remains centered.
What does the miniature aircraft of the turn coordinator directly display? Rate of roll and rate of turn. Angle of bank and rate of turn. Angle of bank.
What indications are displayed by the miniature aircraft of a turn coordinator? Rate of roll and rate of turn. Direct indication of bank angle and pitch attitude. Indirect indication of bank angle and pitch attitude.
What indication is presented by the miniature aircraft of the turn coordinator? Indirect indication of the bank attitude. Direct indication of the bank attitude and the quality of the turn. Quality of the turn.
Which instrument indicates the quality of a turn? Attitude indicator Heading indicator or magnetic compass. Ball of the turn coordinator.
What force causes an airplane to turn? Rudder pressure or force around the vertical axis. Vertical lift component. Horizontal lift component.
The rate of turn at any airspeed is dependent upon The horizontal lift component. The vertical lift component. Centrifugal force.
When airspeed is decreased in a turn, what must be done to maintain level flight? Decrease the angle of bank and/or increase the angle of attack. Increase the angle of bank and/or decrease the angle of attack. Increase the angle of attack.
During a skidding turn to the right, what is the relationship between the component of lift, centrifugal force, and load factor? Centrifugal force is less than horizontal lift and the load factor is increased. Centrifugal force is grater than horizontal lift and the load factor is increased. Centrifugal force and horizontal lift are equal and the load factor is decreased.
What is the relationship between centrifugal force and the horizontal lift component in a coordinated turn? Horizontal lift exceeds centrifugal force. Horizontal lift and centrifugal force are equal. Centrifugal force exceeds horizontal lift.
When airspeed is increased in a turn, what must be done to maintain a constant altitude? Decrease the angle of bank Increase the angle of bank and/or decrease the angle of attack Decrease the angle of attack.
During standard-rate turns, which instrument is considered primary for bank? Heading indicator. Turn and slip indicator or turn coordinator. Attitude indicator.
If a half-standard rate turn is maintained, how long would it take to turn 360°? 1 minute. 2 minute. 4 minute.
If a standard rate turn is maintained, how long would it take to turn 180°? 1 minute 2 minute 3 minute.
If a half-standard rate turn is maintained, how much time would be required to turn clockwise from a heading of 090° to a heading of 180°? 30 seconds 1 minute 1 minute 3 seconds.
During a constant-bank level turn, what effect would an increase in airspeed have on the rate and radius of turn? Rate of turn would increase, and radius of turn would increase. Rate of turn would decrease, and radius of turn would decrease. Rate of turn would decrease, and radius of turn would increase.
If a standard rate turn is maintained, how much time would be required to turn to the right from a heading of 090° to a heading of 270°? 1 minute. 2 minute. 3 minute.
If a standard rate turn is maintained, how much time would be required to turn to the left from a heading of 090° to a heading of 300°? 30 seconds. 40 seconds. 50 seconds.
If a half-standard rate turn is maintained, how long would it take to turn 135°? 1 minute. 1 minute 20 seconds. 1 minute 30 seconds.
Rate of turn can be increased and radius of turn decreased by Decreasing airspeed and shallowing the bank. Decreasing airspeed and increasing the bank. Increasing airspeed and increasing the bank.
The displacement of a turn coordinator during a coordinated turn will Indicate the angle of bank. Remain constant for a given bank regardless of airspeed. Increase as angle of bank increases.
(Refer to Figure 8.) What changes in control displacement should be made so that “2” would result in a coordinated standard rate turn? Increase left rudder and increase rate of turn. Increase left rudder and decrease rate of turn. Decrease left rudder and decrease angle of bank.
(Refer to Figure 8.) Which illustration indicates a coordinated turn? 3 1 2.
(Refer to Figure 8.) Which illustration indicates a skidding turn? 2 1 3.
(Refer to Figure 8.) What changes in control displacement should be made so that “1” would result in a coordinated standard rate turn? Increase right rudder and decrease rate of turn. Increase right rudder and increase rate of turn. Decrease right rudder and increase angle of bank.
(Refer to Figure 8.) Which illustration indicates a slipping turn? 1 3 2.
What pretakeoff check should be made of a vacuum-driven heading indicator in preparation for an IFR flight? After 5 minutes, set the indicator to the magnetic heading of the aircraft and check for proper alignment after taxi turns. After 5 minutes, check that the heading indicator card aligns itself with the magnetic heading of the aircraft. Determine that the heading indicator does not precess more than 2° in 5 minutes of ground operation.
On the taxi check, the magnetic compass should Swing opposite to the direction of turn when turning from north. Exhibit the same number of degrees of dip as the latitude. Swing freely and indicate known headings.
What should be the indication on the magnetic compass as you roll into a standard rate turn to the left from an east heading in the Northern Hemisphere? The compass will initially indicate a turn to the right. The compass will remain on east for a short time, then gradually catch up to the magnetic heading of the aircraft. The compass will indicate the approximate correct magnetic heading if the roll into the turn is smooth.
What should be the indication on the magnetic compass as you roll into a standard rate turn to the right from an easterly heading in the Northern Hemisphere? The compass will initially indicate a turn to the left. The compass will remain on east for a short time, then gradually catch up to the magnetic heading of the aircraft. The compass will indicate the approximate correct magnetic heading if the roll into the turn is smooth.
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 indicate a turn to the right, but at a faster rate than is actually occurring. The compass will initially indicate a turn to the left. The compass will remain on south for a short time, then gradually catch up to the magnetic heading of the aircraft.
On what headings will the magnetic compass read most accurately during a level 360° turn, with a bank of approximately 15°? 135° through 225°. 90° and 270°. 180° and 0°.
What causes the northerly turning error in a magnetic compass? Coriolis force at the mid-latitudes. Centrifugal force acting on the compass card. The magnetic dip characteristic.
What should be the indication on the magnetic compass when you roll into a standard rate turn to the left from a south heading in the Northern Hemisphere? The compass will indicate a turn to the left, but at a faster rate than is actually occurring. The compass will initially indicate a turn to the right. The compass will remain on south for a short time, then gradually catch up to the magnetic heading of the aircraft.
What should be the indication on the magnetic compass as you roll into a standard rate turn to the right from a westerly heading in the Northern Hemisphere? The compass will initially show a turn in the opposite direction, then turn to a northerly indication but lagging behind the actual heading of the aircraft. The compass will remain on a westerly heading for a short time, then gradually catch up to the actual heading of the aircraft. The compass will indicate the approximate correct magnetic heading if the roll into the turn is smooth.
What should be the indication on the magnetic compass as you roll into a standard rate turn to the right from a northerly heading in the Northern Hemisphere? The compass will indicate a turn to the right, but at a faster rate than is actually occurring. The compass will initially indicate a turn to the left. The compass will remain on north for a short time, then gradually catch up to the magnetic heading of the aircraft.
What should be the indication on the magnetic compass as you roll into a standard rate turn to the left from a west heading in the Northern Hemisphere? The compass will initially indicate a turn to the right. The compass will remain on west for a short time, then gradually catch up to th e magnetic heading of the aircraft. The compass will indicate the approximate correct magnetic heading if the roll into the turn is smooth.
What should be the indication on the magnetic compass as you roll into a standard rate turn to the left from a north heading in the Northern Hemisphere? The compass will indicate a turn to the left, but at a faster rate than is actually occurring. The compass will initially indicate a turn to the right. The compass will remain on north for a short time, then gradually catch up to the magnetic heading of the aircraft.
Which practical test should be made on the electric gyro instruments prior to starting an engine? Check that the electrical connections are secure on the back of the instruments. Check that the attitude of the miniature aircraft is wings level before turning on electrical power. Turn on the electrical power and listen for any unusual or irregular mechanical noise.
If both the ram air input and drain hole of the pitot system are blocked, what airspeed indication can be expected? No variation of indicated airspeed in level flight even if large power changes are made. Decrease of indicated airspeed during a climb. Constant indicated airspeed during a descent.
If both the ram air input and the drain hole of the pitot system are blocked, what reaction should you observe on the airspeed indicator when power is applied and a climb is initiated out of severe icing conditions? The indicated airspeed would show a continuous deceleration while climbing. The airspeed would drop to, and remain at, zero. No change until an actual climb rate is established, then indicated airspeed will increase.
What indication should a pilot observe if an airspeed indicator ram air input and drain hole are blocked? The airspeed indicator will react as an altimeter. The airspeed indicator will show a decrease with an increase in altitude. No airspeed indicator change will occur during climbs or descents.
What would be the indication on the VSI during entry into a 500 FPM actual descent from level flight if the static ports were iced over? The indication would be in reverse of the actual rate of descent (500 FPM climb). The initial indication would be a climb, then descent at a rate in excess of 500 FPM. The VSI pointer would remain at zero regardless of the actual rate of descent.
If, while in level flight, it becomes necessary to use an alternate source of static pressure vented inside the airplane, which of the following should the pilot expect? The altimeter and airspeed indicator to become inoperative. The gyroscopic instruments to become inoperative. The vertical speed to momentarily show a climb.
During flight, if the pitot tube becomes clogged with ice, which of the following instruments would be affected? The airspeed indicator only. The airspeed indicator and the altimeter. The airspeed indicator, altimeter, and Vertical Speed Indicator.
If while in level flight, it becomes necessary to use an alternate source of static pressure vented inside the airplane, which of the following variations in instrument indications should the pilot expect? The vertical speed to momentarily show a descent. The altimeter to read higher than normal. The vertical speed to show a climb.
(Refer to Figure 9.) Identify the system that has failed and determine a corrective action to return the airplane to straight-and-level flight. Static/pitot system is blocked, lower the nose and level the wings to level-flight attitude by use of attitude indicator. Vacuum system has failed, reduce power, roll left to level wings, and pitchup to reduce airspeed. Electrical system has failed, reduce power, roll left to level wings, and raise the nose to reduce airspeed.
(Refer to Figure 10.) What is the flight attitude? One instrument has malfunctioned. Climbing turn to the right. Climbing turn to the left. Descending turn to the right.
(Refer to Figure 11.) What is the flight attitude? One system which transmits information to the instruments has malfunctioned. Level turn to the right. Level turn to the left. Straight-and-level flight.
What is the correct sequence in which to use the three skills used in instrument flying? Aircraft control, cross-check, and instrument interpretation. Instrument interpretation, cross-check, and aircraft control. Cross-check, instrument interpretation, and aircraft control.
What are the three fundamental skills involved in attitude instrument flying? Instrument interpretation, trim application, and aircraft control. Cross-check, instrument interpretation, and aircraft control. Cross-check, emphasis, and aircraft control.
What is the third fundamental skill in attitude instrument flying? Instrument cross-check. Power control. Aircraft control.
What is the first fundamental skill in attitude instrument flying? Aircraft control. Instrument cross-check. Instrument interpretation.
What effect will a change in wind direction have upon maintaining a 3° glide slope at a constant true airspeed? When ground speed decreases, rate of descent must increase. When ground speed increases, rate of descent must increase. Rate of descent must be constant to remain on the glide slope.
The rate of descent required to stay on the ILS glide slope Must be increased if the ground speed is decreased. Will remain constant if the indicated airspeed remains constant. Must be decreased if the ground speed is decreased.
To remain on the ILS glidepath, the rate of descent must be Decreased if the airspeed is increased. Decreased if the ground speed is increased. Increased if the ground speed is increased.
The rate of descent on the glide slope is dependent upon True airspeed. Calibrated airspeed. Ground speed.
The glide slope and localizer are centered, but the airspeed is too fast. Which should be adjusted initially? Pitch and power. Power only. Pitch only.
During a precision radar or ILS approach, the rate of descent required to remain on the glide slope will Remain the same regardless of ground speed. Increase as the ground speed increases. Decrease as the ground speed increases.
The gyroscopic heading indicator is inoperative. What is the primary bank instrument in unaccelerated straight-and-level flight? Magnetic compass. Attitude indicator. Miniature aircraft of turn coordinator.
What instruments are considered supporting bank instruments during a straight, stabilized climb at a constant rate? Attitude indicator and turn coordinator. Heading indicator and attitude indicator. Heading indicator and turn coordinator.
What instruments are primary for pitch, bank, and power, respectively, when transitioning into a constant airspeed climb from straight-and-level flight? Attitude indicator, heading indicator, and manifold pressure gauge or tachometer. Attitude indicator for both pitch and bank airspeed indicator for power. Vertical speed, attitude indicator, and manifold pressure or tachometer.
What is the primary bank instrument once a standard rate turn is established? Attitude indicator. Turn coordinator. Heading indicator.
As power is increased to enter a 500 feet per minute rate of climb in straight flight, which instruments are primary for pitch, bank, and power respectively? Attitude indicator, heading indicator, and manifold pressure gauge or tachometer. VSI, attitude indicator, and airspeed indicator. Airspeed indicator, attitude indicator, and manifold pressure gauge or tachometer.
What is the primary pitch instrument during a stabilized climbing left turn at cruise climb airspeed? Attitude indicator VSI. Airspeed indicator.
What is the primary pitch instrument when establishing a constant altitude standard rate turn? Altimeter. VSI. Airspeed indicator.
As a rule of thumb, altitude corrections of less than 100 feet should be corrected by using Two bar widths on the attitude indicator. Less than a full bar width on the attitude indicator. Less than half bar width on the attitude indicator.
What is the initial primary bank instrument when establishing a level standard rate turn? Turn coordinator. Heading indicator. Attitude indicator.
What instrument(s) is(are) supporting bank instrument when entering a constant airspeed climb from straight-and-level flight? Heading indicator. Attitude indicator and turn coordinator. Turn coordinator and heading indicator.
What is the primary bank instrument while transitioning from straight-and-level flight to a standard rate turn to the left? Attitude indicator. Heading indicator. Turn coordinator (miniature aircraft).
As power is reduced to change airspeed from high to low cruise in level flight, which instruments are primary for pitch, bank, and power, respectively? Attitude indicator, heading indicator, and manifold pressure gauge or tachometer. Altimeter, attitude indicator, and airspeed indicator. Altimeter, heading indicator, and manifold pressure gauge or tachometer.
Which instrument provides the most pertinent information (primary) for bank control in straight-and-level flight? Turn-and-slip indicator. Attitude indicator. Heading indicator.
Which instruments are considered primary and supporting for bank, respectively, when establishing a level standard rate turn? Turn coordinator and attitude indicator. Attitude indicator and turn coordinator. Turn coordinator and heading indicator.
Which instruments, in addition to the attitude indicator, are pitch instruments? Altimeter and airspeed only. Altimeter and VSI only. Altimeter, airspeed indicator, and vertical speed indicator.
Which instrument provides the most pertinent information (primary) for pitch control in straight-and-level flight? Attitude indicator. Airspeed indicator. Altimeter.
Which instruments are considered to be supporting instruments for pitch during change of airspeed in a level turn? Airspeed indicator and VSI. Altimeter and attitude indicator. Attitude indicator and VSI.
Which instrument is considered primary for power as the airspeed reaches the desired value during change of airspeed in a level turn? Airspeed indicator. Attitude indicator. Altimeter.
Which instruments should be used to make a pitch correction when you have deviated from your assigned altitude? Altimeter and VSI. Manifold pressure gauge and VSI. Attitude indicator, altimeter, and VSI.
Conditions that determine the pitch attitude required to maintain level flight are Airspeed, air density, wing design, and angle of attack. Flightpath, wind velocity, and angle of attack. Relative wind, pressure altitude, and vertical lift component.
Approximately what percent of the indicated vertical speed should be used to determine the number of feet to lead the level-off from a climb to a specific altitude? 10 percent. 20 percent. 25 percent.
To level off from a descent to a specific altitude, the pilot should lead the level-off by approximately 10 percent of the vertical speed. 30 percent of the vertical speed. 50 percent of the vertical speed.
For maintaining level flight at constant thrust, which instrument would be the least appropriate for determining the need for a pitch change? Altimeter. VSI. Attitude indicator.
To enter a constant-airspeed descent from level-cruising flight, and maintain cruising airspeed, the pilot should First adjust the pitch attitude to a descent using the attitude indicator as a reference, then adjust the power to maintain the cruising airspeed. First reduce power, then adjust the pitch using the attitude indicator as a reference to establish a specific rate on the VSI. Simultaneously reduce power and adjust the pitch using the attitude indicator as a reference to maintain the cruising airspeed.
To level off at an airspeed higher than the descent speed, the addition of power should be made, assuming a 500 FPM rate of descent, at approximately 50 to 100 feet above the desired altitude. 100 to 150 feet above the desired altitude. 150 to 200 feet above the desired altitude.
To level off from a descent maintaining the descending airspeed, the pilot should lead the desired altitude by approximately 20 feet. 50 feet. 60 feet.
While recovering from an unusual flight attitude without the aid of the attitude indicator, approximate level pitch attitude is reached when the Airspeed and altimeter stop their movement and the VSI reverses its trend. Airspeed arrives at cruising speed, the altimeter reverses its trend, and the vertical speed stops its movement. Altimeter and vertical speed reverse their trend and the airspeed stops its movement.
During recoveries from unusual attitudes, level flight is attained the instant The horizon bar on the attitude indicator is exactly overlapped with the miniature airplane. A zero rate of climb is indicated on the VSI. The altimeter and airspeed needles stop prior to reversing their direction of movement.
(Refer to Figure 12.) What is the correct sequence for recovery from the unusual attitude indicated? Reduce power, increase back elevator pressure, and level the wings. Reduce power, level the wings, bring pitch attitude to level flight. Level the wings, raise the nose of the aircraft to level flight attitude, and obtain desired airspeed.
(Refer to Figure 13.) Which is the correct sequence for recovery from the unusual attitude indicated? Level wings, add power, lower nose, descend to original attitude, and heading. Add power, lower nose, level wings, return to original attitude and heading. Stop turn by raising right wing and add power at the same time, lower the nose, and return to original attitude and heading.
If an airplane is in an unusual flight attitude and the attitude indicator has exceeded its limits, which instruments should be relied on to determine pitch attitude before starting recovery? Turn indicator and VSI. Airspeed and altimeter. VSI and airspeed to detect approaching V(S1) or V(MO).
Which is the correct sequence for recovery from a spiraling, nose-low, increasing airspeed, unusual flight attitude? Increase pitch attitude, reduce power, and level wings. Reduce power, correct the bank attitude, and raise the nose to a level attitude. Reduce power, raise the nose to level attitude, and correct the bank attitude.
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