TEST PREP PRIVATE PILOT

3657. SHOULD IT BECOME NECESSARY TO HANDPROP AN ARIPLANE ENGINE IT IS EXTREMELY IMPORTANT THAT A COMPETENT PILOT. A. CALL CONTACT BEFORE TOCHING THE PROPELLER. B. BE AT THE CONTROLS IN THE COCKPIT. C. BE IN THE COCKPIT AND CALL OUT ALL COMMANDS.

3656. WHAT SHOULD BE THE FIRST ACTION AFTER STARTING AN AIRCRAFT ENGINE ?. A. ADJUST FOR PROPER RPM AND CHECK FOR DESIRED INDICATIONS ON THE ENGINE GAUGES. B. PLACE DE MAGNETO OR IGNITION SWICHT MOMENTARILY IN THE OFF POSITION TO CHECK FOR PROPER GROUNDING. C. TEST EACH BRAKE AND THE PARKING BRAKE.

3656-1. WHAT IN ONE PURPOSE FOR USING RECIPROCATING ENGINES?. A. HEAT IS DISTIBUTED BETTER. B. TO PRESERVE CYLINDER HEAD DURATION AND MAINTAIN LOWER TEMPERATURES. C. THEY ARE RELATIVELY SIMPLE AND EXPENSIVE TO OPERATE.

3223. ONE PURPOSE OF THE DUAL IGNITION SYSTEM ON AN AIRCRAFT ENGINE IS TO PROVIDE FOR?. A. IMPROVED ENGINE PERFORMANCE. B. UNIFORM HEAT DISTRIBUTION. C. BALANCED CYLINDER HEAD PRESSURE.

3223-1.AN ELECTRICAL SYSTEM FAILURE (BATTERY AND ALTERNATOR) OCURS DURING FLIGTH. IN THIS SITUATION YOU WOULD ??. A. EXPERIENCE AVIONICS EQUIPMENT FAILURE. B. PROBABLY EXPERIENCE FAILURE OF THE ENGINE INGNITION SYSTEM ,FUEL GAUGES ,AIRCRAFT LIGHTING SYSTEM AND AVIONICS EQUIPMENT. C. PROBABLY EXPERIENCE ENGINE FAILURE DUE TO LOSSOF THE ENGINE -DRIVEN FUEL PUMP AND ALSO EXPERIENCIE FAILURE OF THE RADIO EQUIPMENT LIGTHS AND ALL INSTRUMENTS THAT REQUIRE ALTERNATING CURRENT.

3223-2. IF THE GROWN WIRE BETWWEN THE MAGNETO AND THE IGNITION SWICTH BECOME DISCONNECTED, THE MOST NOTICEABLE RESULT WILL BE THAT THE ENGINE ?. A. WILL RUN VERY ROUGH. B. CANNOT BE STARTED WHIT THE SWICHT IN THE ON POSITION. C. CANNOT BE SHUT DOWN BY TURNING THE SWITCH TO THE OFF POSITION.

3225. THE OPERATING PRINCIPLE OF FLOAT -TYPE CARBURATORS IN BASED ON THE?. A. AUTOMATIC METERING OF AIR AT THE VENTURI AS THE AIRCRAFT GAINS ALTITUDE. B. DIFFERENCE IN AIR PRESSURE AT THE VENTURI THROAT AND THE AIR INLET. C. INCREASE IN AIR VELOCITY IN THE THROATH OF A VENTURI CAUSING AN INCREASE IN AIR PRESSURE.

3226. THE BASIC PURPOSE OF ADJUSTING THE FUEL AIR MIXTURE AT ALTITUDE IS TO?. A. DRECREASE THE AMOUNT OF FUEL IN THE MIXTURE IN ORDER TO COMPENSATE FOR INCREASED AIR DENSITY. B. DECREASE THE FUEL FLOW IN ORDER TO COMPENSATE FOR DECREASED AIR DENSITY. C. INCREASE THE AMOUNT OF FUEL IN THE MIXTURE TO COMPENSABLE FOR THE DECREASE IN PRESSURE AND DENSITY OF THE AIR.

3228. WHILE CRUISING AT 9.500 FT MSL THE FUEL AIR MIXTURE IS PROPERLY ADJUSTED. WHAT WILL OCURR IF A DESCENT TO 4500 FT MSL IS MADE WITHOUT READJUSTING THE MIXTURE?. A. THE FUEL AIR MIXTURE MAY BECOME EXCESSIVELY LEAN. B. THERE WILL BE MORE FUEL IN THE CYLINDER THAN IS NEEDED FOR NORMAL COMBUSTION , AND THE EXCESS FUEL WILL ABSORB HEAT AND COOL THE ENGINE . C. THE EXCESSIVELY RICH MIXTURE WILL CREATE HIGUER CYLINDER HEAD TEMPERATURES AND MAY CAUSE DETONATION.

3227. DURING THE RUN UP AT A HIGH-ELEVATION AIRPORT. A PILOT NOTES A SLIGTH ENGINE ROUGHNESS THAT IS NOT AFFECTED BY THE MAGNETO CHECK BUT GROWS WORSE DURING THE CARBURATOR HEAT CHECK.UNDER THESE CIRCUNSTANCES , WHAT WOULD BE THE MOST LOGICAL INITIAL ACTION?. A. CHECK THE RESULTS OBTAINDED WITH A LEARNER SETTING OF THE MIXTURE. B. TAXI BACK TO THE FLIGTH LINE FOR A MAINTENANCE CHECK. C. REDUCE MANIFOLD PRESSURE TO CONTROL DETONATION.

3231. IF A AIRCRAFT IS EQUIPPED WITH A FIXED -PITCH PROPELLER AND A FLOAT-TYPE CARBURATOR , THE FIRST INDICAION OF CARBURATOR ICE WOULD MOST LIKELY BE. A. A DROP IN OIL TEMPERATURE AND CILYNDER HEAD TEMPERATURE. B. ENGINE ROUGHNESS. C. LOSS OF RPM.

3235. THE PRESENCE OF CARBURATOR ICE IN AN AIRCRAFT EQUIPPED WITH A FIXED PITCH PROPELLER CAN BE VERIFIED BY APPLYING CARBURATOR HEAT AND NOTING. A. AN INCREASE IN RPM AND THEN A GRADUAL DECREASE IN RPM. B. A DECREASE IN RPM AND THEN A COSTANT RPM INDICATION. C. A DRECREASE IN RPM AND THEN A GRADUAL INCREASE IN RPM.

3229. WHICH CONDITION IS MOST FAVORABLE TO THE DEVELOPMENT OF CARBURATOR ICING. A. ANY TEMPERATURE BELOW FREEZING AND A RELATIVE HUMDITY OF LESS THAN 50 PERCENT. B. TEMPERATURE BETWEEN 32 AND 50 F AND LOW HUMIDITY. C. TEMPERATURE BETWEEN 20 AND 70 F AND HIGH HUMIDITY.

3230. THE POSSIBILITY OF CARBURATOR ICING EXISTS EVEN WHEN THE AMBIENT AIR TEPERATURE IS AS. A. HIGH AS 70 F AND THE RELATIVE HUMIDITY IS HIGH. B. HIGH AS 95 F AND THERE IS VISIBLE MOINSTURE. C. LOW AS 0 F AND THE RELATIVE HUMIDITY IS HIGH.

3230-1. CARBURATOR ICING CAN OCCUR WITH AN OAT AS HIGH AS. A. 100 DREGREES F AND VISIBLE MOINSTURE. B. 20 DEGREES C AND HIGH RELATIVE HUMIDITY. C. 75 DEGREES F AND LOW RELATIVE HUMIDITY.

3232. WHAT CHANGE OCCURS IN THE FUEL AIR MIXTURE WHEN CARBURATOR HEAT IS APPLIED?. A. A DECREASE IN RPM RESULTS FROM THE LEAN MIXTURE. B. THE FUEL AIR MIXTURE BECOMES RICHER. C. THE FUEL AIR MIXTURE BECOMES LEANER.

3234. GENERALLY SPEAKING , THE USE OF CARBURATOR HEAT TENDS TO. A. DECREASE ENGINE PERFORMANCE. B. INCREASE ENGINE PERFORMANCE. C. HAVE NO EFFECT ON ENGINE PERFORMANCE.

3236. WITH REGARD TO CARBURATOR ICE , FLOAT - TYPE CARBURATOR SYSTEM IN COMPARISON TO FUEL INJECTION SYSTEM ARE GENERALLY CONSIDERED TO BE. A. MORE SUSCEPTIBLE TO ICING. B. EQUALLY SUSCEPTIBLE TO ICING. C. SUSCEPTIBLE TO ICING ONLY WHEN VISIBLE MOINSTURE IS PRESENT.

3224. ON AIRCRAFT EQUIPPED WITH FUEL PUMPS , WHEN IS THE AUXILIARY ELECTRIC DRIVEN PUMP USED. A. ALL THE TIME TO AID THE ENGINE - DRIVEN FUEL PUMP. B. IN THE EVENT ENGINE DRIVEN FUEL PUNP FAILS. C. CONSTANTLY EXCEPT IN STARTING THE ENGINE.

3237. IF THE GRADE OF FUEL USED IN AN AIRCRAFT ENGINE IS LOWER THAN SPECIFIED FOR THE ENGINE , IT WILL MOST LIKELY CAUSE. A. A MIXTURE OF FUEL AND AIR THAT IS NOT UNIFORM IN ALL CYLINDERS. B. LOWER CYLINDER HEAD TEMPERATURES. C. DETONATION.

3238. DETONATION MAY OCCUR AT HIGH - POWER SETTINGS WHEN. A. THE FUEL MIXTURE IGNITES INSTANTANEOUSLY INSTEAD OF BURNING PROGRESSIEVELY 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.

3238-1. DETONATION OCCURS IN A RECIPROCATING AIRCRAFT ENGINE WHEN. A. THE SPARK PLUGS ARE FOULED OR SHORTED OUT OR THE WIRING IS DEFECTIVE. B. HOT SPOTS IN THE COMBUSTION CHAMBER IGNITE THE FUEL AIR MIXTURE IN ADVANCE OF NORMAL IGNITION. C. THE UNBURNED CHARGE IN THE CYLINDERS EXPLODES INSTED OF BURNING NORMALLY.

3240. THE UNCONTROLLED FIRING OF THE FUEL AIR CHARGE IN ADVANCE OF NORMAL SPARK IGNITION IS KNOW AS. A. COMBUSTION. B. PRE-IGNITION. C. DETONATION.

3242. WHAT TYPE FUEL CAN BE SUBSTITUTED FOR AN AIRCRAFT IF THE RECOMENDED OCTANE IS NOT AVAILABLE?. A. THE NEXT HIGUER OCTANE AVIATION GAS. B. THE NEXT LOWER OCTANE AVIATION GAS. C. UNLEADED AUTOMOTIVE GAS OF THE SAME OCTANE RATING.

3243. FILLING THE FUEL TANKS AFTER THE LAST FLIGTH OF THE DAY IS CONSIDERED A GOOD OPERATING PROCEDURE BECAUSE THIS WILL. A. FORCE ANY EXISTING WATER TO THE TOP OF THE TANK AWAY FROM THE FUEL LINES TO THE ENGINE. B. PREVENT EXPANSION OF THE FUEL LINES TO THE ENGINE. C. PREVENT MOINSTURE CONDENSATION BY ELIMINATING AIRSPACE IN THE TANKS.

3243-1. TO PROPERLY PURGE WATER FROM THE THE FUEL SYSTEM OF AN AIRCRAFT EQUIPPED WITH FUEL TANK SUMPS AND A FUEL STRAINER QUICK DRAIN , IT IS NECESSARY TO DRAIN FUEL FROM THE. A. FUEL STRAINER DRAIN. B. LOWEST POINT IN THE FUEL SYSTEM. C. FUEL STRAINER DRAIN AND THE FUEL TANK SUMPS.

3239. IF A PILOT SUSPECT THAT THE ENGINE WITH A FIXED PITCH PROPELLER IS DETONATING DURING CLIMB-OUT AFTER TAKE OFF THE INITIAL CORRECTIVE ACTION TO TAKE WOULD BE TO. A. LEAN THE MIXTURE. B. LOWER THE NOSE SLIGHTLY TO INCREASE AIRSPEED. C. APPLY CARBURATOR HEAT.

3221. EXCESSIVELY HIGH ENGINE TEMPERATURES WILL. A. CAUSE DAMAGE TO HEAT - CONDUCTING HOSES AND WARPING OF THE CYLINDER COOLING FINS. B. CAUSE LOSS OF POWER , EXCESSIVE OIL CONSUMPTION AND POSSIBLE PERMANENT INTERNAL ENGINE DAMAGE. C. NOT APPRECIAABLY AFFECT AN AIRCRAFT ENGINE.

3221-1. EXCESSIVELY HIGH ENGINE TEMPERATURES , EIGTHER IN THE AIR OR ON THE GROUND, WILL. A. INCREASE FUEL CONSUPTION AND MAY INCREASE POWER DUE TO THE INCREASED HEAT. B. RESULT IN DAMAGE TO HEAT CONDUCTING HOSES AND WARPING OF CYLINDER COOLING FANS. C. CAUSE LOSS OF POWER , EXCESSIVE OIL COMBUSTION AND POSSIBLE PERMANENT INTERNAL ENGINE DAMAGE.

3222. IF THE ENGINE OIL TEMPERATURE AND CILYNDER HEAD TEMPERATURE GAUGES HAVE EXCEEDED THEIR NORMAL OPERATING RANGE , THE PILOT MAY HAVE BEEN OPERATING WITH. A. THE MIXTURE SET TOO RICH. B. HIGUER-THAN-NORMAL OIL PRESSURE. C. TOO MUCH POWER AND WITH THE MIXTURE SET TOO LEAN.

3241. WHICH WOULD MOST LIKELY CAUSE THE CILYNDER HEAD TEMPERATURE AND ENGINE OIL TEMPERATURE GAUGES TO EXCEED THEIR NORMAL OPERATING RANGES ?. A. USING FUEL THAT HAS A LOWER - THAN - SPECIFIED FUEL RATING. B. USING FUEL THAT HAS A HIGUER - THAN SPECIFIED FUEL RATING. C. OPERATING WITH HIGUER-THAN NORMAL OIL PRESSURE.

3244. FOR INTERNAL COOLING, RECIPROCATING AIRCRAFT ENGINES ARE ESPECIALLY DEPENDENT ON ?. A. A PROPERLY FUNCTIONING THERMOSTAT. B. AIR FLOWING OVER THE EXHAUST MANIFOLD. C. THE CIRCULATION OF LUBRICATING OIL.

3245. AN ABNORMALLY HIGH ENGINE OIL TEMPERATURE INDICCATION MAY BE CAUSED BY. A. THE OIL LEVEL BEING TOO LOW. B. OPERATING WITH A TOO HIGH VISCOSITY OIL. C. OPERATING WITH AN EXCESSIVELY RICH MIXTURE.

3251. WHAT ACTION CAN A PILOT TAKE TO AID IN COOLING AN ENGINE THAT IS OVERHEATING DURING A CLIMB ?. A. REDUCE RATE OF CLIMB AND INCREASE AIRSPEED. B. REDUCE CLIMB SPEED AND INCREASE RPM. C. INCREASE CLIMB SPEED AND INCREASE RPM.

3252. WHAT IS ONE PROCEDURE TO AID IN COOLING AN ENGINE THAT IS OVERHEATING?. A. ENRICHED THE FUEL MIXTURE. B. INCREASE THE RPM. C. REDUCE THE AIRSPEED.

3711. THE MOST IMPORTANT RULE TO REMEMBER IN THE EVENT OF A POWER FAILURE AFTER BECOMING AIRBORNE IS TO. A. INMEDIATELY ESTABLISH THE PROPER GLIDING ALTITUDE AND AIRSPEED. B. QUICKLY CHECK THE FUEL SUPPLY FOR POSSIBLE FUEL EXAHUSTION. C. DETERMINE THE WIND DIRECTION TO PLAN FOR THE FORCED LANDING.

3653. HOW IS ENGINE OPERATION CONTROLLED ON AN ENGINE EQUIPPED WITH A CONSTANT-SPEED PROPELLER. A. THE THROTTLE CONTROLS POWER OUTPUT AS REGISTERED ON THE MANIFOLD PRESSURE GAUGE AND THE PROPELLER CONTROL REGULATES ENGINE RPM. B. THE THROTTLE CONTROLS POWER OUTPUT AS REGISTRED ON THE MANIFOLD PRESSURE GAUGE AND THE PROPELLER CONTROL REGULATES A CONSTANT BLADE ANGLE. C. THE THROTTLE CONTROLS ENGINE RPM AS REGISTRED ON THE TACHOMETER AND THE MIXTURE CONTROL REGULATES THE POWER OUTPUT.

3654. WHAT IS AN ADVANTAG OF A CONSTANT - SPED PROPELLER?. A. PERMITS THE PILOT TO SELECT AND MAINTAIN A DESIRED CRUSING SPEED. B. PERMITS THE PILOT TO SELECT THE BLADE ANGLE FOR THE MOST EFFICIENT PERFORMANCE. C. PROVIDES A SMOOTHER OPERATION WITH STABLE RPM AND ELIMINATES VIBRATIONS.

3655. A PRECAUTION FOR THE OPERATION OF AN ENGINE EQUIPPED WITH A CONSTANT-SPEED PROPELLER IS TO. A. AVOID HIGH RPM SETTING WITH HIGH MANIFOLD PRESSURE. B. AVOID HIGH MANIFOLD PRESSURE SETTING WITH LOW RPM. C. ALWAYS USE A RICH MIXTURE WITH HIGH RPM SETTINGS.

3207. IN WHAT FLIGHT CONDITION IS TORQUE EFFECT THE GREATEST IN A SINGLE - ENGINE AIRPLANE ?. A. LOW AIRSPEED , HIGH POWER , HIGH ANGLE OF ATTACK. B. LOW AIRSPEED , LOW POWER , LOW ANGLE OF ATTACK. C. HIGH AIRSPEED , HIGH POWER , HIGH ANGLE OF ATTACK.

3208. THE LEFT TURNING TENDENCY OF AN AIRPLANE CAUSED BY P- FACTOR IS THE RESULT OF THE. A. CLOCKWISE ROTATION OF THE ENGINE AND THE PROPELLER TURNING THE AIRPLANE COUNTER-CLOCKWISE. B. PROPELLER BLADE DESCENDING ON THE RIGHT PRODUCING MORE THRUST THAN THE ASCENDING BLADE ON THE LEFT. C. GYROSCOPIC FORCES APPLIED TO TH ROTATION PROPELLER BLADES ACTING 90 IN ADVANCE OF THE POINT THE FORCE WAS APPLIED.

3208. WHEN DOES P- FACTOR CAUSE THE AIRPLANE TO YAW TO THE LEFT. A. WHEN AT LOW ANGLES OF ATTACK. B. WHEN AT HIGH ANGLES OF ATTACK. C. WHEN AT HIGH AIRSPEEDS.

3658. DURING THE PREFLIGTH INSPECTION WHO IS RESPONSIBLE FOR DETERMINING THE AIRCRAFT IS SAFE FOR FLIGTH?. A. THE PILOT IN COMMAND. B. THE OWNER OR OPERATOR. C. THE CERTIFICATED MECHANIC WHO PERFORMED THE ANNUAL INSPECTION.

3659. HOW SHOULD AN AIRCRAFT PREFLIGTH INSPECTION BE ACCOMPLISHED FOR THE FIRST FLIGTH OF THE DAY. A. QUICK WALK AROUND WITH A CHECK OF GAS AND OIL. B. THROROUGH AND SYSTEMATIC MEANS RECOMMENDED BY THE MANUFACTURER. C. ANY SEQUENCE AS DETERMINED BY THE PILOT INCOMMAND.

3660. WHO IS PRIMARILY RESPONSIBLE FOR MAINTAING AN AIRCRAFT IN AIRWORTHY CONDITION. A. PILOT IN COMMAND. B. OWNER OR OPERATOR. C. MECHANIC.

3318. DURING FLIGHT, IF CUCLIC CONTROL PRESSURE IS APPLIED WHICH RESULTS IN A MAXIMUN INCREASE IN PITCH ANGLE OF THE ROTOR BLADE AT POSITION A , THE ROTOR DISC WILL TILT. A. FORWARD. B. AFT. C. LEFT.

3320. DURING FORWARD CRUISING FLIGTH AT CONSTANT AIRSPEED AND ALTITUD , THE INDIVIDUAL ROTOR BLADES , WHEN COMPARED TO EACH OTHER , ARE OPERATING. A. WITH INCREASED LIFT ON THE RETREATING BLADE. B. WITH A DECREASING ANGLE OF ATTACK ON THE ADVANCING BLADE. C. AT UNEQUAL AIRSPEED , UNEQUAL ANGLES OF ATTACK AND EQUAL LIFT MOMENT.

3321. THE UP WARD BENDING OF THE ROTOR BLADES RESULTING FROM THE COMBINED FORCES OF LIFT AND CENTRIFUGAL FORCE IS KNOWN AS. A. CONING. B. BLADE SLAPPING. C. INERTIA.

3322. WHEN A BLADE FLAPS UP , THE CG MOVES CLOSER TO ITS AXIS OF ROTATION GIVING THAT BLADE A TENDENCY TO. A. DECELERATE. B. ACCELERATE. C. STABILIZE ITS ROTATIONAL VELOCITY.

3323. DURING A HOVER A HELICOPTER TENDS TO DRIFT TO THE RIGHT . TO COMPENSATE FOR THIS , SOME HELICOPTERS HAVE THE ... A. TAIL ROTOR TILTED TO THE LEFT. B. TAIL ROTOR TILTED TO THE RIGTH. C. ROTOR MAST RIGGED TO THE LEFT SIDE.

3325. TRANSLATIONAL LIFT IS THE RESULT OF. A. DECREASED ROTOR EFFICIENCY. B. AIRSPEED. C. BOTH AIRSPEED AND GROUND SPEED.

3326. THE PRIMARY PURPOSE OF THE TAIL ROTOR SYSTEM IS TO. A. ASSIST IN MAKING A COORDINATED TURN. B. MAINTAIN HEADING DURING FORWARD FLIGTH. C. COUNTERACT THE TORQUE EFFECT OF THE MAIN ROTOR.

3327. IF RPM IS LOW AND MANIFOLD PRESSURE IS HIGH , WHAT INITIAL CORRECTIVE ACTION SHOULD BE TAKEN ?. A. INCREASE THE TRHOTTLE. B. LOWER THE COLLECTIVE PITCH. C. RAISE THE COLLECTIVE PITCH.

3328. THE PURPOSE OF THE LEAD - LAD HINGE IN A THREE-BLADE FULLY ARTICULATED HELICOPTER ROTOR SYSTEM IS TO COMPENSATE FOR. A. CORIOLIS EFFECT. B. CONING. C. GEOMETRIC UNBALANCE.

3329. HIGH AIRSPEEDS , PARTICULARY IN TURBULENT AIR, SHOULD BE AVOIDED PRIMARILY BECAUSE OF THE POSSIBILITY OF. A. AN ABRUPT PITCHUP. B. RETREATING BLADE STALL. C. A LOW FREQUENCY VIBRATION DEVELOPING.

3330. THE MAXIMUM FORWARD SPEED OF A HELICOPTER IS LIMITED BY. A. RETREATING BLADE STALL. B. THE ROTOR RPM RED LINE. C. SOLIDITY RATIO.

3331. WHEN OPERATING AT HIGHFORWARD AIRSPEEDS , RETREATING BLADE STALLS ARE MORE LIKELY TO OCCUR UNDER WHICH CONDITION ?. A. LOW LOSS WEIGHT AND LOW DENSITY ALTITUDE. B. HIGH RPM AND LOW DENSITY ALTITUDE. C. STEEP TURNS IN TURBULENT AIR.

3332. GROUND RESONANCE IS MOST LIKELY TO DEVELOP WHEN. A. ON THE GROUND AND HARMONIC VIBRATION DEVELOP BETWEEN THE MAIN AND TAIL ROTORS. B. A SERIES OF SHOCKS CAUSES THE ROTOR SYSTEM TO BECOME UNBALANCED. C. THERE IS A COMBINATION OF A DECREASE IN THE ANGLE OF ATTACK ON THE ADVANCING BLADE AND AN INCREASY IN THE ANGLE OF ATTACK ON THE RETREATING BLADE.

3333. WHILE IN LEVEL CRUISING FLIGTH IN A HELICOPTER , A PILOT EXPERIENCIES LOW-FREQUENCY VIBRATIONS THESE VIBRATIONS ARE NORMALLY ASSOCIATED WITH THE : A. ENGINE. B. COOLING FAN. C. MAIN ROTOR.

3334. SELECTED THE HELICOPTER COMPONENT THAT , IF DEFECTIVE WOULD CAUSE MEDIUM - FRECUENCY VIBRATIONS. A. TAIL ROTOR. B. MAIN ROTOR. C. ENGINE.

3335. THE PRINCIPAL REASON THE SHADED AEREA OF A HEIGTH VS VELOCITY CHART SHOULD BE AVOIDED IS. A. TURBULENCE NEAR THE SURFACE CAN DEPHASE THE BLADE DAMPERS. B. ROTOR RPM MAY DECAY BEFORE GROUND CONTACT IS MADE IF A ENGINE FAILURE SHOULDD OCCUR. C. INSUFFICIENT AIRSPEED WOULD BE AVAIBLE TO ENSURE A SAFE LANDING IN CASE OF AN ENGINE FAILURE.

3336. DURING SURFACE TAXXING , THE COLLECTIVE PITCH IS USED TO CONTROL. A. DRIFT DURING A CROSSWIND. B. RATE OS SPEED. C. GROUND TRACK.

3337. DURING SURFACE TAXXING , THE CYCLIC PITCH STICK IS USED TO CONTROL. A. FORWARD MOVEMENT. B. HEADING. C. GROUND TRACK.

3338. IF THE PILOT EXPERINCES GROUND RESONANCE , AND THE ROTOR RPM IS NOT SUFFICIENT FOR LIGTH. A. OPEN THE THROTLE FULL AND LIFTOFF. B. APPLY THE ROTOR BRAKE AND STOP THE ROTOR AS SOON AS POSSIBLE. C. ATTEMPT TO TAKEOFF AT THAT POWER SETTING.

3339. WHAT PRECAUTION SHOULD BE TAKEN WHILE TAXXING A GYROPLANE ?. A. THE CYCLIC STICK SHOULD BE HELD IN THE NEUTRAL POSITION AT ALL TIMES. B. AVOID ABRUPT CONTROL MOVEMENTS WHEN BLADES ARE TURNING. C. THE CYCLIC STICK SHOULD BE HELD SLIGHTHLY AFT OF NEUTRAL AT ALL TIMES.

3733. WITH CALM WIND CONDITIONS, WHICH FLIGHT OPERATION WOULD REQUIRE THE MOST POWER. A. A RIGHT-HOVERING TURN. B. A LEFT - HOVERING TURN. C. HOVERING OUT OF GROUND EFFECT.

3734. IF THE PILOT WERE TO MAKE A NEAR - VERTICAL POWER APPROACH INTO A CONFINED AEREA WITH THE AIR SPEED NEAR ZERO ,WHAT HAZARDOUS CONDITION MAY DEVELOP ?. A. GROUND RESONANCE WHEN GROUND CONTACT IS MADE. B. A SETTING WITH POWER CONDITION. C. BLADE STALL VIBRATION COULD DEVELOP.

3736. WHICH AIRSPEED ALTITUDE COMBINATION SHOULD BE AVOIDED DURING HELICOPTER OPERATIONS ?. A. 30 MPH 200 FEET AGL. B. 50 MPH 300 FEET AGL. C. 60 MPH 20 FEET AGL.

3737. WICH AIRSPEED ALTITUDE COMBINATION SHOULD BE AVOIDED DURING HELICOPTER OPERATIONS. A. 20 MPH 200 FEET AGL. B. 35 MPH 175 FEET AGL. C. 40 MPH 75 FEET AGL.

3738. IF ANTI - TORQUE FAILURE OCURRED DURING THE LANDING TOUCHDOWN , WHAT COULD BE DONE TO HELP STRAIGTHEN OUT A LEFT YAW PRIOR TO TOUCHDOWN. A. A FLARE TO ZERO AIRSPEED AND A VERTICAL DESCENT TO TOUCHDOWN SHOULD BE MADE. B. APPLY AVAILBLE THROTLE TO HELP SWING THE NOSE TO THE RIGHT JUST PRIOR TO TOUCHDOWN. C. A NORMAL RUNNING LANDING SHOULD BE MADE.

3739. WHICH FLIGHT TECHNIQUE IS RECOMENDED FOR USE DURING HOT WEATHER?. A. USE MINIMUM ALLOWABLE RPM AND MAXIMUN ALLOWABLE MANIFOLD PRESSURE DURING ALL PHASES OF FLIGHT. B. DURING HOVERING FLIGHT , MAINTAIN MINIMUM ENGINE RPM DURING LEFT PEDAL TURNS , AND MAXIMUN ENGINE RPM DURING RIGHT PEDAL TURNS. C. DURING TAKEOFF ACCELERATE SLOWLY INTO FORWARD FLIGHT.

3740. UNDER WHAT CONDITION SHOULD A HELICOPTER PILOT CONSIDER USING A RUNNING TAKEOFF ?. A. WHEN GROSS WEIGHT OR DENSITY ALTITUDE PREVENTS A SUSTAINED HOVER AT NORMAL HOVERING ALTITUDE. B. WHEN A NORMAL CLIMB SPEED IS ASSURED BETWEEN 10 AND 20 FEET. C. WHEN THE ADITIONAL AIRSPEED CAN BE QUICKLY CONVERTED TO ALTITUDE.

3741. WHAT ACTION SHOULD THE PILOT TAKE IF ENGINE FAILURE OCCURS AT ALTITUDE ?. A. OPEN THE THROTLE AS THE COLLECTIVE PITCH IS RAISED. B. REDUCE CYCLIC BACK STICK PRESSURE DURING TURNS. C. LOWER THE COLLECTIVE PITCH CONTROL , AS NECESSARY TO MAINTAIN ROTOR RPM.

3742. WHICH IS A PRECAUTION TO BE OBSERVED DURING AN AUTOROTATIVE DESCENT ?. A. NORMALLY , THE AIR SPEED IS CONTROLLED WITH THE COLLECTIVE PITCH. B. NORMALLY , ONLY THE CICLYC CONTROL IS USED TO MAKE TURNS. C. DO NOT ALLOW THE RATE OF DESCENT TO GET TOO LOW AT ZERO AIRSPEED.

3743. THE PROPER ATION TO INITIATE A QUICK STOP IS TO APPLY. A. FORWARD CYCLIC AND LOWER THE COLLECTIVE PITCH. B. AFT CYCLIC AND RAISE THE COLLECTIVE PITCH. C. AFT CYCLIC AND LOWER THE COLLECTIVE PITCH.

3744. WHAT IS THE PROCEDURE FOR A SLOPE LANDING. A. WHEN THE DOWN SLOPE SKID IS ON THE GROUND , HOLD THE COLLECTIVE PITCH AT THE SAME POSITION. B. MINIMUM RPM SHALL BE HELD UNTIL THE FULL WEIGHT OF THE HELICOPTER IS ON THE SKID. C. WHEN PARALLEL TO THE SLOPE , SLOWLY LOWER THE UPSLOPE SKID TO THE GROUND PRIPOR TO LOWERING THE DOWNSLOPE SKID.

3745. TAKEOFF FROM A SLOPE IS NORMALLY ACCOMPLISHED BY. A. MOVING THE CYCLIL IN A DIRECTION AWAY FROM THE SLOPE. B. BRINGING THE HELICOPTER TO A LEVEL ATTITUDE BEFORE COMPLETELY LEAVING THE GROUND. C. MOVING THE CYCLIC STICK TO A FULL UP POSITION AS THE HELICOPTER NEARS A LEVEL ATTITUDE.

3746. WHICH ACTION WOULD BE APPROPRIATE FOR CONFINED AEREA OPERATIONS ?. A. TAKEOFF AND LANDINGS MUST BE MADE INTO THE WIND. B. PLAN THE FLIGTHPATH OVER AEREAS SUITABLE FOR A FORCED LANDING. C. A VERY STEEP ANGLE OF DESCENT SHOULD BE USED TO LAND ON THE SELECTED SPOT.

3747. IF POSSIBLE , WHEN DEPARTING A CONFINED AEREA , WHAT TYPE OF TAKEOFF IS PREFERRED ?. A. A NORMAL TAKEOFF FROM A HOVER. B. A VERTICAL TAKEOFF. C. A NORMAL TAKEOFF FROM THE SURFACE.

3748. WHICH IS A CORRECT GENERAL RULE FOR PINNACLE AND RIDGELINE OPERATIONS ?. A.GAINING ALTITUDE ON TAKEOFF IS MORE IMPORTANT THAN GAINING AIRSPEED. B. THE APPROACH PATH TO A RIDGELINE IS USUALLY PERPENDICULAR. C. A CLIMB TO A PINNACLE OR RIDGELINE SHOULD BE PERFORMED ON THE UPWIND SIDE.

3749. BEFORE BEGINNING A CONFINED AEREA OR PINNACLE LANDING , THE PILOT SHOULD FIRST. A.EXECUTE A HIGH RECONNAISSANCE. B. EXECUTE A LOW RECONNAISSANCE. C. FLY AROUND THE AEREA TO DISCOVER AEREAS OF TURBULANCE.

3174. THE MINIUM ALLOWABLE STRENGTH OF A TOWLINE USED FOR AN AEROTOW OF A GLIDER HAVING A CERTIFICATED GROSS WEIGHT OF 700 POUNDS IS. A. 560 pounds. B. 700 pounds. C. 1000 pounds.

3175. THE MINIUM ALLOWABLE STRENGTH OF A TOWLINE USED FOR AN AEROTOW OF A GLIDER HAVING A CERTIFICATED GROSS WEIGTH OF 1040 IS. A. 502 pounds. B. 832 pounds. C. 1040 pounds.

3177. WHEN USING A TOWLINE HAVING A BREAKING STRENGTH MORE THAN TWICE THE MAXIMUN CERTICATED OPERATING WEIGTH OF THE GLIDER AN APPROVED SAFETY LINK MUST BE INSTALLED AT WHAT POINTS ?. A. ONLY THE POINT WHERE THE TOWLINE IS ATTACHED TO THE GLIDER. B. THE POINT WHERE THE TOWLINE IS ATTACCHED YO THE GLIDER AND THE POINT OF ATTACHMENT OF THE TOWLINE TO THE TOW PLANE. C. ONLYVTHE POINT WHERE THE TOWLINE IS ATTACHED TO THE TOWPLANE.

3176. FOR THE AEROTOW OF A GLIDER THAT WEIGHS 700 POUNDS , WHICH TOWROPE TENSILE STRENGTH WOULD REQUIRE THE USE OF SAFETY LINKS AT EACH END OF THE ROPE. A. 850 pounds. B. 1040 pounds. C. 1450 pounds.

3340. What force provided the forward motion necesary to move a glider through the air ?. A. LIFT. B. CENTRIPETAL FORCE. C. GRAVITY.

3341. To obtain maximun distance over the ground the airspeed to use is the. A. MINIMUM CONTROL SPEED. B. BEST LIFT DRAG SPEED. C. MINIMUM SINK SPEED.

3341. WHAT EFFECT WOULD GUST AND TURBULANCE HAVE ON THE LOAD FACTOR OF A GLIDER WITH CHANGES IN AIRSPEED. A. LOAD FACTOR DECREASE AS AIRSPEED INCREASES. B. LOAD FACTOR INCREASE AS AIRSPEED INCREASES. C. LOAD FACTOR INCREASES AS AIRSPEED DECRESES.

3343. WHICH YAW STRING AND INCLINOMETER ILUSTRATIONS INDICATE A SLIPPING RIGTH TURN. A. 3 and 6. B. 2 and 6. C. 2 and 4.

3344. WHICH OF THE ILUSTRATION DEPICTS THE EXCESIVE USE OF RIGTH RUDDER DURING THE ENTRY OF A RIGTH TURN. A. 2 only. B. 2 and 4. C. 3 and 4.

3345. A SAILPLANE HAS A BEST GLIDE RATIO OF 23:1 HOW MANY FEET WILL THE GLIDER LOSE IN 8 NAUTICALS MILES ?. A. 1840 feet. B. 2100 feet. C. 2750 feet.

3346. A Saulplane has a best glide ratio of 30:1 How many nautical miles will the glider travel while losing 2000 feet?. A. 10 nautical miles. B. 15 nautical miles. C. 21 nautical miles.

3347. A SAILPLANE HAS LOST 2000 FEET IN 9 NAUTICAL MILES THE BEST GLIDE RATIO FOR THIS SAILPLANE IS APPROXIMATELY. A. 24:1. B. 27:1. C. 30:1.

3348. HOW MANY FEET WILL A SAILPLANE SINK IN 15 NAUTICAL MILESIF ITS DRAG RATIO IS 22:1. A. 2700 feet. B. 3600 feet. C. 4100 feet.

3349. HOW MANY FEET WILL A GLIDER SINK IN 10 NAUTICAL MILES IF ITS LIFTDRAG RATIO IS 23 : 1. A. 2400 feet. B. 2600 feet. C. 4300 feet.

3750. WHAT MINIMUM UPWARD CURRENT MUST A GLIDER ENCOUNTER TO MAINTAIN ALTITUDE. A. At least 2 feet per second. B. The same as the glider s sink rate. C. The same as the adjacent down currents.

3751. On which side of a rocky knoll that is surrounded by the vegetation , shoulf a pilot find the best thermals. A. On the side facing the sun. B. On the downwind side. C. Exactly over the center.

3752. WHAT IS ONE RECOMENDED METHOD FOR LOCATING THERMALS ?. A. Fly an ever increasing circular path. B. Maintain a straight track downwind. C. Look for converging streamers of dust or smoke.

3753. WHAT IS A RECOMENDED PROCEDURE FOR ENTERING A DUST DEVIL FOR SOARING ?. A. Enter above 500 feet and circle the edge in the same direction as the rotation. B. Enter below 500 feet and circle the edge opposite the direction of rotation. C. Enter at or above 500 feet and circle the edge opposite the direction of rotation.

3754. WHAT IS AN IMPORTANT PRECAUTION WHEN SOARING IN A DUST DEVIL ?. A. Avoid the eye of the vortex. B. Avoid the clear aerea at the outside edge of the dust. C. MAINTAIN THE SAME DIRECTION AS THE ROTATION OF THE VORTEX.

3755. WHAT IS THE BEST VISUAL INDICATION OF A THERMAL ?. A. Fragmented cumulus clouds whit concave bases. B. Smooth cumulus clouds with concave bases. C. Scattered to broken sky with cumulus clouds.

3756. HOW CAN A PILOT LOCATE BUBBLE THERMALS ?. A. LOOK FOR WET AEREAS WHERE RECENT SHOWERS HAVE OCURRED. B. LOOK FOR BIRDS THAT ARE SOARING IN AEREAS OF INTERMITTENT HEATING. C. FLY THE AEREA JUST ABOVE THE BOUNDARY OF A TEMPERATURE INVERSION.

3757. WHERE MAY THE MOST FAVORABLE TYPE THERMALS FOR CROOS COUNTRY SOARING BE FOUND ?. A. JUST AHEAD OF A WARM FRONT. B. ALONG THERMAL STREETS. C. UNDER MOUNTAIN WAVES.

3758. WHERE AND UNDER WHAT CONDITION CAN ENOUGH LIFT BE FOUND FOR SOARING WHEN THE WEATHER IS GENERALLY STABLE ?. A. ON THE UPWIND SIDE OF HILLS OR RIDGES WITH MODERATE WINDS PRESENT. B. IN MOUNTAIN WAVES THAT FORM ON THE UPWIND SIDE OF THE MOUNTAINS. C. OVER ISOLATED PEAKS WHEN STRONG WINDS ARE PRESENT.

3857. WHICH IS AN ADVANTAGE OF USING A CG HOOK FOR A WINCH TOW RATHER THAN THE NOSE HOOK ?. A. A greater PERCENT OF THE LINE LENGTH CAN BE USED TO REACH. B. Maximun release altitude is limited. C. IT IS THE SAFEST METHOD OF LAUNCHING.

3858. To stop pitch oscillition durong a winch launch the pilot should. A. Release back and them pull back against the cycle of pitching oscillation to get in phase with the undulations. B. SIGNIAL THE GROUND CREW TO INCREASE THE SPEED OF THE TOW. C. Relax THE BACK PRESSURE ON THE CONTROL STICK AND SHALLOW THE ANGLE OF CLIMB.