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Aviation Seminars 1
#3205. What is the relationship of lift, drag, thrust, and weight when the airplane is in straight-and-level flight?
A- Lift equals weight and thrust equals drag.
B- Lift, drag, and weight equal thrust.
C- Lift and weight equal thrust and drag.
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Aviation Seminars 2
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Aviation Seminars 3
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Aviation Seminars 4
#3204. The term ‘angle of attack’ is defined as the angleA- between the wing chord line and the relative wind.B- between the airplane’s climb angle and the horizon.C- formed by the longitudinal axis of the airplane and the chord line of the wing.
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Aviation Seminars 5
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Aviation Seminars 6
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Aviation Seminars 7
#5199. The angle of attack of a wing directly controls the
A- angle of incidence of the wing.
B- amount of airflow above and below the wing.
C- distribution of positive and negative pressure acting on the wing.
Comm.
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Aviation Seminars 8
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Aviation Seminars 9
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Aviation Seminars 10
#5204. The angle of attack at which a wing stalls remains constant
regardless ofA- weight, dynamic pressure, bank angle, or pitch attitude.B- dynamic pressure, but varies with weight, bank angle, and pitch attitude.C- weight and pitch attitude, but varies with dynamic pressure and bank angle.
Comm.
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Aviation Seminars 11
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Aviation Seminars 12
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Aviation Seminars 13
#3316. During an approach to a stall, an increased load factor will cause
the airplane to
A- stall at a higher airspeed.
B- have a tendency to spin.
C- be more difficult to control.
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Aviation Seminars 14
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Aviation Seminars 15
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Aviation Seminars 16
#5219. Which is true regarding the force of lift in steady, unaccelerated
flight?A- At lower airspeeds the angle of attack must
be less to generate sufficient lift to maintain altitude.
B- There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift to maintain altitude.C- An airfoil will always stall at the same indicated airspeed; therefore, an increase in weight will require an increase in speed to generate sufficient lift to maintain altitude.
Comm.
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Aviation Seminars 17
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Aviation Seminars 18
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Aviation Seminars 19
#5153. For a given angle of bank, in any airplane, the load factor imposed
in a coordinated constant-altitude turn
A- is constant and the stall speed increases.
B- varies with the rate of turn.
C- is constant and the stall speed decreases.
Comm.
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Aviation Seminars 20
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Aviation Seminars 21
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Aviation Seminars 22
#3216. If an airplane weighs 4,500 pounds, what
approximate weight would the airplane
structure be required to support during a 45 degree banked
turn while maintaining altitude?
A- 4,500 pounds.
B- 6,750 pounds.
C- 7,200 pounds.
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Aviation Seminars 23
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Aviation Seminars 24
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Aviation Seminars 25
#5195. To maintain altitude during a turn, the angle of attack must be increased to compensate for the
decrease in the
A- forces opposing the resultant component of drag.
B- vertical component of lift.
C- horizontal component of lift.
Comm.
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Aviation Seminars 26
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Aviation Seminars 27
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Aviation Seminars 28
#3311. The angle of attack at which an airplane wing stalls
willA- increase if the CG is moved forward.
B- change with an increase in gross weight.
C- remain the same regardless of gross weight.
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Aviation Seminars 29
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Aviation Seminars 30
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Aviation Seminars 31
#5221. What is the stall speed of an airplane under a load factor of 2 G’s if the un-accelerated stall speed is 60 knots?(Use fig. 4)
A- 66 knots. B- 74 knots. C- 84 knots.
Comm.
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Aviation Seminars 32
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Aviation Seminars 33
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Aviation Seminars 34
#3220. What is one purpose of wing flaps?
A- To enable to pilot to make steeper approaches to a landing without increasing airspeed.
B- To relieve the pilot of maintaining continuous pressure on the controls.
C- To decrease wing area to vary the lift.
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Aviation Seminars 35
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Aviation Seminars 36
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Aviation Seminars 37
#3303. Which aileron positions should a pilot generally use when
taxiing in strong quartering headwinds?
A- Aileron up on the side from which the wind is blowing.
B- Aileron down on the side from which the wind is blowing.
C- Ailerons neutral.
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Aviation Seminars 38
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Aviation Seminars 39
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Aviation Seminars 40
#5656. While taxiing a light, high-wing airplane during
strong quartering tailwinds, the aileron
control should be positioned
A- neutral at all times.
B- toward the direction from which the wind is blowing.
C- opposite the direction from which the wind is blowing.
Comm.
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Aviation Seminars 41
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Aviation Seminars 42
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Aviation Seminars 43
#5227. Longitudinal dynamic instability in an airplane can be
identified byA- bank oscillations becoming
progressively steeper.
B- pitch oscillations becoming progressively steeper.
C- Trilatitudinal roll oscillations becoming progressively steeper.
Comm.
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Aviation Seminars 44
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Aviation Seminars 45
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Aviation Seminars 46
#3305. How should the flight controls be held while taxiing a
tricycle-gear equipped airplane
into a left quartering headwind?
A- Left aileron up, elevator neutral.
B- Left aileron down, elevator neutral.
C- Left aileron up, elevator down.
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Aviation Seminars 47
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Aviation Seminars 48
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Aviation Seminars 49
#5237. The reason for variations in geometric pitch (twisting) along a
propeller blade is that it
A- permits a relatively constant angle of incidence along its length when in cruising flight.
B- prevents the portion of the bade near the hub from stalling during cruising flight.
C- permits a relatively constant angle of attack along its length when in cruising flight.
Comm.
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Aviation Seminars 50
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Aviation Seminars 51
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Aviation Seminars 52
#3209. 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.
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Aviation Seminars 53
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Aviation Seminars 54
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Aviation Seminars 55
#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.
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Aviation Seminars 56
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Aviation Seminars 57
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Aviation Seminars 58
#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 gauge and the propeller control regulates engine RPM.
B- The throttle controls power output as registered on the manifold pressure gauge and the propeller control regulates a constant blade angle.
C- The throttle controls engine RPM as registered on the tachometer and the mixture control regulates the power output.
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Aviation Seminars 59
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Aviation Seminars 60
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Aviation Seminars 61
#5174. If the ground wire between the magneto and the ignition switch
becomes disconnected, the most noticeable result will be that the
engine
A- will not operate on the left magneto.B- cannot be started with the switch in the ‘ON’
position.C- cannot be shut down by turning the switch to
the ‘OFF’ position.
Comm.
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Aviation Seminars 62
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Aviation Seminars 63
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Aviation Seminars 64
#5184. In aircraft equipped with constant-speed propellers and normally-aspirated engines, which procedure should be used to avoid
placing undue stress on the engine components?
A- When power is being decreased, reduce the RPM before reducing the manifold pressure.
B- When power is being increased, increase the RPM before increasing the manifold pressure.
C- When power is being increased or decreased, the RPM should be adjusted before the manifold pressure.
Comm.
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Aviation Seminars 65
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Aviation Seminars 66
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Aviation Seminars 67
#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.
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Aviation Seminars 68
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Aviation Seminars 69
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Aviation Seminars 70
#3238. 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 instead of burning normally.
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Aviation Seminars 71
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Aviation Seminars 72
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Aviation Seminars 73
#5667. 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.
Comm.
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Aviation Seminars 74
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Aviation Seminars 75
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Aviation Seminars 76
#3240. The uncontrolled firing of the fuel/air charge in advance of normal spark
ignition is known asA- combustion.B- pre-ignition.
C- detonation.
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Aviation Seminars 77
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Aviation Seminars 78
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Aviation Seminars 79
#3224. On aircraft equipped with fuel pumps, the practice of running a fuel tank dry before switching tanks is considered unwise becauseA- the engine-driven fuel pump or electric fuel boost pump may draw air into the system and cause vapor lock.B- the engine-driven fuel pump is lubricated by fuel and operating on a dry tank may cause pump failure.C- any foreign matter in the tank will be pumped into the fuel system.
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Aviation Seminars 80
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Aviation Seminars 81
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Aviation Seminars 82
#3226. The basic purpose of adjusting the fuel/air mixture control at altitude is toA- decrease 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 compensate for the decrease in pressure and density of the air.
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Aviation Seminars 83
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Aviation Seminars 84
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Aviation Seminars 85
#5609. Unless adjusted, the fuel/air mixture becomes richer with an increase
in altitude because the amount of fuelA- decreases while the volume of air
decreases.B- remains constant while the volume of
air decreases.C- remains constant while the density of
air decreases.
Comm.
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Aviation Seminars 86
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Aviation Seminars 87
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Aviation Seminars 88
#5767. Which is true regarding preheating an aircraft during cold
weather operations?
A- The cabin area as well as the engine should be preheated.
B- The cabin area should not be preheated with portable heaters.
C- Hot air should be blown directly at the engine through the air intakes.
Comm.
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Aviation Seminars 89
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Aviation Seminars 90
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Aviation Seminars 91
#3229. Which condition is most favorable to the development of
carburetor icing?A- Any temperature below freezing and a
relative humidity of less than 50 percent.
B- Temperature between 32 and 50 degrees F and low humidity.
C- Temperature between 20 and 70 degrees F and high humidity.
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Aviation Seminars 92
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Aviation Seminars 93
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Aviation Seminars 94
#3234. Generally speaking, the use of carburetor heat
tends toA- decrease engine
performance.
B- increase engine performance.
C- have no effect on engine performance.
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Aviation Seminars 95
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Aviation Seminars 96
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Aviation Seminars 97
#5768. If necessary to take off from a slushy runway, the freezing of
landing gear mechanisms can be minimized by
A- recycling the gear.
B- delaying gear retraction.
C- increasing the airspeed to “Vle” before retraction.
Comm.
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Aviation Seminars 98
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Aviation Seminars 99
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Aviation Seminars 100
#3711. The most important rule to remember in the event of a power
failure after becoming airborne is to
A- immediately establish the proper gliding attitude.
B- quickly check the fuel supply for possible fuel exhaustion.
C- determine the wind direction to plan for the forced landing.
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Aviation Seminars 101
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Aviation Seminars 102
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