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211 Cards in this Set
- Front
- Back
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Attack |
The acute angle A is the angle of |
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The term angle of attack is defined as the angle |
Between the wing record line in the relative wind |
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The angle between the cord line of an airfoil in the relative wind is known as the angle of |
Attack |
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Angle of attack is defined as the angle between the cord line of an airfoil and the |
Direction of the relative wind |
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Which statement relates to Bernoullies principal |
Air traveling faster over the curved upper surface of an airfoil causes lower pressure on the top surface |
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The four forces acting on an airplane in-flight are |
Lift weight thrust and drag |
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Select the four flight fundamentals involved in maneuvering an aircraft |
Straight and level flight turns climbs and descendants |
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Ground effect is most likely to result in which problem |
Becoming airborne before reaching recommended take off speed |
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What is ground effect |
The result of the interference of the surface of the earth with the airflow pattern about an airplane |
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Floating caused by the phenomenon of a ground effect will be most realized during an approach to land when at |
Less than the length of the wingspanned above the surface |
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What must a pilot be aware of as a result of ground effect |
Induced drag decreases therefore Excess speed at the point of flare may cause considerable floating |
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Which is a result of the phenomenon of ground |
The angle of attack generating left is increased |
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When landing behind a large aircraft which procedure should be followed for Vortx avoidance |
Stay above its final approach pathway all the way to touchdown |
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How does the wake turbulence Vortx circulate around each wingtip |
Outward upward and around each tip |
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When taking off or landing at an airport where heavy aircraft are operating one should be particularly alert to the hazards of wingtip vortices because this turbulence tends to |
Sink into the flight path of aircraft operating below the aircraft generating the turbulence |
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Wingtip vortices are created only when an aircraft is |
Developing lift |
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The greatest Vortx strength occurs when the generating aircraft is |
Heavy clean and slow |
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Wingtip vortices created by a large aircraft tend to |
Sink below the aircraft generating turbulence |
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The wind condition that requires maximum caution when avoiding wake turbulence When landing is |
Light quartering tailwinds |
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When landing behind a large aircraft the pilot should avoid wake turbulence by staying |
Above the large aircraft final approach path and landing beyond the large aircraft touchdown point |
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When departing behind a heavy aircraft in the pilot should avoid wake turbulence by maneuvering the aircraft |
Above and up wind from the heavy aircraft |
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4-5-6 because The bank is increased too rapidly during the earlier parts of the turn |
While practicing S turns a consistently smaller half circle is made on one side of the road then the other this turn is not completed before crossing The road or reference line this would most likely occur in turn |
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Corner 1 and 4 |
In flying the rectangular course when would the aircraft be turned less than 90 degrees |
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What should be the first action after starting an aircraft engine |
Adjust for proper RPM and check for desired indications on the engine gauges |
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What is the purpose for using reciprocating engine |
They are relatively simple and inexpensive to operate |
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An electronical system failure (battery alternator) occurs during flight In this situation you would |
Experience avionic equipment failure |
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If the ground wire between the magneto and the ignition switch becomes disconnected The most noticeable result will be that the engine |
Cannot be shut down by turning the switch to the off position |
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The operating principle on float type carburetors is based on |
Difference in air pressure At the Venturi throat and the air inlet |
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The basic purpose of adjusting air fuel mixture at altitude is to |
Decrease the fuel flow In order to compensate for decreased air density |
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While cruising at 9500 feet MSL The fuel air mixture is properly adjusted what will occur if a decent to 4500 feet MSL is made without readjusting the mixture |
The fuel air mixture may become excessively lean |
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While cruising at 9500 feet MSL The fuel air mixture is properly adjusted what will occur if a decent to 4500 feet MSL is made without readjusting the mixture |
The fuel air mixture may become excessively lean |
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Which condition is most favorable to the development of carburetor icing |
Temperatures between 20 and 70°F with high humidity |
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The possibility of carburetor icing exists even when The ambient air temperature is as |
Hi 70°F and the relative humidity is high |
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Carburetor icing can occur with an OAT as high as |
100°F and visible moisture |
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Carburetor icing can occur with an OAT as high as |
100°F and visible moisture |
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Applying carburetor Heat will |
Enrich the fuel air mixture |
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What changing the air fuel mixture occurs when the carburetor heat is applied |
The fuel air mixture becomes rich |
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What change in the air fuel mixture occurs when the carburetor heat is applied |
The fuel air mixture becomes rich |
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Generally speaking the use of carburetor heat tends to |
Decrease engine performance |
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With regard to carburetor ice float type carburetor systems in comparison to fuel injection systems are generally considered to be |
More susceptible to icing |
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If the grade of fuel used in an aircraft lower than specified for the engine it will most likely cause |
Detonation |
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If the grade of fuel used in an aircraft lower than specified for the engine it will most likely cause |
Detonation |
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Detonation make a high power setting when |
The fuel mixture ignites instantaneously instead of burning progressively and evenly |
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Detonation occurs in a reciprocating aircraft engine when |
The unburned a charge in the cylinder explodes instead of burning normally |
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The uncontrolled firing of the fuel air charge in advance of normal spark ignition is known as |
Pre-ignition |
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What type of fuel can be substituted for an aircraft if the recommended octane is not available |
The next higher octane aviation gas |
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Filling the fuel tanks after the last flight of the day is considered a good operating procedure because this will |
Prevent moisture condensation by illuminating air space in the tanks |
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To properly purge water from 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 |
Fuel strainer drain in the fuel tank song |
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Excessively high engine temperatures will |
Cause loss of power excessive oil consumption and possible permanent internal engine damage |
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If the engine oil temperature in the cylinder head temperature gauges have exceeded their normal operating range the pilot may have been operating with |
Too much power and with the mixture set to lean |
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Which would most likely cause the cylinder head temperature and engine oil temperature gauges to exceed their normal operating range |
Using fuel that has a lower than specified fuel rating |
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For internal Cooling reciprocating aircraft engines are especially dependent on |
The circulation of lubricating oil |
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For internal Cooling reciprocating aircraft engines are especially dependent on |
The circulation of lubricating oil |
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In abnormally high engine oil temperature indication may be caused by |
The oil level being too low |
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What action can a pilot take to aid in cooling an engine that is overheating during a clImb |
Reduce the rate of climb and increase air speed |
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What is one procedure to aid in cooling an engine that is overheating |
Enrich the fuel mixture |
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The most important rule to remember in the event of a power failure after becoming airborne is to |
Immediately establish the proper gliding altitude and air speed |
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During the preflight inspection who is responsible for determining the aircraft is safe for flight |
The Pilot in command |
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During the preflight inspection who is responsible for determining the aircraft is safe for flight |
The Pilot in command |
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How shouldn’t aircraft preflight inspection be accomplished for the first flight of the day |
Thorough and systematic means recommended by the manufacturer |
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Who is primarily responsible for maintaining an aircraft in airworthy condition |
Owner or operator |
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During flight if cyclic control pressure is applied which resulteds in a maximum increase in pitch angle of the rotor blade atposition A the rotor desk will tilt |
Forward |
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The left differential that exist between the advancing main rotor blade and thew retreating main rotor blade is known as |
Dissymmetry of lift |
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The left differential that exist between the advancing main rotor blade and the retreating main rotor blade is known as |
Dissymmetry of lift |
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During forward to cruising flight at constant airspeed and altitude the individual rotor blade when compared to each other are operating |
At Unequal airspeed unequal angle of attack and unequal left moment |
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The upward bending of the rotor blades resulting from the combined forces of lift and centrifugal force is known as |
Coning |
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When a blade flaps up in the CG moves closer to its axis of rotation giving the blades a tendency to |
Accelerate |
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During a hover a helicopter tends to drift to the right to compensate for this some helicopters have the |
Rotor mast rigged to the left side |
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Translational left is the result of |
Airspeed |
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The primary purpose of the tail rotor system is two |
Counteract the torque affect of the main rotor |
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If RPM is low in the manifold pressure is high what initial corrective action should be taken |
Lower the collective pitch |
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The purpose of the lead leg drag hinge in a three bladed fully articulated helicopter rotor system is to compensate for |
Coriolis effect |
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Hi airspeeds particularly in turbulent air should be avoided primarily because of the possibility of |
Retreating blade stall |
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The maximum forward speed of a helicopter is limited by |
Retreating blade stall |
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When operating a high forward air speed retreating blade stalls are more likely to occur under which condition |
Steep turns in turbulent air |
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Ground resonance is most likely to develop when |
A series of shocks causes of the rotor system to become unbalanced |
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While in Leval cruising flight in a helicopter a pilot experience low frequency vibrations 100 to 400 cycles per minute these vibrations are normally associated with the |
Main rotor |
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Select the Helicopter component that if defective would cause medium frequency vibrations |
Tail rotor |
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Select the Helicopter component that if defective would cause medium frequency vibrations |
Tail rotor |
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The principal reason the shaded area of a height VS velocity chart should be avoided is |
Insufficient airspeed would be available to ensure a safe landing in case of an engine failure |
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During surface taxing the collective pitch is used to control |
Rate of speed |
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During surface taxing the collective pitch is used to control |
Rate of speed |
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During surface taxing the cyclic pitch stick is used to control |
Ground tracking |
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During surface taxing the collective pitch is used to control |
Rate of speed |
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During surface taxing the cyclic pitch stick is used to control |
Ground tracking |
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If the pilot experiences Ground resonance and the rotor RPM is not sufficient for flight |
Attempt to take off at that power setting |
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During surface taxing the collective pitch is used to control |
Rate of speed |
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During surface taxing the cyclic pitch stick is used to control |
Ground tracking |
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If the pilot experiences Ground resonance and the rotor RPM is not sufficient for flight |
Attempt to take off at that power setting |
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With calm wind conditions which flight operation would require the most power |
I left hovering turn |
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During surface taxing the collective pitch is used to control |
Rate of speed |
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During surface taxing the cyclic pitch stick is used to control |
Ground tracking |
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If the pilot experiences Ground resonance and the rotor RPM is not sufficient for flight |
Attempt to take off at that power setting |
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With calm wind conditions which flight operation would require the most power |
I left hovering turn |
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If the pilot were to make and near vertical power approach into a confined area with the airspeed near zero what hazardous condition may develop |
A settling with power condition |
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During surface taxing the collective pitch is used to control |
Rate of speed |
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During surface taxing the cyclic pitch stick is used to control |
Ground tracking |
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If the pilot experiences Ground resonance and the rotor RPM is not sufficient for flight |
Attempt to take off at that power setting |
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With calm wind conditions which flight operation would require the most power |
I left hovering turn |
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If the pilot were to make and near vertical power approach into a confined area with the airspeed near zero what hazardous condition may develop |
A settling with power condition |
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Which airspeed/altitude combination should be avoided during helicopter operations |
60 mph/20 feet AGL |
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During surface taxing the collective pitch is used to control |
Rate of speed |
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During surface taxing the cyclic pitch stick is used to control |
Ground tracking |
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If the pilot experiences Ground resonance and the rotor RPM is not sufficient for flight |
Attempt to take off at that power setting |
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With calm wind conditions which flight operation would require the most power |
I left hovering turn |
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If the pilot were to make and near vertical power approach into a confined area with the airspeed near zero what hazardous condition may develop |
A settling with power condition |
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Which airspeed/altitude combination should be avoided during helicopter operations |
60 mph/20 feet AGL |
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Which airspeed/altitude combination should be avoided during helicopter operations |
20 mph/200 feet AGL |
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If antitorque failure occurs during the landing touch down what could be done to help straighten out a left yaw prior to touchdown |
Apply available throttle to help swing the nose to the right just prior to touchdown |
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If antitorque failure occurs during the landing touch down what could be done to help straighten out a left yaw prior to touchdown |
Apply available throttle to help swing the nose to the right just prior to touchdown |
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Which flight technique is recommended for use during hot weather |
During takeoff accelerate slowly into forward flight |
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If antitorque failure occurs during the landing touch down what could be done to help straighten out a left yaw prior to touchdown |
Apply available throttle to help swing the nose to the right just prior to touchdown |
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Which flight technique is recommended for use during hot weather |
During takeoff accelerate slowly into forward flight |
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Under what condition should a helicopter pilot consider using a running take off |
When gross weight or density altitude prevents a sustained hover at normal hovering altitude |
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What action should the pilot take if engine failure occurs at altitude |
Lower the collective pitch control as necessary to maintain rotor RPMs |
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Which is a pre-caution to be observed during an autorotative decent |
Normally only the cycle control is used to make turns |
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The proper action to initiate a quick stop is to apply |
Aft Cyclic and lower the collective pitch |
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What is the procedure for a slope landing |
When parallel to the slope slowly lower the on slope skid to the ground prior to lowering the downslope skin |
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Take off from a slope is normally accomplished by |
Bringing the helicopter to level attitude before completely leaving the ground |
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Which action would be appropriate for confined area operations |
Plan the flight path over areas suitable for a forced landing |
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If possible when departing a confined area what type of take off is perferred |
A normal take off from a hover |
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Which is a correct general rule for pinnacle and ridgeline operations |
A climb to a pinnacle or ridgeline should be performed on the up wind side |
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Before beginning a confined area or pinnacle landing the pilot should first |
Execute a high reconnaissance |
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Which Instrument will become inoperative if the pitot tube becomes clogged |
Airspeed |
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Which Instrument will become inoperative if the pitot tube becomes clogged |
Airspeed |
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Which instrument will become inoperative if the static vents become clogged |
Airspeed altimeter and vertical speed |
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If the pitot tube in the outside static vents become clogged which instruments would be affected |
The altimeter airspeed indicator and vertical speed indicator |
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If the pitot tube in the outside static vents become clogged which instruments would be affected |
The altimeter airspeed indicator and vertical speed indicator |
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The pitot system impact pressure for which instrument |
Airspeed indicator |
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Which v-speed represents maneuvering speed |
VA |
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Which v-speed represents maneuvering speed |
VA |
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What does the red line on the airspeed indicator represent |
Never exceed speed |
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Which color identifies the never exceed speed |
The red radial line |
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If an altimeter setting is not available before flight to which altitude should the pilot adjust the altimeter |
The elevation of the departure area |
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Prior to takeoff the Altimeter should be set to which altitude or altimeter setting |
The current local altimeter setting if available or the departure airport elevation |
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At which altitude shell the altimeter be set to 92.92 when climbing to cruising at flight level |
18,000 feet MSL |
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At which altitude shell the altimeter be set to 92.92 when climbing to cruising at flight level |
18,000 feet MSL |
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Altimeter setting is the value to which the barometric pressure scale of the altimeter is that so the altimeter indicates |
True altitude at field elevation |
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How do variations in temperature affect the altimeter |
Pressure levels are raised on warm days and the indicated altitude is lower than the true altitude |
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How do variations in temperature affect the altimeter |
Pressure levels are raised on warm days and the indicated altitude is lower than the true altitude |
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What is true altitude |
The vertical distance of the aircraft above sea level |
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Under what conditions will true altitude be lower than indicated altitude |
In colder than standard temperature |
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Under what conditions will true altitude be lower than indicated altitude |
In colder than standard temperature |
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What is absolute altitude |
The vertical distance of the aircraft above the surface |
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Under what conditions will true altitude be lower than indicated altitude |
In colder than standard temperature |
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What is absolute altitude |
The vertical distance of the aircraft above the surface |
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What is density altitude |
The pressure altitude corrected for non-standard temperature |
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Under what conditions will true altitude be lower than indicated altitude |
In colder than standard temperature |
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What is absolute altitude |
The vertical distance of the aircraft above the surface |
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What is density altitude |
The pressure altitude corrected for non-standard temperature |
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What is pressure |
The altitude indicated when the barometric pressure scale is set to 92.92 |
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Under what conditions is indicated altitude the same as true altitude |
When at sea level under standard conditions |
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Under what conditions is indicated altitude the same as true altitude |
When at sea level under standard conditions |
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If it is necessary to set the altimeter from 29.15 to 29.85 what change occurs |
700 foot Increase in indicated altitude |
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Under what conditions is indicated altitude the same as true altitude |
When at sea level under standard conditions |
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If it is necessary to set the altimeter from 29.15 to 29.85 what change occurs |
700 foot Increase in indicated altitude |
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Under what conditions will pressure altitude be equal to true altitude |
When standard atmospheric conditions exist |
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Under what conditions is indicated altitude the same as true altitude |
When at sea level under standard conditions |
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If it is necessary to set the altimeter from 29.15 to 29.85 what change occurs |
700 foot Increase in indicated altitude |
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Under what conditions will pressure altitude be equal to true altitude |
When standard atmospheric conditions exist |
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Under what condition is pressure altitude and density altitude the same value |
At standard temperature |
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Under what conditions is indicated altitude the same as true altitude |
When at sea level under standard conditions |
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If it is necessary to set the altimeter from 29.15 to 29.85 what change occurs |
700 foot Increase in indicated altitude |
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Under what conditions will pressure altitude be equal to true altitude |
When standard atmospheric conditions exist |
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Under what condition is pressure altitude and density altitude the same value |
At standard temperature |
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If a flight is made from a Area of low pressure into an area of high pressure without the altimeter setting and being adjusted at the altimeter will indicate |
Lower than the actual altitude above sea level |
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If a flight is made from an area of high pressure into an area of low pressure without the altimeter setting being adjusted the altimeter will indicate |
Higher than the actual altitude above sea level |
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If a flight is made from an area of high pressure into an area of low pressure without the altimeter setting being adjusted the altimeter will indicate |
Higher than the actual altitude above sea level |
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Which condition would cause the altimeter to indicate a lower altitude than true altitude |
Air temperature warmer than standard |
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Altimeter one indicates |
10,500 feet |
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Altimeter one indicates |
10,500 feet |
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Altimeter two indicate |
14,500 feet |
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Altimeter one indicates |
10,500 feet |
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Altimeter two indicate |
14,500 feet |
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Altimeter three indicates |
9500 feet |
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Altimeter one indicates |
10,500 feet |
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Altimeter two indicate |
14,500 feet |
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Altimeter three indicates |
9500 feet |
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Which altimeter indicates more than 10,000 feet |
One and two |
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Altimeter one indicates |
10,500 feet |
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Altimeter two indicate |
14,500 feet |
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Altimeter three indicates |
9500 feet |
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Which altimeter indicates more than 10,000 feet |
One and two |
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Altimeter three is indicating a VFR cruising altitude for which direction |
80° magnetic |
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If the pilot changes the altimeter setting from 30.11 to 29.96 what is the approximate change in indications |
Altimeter will indicate 150 feet lower |
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How should a pilot determine the direction of bank from altitude indicator such as the one illustrated |
By the relationship of the miniature airplane C to the deflected horizon bar B |
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The proper adjustments to make on the attitude indicator during level flight is to align the |
Miniature airplane to the Horizon Bar |
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To receive accurate indication during flight from the heading indicators the instrument must be |
Periodically re aligned with the magnetic compass as the Gyro processes |
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Deviation in the magnetic compass is caused by the |
Magnetic fields within the aircraft distorting the lines of magnetic force |
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Deviation in the magnetic compass is caused by the |
Magnetic fields within the aircraft distorting the lines of magnetic force |
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The angular difference between true North and magnetic north is |
Magnetic variation |
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Deviation error of the magnetic compass is caused by |
Certain metals and electrical systems with in the aircraft |
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Deviation error of the magnetic compass is caused by |
Certain metals and electrical systems with in the aircraft |
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In the northern hemisphere magnetic compass will normally indicate a turn towards the north if |
And aircraft is accelerated well on an east or west heading |
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Deviation error of the magnetic compass is caused by |
Certain metals and electrical systems with in the aircraft |
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In the northern hemisphere magnetic compass will normally indicate a turn towards the north if |
And aircraft is accelerated well on an east or west heading |
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In the northern hemisphere and the magnetic compass will normally indicate a turn towards the south when |
The aircraft is decelerated well on a West heading |
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Deviation error of the magnetic compass is caused by |
Certain metals and electrical systems with in the aircraft |
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In the northern hemisphere magnetic compass will normally indicate a turn towards the north if |
And aircraft is accelerated well on an east or west heading |
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In the northern hemisphere and the magnetic compass will normally indicate a turn towards the south when |
The aircraft is decelerated well on a West heading |
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What should be the indication of the magnetic compass as you roll into a standard rate turn on the right from the south heading in the northern hemisphere |
The compass will indicate a turn to the right but at a faster rate than is actually occurring |
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Deviation error of the magnetic compass is caused by |
Certain metals and electrical systems with in the aircraft |
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In the northern hemisphere magnetic compass will normally indicate a turn towards the north if |
And aircraft is accelerated well on an east or west heading |
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In the northern hemisphere and the magnetic compass will normally indicate a turn towards the south when |
The aircraft is decelerated well on a West heading |
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What should be the indication of the magnetic compass as you roll into a standard rate turn on the right from the south heading in the northern hemisphere |
The compass will indicate a turn to the right but at a faster rate than is actually occurring |
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In the northern hemisphere if an aircraft is accelerated or decelerated the magnetic compass will normally indicate |
Correctly when on a south or north heading |
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In the northern hemisphere a magnetic compass normally indicate initially a turn towards the west if |
A right turn is entered from a north heading |
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In the northern hemisphere and magnetic compass will normally indicate a turn towards the east if |
A left turn is entered from a north heading |
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During flight when are the indications of the magnetic compass accurate |
Only in straight and level on accelerated flight |
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The definition of night time is |
The time between the end of evening civil twilight and the beginning of morning civil twilight |
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In regard to privileges and limitations a Private Pilot may |
I’m not paying less than the pro rata share of the operating expenses of a flight with passengers provided The expenses involved only fuel oil airport expenditures or rental fees |
