Commercial Ch 2

Front 1

Which statement is true about magnetic deviation of a compass? Deviation

Back 1

varies for different headings of the same aircraft

Front 2

Maximum structural cruising speed is the maximum speed at which an airplane can be operated during

Back 2

normal operations

Front 3

Why should flight speeds above Vne be avoided?

Back 3

Design limit load factors may be exceeded, if gusts are encountered

Front 4

(Refer to figure 5 on page 49) The horizontal dashed line from point C to point E represents the

Back 4

positive limit load factor

Front 5

(Refer to figure 5 on page 49) The vertical line from point E to point F is represented on the airspeed indicator by the

Back 5

upper limit of the yellow arc

Front 6

(Refer to figure 5 above) The vertical line from point D to point G is represented on the airspeed indicator by the maximum speed limit of the

Back 6

green arc

Front 7

Which airspeed would a pilot be unable to identify by the color coding of an airspeed indicator

Back 7

the maneuvering speed

Front 8

Calibrated airspeed is best described as indicated airspeed corrected for

Back 8

Installation and instrument error

Front 9

True airspeed is best described as calibrated airspeed corrected for

Back 9

altitude and nonstandard temperature

Front 10

What is an advantage of an electric turn coordinator if the airplane has a vacuum system for other gyroscopic instruments

Back 10

It is a backup in case of vacuum system failure

Front 11

What is an operational difference between the turn coordinator and the turn-and-slip indicator? the turn coordinator

Back 11

Indicates roll rate, rate of turn, and coordination; the turn-and-slip indicator indicates rate of turn and coordination

Front 12

Unless adjusted, the furl/air mixture becomes richer with an increase in altitude because the amount of fuel

Back 12

remains constant while the density of air decreases

Front 13

Fouling of spark plugs is more apt to occur if the aircraft

Back 13

gains altitude with no mixture adjustment

Front 14

what will occur if no leaning is made with the mixture control as the flight altitude increases

Back 14

the density if air entering the carburetor decreases and the amount of fuel remains constant

Front 15

The basic purpose of adjusting the fuel/air mixture control at altitude is to

Back 15

decrease the fuel flow to compensate for decreased air density

Front 16

At high altitudes, an excessively rich mixture will cause the

Back 16

fouling of spark plugs

Front 17

The pilot controls the air/fuel ratio with the

Back 17

mixture control

Front 18

Fuel/ratio is the ratio between the

Back 18

weight of fuel and weight of air entering the cylinder

Front 19

The best power mixture is that fuel/air ratio at which

Back 19

the most power can be obtained for any given throttle setting

Front 20

the mixture control can be adjusted, which

Back 20

prevents the fuel/air combination from becoming too rich at higher altitudes

Front 21

What effect, if any, would a change in ambient temperature or air density have on gas turbine engine performance

Back 21

As temperature increases, thrust decreases

Front 22

Which statement is true concerning the effect of the application of carburetor heat

Back 22

it enriches the fuel/air mixture

Front 23

applying carburetor heat will

Back 23

enrich the furl/air mixture

Front 24

Leaving the carburetor heat on during takeoff

Back 24

will increase the ground roll

Front 25

Detonation occurs in a reciprocating aircraft engine when

Back 25

the unburned fuel/air charge in the cylinders is subjected to instantaneous combustion

Front 26

Detonation can be caused by

Back 26

using a lower grade of fuel than recommended

Front 27

The uncontrolled firing of the fuel/air charge in advance of normal spark ignition is known as

Back 27

pre-ignition

Front 28

Detonation may occur at high-power settings when

Back 28

the fuel mixture ignites instantaneously instead of burning progressively and evenly

Front 29

Before shutdown, while at idle, the ignition key is momentarily turned OFF. The engine continues to run with no interruption; this

Back 29

Should not normally happen. Indicates a magneto not grounding in OFF position

Front 30

A way to detect a broken magneto primary grounding lead is to

Back 30

idle the engine and momentarily turn the ignition off

Front 31

The most probable reason an engine continues to run after the ignition switch has been turned off is

Back 31

a broken magneto ground wire

Front 32

A detuning of engine crankshaft counterweights is a source of overstress that may be caused by

Back 32

rapid opening and closing of the throttle

Front 33

If the ground wire between the magneto and the ignition switch becomes disconnected, the engine

Back 33

could accidentally start if the propeller is moved with fuel in the cylinder

Front 34

For internal cooling, reciprocating aircraft engines are especially dependent on

Back 34

the circulation of lubricating oil

Front 35

An abnormally high engine oil temperature indication may be caused by

Back 35

the oil level being too low

Front 36

Frequent inspections should be made of aircraft exhaust manifold-type heating systems to minimize the possibility of

Back 36

exhaust gases leaking into the cockpit

Front 37

Propeller efficiency is the

Back 37

ratio of thrust horsepower to brake horsepower

Front 38

The reason for variations in geometric pitch (twisting) along a propeller blade is that it

Back 38

permits a relatively constant angle of attack along its length when in cruising flight

Front 39

A fixed-pitch propeller is designed for best efficiency only at a given combination of

Back 39

airspeed and RPM

Front 40

Which statement best describes the operating principle of a constant-speed propeller

Back 40

the propeller control regulates the engine RPM and in turn the propeller RPM

Front 41

To develop maximum power and thrust, a constant-speed propeller should be set to a blade angle that will produce a

Back 41

small angle of attack and high RPM

Front 42

For takeoff, the blade angle of a controllable pitch propeller should be set at a

Back 42

small angle of attack and high RPM

Front 43

To establish a climb after takeoff in an aircraft equipped with a constant-speed propeller, the output of the engine is reduced to climb power by decreasing manifold pressure and

Back 43

decreasing RPM by increasing propeller blade angle

Front 44

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? when power is being

Back 44

increased, increase the RPM before increasing the manifold pressure

Front 45

A propeller rotating clockwise as seen from the rear, creates a spiraling slipstream. The spiraling slipstream, along with torque effect, tends to rotate the airplane to the

Back 45

left around the vertical axis, and to the right around the longitudinal axis