# Aircraft General Knowledge Quiz! Trivia

By Rion Sigaya
Rion Sigaya, 3D animator
Jan Michael 'Rion' Sigaya, a former 3D animator turned licensed pilot with a Flight Instructor (FI) license, adeptly navigated the skies before unforeseen pandemic challenges led him back to his roots in the world of 3D animation.
Quizzes Created: 17 | Total Attempts: 226,264
, 3D animator
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Have you ever seen an aircraft? They are pretty cool to look at when they are up in the air. An aircraft can use either static or dynamic lift, or sometimes the downward thrust of jet engines. Some examples of aircraft include airplanes, helicopters, airships, and hot air balloons. Get ready for this quiz with well-researched questions on aircrafts and prepare for take-off. You can do it.

• 1.

### Which statement is true about the magnetic deviation of a compass?

• A.

Varies over time as the agonic line shifts

• B.

Varies for different headings of the same aircraft

• C.

Is the same for all aircrafts in the same locality

B. Varies for different headings of the same aircraft
Explanation
The magnetic deviation of a compass refers to the difference between magnetic north and true north. This deviation can vary for different headings of the same aircraft. This means that depending on the direction the aircraft is facing, the compass reading may be slightly different. This is due to the presence of local magnetic fields and the aircraft's own magnetic properties. Therefore, the statement "Varies for different headings of the same aircraft" is true.

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• 2.

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

• A.

Abrupt maneuvers

• B.

Normal operations

• C.

Flight in smooth air

B. Normal operations
Explanation
The maximum structural cruising speed refers to the highest speed at which an airplane can be safely operated under normal conditions. This means that the aircraft can maintain this speed without experiencing any structural damage or compromising the safety of the flight. It is important for pilots to adhere to this speed limit during normal operations to ensure the integrity of the aircraft and the well-being of the passengers on board.

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• 3.

### Why should flight speeds above Vne be avoided?

• A.

Excessive induced drag will result in structural failure

• B.

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

• C.

Control effectiveness is so impaired that the aircraft becomes uncontrollable

B. Design limit load factors may be exceeded, if gusts are encountered
Explanation
Flight speeds above Vne should be avoided because it may result in exceeding the design limit load factors, especially when encountering gusts. This means that the aircraft may experience forces greater than what it was designed to withstand, potentially leading to structural failure or damage. Therefore, it is important to stay within the recommended speed limits to ensure the safety and integrity of the aircraft.

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• 4.

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

• A.

The never-exceed speed

• B.

The power-off stall speed

• C.

The maneuvering speed

C. The maneuvering speed
Explanation
The correct answer is the maneuvering speed. The color-coding of an airspeed indicator typically includes different color ranges to indicate different speeds. However, the maneuvering speed is not usually color-coded because it varies depending on the weight and configuration of the aircraft. Therefore, a pilot would need to refer to the aircraft's specific documentation to determine the maneuvering speed, rather than relying on the color-coding of the airspeed indicator.

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• 5.

### Calibrated airspeed is best described as indicated airspeed corrected for?

• A.

Installation and instrument error

• B.

Instrument error

• C.

Non-standard temperature

A. Installation and instrument error
Explanation
Calibrated airspeed is a measure of the indicated airspeed that has been corrected for installation and instrument errors. These errors can occur due to factors such as the position of the airspeed indicator on the aircraft, the alignment of the pitot tube, or inaccuracies in the instrument itself. By correcting for these errors, the calibrated airspeed provides a more accurate indication of the true airspeed of the aircraft, allowing for more precise flight planning and control.

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• 6.

### True airspeed is best described as calibrated airspeed corrected for?

• A.

Installation or instrument error

• B.

Non-standard temperature

• C.

Altitude and non-standard temperature

C. Altitude and non-standard temperature
Explanation
True airspeed is best described as calibrated airspeed corrected for altitude and non-standard temperature. Calibrated airspeed is the indicated airspeed corrected for installation or instrument errors. However, true airspeed goes a step further by also accounting for the effects of altitude and non-standard temperature. As an aircraft climbs to higher altitudes, the air density decreases, causing the indicated airspeed to be higher than the actual true airspeed. Additionally, non-standard temperature can affect air density, further impacting the accuracy of the indicated airspeed. Therefore, true airspeed corrects for these factors to provide a more accurate measurement of the actual speed of the aircraft through the air.

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• 7.

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

• A.

It is a backup in case of vacuum system failure

• B.

It is more reliable than vacuum-driven indicators

• C.

It will not tumble as will vacuum-driven indicators

A. It is a backup in case of vacuum system failure
Explanation
The advantage of an electric turn coordinator in an airplane with a vacuum system for other gyroscopic instruments is that it serves as a backup in case of a vacuum system failure. If the vacuum system fails, the electric turn coordinator will continue to provide accurate information about the aircraft's turn rate, ensuring the pilot has essential flight data even in the event of a system failure. This redundancy enhances the safety and reliability of the aircraft's instrumentation.

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• 8.

### What is an operational difference between the turn coordinator and the turn-and-slip indicators? The turn coordinator:

• A.

Is always electric; the turn-and-slip indicator is always vacuum-driven.

• B.

Indicates bank angle only; the turn-and-slip indicator is always vacuum-driven.

• C.

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

C. Indicates roll rate, rate of turn, and coordination; the turn-and-slip indicator rate of turn and coordination.
Explanation
The operational difference between the turn coordinator and the turn-and-slip indicator is that the turn coordinator indicates roll rate, rate of turn, and coordination, while the turn-and-slip indicator only indicates rate of turn and coordination. The turn coordinator provides more comprehensive information about the aircraft's movement and coordination during a turn, whereas the turn-and-slip indicator is more limited in its indications.

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• 9.

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

• A.

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

C. Remains constant while the density of air decreases
Explanation
As altitude increases, the density of air decreases. This means that the same amount of fuel is being mixed with a lesser volume of air, resulting in a richer fuel/air mixture. However, the question states that the fuel/air mixture remains constant while the density of air decreases. This implies that the amount of fuel being mixed with the air is also decreasing in proportion to the decrease in air density, resulting in a consistent fuel/air mixture.

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• 10.

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

• A.

Gains altitude with no mixture adjustment

• B.

Descends from altitude with no mixture

• C.

A. Gains altitude with no mixture adjustment
Explanation
When an aircraft gains altitude without adjusting the mixture, the air becomes thinner, leading to a decrease in air density. This decrease in density affects the fuel-air mixture, causing it to become richer. A richer mixture can result in incomplete combustion and the formation of carbon deposits on the spark plugs, known as fouling. Fouling of spark plugs can lead to misfires, reduced engine performance, and increased fuel consumption. Therefore, gaining altitude without adjusting the mixture increases the likelihood of spark plug fouling.

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• 11.

### The pilot controls the air/fuel ratio with the:

• A.

Throttle

• B.

Manifold pressure

• C.

Mixture control

C. Mixture control
Explanation
The pilot controls the air/fuel ratio with the mixture control. The mixture control allows the pilot to adjust the amount of fuel being mixed with the incoming air in the engine. This is important for maintaining the correct fuel-air mixture for efficient combustion and engine performance. By adjusting the mixture control, the pilot can ensure that the engine is running smoothly and efficiently at different altitudes and power settings.

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• 12.

### Fuel/air ratio is the ratio between the:

• A.

Volume of fuel and volume of air entering the cylinder

• B.

Weight of fuel and weight of air entering the cylinder

• C.

Weight of fuel and weight of air entering the carburetor

B. Weight of fuel and weight of air entering the cylinder
Explanation
The fuel/air ratio refers to the proportion of fuel and air that enters the cylinder of an engine. It is measured by the weight of the fuel and the weight of the air entering the cylinder. This ratio is crucial for efficient combustion and power generation in an engine. By controlling the fuel/air ratio, the engine can optimize fuel efficiency and reduce emissions.

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• 13.

### The best power mixture is the fuel/air ratio at which:

• A.

Cylinder head temperatures are the coolest

• B.

The most power can be obtained for any given throttle setting

• C.

A given power can be obtained with the highest manifold pressure or throttle setting

B. The most power can be obtained for any given throttle setting
Explanation
The correct answer is "The most power can be obtained for any given throttle setting." This means that the fuel/air ratio that allows for the highest power output is considered the best power mixture. Regardless of the throttle setting, this ratio will ensure maximum power is achieved. Cylinder head temperatures and manifold pressure or throttle setting are not directly related to the best power mixture.

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• 14.

### The mixture control can be adjusted, which

• A.

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

• B.

Regulates the amount of airflow through the carburetor’s venture

• C.

Prevents the fuel/air combination from becoming lean as the airplane climbs

A. Prevents the fuel/air combination from becoming too rich at higher altitudes
Explanation
The mixture control allows the pilot to adjust the fuel/air ratio in the carburetor. At higher altitudes, the air density decreases, which means there is less oxygen available for combustion. Without adjusting the mixture control, the fuel/air combination would become too rich, meaning there would be too much fuel and not enough oxygen. This can lead to incomplete combustion and engine performance issues. By adjusting the mixture control, the pilot can ensure that the fuel/air combination remains at the optimal ratio, preventing it from becoming too rich at higher altitudes.

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• 15.

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

• A.

As air density decreases, thrust increases

• B.

As temperature increases, thrust increases

• C.

As temperature increases, thrust decreases

C. As temperature increases, thrust decreases
Explanation
As temperature increases, thrust decreases in a gas turbine engine due to the decrease in air density. A higher temperature causes the air molecules to move faster and spread out, resulting in a lower air density. This reduced density means that there are fewer air molecules available for combustion, leading to a decrease in thrust.

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• 16.

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

• A.

It enriches the fuel/air mixture

• B.

It leans the fuel/air mixture

• C.

It has no effect on the fuel/air mixture

A. It enriches the fuel/air mixture
Explanation
Carburetor heat is a system used in aircraft to prevent icing in the carburetor. When carburetor heat is applied, it directs warm air to the carburetor, which causes the fuel to vaporize more easily. This results in a richer fuel/air mixture, as more fuel is being burned. Therefore, the correct statement is that carburetor heat enriches the fuel/air mixture.

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• 17.

### Applying carburetor heat will:

• A.

Not affect the mixture

• B.

Lean the fuel/air mixture

• C.

Enrich the fuel/air mixture

C. Enrich the fuel/air mixture
Explanation
Applying carburetor heat will enrich the fuel/air mixture. Carburetor heat is used to prevent ice formation in the carburetor by directing warm air into the carburetor. This warm air reduces the density of the incoming air, causing a richer fuel/air mixture. This is necessary because ice formation can restrict the flow of fuel and air, leading to engine power loss or even engine failure. By enriching the mixture, carburetor heat helps to ensure proper engine performance during icing conditions.

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• 18.

### Leaving the carburetor heat on during takeoff.

• A.

Leans the mixture for more power on takeoff

• B.

Will decrease the takeoff distance

• C.

Will increase the ground roll

C. Will increase the ground roll
Explanation
Leaving the carburetor heat on during takeoff will increase the ground roll. Carburetor heat is used to prevent ice formation in the carburetor, but it also causes a decrease in engine power. By leaving the carburetor heat on during takeoff, the mixture becomes too rich, resulting in a decrease in engine power and therefore an increase in the ground roll. This means that the aircraft will require a longer distance to become airborne.

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• 19.

### Detonation occurs in a reciprocating aircraft engine when:

• A.

There is an explosive increase in fuel caused by too rich a fuel/air mixture

• B.

The spark plugs receive an electrical jolt caused by a short in the wiring

• C.

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

C. The unburned fuel/air change in the cylinders is subjected to instantaneous combustion
Explanation
Detonation occurs in a reciprocating aircraft engine when the unburned fuel/air mixture in the cylinders is subjected to instantaneous combustion. This means that instead of a controlled burn, the fuel/air mixture ignites all at once, causing a rapid and uncontrolled increase in pressure. This can lead to engine damage and loss of power.

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• 20.

### Detonation can be caused by:

• A.

A “rich” mixture

• B.

Low engine temperatures

• C.

Using a lower grade of fuel than recommended

C. Using a lower grade of fuel than recommended
Explanation
Using a lower grade of fuel than recommended can cause detonation. Lower grade fuels have lower octane ratings, which indicates their resistance to detonation. When a lower grade fuel is used in an engine that requires a higher octane rating, it can result in premature ignition of the fuel-air mixture, leading to detonation. This can cause engine knocking, decreased performance, and potential damage to the engine components. Therefore, it is important to use the recommended grade of fuel to prevent detonation.

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• 21.

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

• A.

Instantaneous combustion

• B.

Detonation

• C.

Pre-ignition

C. Pre-ignition
Explanation
Pre-ignition refers to the uncontrolled firing of the fuel/air charge before the spark ignition occurs. This can happen due to various reasons such as hot spots in the combustion chamber, overheating of the spark plug, or using a fuel with a low octane rating. Pre-ignition can cause engine knocking, loss of power, and potential damage to the engine components. It is important to address the underlying causes of pre-ignition to ensure proper engine performance and prevent potential engine damage.

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• 22.

### Detonation may occur at high-power settings when:

• A.

The fuel mixture ignites instantaneously instead of burning progressively 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

A. The fuel mixture ignites instantaneously instead of burning progressively and evenly
Explanation
When the fuel mixture ignites instantaneously instead of burning progressively and evenly, it can lead to detonation at high-power settings. This means that instead of the fuel mixture burning in a controlled and gradual manner, it ignites all at once, causing an explosive release of energy. This sudden release of energy can cause damage to the engine and result in detonation.

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• 23.

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

• A.

Is normal because the engine is usually stopped by moving the mixture to idle cutoff

• B.

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

• C.

Is an undesirable practice, but indicates that nothing is wrong

B. Should not normally happen. Indicates a magneto not grounding in OFF position
• 24.

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

• A.

Idle the engine and momentarily turn the ignition off

• B.

Add full power, while holding the brakes, and momentarily turn off the ignition

• C.

Run on one magneto, lean the mixture, and look for a rise in manifold pressure

A. Idle the engine and momentarily turn the ignition off
• 25.

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

• A.

Carbon deposits glowing on the spark plugs

• B.

A magneto ground wire is in contact with the engine casing

• C.

A broken magneto ground wire

C. A broken magneto ground wire
Explanation
A broken magneto ground wire can be the most probable reason for an engine to continue running after the ignition switch has been turned off. When the ground wire is broken, it disrupts the electrical circuit and prevents the ignition system from shutting down properly. As a result, the engine can still receive sparks and fuel, allowing it to continue running even when the ignition switch is off.

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• 26.

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

• A.

Rapid opening and closing of the throttle

• B.

Carburetor ice forming on the throttle valve

• C.

Operating with an excessively rich fuel/air mixture

A. Rapid opening and closing of the throttle
Explanation
Rapid opening and closing of the throttle can cause a detuning of engine crankshaft counterweights. This is because the sudden changes in throttle position can create uneven forces on the crankshaft, leading to imbalances in the counterweights. These imbalances can result in overstress on the engine components, potentially causing damage or failure. Therefore, it is important to avoid rapid and abrupt throttle movements to prevent detuning and maintain the smooth operation of the engine.

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• 27.

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

• A.

Will not operate on one magneto

• B.

Cannot be started with the switch in the BOTH position

• C.

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

C. Could accidentally start if the propeller is moved with fuel in the cylinder
Explanation
If the ground wire between the magneto and the ignition switch becomes disconnected, it means that the magneto will not be properly grounded. As a result, the electrical circuit will not be completed and the spark plugs will not fire, causing the engine to not operate on one magneto. However, if the propeller is moved with fuel in the cylinder, it can create a spark and ignite the fuel-air mixture, leading to an accidental start of the engine. Therefore, the correct answer is that the engine could accidentally start if the propeller is moved with fuel in the cylinder.

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• 28.

### For internal cooling, reciprocating aircraft engines are especially dependent on:

• A.

A properly functioning cowl flap augmenter

• B.

The circulation of lubricating oil

• C.

The proper freon/compressor output ratio

B. The circulation of lubricating oil
Explanation
Reciprocating aircraft engines rely on the circulation of lubricating oil for internal cooling. The oil not only lubricates the moving parts of the engine but also helps in dissipating heat generated during operation. It acts as a coolant, carrying away excess heat from the engine components and preventing overheating. Without proper oil circulation, the engine would be prone to overheating, leading to potential damage and decreased performance. Therefore, the circulation of lubricating oil is crucial for maintaining the internal cooling of reciprocating aircraft engines.

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• 29.

### An abnormally high engine oil temperature indication may be caused by:

• A.

A defective bearing

• B.

The oil level being too low

• C.

Operating with an excessively rich mixture

B. The oil level being too low
Explanation
An abnormally high engine oil temperature indication can be caused by the oil level being too low. When the oil level is low, there is not enough lubrication to properly cool the engine components, leading to increased friction and heat generation. This can result in higher oil temperatures. It is important to maintain the recommended oil level to ensure proper engine performance and prevent overheating.

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• 30.

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

• A.

Exhaust gases leaking into the cockpit

• B.

A power loss due to back pressure in the exhaust system

• C.

A cold-running engine due to the heat withdrawn by the heater

A. Exhaust gases leaking into the cockpit
Explanation
Frequent inspections of aircraft exhaust manifold-type heating systems are necessary to minimize the possibility of exhaust gases leaking into the cockpit. This is important for the safety and well-being of the occupants as exhaust gases can be toxic and pose a health hazard. Regular inspections help to identify and address any potential leaks or issues with the heating system, ensuring that the cockpit remains free from exhaust gas contamination.

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• 31.

### Propeller efficiency is the:

• A.

Ratio of thrust horsepower to brake horsepower

• B.

Actual distance a propeller advances in one revolution

• C.

Ratio of geometric pitch to effective pitch

A. Ratio of thrust horsepower to brake horsepower
Explanation
Propeller efficiency refers to the ratio of thrust horsepower to brake horsepower. This ratio indicates how effectively the propeller is converting the engine's power into thrust. A higher propeller efficiency means that a greater proportion of the engine's power is being used to generate forward thrust, resulting in better overall performance.

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• 32.

### 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 blade near the hub from stalling during cruising flight

• C.

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

C. Permits a relatively constant angle of attack along its length when in cruising flight
Explanation
The reason for variations in geometric pitch (twisting) along a propeller blade is that it permits a relatively constant angle of attack along its length when in cruising flight. By varying the pitch along the blade, the propeller can maintain a consistent angle of attack, which is the angle between the blade and the oncoming airflow. This is important for efficient and stable flight, as it allows the propeller to generate a consistent amount of lift across its length.

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• 33.

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

• A.

Altitude and RPM

• B.

Airspeed and RPM

• C.

Airspeed and altitude

B. Airspeed and RPM
Explanation
A fixed-pitch propeller is designed to operate at its best efficiency at a specific combination of airspeed and RPM. The pitch of the propeller remains constant, meaning it cannot be adjusted during flight. Therefore, the efficiency of the propeller is optimized for a particular airspeed and RPM setting. This combination allows the propeller to generate the maximum thrust while minimizing drag and fuel consumption. Altitude does not directly affect the efficiency of a fixed-pitch propeller, as it is primarily dependent on the airspeed and RPM.

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• 34.

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

• A.

As throttle setting is changed by the pilot, the prop governor causes pitch angle of the propeller blades to remain unchanged

• B.

A high blade angle, or increased pitch, reduces the propeller drag and allows more engine power for takeoffs

• C.

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

C. The propeller control regulates the engine RPM and in turn the propeller RPM
Explanation
The operating principle of a constant-speed propeller is that the propeller control regulates the engine RPM and in turn the propeller RPM. This means that as the throttle setting is changed by the pilot, the propeller control adjusts the engine RPM to maintain a constant propeller RPM. This allows for efficient engine operation and optimal performance of the propeller. By regulating the engine RPM, the propeller control ensures that the pitch angle of the propeller blades remains unchanged, providing a consistent and constant speed.

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• 35.

### 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:

• A.

Decreased, reduce the RPM before reducing the manifold pressure

• B.

Increased, increase the RPM before increasing the manifold pressure

• C.

Increased or decreased, the RPM should be adjusted before the manifold pressure

B. Increased, increase the RPM before increasing the manifold pressure
Explanation
To avoid placing undue stress on the engine components in aircraft equipped with constant-speed propellers and normally-aspirated engines, it is important to increase the RPM before increasing the manifold pressure when power is being increased. This is because increasing the RPM before increasing the manifold pressure allows the propeller to maintain a constant speed and prevent the engine from experiencing sudden load changes. By increasing the RPM first, the engine can smoothly adjust to the increased power demand without causing excessive stress on its components.

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• 36.

### 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:

• A.

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

• B.

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

• C.

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

B. Left around the vertical axis, and to the right around the longitudinal axis
Explanation
When a propeller rotates clockwise as seen from the rear, it creates a spiraling slipstream. This slipstream causes a force that pushes the tail of the aircraft to the right, resulting in a rotation to the left around the vertical axis. Additionally, the torque effect of the propeller also causes a tendency for the aircraft to rotate to the right around the longitudinal axis. Therefore, the correct answer is that the airplane will rotate to the left around the vertical axis and to the right around the longitudinal axis.

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• 37.

### One of the main functions of flaps during the approach and landing is to:

• A.

Decrease the angle of descent without increasing the airspeed

• B.

Provide the same area amount of lift at a slower airspeed

• C.

Decrease lift, thus enabling a steeper-than-normal approach to be made

B. Provide the same area amount of lift at a slower airspeed
Explanation
Flaps are used during approach and landing to provide the same amount of lift at a slower airspeed. By extending the flaps, the surface area of the wing increases, which generates more lift. This allows the aircraft to maintain the necessary lift required for a safe approach and landing at a lower airspeed. The increased lift also helps to decrease the angle of descent without the need to increase the airspeed, providing a safer and more controlled approach.

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• 38.

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

• A.

Decrease the fuel flow to compensate for decreased air density

• B.

Decrease the amount of fuel in the mixture to compensate for increased air density

• C.

Increase the amount of fuel in the mixture to compensate for the decrease in pressure and density of the air

A. Decrease the fuel flow to compensate for decreased air density
Explanation
At higher altitudes, the air density decreases. This means that there is less oxygen available for combustion in the engine. In order to maintain the correct fuel-to-air ratio for efficient combustion, the fuel flow needs to be decreased. This adjustment ensures that the engine is not receiving an excessive amount of fuel relative to the reduced amount of oxygen, which could result in incomplete combustion and reduced engine performance.

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• 39.

### Which equipment failure would require immediate ATC notification when operating above 24,000 feet?

• A.

DME

• B.

Third altitude reference system.

• C.

Transponder

A. DME
Explanation
DME stands for Distance Measuring Equipment, which is used to measure the distance between an aircraft and a ground station. If there is a failure with the DME equipment while operating above 24,000 feet, it would require immediate ATC notification because DME is an important navigational aid for determining the aircraft's position and ensuring safe separation from other aircraft. Without functioning DME, the pilot's ability to accurately navigate and maintain proper spacing with other aircraft could be compromised, posing a potential safety risk.

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• 40.

### Errors in both pitch and bank indicator or an attitude indicator are usually at a maximum as the aircraft rolls out of a:

• A.

Three hundred sixty (360) degrees turn.

• B.

One hundred eighty (180) degrees turn.

• C.

Ninety (90) degrees turn

B. One hundred eighty (180) degrees turn.
Explanation
As the aircraft rolls out of a 180-degree turn, the pitch and bank indicators or attitude indicator are most likely to have errors. This is because during a turn, the aircraft experiences changes in both pitch (upward or downward movement of the nose) and bank (tilting of the wings). When the aircraft completes a 180-degree turn and returns to its original heading, the pitch and bank indicators may still show some residual errors due to the inertia and momentum of the aircraft during the turn.

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Rion Sigaya |3D animator |
Jan Michael 'Rion' Sigaya, a former 3D animator turned licensed pilot with a Flight Instructor (FI) license, adeptly navigated the skies before unforeseen pandemic challenges led him back to his roots in the world of 3D animation.

Quiz Review Timeline +

Our quizzes are rigorously reviewed, monitored and continuously updated by our expert board to maintain accuracy, relevance, and timeliness.

• Current Version
• May 09, 2024
Quiz Edited by
ProProfs Editorial Team
• May 01, 2019
Quiz Created by
Rion Sigaya

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