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 See moreprepare for take-off. You can do it.
Abrupt maneuvers
Normal operations
Flight in smooth air
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Excessive induced drag will result in structural failure
Design limit load factors may be exceeded, if gusts are encountered
Control effectiveness is so impaired that the aircraft becomes uncontrollable
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The never-exceed speed
The power-off stall speed
The maneuvering speed
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Installation and instrument error
Instrument error
Non-standard temperature
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Installation or instrument error
Non-standard temperature
Altitude and non-standard temperature
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It is a backup in case of vacuum system failure
It is more reliable than vacuum-driven indicators
It will not tumble as will vacuum-driven indicators
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Is always electric; the turn-and-slip indicator is always vacuum-driven.
Indicates bank angle only; the turn-and-slip indicator is always vacuum-driven.
Indicates roll rate, rate of turn, and coordination; the turn-and-slip indicator rate of turn and coordination.
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Decreases while the volume of air decreases
Remains constant while the volume of air decreases
Remains constant while the density of air decreases
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Gains altitude with no mixture adjustment
Descends from altitude with no mixture
Throttle is advanced very abruptly
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Throttle
Manifold pressure
Mixture control
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Volume of fuel and volume of air entering the cylinder
Weight of fuel and weight of air entering the cylinder
Weight of fuel and weight of air entering the carburetor
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Cylinder head temperatures are the coolest
The most power can be obtained for any given throttle setting
A given power can be obtained with the highest manifold pressure or throttle setting
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Prevents the fuel/air combination from becoming too rich at higher altitudes
Regulates the amount of airflow through the carburetor’s venture
Prevents the fuel/air combination from becoming lean as the airplane climbs
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As air density decreases, thrust increases
As temperature increases, thrust increases
As temperature increases, thrust decreases
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It enriches the fuel/air mixture
It leans the fuel/air mixture
It has no effect on the fuel/air mixture
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Not affect the mixture
Lean the fuel/air mixture
Enrich the fuel/air mixture
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Leans the mixture for more power on takeoff
Will decrease the takeoff distance
Will increase the ground roll
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There is an explosive increase in fuel caused by too rich a fuel/air mixture
The spark plugs receive an electrical jolt caused by a short in the wiring
The unburned fuel/air change in the cylinders is subjected to instantaneous combustion
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A “rich” mixture
Low engine temperatures
Using a lower grade of fuel than recommended
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Instantaneous combustion
Detonation
Pre-ignition
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The fuel mixture ignites instantaneously instead of burning progressively and evenly
An excessively rich fuel mixture causes an explosive gain in power
The fuel mixture is ignited too early by hot carbon deposits in the cylinder
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Is normal because the engine is usually stopped by moving the mixture to idle cutoff
Should not normally happen. Indicates a magneto not grounding in OFF position
Is an undesirable practice, but indicates that nothing is wrong
Idle the engine and momentarily turn the ignition off
Add full power, while holding the brakes, and momentarily turn off the ignition
Run on one magneto, lean the mixture, and look for a rise in manifold pressure
Carbon deposits glowing on the spark plugs
A magneto ground wire is in contact with the engine casing
A broken magneto ground wire
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Rapid opening and closing of the throttle
Carburetor ice forming on the throttle valve
Operating with an excessively rich fuel/air mixture
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Will not operate on one magneto
Cannot be started with the switch in the BOTH position
Could accidentally start if the propeller is moved with fuel in the cylinder
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A properly functioning cowl flap augmenter
The circulation of lubricating oil
The proper freon/compressor output ratio
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A defective bearing
The oil level being too low
Operating with an excessively rich mixture
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Exhaust gases leaking into the cockpit
A power loss due to back pressure in the exhaust system
A cold-running engine due to the heat withdrawn by the heater
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Ratio of thrust horsepower to brake horsepower
Actual distance a propeller advances in one revolution
Ratio of geometric pitch to effective pitch
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Permits a relatively constant angle of incidence along its length when in cruising flight
Prevents the portion of the blade near the hub from stalling during cruising flight
Permits a relatively constant angle of attack along its length when in cruising flight
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Altitude and RPM
Airspeed and RPM
Airspeed and altitude
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As throttle setting is changed by the pilot, the prop governor causes pitch angle of the propeller blades to remain unchanged
A high blade angle, or increased pitch, reduces the propeller drag and allows more engine power for takeoffs
The propeller control regulates the engine RPM and in turn the propeller RPM
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Decreased, reduce the RPM before reducing the manifold pressure
Increased, increase the RPM before increasing the manifold pressure
Increased or decreased, the RPM should be adjusted before the manifold pressure
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Right around the vertical axis, and to the left around the longitudinal axis
Left around the vertical axis, and to the right around the longitudinal axis
Left around the vertical axis, and to the left around the longitudinal axis
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Decrease the angle of descent without increasing the airspeed
Provide the same area amount of lift at a slower airspeed
Decrease lift, thus enabling a steeper-than-normal approach to be made
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Decrease the fuel flow to compensate for decreased air density
Decrease the amount of fuel in the mixture to compensate for increased air density
Increase the amount of fuel in the mixture to compensate for the decrease in pressure and density of the air
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DME
Third altitude reference system.
Transponder
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Three hundred sixty (360) degrees turn.
One hundred eighty (180) degrees turn.
Ninety (90) degrees turn
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