2 Airplane Instruments, Engines and systems

95. An electrical system failure (battery and alternator) occurs during flight. In this situation, you A. experience avionics equipment failure. B. probably experience failure of the engine ignition system, fuel gauges, aircraft lighting system, and avionics equipment. C. probably experience engine failure due to the loss of the engine-driven fuel pump and also experience failure of the radio equipment, lights, and all instruments that require alternating current.

Answer (A) is correct. DISCUSSION: A battery and alternator failure during flight inevitably results in avionics equipment failure due to the lack of electricity. Answer (B) is incorrect. The engine ignition systems are based on magnetos, which generate their own electricity to operate the spark plugs. Answer (C) is incorrect. Engine-driven fuel pumps are mechanical and not dependent upon electricity.

63. 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 pressure 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.

Answer (A) is correct. DISCUSSION: Airplanes equipped with controllable-pitch propellers have both a throttle control and a propeller control. The throttle controls the power output of the engine, which is registered on the manifold pressure gauge. This is a simple barometer that measures the air pressure in the engine intake manifold in inches of mercury. The propeller control regulates the engine RPM, which is registered on a tachometer. Answer (B) is incorrect. The propeller blade angle changes to control the RPM. Answer (C) is incorrect. The throttle controls power output (not RPM), and the mixture controls the fuel to air ratio (not power output).

26. (Refer to Figure 3 on page 54) Altimeter 3 indicates A. 9,500 feet. B. 10,950 feet. C. 15,940 feet.

Answer (A) is correct. DISCUSSION: Altimeter 3 indicates 9,500 feet because the shortest needle is near 1 (i.e., about 10,000 feet), the middle needle is between 9 and the 0, indicating between 9,000 and 10,000 feet, and the long neele is on 5, indicating 500 feet. Answer (B) is incorrect. For 10,950 feet, the middle needle would have to be near the 1 and the long needle would have to be between the 9 and 0. Answer (C) is incorrect. For 15,940 feet the short needle would have to be between 1 and 2, the middle needle near the 6, and the large needle between the 9 and 0

62. What is one procedure to aid in cooling an engine that is overheating? A. Enrich the fuel mixture. B. Increase the RPM. C. Reduce the airspeed.

Answer (A) is correct. DISCUSSION: Enriched fuel mixtures have a cooling effect on an engine. Answer (B) is incorrect. Increasing the RPM increases the engine's internal heat. Answer (C) is incorrect. Reducing the airspeed decreases the airflow needed for cooling, thus increasing the engine's temperature.

52. What is a benefit of flying with a glass cockpit? A. There is no longer a need to carry paper charts in flight. B. Situational awareness is increased. C. Terrain avoidance is guaranteed.

Answer (B) is correct. DISCUSSION: Glass cockpits are designed to decrease pilot workload, enhance situational awareness, and increase the safety margin. Answer (A) is incorrect. Pilots should still have current information and backup electronic navigation to enhance safety. Answer (C) is incorrect. Terrain avoidance is not guaranteed solely by means of relying on advanced avionics.

61. What action can a pilot take to aid in cooling an engine that is overheating during a climb? A. Reduce rate of climb and increase airspeed. B. Reduce climb speed and increase RPM. C. Increase climb speed and increase RPM.

Answer (A) is correct. DISCUSSION: If an airplane is overheating during a climb, the engine temperature will be decreased if the airspeed is increased. Airspeed will increase if the rate of climb is reduced. Answer (B) is incorrect. Reducing airspeed hinders cooling and increasing RPM will further increase engine temperature. Answer (C) is incorrect. Increasing RPM will increase (not decrease) engine temperature.

46. Under what condition will true altitude be lower than indicated altitude? A. In colder than standard air temperature. B. In warmer than standard air temperature. C. When density altitude is higher than indicated altitude.

Answer (A) is correct. DISCUSSION: The airplane will be lower than the altimeter indicates when flying in air that is colder than standard temperature. Remember that altimeter readings are adjusted for changes in barometric pressure but not for changes in temperature. When one flies from warmer to cold air and keeps a constant indicated altitude at a constant altimeter setting, the plane has actually descended. Answer (B) is incorrect. The altimeter indicates lower than actual altitude in warmer than standard temperature. Answer (C) is incorrect. A higher density altitude is usually the result of warmer, not colder, than standard temperature.

70. The possibility of carburetor icing exists even when the ambient air temperature is as A. high as 70°F and the relative humidity is high. B. high as 95°F and there is visible moisture. C. low as 0°F and the relative humidity is high.

Answer (A) is correct. DISCUSSION: The most favorable condition for carburetor icing is when the temperature is between 20°F and 70°F. Due to the sudden cooling that takes place in the carburetor, icing can Occur even with temperatures as high as 100°F and humidity as low as 50%. During low or closed throttle settings, an engine is particularly susceptible to carburetor icing. Answer (B) is incorrect. Icing is usually not a problem above 70°F. Temperature and relative humidity, not visible moisture, are the variables that affect the possibility of carburetor icing. Answer (C) is incorrect. Icing is usually not a problem below 20°F.

48. (Refer to Figure 5 on page 59.) A turn coordinator provides an indication of the A. movement of the aircraft about the yaw and roll axes. B. angle of bank up to but not exceeding 30°. C. attitude of the aircraft with reference to the longitudinal axis.

Answer (A) is correct. DISCUSSION: There really are no yaw and roll axes; i.e., an airplane yaws about its vertical axis and rolls about its longitudinal axis. However, this is the best answer since the turn coordinator does indicate the roll and yaw movement of the airplane. The movement of the miniature airplane is proportional to the roll rate of the airplane. When the roll rate is reduced to zero (i.e., when the bank is held constant), the instrument provides an indication of the rate of turn. Answer (B) is incorrect. The turn coordinator shows the rate of turn rather than angle of bank. Answer (C) is incorrect. The turn coordinator does not show the attitude of the airplane (as does the attitude indicator); it shows the rate of the roll and turn.

34. What is true altitude? A. The vertical distance of the aircraft above sea level. B. The vertical distance of the aircraft above the surface. C. The height above the standard datum plane.

Answer (A) is correct. DISCUSSION: True altitude is the actual altitude above mean sea level, MSL. Answer (B) is incorrect. It represents absolute altitude. Answer (C) is incorrect. It is pressure altitude.

80. While cruising at 9,500 feet MSL, the fuel/ air mixture is properly adjusted. What will occur a descent to 4,500 feet MSL is made without readjusting the mixture? A. The fuel/air mixture may become excessively lean. B. There will be more fuel in the cylinders than is needed for normal combustion. C. The excessively rich mixture will create higher cylinder head temperatures and may cause detonation.

Answer (A) is correct. DISCÚSSION: At 9,500 feet, the mixture control is adjusted to provide the proper fuel/air ratio. As the airplane descends, the density of the air increases and there will be less fuel to air in the ratio, causing a leaner running engine. This excessively lean mixture will create higher cylinder temperature and may cause detonation. Answer (B) is incorrect. As air becomes more dense during the descent, there will be less (not more) fuel in the cylinders than is needed. Answer (C) is incorrect. The mixture will be excessively lean (not rich). Also, rich mixture would create lower (not higher) cylinder head temperatures.

83. 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.

Answer (A) is correct. DISCÚSSION: Detonation occurs when the fuel/air mixture in the cylinders explodes instead of burning progressively and evenly. This more rapid force slams the piston down instead of pushing it. Answer (B) is incorrect. An excessively rich fuel mixture lowers the temperature inside the cylinder, thus inhibiting the complete combustion of the fuel and producing an appreciable lack of power. Answer (C) is incorrect. Hot carbon deposits in the combustion chamber igniting the fuel/air mixture too early, or in advance of normal ignition, is termed pre-ignition.

3. During flight, when are the indications of a magnetic compass accurate? A. Only in straight-and-level unaccelerated flight. B. As long as the airspeed is constant. C. During turns if the bank does not exceed 18°.

Answer (A) is correct. DISCÚSSION: During flight, the magnetic compass indications can be considered accurate only when in straight- and-level, unaccelerated flight. During acceleration, deceleration, or turns, the compass card will dip and cause false readings. Answer (B) is incorrect. Even with a constant airspeed, the magnetic compass may not be accurate during a turn. Answer (C) is incorrect. Due to the compass card dip, the compass may not be accurate even during shallow turns.

92. What should be the first action after starting an aircraft engine? A. Adjust for proper RPM and check for desired indications on the engine gauges. B. Place the magneto or ignition switch momentarily in the OFF position to check for proper grounding. C. Test each brake and the parking brake.

Answer (A) is correct. DISČÚSSION: After the engine starts, the engine speed should be adjusted to the proper RPM. Then the engine gauges should be reviewed, with the oil pressure being the most important gauge initially. Answer (B) is incorrect. This check is normally done just prior to engine shutdown. Answer (C) is incorrect. This check is done during taxi.

68. With regard to carburetor ice, float-type carburetor systems in comparison to fuel injection systems are generally considered to be A. more susceptible to icing. B. equally susceptible to icing. C. less susceptible to icing

Answer (A) is correct. DISCÚSSION: Float-type carburetor systems are generally more susceptible to icing than fuel-injected engines due to the cooling effect resulting from fuel vaporization and a decrease in air pressure at the venturi in a carburetor. When there is high humidity and the temperature is between 20°F and 70°F, there is a high potential for carburetor icing, particularly at low power settings. Answer (B) is incorrect. Fuel injection systems are less susceptible to internal icing than carburetor systems, although air intake icing is equally possible in both systems. Answer (C) is incorrect. Carburetor icing may occur in high humidity with nc visible moisture, causing it to be susceptible to carburetor icing.

87. What type fuel can be substituted for an aircraft if the recommended octane is not available? A. The next higher octane aviation gas. B. The next lower octane aviation gas. C. Unleaded automotive gas of the same octane rating.

Answer (A) is correct. DISCÚSSION: If the recommended octane is not available for an airplane, the next higher octane aviation gas should be used. Answer (B) is incorrect. If the grade of fuel used in an airplane engine is lower than specified for the engine, it will probably cause detonation. Answer (C) is incorrect. Except for very special situations, only aviation gas should be used.

78. During the run-up at a high-elevation airport, a pilot notes a slight engine roughness that is not affected by the magneto check but grows worse during the carburetor heat check. Under these circumstances, what would be the most logical initial action? A. Check the results obtained with a leaner setting of the mixture. B. Taxi back to the flight line for a maintenance check. C. Reduce manifold pressure to control detonation.

Answer (A) is correct. DISCÚSSION: If, during a run-up at a high-elevation airport, you notice a slight roughness that is not affected by a magneto check but grows worse during the carburetor heat check, you should check the results obtained with a leaner setting of the mixture control. At a high-elevation field, the air is less dense and the application of carburetor heat increases the already too rich fuel-to-air mixture. By leaning the mixture during the run-up, the condition should improve. Answer (B) is incorrect. This mixture condition is normal at a high-elevation field. However, if after leaning the mixture a satisfactory run-up cannot be obtained, the pilot should taxi back to the flight line for a maintenance check. Answer (C) is incorrect. The question describes a symptom of an excessively rich mixture, not detonation.

66. 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.

Answer (A) is correct. DISCÚSSION: Most airplane dual ignition systems, which have two spark plugs for each combustion magnetos to supply engines are equipped with the electrical current to two chamber. The main advantages of the dual system are increased safety and improved burning and combustion of the mixture, which results in improved performance. Answer (B) is incorrect. The heat distribution within a cylinder Is usually not uniform, even with dual ignition. Answer (C) IS incorrect. Balanced cylinder-head pressure is a nonsense phrase.

47. How do variations in temperature affect the altimeter? A. Pressure levels are raised on warm days and the indicated altitude is lower than true altitude. B. Higher temperatures expand the pressure levels and the indicated altitude is higher than true altitude. C. Lower temperatures lower the pressure levels and the indicated altitude is lower than true altitude.

Answer (A) is correct. DISCÚSSION: On warm days, the atmospheric pressure levels are higher than on cold days. Your altimeter will indicate a lower than true altitude. Remember, "low to high, clear the sky." Answer (B) is incorrect. Expanding (or raising) the pressure levels will cause indicated altitude to be lower (not higher) than true altitude. Answer (C) is incorrect. Lower pressure levels will cause indicated altitude to be higher (not lower) than true altitude.

56. An abnormally high engine oil temperature indication may be caused by A. the oil level being too low. B. operating with a too high viscosity oil. C. operating with an excessively rich mixture.e

Answer (A) is correct. DISCÚSSION: Operating with an excessively low oil level prevents the oil from being cooled adequately; i.e., an inadequate supply of oil will not be able to transfer engine heat to the engine's oil cooler (similar to a car engine's water radiator). Insufficient oil may also damage an engine from excessive friction within the cylinders and on other metal-to-metal contact parts. Answer (B) is incorrect. The higher the viscosity, the better the lubricating and cooling capability of the oil. Answer (C) is incorrect. A rich fuel/air mixture usually decreases (not increases) engine temperature.

18. (Refer to Figure 4 on page 52) What is the full flap operating range for the airplane? A. 55 to 100 kts. B. 55 to 208 kts. C. 55 to 165 kts.

Answer (A) is correct. DISCÚSSION: The full flap operating range is indicated by the white arc on the airspeed indicator. The airspeed indicator in Fig. 4 indicates the full flap operating range is from 55 to 100 kts. Answer (B) is incorrect. The entire operating range of this airplane is 55 to 208 kts. Answer (C) is incorrect. The normal operating range for this airplane (green arc) is 55 to 165 kts.

29. (Refer to Figure 82 on page 55) Altimeter 3 indicates A. 9,500 feet. B. 10,500 feet. C. 4,500 feet.

Answer (A) is correct. DISCÚSSION: The long, thin needle is past the fourth tick mark and just before the 1 (<10,000); the short needle is between the 9 and 0 (representing more than 9 thousands of feet); and the long, wide needle is on the 5 (representing 5 hundreds of feet). Therefore, the altimeter indicates 9,500 feet. Answer (B) is incorrect. The altimeter would indicate 10,500 feet if the long, thin needle was slightly past the (>10,000); the short needle was between the 0 and 1 (representing less than 11 thousands of feet); and the long, wide needle was on the 5 (representing 5 hundreds of feet). Answer (C) is incorrect. The altimeter would indicate 4,500 feet if the long, thin needle was between the second and third tick marks to the right of 0 (>2,000); the short needle was halfway between the 4 and 5 (representing 4.5 thousands of feet); and long, wide needle was on 5 (representing 5 hundreds of feet).

31. (Refer to Figure 82 on page 55) Which altimeter(s) indicate(s) more than 9,000 feet? A. 1, 2, and 3. B. 1 and 2 only. C. 3 only.

Answer (C) is correct. DISCUSSION: Altimeter 3 indicates 9,500 feet. Altimeters 1 and 2 both indicate under 9,000 feet. Answer (A) is incorrect. Altimeters 1 and 2 indicate under 9,000 feet. Answer (B) is incorrect. Altimeter 1 indicates 500 feet, and Altimeter 2 indicates 1,500 feet. Both are less than 9,000 feet.

75. Generally speaking, the use of carburetor heat tends to A. decrease engine performance. B. increase engine performance. C. have no effect on engine performance.

Answer (A) is correct. DISČÚSSION: Use of carburetor heat tends to decrease the engine performance and also to increase the operating temperature. Warmer air is less dense, and engine performance decreases with density. Thus, carburetor heat should not be used when full power is required (as during takeoff) or during normal engine operation except as a check for the presence or removal of carburetor ice. Answer (B) is incorrect. Carburetor heat decreases (not increases) engine performance. Answer (C) is incorrect. Carburetor heat does have an effect on performance.

91. Which would most likely cause the cylinder head temperature and engine oil temperature gauges to exceed their normal operating ranges? A. Using fuel that has a lower-than-specified fuel rating. B. Using fuel that has a higher-than-specified fuel rating. C. Operating with higher-than-normal oil pressure.

Answer (A) is correct. DISČÚSSION: Use of fuel with lower-than-specified fuel ratings, e.g., 80 octane instead of 100, can cause many problems, including higher operating temperatures, detonation, etc. Answer (B) is incorrect. Higher octane fuels usually result in lower cylinder head temperatures. Answer (C) is incorrect. Higher-than-normal oil pressure provides better lubrication and cooling (although too high an oil pressure can break parts, lines, etc.).

77. What change occurs in the fuel/air mixture when carburetor heat is applied? A. A decrease in RPM results from the lean mixture. B. The fuel/air mixture becomes richer. C. The fuel/air mixture becomes leaner.

Answer (B) is correct. DISCÚSSION: When carburetor heat is applied, hot air is introduced into the carburetor. Hot air is less dense than cold air; therefore, the decrease in air density with a constant amount fuel makes a richer mixture. Answer (A) is incorrect. A drop in RPM as carburetor heat is applied is due to the less dense air and melting ice, not a lean mixture. Answer (C) is incorrect. When carburetor heat is applied, the fuel/air mixture becomes richer, not leaner.

57. Excessively high engine temperatures will A. cause damage to heat-conducting hoses and warping of the cylinder cooling fins. B. cause loss of power, excessive oil consumption, and possible permanent internal engine damage. C. not appreciably affect an aircraft engine.

Answer (B) is correct. DISCUSSION: Excessively high engine temperatures will result in loss of power, excessive oil consumption, and possible permanent internal engine damage. Answer (A) is incorrect. Excessively high engine temperatures may cause internal engine damage, but external damage is less likely. Answer (C) is incorrect. An excessively high engine temperature can cause a loss of performance and possibly internal engine damage.

96. A positive indication on an ammeter A. indicates the aircraft's battery will soon lose its charge. B. shows the rate of charge on the battery. C. means more current is being drawn from the battery than is being replaced.

Answer (B) is correct. DISCUSSION: A positive indication on the ammeter shows the rate of charge on the battery. Answer (A) is incorrect. A battery will not lose its charge while being charged, which is what a positive indication on an ammeter indicates. Answer (C) is incorrect. A negative indication on an ammeter means more current is being drawn from the battery than is being replaced.

27. (Refer to Figure 3 on page 54) Which altimeter(s) indicate(s) more than 10,000 feet? A. 1, 2, and 3. B. 1 and 2 only. C. 1 only.

Answer (B) is correct. DISCUSSION: Altimeters 1 and 2 indicate over 10,000 feet because 1 indicates 10,500 feet and 2 indicates 14,500 feet. The short needle on 3 points just below 1, i.e., below 10,000 feet. Answer (A) is incorrect. Altimeter 3 is indicating 9,500 feet, which is less than 10,000 feet. Answer (C) is incorrect. Altimeter 2 is indicating 14,500 feet, which is also more than 10,000 feet.

55. You are flying an aircraft equipped with an electronic flight display and the air data computer fails. What instrument is affected? A. ADS-B in capability. B. Airspeed indicator. C. Attitude indicator.

Answer (B) is correct. DISCUSSION: An electronic flight display (EFD) utilizes air data computer (ADC), which receives the pitot and static inputs and computes the difference between the total pressure and the static pressure. It then generates the information necessary to display the airspeed, altitude, and vertical speed on the PFD. Answer (A) is incorrect. ADS-B in capability is not affected by the ADC. Answer (C) is incorrect. The attitude indicator receives its information from the Attitude Heading and Reference System (AHRS), not the ADC.

54. An aircraft which is equipped with an Electronic Flight Display (EFD) can A. compensate for an airman's lack of skill or knowledge. B. offer new capabilities and simplify the basic flying task. C. improve flight awareness by allowing the pilot to simply watch for alerts.

Answer (B) is correct. DISCUSSION: EFDS offer new capabilities, such as enhanced situational awareness, and simplify basic flying tasks, such as traditional cross-country flight planning and fuel management. Answer (A) is incorrect. It is important to remember that EFDS do not replace basic flight knowledge and skills. An EFD is a tool for improving flight safety. Risk increases when the pilot believes gadgets will compensate for lack of skill and knowledge. It is especially important to recognize there are limits to what the electronic systems in any light GA aircraft can do. Being PIC requires sound ADM, which sometimes means saying "no" to a flight. Answer (C) is incorrect. An advanced avionics aircraft offers increased safety with enhanced situational awareness. Tools like the moving map, topography, terrain awareness, traffic, and weather datalink displays give the pilot unprecedented information for enhanced situational awareness, but, without a well-planned information management strategy, these tools also make it easy for an unwary pilot to slide into the complacent role of passenger in command.

64. A precaution for the operation of an engine equipped with a constant-speed propeller is to A. avoid high RPM settings with high manifold pressure. B. avoid high manifold pressure settings with low RPM. C. always use a rich mixture with high RPM settings.

Answer (B) is correct. DISCUSSION: For any given RPM, there is a manifold pressure that should not be exceeded. Manifold pressure is excessive for a given RPM when the cylinder design pressure is exceeded, placing undue stress on them. If repeated or extended, the stress would weaken the cylinder components and eventually cause engine failure. Answer (A) is incorrect. It is the relationship of high manifold pressure with low RPM that is dangerous (not high RPM with high manifold pressure). Answer (C) is incorrect. The mixture control is related to engine cylinder temperature, not to RPM.

73. The operating principle of float-type carburetors is based on the A. automatic metering of air at the venturi as the aircraft gains altitude. B. difference in air pressure at the venturi throat and the air inlet. C. increase in air velocity in the throat of a venturi causing an increase in air pressure.

Answer (B) is correct. DISCUSSION: In a float-type carburetor, air flows into the carburetor and through a venturi tube (a narrow throat in the carburetor). As the air flows more rapidly through the venturi, a low pressure area is created that draws the fuel from a main fuel jet located at the throat of the carburetor and into the airstream, where it is mixed with flowing air. It is called a float- type carburetor in that a ready supply of gasoline is kept in the float bowl by a float, which activates a fuel inlet valve. Answer (A) is incorrect. The metering at the venturi is fuel, not air, and this is done manually with a mixture control. Answer (C) is incorrect. The increase in air velocity in the throat of a venturi causes a decrease (not increase) in air pressure (which draws the gas from the main fuel jet into the low-pressure air)

38. Under what condition is indicated altitude the same as true altitude? A. If the altimeter has no mechanical error. B. When at sea level under standard conditions. C. When at 18,000 feet MSL with the altimeter set at 29.92.

Answer (B) is correct. DISCUSSION: Indicated altitude (what you read on your altimeter) approximates the true altitude (distance above mean sea level) when standard conditions exist and your altimeter is properly calibrated. Answer (A) is incorrect. The indicated altitude must be adjusted for nonstandard temperature for true altitude. Answer (C) is incorrect. The altimeter reads pressure altitude when set to 29.92, and that is only true altitude under standard conditions.

4. Deviation error of the magnetic compass is caused by A. a northerly turning error. B. certain metals and electrical systems within the aircraft. C. the difference in location of true north and magnetic north.

Answer (B) is correct. DISCUSSION: The compass in an airplane will align with any magnetic field. Magnetic fields created by metals and the electrical system of the aircraft will hinder the ability of the compass to align with the Earth's magnetic field. This phenomenon is known as deviation. Since deviation error varies by heading, a compass correction card is fitted, providing the pilot with the deviation for a given heading. Answer (A) is incorrect. Northerly turning error is a product of the pulling-vertical component of the Earth's magnetic field. Answer (C) is incorrect. Variation is the error associated with the difference in the location of true and magnetic north.

32. (Refer to Figure 82 on page 55) Altimeter 2 indicates A. 500 feet. B. 1,500 feet. C. 4,500 feet.

Answer (B) is correct. DISCUSSION: The long, thin needle is to the right of 0, just before the first tick mark (<2,000); the short needle is halfway between the 1 and 2 (representing 1.5 thousands of feet); and the long, wide needle is on the 5 (representing 5 hundreds of feet). Therefore, the altimeter indicates 1,500 feet. Answer (A) is incorrect. The altimeter would indicate 500 feet if the long, thin needle was just to the right of 0 prior to the first tick mark (<10,000); the short needle was between the 0 and 1, pointing between the second and third tick marks (representing less than 1 thousand feet); and the long, wide needle was on the 5 (representing 5 hundreds of feet). Answer (C) is incorrect. The altimeter would indicate 4,500 feet if the long, thin needle was between the second and third tick marks to the right of 0; the short needle was halfway between the 4 and 5(representing 4.5 thousands of feet); and the wide needle was on 5 (representing 5 hundreds of feet).

19. (Refer to Figure 4 on page 52) What is the maximum flaps-extended speed? A. 65 kts. B. 100 kts. C. 165 kts.

Answer (B) is correct. DISCUSSION: The maximum flaps-extended speed is indicated by the upper limit of the white arc. This is the highest airspeed at which a pilot should extend full flaps. At higher airspeeds, severe strain or structural failure could result. The upper limit of the white arc on the airspeed indicator shown in Fig. 4 indicates 100 kts. Answer (A) is incorrect. The lower limit of the green arc is 65 kts., which is the power-off stall speed in a specified green arc is 165 kts., which is the maximum structural cruising configuration. Answer (C) is incorrect. The upper limit of the speed.

24. (Refer to Figure 4 on page 52) What is the maximum structural cruising speed? A. 100 kts. B. 165 kts. C. 208 kts.

Answer (B) is correct. DISCUSSION: The maximum structural cruising speed is the maximum speed for normal operation and is indicated as the upper limit of the green arc on an airspeed indicator. The upper limit of the green arc on the airspeed indicator shown in Fig. 4 indicates 165 kts. Answer (A) is incorrect. This is the upper limit of the white arc and is the maximum speed at which the flaps can be extended. Answer (C) is incorrect. This is the speed that should never be exceeded. Beyond this speed, structural damage to the airplane may occur.

12. If the pitot tube and outside static vents become clogged, which instruments would be affected? A. The altimeter, airspeed indicator, and turn-and slip indicator. B. The altimeter, airspeed indicator, and vertical speed indicator. C. The altimeter, attitude indicator, and turn-and- slip indicator.

Answer (B) is correct. DISCUSSION: The pitot-static system is a source of air pressure for the operation of the altimeter, airspeed indicator, and vertical speed indicator. Thus, if the pitot and outside static vents become clogged, all of these instruments will be affected. Answer (A) is incorrect. The turn-and-slip indicator is a gyroscopic instrument and does not operate on the pitot-static system. Answer (C) is incorrect. The attitude indicator and turn- and-slip indicator are both gyroscopic instruments and do not operate on the pitot-static system.

8. What should be the indication on the magnetic compass as you roll into a standard rate turn to the right from a south heading in the Northern Hemisphere? A. The compass will initially indicate a turn to the left. B. The compass will indicate a turn to the right, but at a faster rate than is actually occurring. C. The compass will remain on south for a short time, then gradually catch up to the magnetic heading of the airplane.

Answer (B) is correct. DISCUSSION: When on a southerly heading in the Northern Hemisphere and you roll into a standard rate turn to the right, the magnetic compass indication precedes the turn, showing greater amount of turn than is actually occurring. Answer (A) is incorrect. The magnetic compass will initially indicate a turn to the left when you roll into a standard rate turn from a north, not south, heading in the Northern Hemisphere. Answer (C) is incorrect. The magnetic compass indication will precede the turn, not remain constant, when you roll into a standard rate turn from a south heading in the Northern Hemisphere.

65. What is an advantage of a constant-speed propeller? A. Permits the pilot to select and maintain a desired cruising speed. B. Permits the pilot to select the blade angle for the most efficient performance. C. Provides a smoother operation with stable RPM and eliminates vibrations.

Answer (B) is correct. DISCÚSSION: A controllable-pitch propeller (constant- speed) permits the pilot to select the blade angle that will result ain the most efficient performance given the flight conditions. A slow blade angle and a decreased pitch reduces the propeller drag and allows more engine RPM (power) for takeoffs. Alter airspeed is attained during cruising flight, the propeller blade changed to a higher angle to increase pitch. The blade takes a larger bite of air at a lower RPM and consequently increases the efficiency of the flight. This process is similar to shifting gears in an automobile from low to high gear. Answer (A) is incorrect. A desired cruising speed is possible with any airplane. Answer (C) is incorrect. Vibrations are eliminated through propeller balancing, not a constant-speed propeller.

33. What is absolute altitude? A. The altitude read directly from the altimeter. B. The vertical distance of the aircraft above the surface. C. The height above the standard datum plane.

Answer (B) is correct. DISCÚSSION: Absolute altitude is altitude above the surface, i.e., AGL. Answer (A) is incorrect. It is indicated altitude. Answer (C) is incorrect. It is pressure altitude.

5. In the Northern Hemisphere, if an aircraft is accelerated or decelerated, the magnetic compass will normally indicate A. a turn momentarily. B. correctly when on a north or south heading. C. a turn toward the south.

Answer (B) is correct. DISCÚSSION: Acceleration and deceleration errors on magnetic compasses do not occur when on a north or south heading in the Northern Hemisphere. They occur on east and west headings. Answer (A) is incorrect. Acceleration and deceleration errors occur only on easterly and westerly headings. Answer (C) incorrect. A turn to the north is indicated upon is acceleration and a turn to the south is indicated on deceleration when on east or west headings.

76. Applying carburetor heat will A. result in more air going through the carburetor. B. enrich the fuel/air mixture. C. not affect the fuel/air mixture.

Answer (B) is correct. DISCÚSSION: Applying carburetor heat will enrich the fuel/ air mixture. Warm air is less dense than cold air, hence the application of heat increases the fuel-to-air ratio. Answer (A) is incorrect. Applying carburetor heat will not result in more air going into the carburetor. Answer (C) is incorrect. Applying carburetor heat will enrich the fuel/air mixture.

79. The basic purpose of adjusting the fuel/air mixture at altitude is to A. 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 compensate for the decrease in and pressure density of the air.

Answer (B) is correct. DISCÚSSION: At higher altitudes, the air density is decreased. Thus, the mixture control must be adjusted to decrease the fuel flow in order to maintain a constant fuel/air ratio. Answer (A) is incorrect. Air density decreases (not increases) at altitude. Answer (C) is incorrect. The mixture is decreased (not increased) in order to compensate for decreased air density.

35. What is density altitude? A. The height above the standard datum plane. B. The pressure altitude corrected for nonstandard temperature. C. The altitude read directly from the altimeter.

Answer (B) is correct. DISCÚSSION: Density altitude is the pressure altitude corrected for nonstandard temperature. Answer (A) is incorrect. The height above the standard datum plane is the pressure altitude. Answer (C) is incorrect. The altitude read directly from the altimeter is the indicated altitude.

84. If a pilot suspects that the engine (with a fixed- pitch propeller) is detonating during climb-out after takeoff, the initial corrective action to take would be to A. lean the mixture. B. lower the nose slightly to increase airspeed. C. apply carburetor heat.

Answer (B) is correct. DISCÚSSION: If you suspect engine detonation during climb-out after takeoff, you would normally decrease the pitch to increase airspeed (more cooling) and decrease the load on the engine. Detonation is usually caused by a poor grade of fuel or an excessive engine temperature. Answer (A) is incorrect. Leaning the mixture will increase engine temperature and increase detonation. Answer (C) is incorrect. While carburetor heat will increase the fuel-to-air ratio, hot air flowing into the carburetor will not lower engine temperature. Also, the less dense air will decrease the engine power for climb-out.

90. On aircraft equipped with fuel pumps, when is the auxiliary electric driven pump used? A. All the time to aid the engine-driven fuel pump. B. In the event engine-driven fuel pump fails. C. Constantly except in starting the engine.

Answer (B) is correct. DISCÚSSION: In a fuel pump system, two fuel pumps are used on most airplanes. The main fuel is engine-driven, pump and an auxiliary electric-driven pump is provided for use in the event the engine pump fails. Answer (A) is incorrect. An auxiliary fuel pump is a backup system to the engine-driven fuel pump; it is not intended to aid the engine-driven fuel pump. Answer (C) is incorrect. The auxiliary electric fuel pump is normally used in starting the engine.

86. The uncontrolled firing of the fuel/air charge in advance of normal spark ignition is known as A. combustion. B. pre-ignition. C. detonation.

Answer (B) is correct. DISCÚSSION: Pre-ignition is the ignition of the fuel prior to normal ignition or ignition before the electrical arcing occurs at the spark plug. Pre-ignition may be caused by excessively hot exhaust valves, carbon particles, or spark plugs and electrodes heated to an incandescent, or glowing, state. These hot spots are usually caused by high temperatures encountered during detonation. A significant difference between pre-ignition and detonation is that, if the conditions for detonation exist in one cylinder, they usually exist in all cylinders, but pre-ignition often takes place in only one or two cylinders. Answer (A) is incorrect. Combustion is the normal process that takes place inside the cylinders. Answer (C) is incorrect. Detonation is an uncontrolled, explosive ignition of the fuel/air mixture within the cylinder's combustion chamber caused by a combination of excessively high temperature and pressure in the cylinder.

36. What is pressure altitude? A. The indicated altitude corrected for position and installation error. B. The altitude indicated when the barometricate pressure scale is set to 29.92. C. The indicated altitude corrected for nonstandard temperature and pressure.

Answer (B) is correct. DISCÚSSION: Pressure altitude is the airplane's height above the standard datum plane of 29.92" Hg. If the altimeter is set to 29.92" Hg, the indicated altitude is the pressure altitude. Answer (A) is incorrect. "Corrected for position and installation error" is used to define calibrated airspeed, not a type of altitude. Answer (C) is incorrect. The indicated altitude corrected for nonstandard temperature and pressure describes density altitude.

81. 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.

Answer (B) is correct. DISCÚSSION: The fuel/air ratio, i.e., mixture, is the ratio between the weight of fuel and the weight of air entering the cylinder. Answer (A) is incorrect. As altitude increases, the amount of air in a fixed volume (i.e., air density) decreases. Thus, the ratio is between weights, not volume. Answer (C) is incorrect. The carburetor is where the fuel/air ratio is established prior to entering the cylinders.

44. If a flight is made from an area of high pressure into an area of lower pressure without the altimeter setting being adjusted, the altimeter will indicate A. lower than the actual altitude above sea level. B. higher than the actual altitude above sea level. C. the actual altitude above sea level.

Answer (B) is correct. DISCÚSSION: When flying from higher pressure to lower pressure without adjusting your altimeter, the altimeter will indicate a higher than actual altitude. As you adjust an altimeter barometric setting lower, the altimeter indicates lower. Answer (A) is incorrect. The decrease in pressure causes the altimeter to read higher, not lower, than actual altitude. Answer (C) is incorrect. The altimeter will show actual altitude only when it is set correctly.

93. Should it become necessary to handprop an airplane engine, it is extremely important that a competent pilot A. call "contact" before touching the propeller. B. be at the controls on the flight deck. C. be on the flight deck and call out all commands.

Answer (B) is correct. DISČÚSSION: Because of the hazards involved in handstarting airplane engines, every precaution should be exercised. It is extremely important that a competent pilot be at the controls on the flight deck. Also, the person turning the elcpropeller should be thoroughly familiar with the technique. Answer (A) is incorrect. The person handpropping the airplane yells "gas off, switch off, throttle closed, brakes set" before touching the propeller initially. Contact means the magnetos are on, i.e., "hot." This is not done until starting is attempted. Answer (C) is incorrect. The person handpropping the airplane (not the person on the flight deck) calls out the commands.

6. In the Northern Hemisphere, a magnetic compass will normally indicate initially a turn toward the west if A. a left turn is entered from a north heading. B. a right turn is entered from a north heading. C. an aircraft is accelerated while on a north heading.

Answer (B) is correct. DISČÚSSION: Due to the northerly turn error in the Hemisphere, a magnetic compass will initially indicate a turn toward the west if a right (east) turn is entered from a north heading. Answer (A) is incorrect. If a left (west) turn were made from a north heading, the compass would initially indicate a turn the east. Answer (C) is incorrect. Acceleration/deceleration error does not occur on a north heading.

67. If the ignition switch ground wire becomes disconnected, the magneto A. will not operate because the battery is disconnected from the circuit. B. may continue to fire. C. will not operate.

Answer (B) is correct. DISČÚSSION: Loose or broken wires in the ignition system can cause problems. For example, if the ignition switch is OFF, the magneto may continue to fire if the ignition switch ground wire is disconnected. If this occurs, the only way to stop the engine is to move the mixture lever to the idle cut-off position, then have the system checked by a qualified aviation maintenance technician. Answer (A) is incorrect. The magneto may continue to fire If the ignition switch ground wire is disconnected. Answer (C) is incorrect. The magneto may continue to fire if the ignition switch ground wire is disconnected.

40. Under which condition will pressure altitude be equal to true altitude? A. When the atmospheric pressure is 29.92" Hg. B. When standard atmospheric conditions exist. C. When indicated altitude is equal to the pressure altitude.

Answer (B) is correct. DISČÚSSION: Pressure altitude equals true altitude when standard atmospheric conditions (29.92" Hg and 15°C at sea level) exist. Answer (A) is incorrect. Standard temperature must also exist. Answer (C) is incorrect. Indicated altitude does not necessarily relate to true or pressure altitudes.

53. What steps must be taken when flying with glass cockpits to ensure safe flight? A. Use the moving map for primary means of navigation, use the MFD to check engine systems and weather, back up with supplementary forms of information. B. Regularly scan each item on the PFD, confirm on the MFD. C. Regularly scan both inside and outside, use all appropriate checklists, and cross-check with other forms of information.

Answer (C) is correct. DISCUSSION: A regular scan, both visually outside and inside on backup gauges, should be combined with other means of navigation and checklists to ensure safe flight. Answer (A) is incorrect. The moving map should not be the sole means of navigation. Moving maps should be used as a supplement, not as a replacement. Answer (B) is incorrect. While you should scan both the PFD and MFD, more is needed to ensure a safe flight, such as visually scanning outside and confirming indications from other sources.

28. (Refer to Figure 3 on page 54) Altimeter 2 indicates A. 1,500 feet. B. 4,500 feet. C. 14,500 feet.

Answer (C) is correct. DISCUSSION: Altimeter 2 indicates 14,500 feet because the shortest needle is between the 1 and the 2, indicating about 15,000 feet; the middle needle is between 4 and 5, indicating 4,500 feet; and the long needle is on 5, indicating 500 feet, i.e., 14,500 feet. Answer (A) is incorrect. For 1,500 feet, the middle needle would have to be between 1 and 2, and the shortest needle between 0 and 1. Answer (B) is incorrect. For 4,500 feet, the shortest needle would have to be between 0 and 1.

37. Altimeter setting is the value to which the barometric pressure scale of the altimeter is set so the altimeter indicates A. calibrated altitude at field elevation. B. absolute altitude at field elevation. C. true altitude at field elevation.

Answer (C) is correct. DISCUSSION: Altimeter setting is the value to which the scale of the pressure altimeter is set so that the altimeter indicates true altitude at field elevation. Answer (A) is incorrect. "Calibrated" refers to airspeed and airspeed indicators, not altitude and altimeters. Answer (B) is incorrect. Absolute altitude is the altitude above the surface, not above MSL.

82. 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.

Answer (C) is correct. DISCUSSION: Detonation occurs when the fuel/air mixture in the cylinders explodes instead of burning normally. This more rapid force slams the piston down instead of pushing it. Answer (A) is incorrect. If the spark plugs are "fouled" or the wiring is defective, the cylinders would not be firing; i.e., there would be no combustion. Answer (B) is incorrect. Hot spots in the combustion chamber igniting the fuel/air mixture in advance of normal ignition is pre-ignition.

49. (Refer to Figure 6 on page 60) To receive accurate indications during flight from a heading indicator, the instrument must be A. set prior to flight on a known heading. B. calibrated on a compass rose at regular intervals. C. periodically realigned with the magnetic compass as the gyro precesses.

Answer (C) is correct. DISCUSSION: Due to gyroscopic precession, directional gyros must be periodically realigned with a magnetic compass. Friction is the maior cause of its drifting from the correct heading. Answer (A) is incorrect. The instrument must be periodically reset, not just set initially. Answer (B) is incorrect. There is no calibration of the heading indicator; rather, it is reset.

88. Filling the fuel tanks after the last flight of the day is considered a good operating procedure because this will A. force any existing water to the top of the tank away from the fuel lines to the engine. B. prevent expansion of the fuel by eliminating airspace in the tanks. C. prevent moisture condensation by eliminating airspace in the tanks.

Answer (C) is correct. DISCUSSION: Filling the fuel tanks after the last flight of the day is considered good operating practice because it prevents moisture condensation by eliminating airspace in the tanks. Humid air may result in condensation at night when the airplane cools. Answer (A) is incorrect. Water is heavier than fuel and will always settle to the bottom of the tank. Answer (B) is incorrect. Filling the fuel tank will not prevent expansion of the fuel.

94. During preflight in cold weather, crankcase breather lines should receive special attention because they are susceptible to being clogged by A. congealed oil from the crankcase. B. moisture from the outside air which has frozen. C. ice from crankcase vapors that have condensed and subsequently frozen.

Answer (C) is correct. DISCUSSION: Frozen crankcase breather lines prevent oil from circulating adequately in the engine and may even result in broken oil lines or oil being pumped out of the crankcase. Accordingly, you must always visually inspect to make sure that the crankcase breather lines are free of ice. The ice may have formed as a result of the crankcase vapors freezing in the lines after the engine has been turned off. Answer (A) is incorrect. Oil in the crankcase virtually never gets into the breather lines but rather remains in the bottom of the crankcase. Answer (B) is incorrect. Very cold outside air has a low moisture content.

60. If the engine oil temperature and cylinder head temperature gauges have exceeded their normal operating range, the pilot may have been operating with A. the mixture set too rich. B. higher-than-normal oil pressure. C. too much power and with the mixture set too lean.

Answer (C) is correct. DISCUSSION: If the engine oil temperature and cylinder head temperature gauges exceed their normal operating range, it is possible that the power setting is too high and the fuel/air mixture is set excessively lean. These conditions may cause engine overheating. Answer (A) is incorrect. A rich mixture setting normally causes lower (not higher-than-normal) engine temperature. Answer (B) is incorrect. A higher-than-normal oil pressure does not normally increase the engine temperature.

85. If the grade of fuel used in an aircraft engine is lower than specified for the engine, it will most likely cause A. a mixture of fuel and air that is not uniform in all cylinders. B. lower cylinder head temperatures. C. detonation.

Answer (C) is correct. DISCUSSION: If the grade of fuel used in an airplane engine is lower than specified for the engine, it will probably cause detonation. Lower grades of fuel ignite at lower temperatures. A higher temperature engine (which should use a higher grade of fuel) may cause lower grade fuel to explode (detonate) rather than burn evenly. Answer (A) is incorrect. The carburetor meters the lower- grade fuel quantity in the same manner as a higher grade of fuel. Answer (B) is incorrect. A lower grade of fuel will cause higher (not lower) cylinder head temperatures.

45. Which condition would cause the altimeter to indicate a lower altitude than true altitude? A. Air temperature lower than standard. B. Atmospheric pressure lower than standard. C. Air temperature warmer than standard.

Answer (C) is correct. DISCUSSION: In air that is warmer than standard temperature, the airplane will be higher than the altimeter indicates. Said another way, the altimeter will indicate a lower altitude than actually flown. Answer (A) is incorrect. When flying in air that is colder than standard temperature, the airplane will be lower than the altimeter indicates ("high to low, look out below"). Answer (B) is incorrect. The altimeter setting corrects the altimeter for nonstandard pressure.

71. If an aircraft is equipped with a fixed-pitch propeller and a float-type carburetor, the first indication of carburetor ice would most likely be A. increase of RPM. B. engine roughness. C. decrease of RPM.

Answer (C) is correct. DISCUSSION: In an airplane equipped with a fixed- pitch propeller and float-type carburetor, the first indication of carburetor ice would be a decrease in RPM. Answer (A) is incorrect. A carburetor icing condition causes a drop in RPM, not an increase. Answer (B) is incorrect. A decrease in engine RPM should be evident before engine roughness became noticeable.

72. If an aircraft is equipped with a fixed-pitch propeller and a float-type carburetor, the first indication of carburetor ice would most likely be A. a drop in oil temperature and cylinder head temperature. B. engine roughness. C. loss of RPM.

Answer (C) is correct. DISCUSSION: In an airplane equipped with a fixed- pitch propeller and float-type carburetor, the first indication of carburetor ice would be a loss in RPM. Answer (A) is incorrect. A carburetor icing condition does not cause a drop in oil temperature or cylinder head temperature. Answer (B) is incorrect. A loss in engine RPM should be evident before engine roughness became noticeable.

1. In the Northern Hemisphere, a magnetic compass will normally indicate a turn toward the north if A. an aircraft is decelerated while on an east or west heading. B. a left turn is entered from a west heading. C. an aircraft is accelerated while on an east or west heading.

Answer (C) is correct. DISCUSSION: In the Northern Hemisphere, a magnetic compass will normally indicate a turn toward the north if an airplane is accelerated while on an east or west heading. Answer (A) is incorrect. In the Northern Hemisphere, an magnetic compass will normally indicate a turn toward the north if an airplane is accelerated, not decelerated, while on an east or west heading. Answer (B) is incorrect. There is no compass turning error on turns from a west heading.

7. In the Northern Hemisphere, the magnetic compass will normally indicate a turn toward the south when A. a left turn is entered from an east heading. B. a right turn is entered from a west heading. C. the aircraft is decelerated while on a west heading.

Answer (C) is correct. DISCUSSION: In the Northern Hemisphere, a magnetic compass will normally indicate a turn toward the south if an airplane is decelerated while on an east or west heading. Answer (A) is incorrect. Turning errors do not occur from an east heading. Answer (B) is incorrect. Turning errors do not occur from a west heading.

58. Excessively high engine temperatures, either in the air or on the ground, will increase A. increase fuel consumption and may increase power due to the increased heat. B. result in damage to heat-conducting hoses and warping of cylinder cooling fans. C. cause loss of power, excessive oil consumption, and possible permanent internal engine damage.

Answer (C) is correct. DISCUSSION: Operating the engine at excessively high temperatures will cause loss of power and excessive oil consumption, and can permanently damage engines. Answer (A) is incorrect. Overheating can cause excessiIve oil, not fuel, consumption and a loss, not increase, of power. Answer (B) is incorrect. Hoses are not used to transfer heat in airplane engines. Also, it is extremely unlikely one could overheat an engine to an extent to warp the cylinder cooling fans.

39. Under what condition is pressure altitude and density altitude the same value? A. At sea level, when the temperature is 0°F. B. When the altimeter has no installation error. C. At standard temperature.

Answer (C) is correct. DISCUSSION: Pressure altitude and density altitude are the same when temperature is standard. Answer (A) is incorrect. Standard temperature at sea level is 59°F, not 0°F. Answer (B) is incorrect. Installation error refers to pitot tubes and airspeed, not altimeter and altitude.

25. (Refer to Figure 3 on page 54) Altimeter 1 indicates A. 500 feet. B. 1,500 feet. C. 10,500 feet.

Answer (C) is correct. DISCUSSION: The altimeter has three needles. The short needle indicates 10,000-foot intervals, the middle-length needle indicates 1,000-foot intervals, and the long needle indicates 100-foot intervals. In altimeter 1, the shortest needle is on 1, which indicates about 10,000 feet. The middle-length needle indicates half-way between zero and 1, which is 500 feet. This is confirmed by the longest needle on 5, indicating 500 feet, i.e., 10,500 feet. Answer (A) is incorrect. If it were indicating just 500 feet, the short and medium needles would have to be on or near zero. Answer (B) is incorrect. If it were 1,500 feet, the shortest needle would be near zero and the middle needle would be between the 1 and the 2.

16. (Refer to Figure 4 on page 52) What is the caution range of the airplane? A. 0 to 60 kts. B. 100 to 165 kts. C. 165 to 208 kts.

Answer (C) is correct. DISCUSSION: The caution range is indicated by the yellow arc on the airspeed indicator. Operation within this range is safe only in smooth air. The airspeed indicator in Fig. 4 indicates the caution range from 165 to 208 kts. Answer (A) is incorrect. The range of 0-60 kts. is less than stall speed. Answer (B) is incorrect. The range of 100-165 kts. is within the normal operating airspeed range, which extends from minimum flap extension speed to maximum structural cruising speed.

51. (Refer to Figure 7 on page 60) How should a pilot determine the direction of bank from an attitude indicator such as the one illustrated? A. By the direction of deflection of the banking scale (A). B. By the direction of deflection of the horizon bar (B). C. By the relationship of the miniature airplane (C) to the deflected horizon bar (B).

Answer (C) is correct. DISCUSSION: The direction of bank on the attitude indicator (AI) is indicated by the relationship of the miniature airplane to the deflecting horizon bar. The miniature airplane's relative position to the horizon indicates its attitude: nose high, nose low, left bank, right bank. Answer (A) is incorrect. The banking scale (marked as A) may move in the opposite direction, which is confusing. Answer (B) is incorrect. The horizon bar (marked as B) moves in the direction opposite the turn.

50. (Refer to Figure 7 on page 60) The proper adjustment to make on the attitude indicator during level flight is to align the A. horizon bar to the level-flight indication. B. horizon bar to the miniature airplane. C. miniature airplane to the horizon bar.

Answer (C) is correct. DISCUSSION: The horizon bar (marked as B) on Fig.7 represents the true horizon. This bar is fixed to the gyro and remains on a horizontal plane as the airplane is pitched or banked about its lateral or longitudinal axis, indicating the attitude of the airplane relative to the true horizon. An adjustment knob is provided, with which the pilot may move the miniature airplane (marked as C) up or down to align the miniature airplane with the horizontal bar to suit the pilot's line of vision. Answer (A) is incorrect. Aligning the miniature airplane to the horizon bar provides a level-flight indication. Answer (B) is incorrect. The miniature airplane is adjustable, not the horizon bar.

30. (Refer to Figure 82 on page 55) Altimeter 1 indicates A. 4,500 feet. B. 1,500 feet. C. 500 feet.

Answer (C) is correct. DISCUSSION: The long, thin needle is between 0 and 1 (<10,000); the short needle is between 0 and 1 (<1,000); and the long, wide needle is on 5 (500). Therefore, the altimeter indicates 500 feet. Answer (A) is incorrect. The altimeter would indicate 4,500 feet if the long, thin needle was between the second and third tick marks to the right of 0 (appropriately representing <10,000); the short needle was halfway between the 4 and 5 (representing 4.5 thousands of feet); and the long, wide needle was on the 5 (representing 5 hundreds of feet). Answer (B) is incorrect. The altimeter would indicate 1,500 feet if the long, thin needle was just to the right of 0 prior to the second tick mark (appropriately representing <10,000 feet); the short needle was between the 0 and 2 (representing 1.5 thousands of feet); and the long, wide needle was on the 5 (indicating 5 hundreds of feet).

21. (Refer to Figure 4 on page 52) Which color identifies the power-off stalling speed in a specified configuration? A. Upper limit of the green arc. B. Upper limit of the white arc. C. Lower limit of the green arc.

Answer (C) is correct. DISCUSSION: The lower airspeed limit of the green arc indicates the power-off stalling speed in a specified configuration. "Specified configuration" refers to flaps up and landing gear retracted. Answer (A) is incorrect. The upper limit of the green arc is the maximum structural cruising speed. Answer (B) is incorrect. The upper airspeed limit of the white arc is the maximum flaps- extended speed. Structural damage to the flaps could occur if the flaps are extended above this airspeed.

23. (Refer to Figure 4 on page 52) Which color identifies the power-off stalling speed with wing flaps in the landing and landing gear configuration? A. Upper limit of the green arc. B. Upper limit of the white arc. C. Lower limit of the white arc.

Answer (C) is correct. DISCUSSION: The lower limit of the white arc indicates the power-off stalling speed with wing flaps and landing gear in the landing position. Answer (A) is incorrect. The upper limit of the green arc is the maximum structural cruising speed. Answer (B) is incorrect. The upper limit of the white arc is the maximum flaps-extended speed.

14. What is an important airspeed limitation that is not color coded on airspeed indicators? A. Never-exceed speed. B. Maximum structural cruising speed. C. Maneuvering speed.

Answer (C) is correct. DISCUSSION: The maneuvering speed of an airplane is an important airspeed limitation not color-coded on the airspeed indicator. It is found in the airplane manual (Pilot's Operating Handbook) or placarded on the flight deck. Maneuvering speed is the maximum speed at which full deflection of the airplane controls can be made without incurring structural damage. Maneuvering speed or less should be held in turbulent air to prevent structural damage due to excessive loads. Answer (A) is incorrect. The never-exceed speed is indicated on the airspeed indicator by a red radial line. Answer (B) is incorrect. The maximum structural cruising speed is indicated by the upper limit of the green arc on the airspeed indicator.

17. (Refer to Figure 4 on page 52) The maximum speed at which the airplane can be operated in smooth air is A. 100 kts. B. 165 kts. C. 208 kts.

Answer (C) is correct. DISCUSSION: The maximum speed at which the airplane can be operated in smooth air is indicated by the red radial line. The airspeed indicator in Fig. 4 indicates the red line is at 208 kts. Answer (A) is incorrect. The maximum flaps-extended speed is 100 kts., the upper limit of the white arc. Answer (B) is incorrect. The maximum structural cruising speed is 165 kts., the upper limit of the green arc.

69. 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°F and 50°F and low humidity. C. Temperature between 20°F and 70°F and high humidity.

Answer (C) is correct. DISCUSSION: The most favorable condition for carburetor icing is when the temperature is between 20°F and 70°F. Due to the sudden cooling that takes place in the carburetor, icing can occur even with temperatures as high as 100°F and humidity as low as 50%. During low or closed throttle settings, an engine is particularly susceptible to carburetor icing. Answer (A) is incorrect. The development of carburetor icing is possible at temperatures up to 100°F and high humidity. It is most favorable between 20°F and 70°F. Answer (B) is incorrect. Low humidity will generally preclude icing, and the correct temperature range is 20°F to 70°F for the most favorable conditions.

22. (Refer to Figure 4 on page 52) Which color identifies the normal flap operating range? A. The yellow arc. B. The green arc. C. The white arc.

Answer (C) is correct. DISCUSSION: The normal flap operating range is indicated by the white arc. The power-off stall speed with flaps extended is at the lower limit of the arc, and the maximum speed at which flaps can be extended without damage to them is the upper limit of the arc. Answer (A) is incorrect. The yellow arc well exceeds the upper limit of the white arc, which is the maximum flap extended speed. Answer (B) is incorrect. The green arc represents the normal operating range.

10. The pitot system provides impact pressure for which instrument? A. Altimeter. B. Vertical-speed indicator. C. Airspeed indicator.

Answer (C) is correct. DISCUSSION: The pitot system provides impact pressure, or ram pressure, for only the airspeed indicator. Answer (A) is incorrect. The altimeter operates off the static (not pitot) system. Answer (B) is incorrect. The vertical-speed indicator operates off the static (not pitot) system.

13. Which instrument(s) will become inoperative if the static vents become clogged? A. Airspeed indicator only. B. Altimeter only. C. Airspeed indicator, altimeter, and vertical speed indicator.

Answer (C) is correct. DISCUSSION: The pitot-static system is a source of air pressure for the operation of the airspeed indicator, altimeter, and vertical speed indicator. Thus, if the static vents become clogged, all three instruments will become inoperative. Answer (A) is incorrect. Not only the airspeed indicator but also the altimeter and vertical speed indicator will become inoperative. Answer (B) is incorrect. Not only the altimeter but also the airspeed and vertical speed indicators will become inoperative.

11. Which instrument will become inoperative if the pitot tube becomes clogged? A. Altimeter. B. Vertical speed indicator. C. Airspeed indicator.

Answer (C) is correct. DISCUSSION: The pitot-static system is a source of pressure for the altimeter, vertical-speed indicator, and airspeed indicator. The pitot tube is connected directly to the airspeed indicator and provides impact pressure for it alone. Thus, if the pitot tube becomes clogged, only the airspeed indicator will become inoperative. Answer (A) is incorrect. The altimeter operates off the static system and is not affected by a clogged pitot tube. Answer (B) is incorrect. The vertical speed indicator operates the static system and is not affected by a clogged pitot tube.

15. What does the red line on an airspeed indicator represent? A. Maneuvering speed. B. Turbulent or rough-air speed. C. Never-exceed speed.

Answer (C) is correct. DISCUSSION: The red line on an airspeed indicator indicates the maximum speed at which the airplane can be 0eoperated in smooth air, which should never be exceeded eUintentionally. This speed is known as the never-exceed speed. Answer (A) is incorrect. Maneuvering speed is not indicated on the airspeed indicator. Answer (B) is incorrect. Turbulent or rough-air speed is not indicated on the airspeed indicator.

20. (Refer to Figure 4 on page 52) Which marking identifies the never-exceed speed? A. Upper limit of the green arc. B. Upper limit of the white arc. C. The red radial line.

Answer (C) is correct. DISCUSSION: The red radial line represents the never- exceed speed (VNE). Operating an aircraft beyond VNE may result in severe structural damage. Answer (A) is incorrect. The upper limit of the green arc represents normal operating speed (VNo). Answer (B) is incorrect. The upper limit of the white arc is the maximum flaps-extended speed (VFE).

43. If a flight is made from an area of low pressure into an area of high pressure without the altimeter setting being adjusted, the altimeter will indicate A. the actual altitude above sea level. B. higher than the actual altitude above sea level. C. lower than the actual altitude above sea level.

Answer (C) is correct. DISCUSSION: When an altimeter setting is at a lower value than the correct setting, the altimeter is indicating less than it should and thus would be showing lower than the actual altitude above sea level. Answer (A) is incorrect. The altimeter will show actual altitude only when it is set correctly. Answer (B) is incorrect. The increase in pressure causes the altimeter to read lower, not higher, than actual altitude.

42. If a pilot changes the altimeter setting from 30.11 to 29.96, what is the approximate change in indication? A. Altimeter will indicate .15" Hg higher. B. Altimeter will indicate 150 feet higher. C. Altimeter will indicate 150 feet lower.

Answer (C) is correct. DISCÚSSION: Atmospheric pressure decreases approximately 1" of Hg (mercury) for every 1,000 feet of altitude gained. As an altimeter setting is changed, the change in altitude indication changes the same way (i.e., approximately 1,000 feet for every 1" change in altimeter setting) and in the same direction (i.e., lowering the altimeter setting lowers the altitude reading). Thus, changing from 30.11 to 29.96 is a decrease of .15 in., or 150 feet (.15 x 1,000 feet) lower. Answer (A) is incorrect. The altimeter indicates feet, not inches, of mercury. Answer (B) is incorrect. The altimeter will show 150 feet lower, not higher.

9. In the Northern Hemisphere, a magnetic compass will normally indicate initially a turn toward the east if A. an aircraft is decelerated while on a south heading. B. an aircraft is accelerated while on a north heading. C. a left turn is entered from a north heading.

Answer (C) is correct. DISCÚSSION: In the Northern Hemisphere, a magnetic compass normally initially indicates a turn toward the east if a left (west) turn is entered from a north heading. Answer (A) is incorrect. Acceleration/deceleration errors do not occur while on a south heading, only on an east or west heading. Answer (B) is incorrect. Acceleration/deceleration errors do not occur while on a north heading, only on an east or west heading.

98. Which of the following is a true statement concerning electrical systems? A. The master switch creates current that is supplied to the electrical system. B. The airspeed indicator is driven by the electrical system. C. Lights and radios use the electrical system for power.

Answer (C) is correct. DISCÚSSION: Lights, radios, and electrical fuel pumps are examples of equipment that commonly use the electrical system. Answer (A) is incorrect. The master switch permits electrical current to flow from its source independent of the ignition system. It does not generate or store electricity in the same way an alternator, generator, or battery does. Answer (B) is incorrect. The airspeed indicator operates on the pitot-static system, not the electrical system.

2. Deviation in a magnetic compass is caused by the A. presence of flaws in the permanent magnets of the compass. B. difference in the location between true north and magnetic north. C. magnetic fields within the aircraft distorting the lines of magnetic force.

Answer (C) is correct. DISCÚSSION: Magnetic fields produced by metals and electrical accessories in the airplane disturb the compass needle and produce errors. These errors are referred to as compass deviation. Answer (A) is incorrect. A properly functioning magnetic compass is still subject to deviation. Answer (B) is incorrect. The difference in the location between true and magnetic north refers to magnetic variation, not deviation.

97. To keep a battery charged, the alternator voltage output should be A. less than the battery voltage. B. equal to the battery voltage. C. higher than the battery voltage.

Answer (C) is correct. DISCÚSSION: The alternator voltage output should be slightly higher than the battery voltage to keep the battery charged. For example, a 14-volt alternator system would keep a positive charge on a 12-volt battery. Answer (A) is incorrect. If the alternator voltage output were less than the battery voltage, the battery would quickly lose its charge. Answer (B) is incorrect. If there were no difference in voltage, the battery would not have or keep a full charge.

74. The presence of carburetor ice in an aircraft equipped with a fixed-pitch propeller can be verified by applying carburetor heat and noting A. an increase in RPM and then a gradual decrease in RPM. B. a decrease in RPM and then a constant RPM indication. C. a decrease in RPM and then a gradual increase in RPM.

Answer (C) is correct. DISCÚSSION: The presence of carburetor ice in an airplane equipped with a fixed-pitch can be verified by applying carburetor heat and noting a decrease in RPM and then a gradual increase. The decrease in RPM as heat is applied is caused by less dense hot air entering the engine and reducing power output. Also, if ice is present, melting water entering the engine may also cause a loss in performance. As the carburetor ice melts, however, the RPM gradually increases when the ice is completely removed. Answer (A) is incorrect. The warm air decreases engine power output and RPM. Ice melting further decreases RPM and then RPM increases slightly after the ice melts. Answer (B) is incorrect. After the ice melts, the RPM will increase gradually (not remain constant).

41. If it is necessary to set the altimeter from 29.15 to 29.85, what change occurs? A. 70-foot increase in indicated altitude. B. 70-foot increase in density altitude. C. 700-foot increase in indicated altitude.

Answer (C) is correct. DISCÚSSION: When increasing the altimeter setting from 29.15 to 29.85, the indicated altitude same direction as the increases by 700 feet. The aitimeter-indicated altitude moves in the altimeter setting and changes about 1,000 feet for every change of 1" Hg in the altimeter setting. Answer (A) is incorrect. A change in pressure of .7" Hg is equal to 700 feet, not 70 feet, of altitude. Answer (B) is incorrect. Density altitude is not affected by changing the altimeter setting.

59. For internal cooling, air cooled engines are especially dependent on A. a properly functioning thermostat. B. air flowing over the exhaust manifold. C. the circulation of lubricating oil.

Answer (C) is correct. DISSCÚSSION: An engine accomplishes much of its cooling by the flow of oil through the lubrication system. The lubrication system aids in cooling by reducing friction and absorbing heat from internal engine parts. Many airplane engines use an oil cooler, a small radiator device that will cool the oil before it is recirculated through the engine. Answer (A) is incorrect. Airplanes with air-cooled engines do not use thermostats. Answer (B) is incorrect. Air flowing over the exhaust manifold would have little effect on internal engine parts cooling.

89. 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 A. fuel strainer drain. B. lowest point in the fuel system. C. fuel strainer drain and the fuel tank sumps.

Answer (C) is correct. DISČUSSION: One should purge water from both the fuel strainer drain and all the fuel tank sumps on an airplane. This is the purpose of such drains. They are placed at low areas of the fuel system and should be drained prior to each flight. Answer (A) is incorrect. All drains, not just the fuel strainer, should be checked for water. Answer (B) is incorrect. All fuel drains and sumps, not just the lowest point in the system, should be checked for water.