21. If an aeroplane stalls while descending in a co-ordinated left turn, it may enter
- an incipient right spin.
- an incipient left spin.
- a steep right spiral.
- a shallow left spiral.
22. The manoeuvring speed for an aeroplane is the maximum
- speed at which the aeroplane can be safely operated in smooth air.
- speed at which full travel of the flight controls may be used without exceeding the design load factor.
- speed at which the aeroplane may be flown with the flaps lowered.
- safe speed at which the aeroplane should be operated.
23. If ice has accumulated on an aerofoil in flight, the stalling speed will
- remain unchanged.
- decrease in all flight conditions.
- increase in level flight only.
- increase in all flight conditions.
24. The indicated stalling speed of an aeroplane
- is higher when flying downwind than upwind.
- increases with altitude.
- decreases with altitude.
- does not change with change of altitude.
25. The stalling speed of an aeroplane
- is the same in a co-ordinated turn as in straight and level flight.
- is less in a co-ordinated turn than in straight and level flight.
- is greater in a co-ordinated turn than in straight and level flight.
- increases in climbing turns, decreases in gliding turns.
26. The use of low octane fuel in a high compression engine may result in
- too lean a mixture for best operation.
- carburettor icing.
- fouling of the spark plugs.
27. If one magneto should fail on an engine equipped with dual ignition
- a slight loss of power would result.
- there would be no effect on the engine.
- the engine would stop.
- half of the cylinders would not fire.
28. The use of carburettor heat will
- increase manifold pressure and enrich the mixture.
- increase manifold pressure and lean out the mixture.
- decrease manifold pressure and enrich the mixture.
- decrease manifold pressure and lean out the mixture.
29. Under which conditions would the most serious carburettor icing be expected? Outside air temperature range of . . . . . and . . . . . humidity.
- -5°C to 15°C, high
- 5°C to 27°C, low
- -21°C to 0°C, low
- -21°C to 0°C, high
30. It is possible for carburettor icing to occur
- in clear air with high relative humidity at above freezing temperatures.
- only when precipitation is present at freezing temperatures.
- only in cloud with high relative humidity.
- only when water droplets are in suspension in the air.
31. Prolonged idling of an aircraft engine would most likely cause
- backfiring in the induction system.
- fouled plugs.
32. Ground effect will enable an aeroplane to become airborne below normal flying speed primarily due to
- a decreased lift/drag ratio.
- a decrease in induced drag.
- an increase in downwash.
- an increase in wing tip vortices.
33. The correct height above sea level is indicated on a pressure altimeter set to 29.92 in. Hg only when
- the conditions of a standard atmosphere exist.
- a standard lapse rate exists.
- you are in the Standard Pressure Region.
- the barometric pressure is 29.92 in. Hg.
34. The altimeter setting is 29.70 in. Hg. If the pilot inadvertently sets 30.70 in. Hg on the altimeter subscale, the altimeter will read
- 1,000 ft too high.
- 1,000 ft too low.
- 100 ft too high.
- 100 ft too low.
35. A major early symptom of hypoxia is
36. If you are looking at a featureless sky during hazy or dark conditions, your eyes will tend to focus at a point approximately . . . . . ft away.
- 3 to 5
- 30 to 50
- 300 to 500
- 3,000 to 5,000
37. The effects of one drink of alcohol at sea level will
- increase with an increase in altitude.
- decrease with an increase in altitude.
- remain the same with an increase in altitude.
- remain constant to 6,000 feet ASL.
38. During an approach to land on an upsloping runway, the pilot may experience the illusion that the aeroplane is . . . . . than it actually is.
- closer in
- approaching faster
39. When turning from downwind to into-wind at low altitude, a pilot may experience an illusion of
- slipping and decreasing airspeed.
- skidding and decreasing airspeed.
- slipping and increasing airspeed.
- skidding and increasing airspeed.
40. Wheelbarrowing on landing may result from a
- low approach speed.
- shallow approach angle.
- high approach speed.
- strong cross-wind.
41. Wake turbulence caused by a departing aeroplane is most severe immediately
- following full power application.
- before rotation.
- following rotation.
- above its flight path.
42. An aircraft flying an approach into a strong head wind encounters a sudden tailwind near the ground. The wind shear hazard to be expected is a sudden
- increase in groundspeed and increase in lift.
- decrease in groundspeed and loss of lift.
- increase in airspeed and increase in lift.
- decrease in airspeed and loss of lift.
43. Refer to the Appendix: AIRSPEED INDICATOR (DIAGRAM #1).
The upper limit of the white arc on an airspeed indicator is the maximum
- normal operating speed.
- flap extension speed.
- manoeuvring speed.
- range speed.
44. Refer to the Appendix: TURN CO-ORDINATOR (DIAGRAM #1).
The turn co-ordinator indicates that the aircraft is in a
- slipping left turn.
- skidding left turn.
- slipping right turn.
- skidding right turn.
45. Deceleration errors in the magnetic compass would be most pronounced on headings of
- north and south.
- east and north.
- east and west.
- west and south.
4,600 feet ASL
29.52 in. Hg
Using the above information, what is the pressure altitude?
- 5,000 ft.
- 4,640 ft.
- 4,560 ft.
- 4,200 ft.
Using the above information, what is the density altitude?
- 7,300 ft.
- 6,100 ft.
- 5,100 ft.
- 4,500 ft.
48. Refer to the Appendix: CROSS-WIND GRAPH #2.
For a take-off on runway 31 with the wind from 270° at 20 kt, the aircraft would be subject to head wind and cross-wind components respectively of
- 20 and 15 kt.
- 15 and 13 kt.
- 15 and 20 kt.
- 13 and 15 kt.
49. Refer to the Appendix: TAKE-OFF DISTANCE (Table #1).
Aerodrome Pressure Altitude
Head wind component
level, dry grass
Using the above data, the total distance to clear a 50 foot obstacle is
- 1,912 ft.
- 2,063 ft.
- 2,199 ft.
- 2,444 ft.
50. Refer to the Appendix: LOADING GRAPH #4 & CENTRE OF GRAVITY MOMENT ENVELOPE #6.
|Load Details||Weight lb.||Moment 1000 lb in.|
|Basic empty weight|
|(includes full oil/unusable fuel)||1,365||51.0|
|Usable fuel at take-off – 38 U.S. gal.||–||–|
|Pilot & front Passenger||360||–|
|Two rear seat passengers||282||–|
Using the above data the aeroplane
- is within the weight limits for the utility category only.
- is within the weight limits but is not within the CG limits.
- exceeds both the weight limits and the CG limits.
- is within both the weight and the CG limits.