C— The miniature aircraft shows a turn in the direction opposite the skid. B— The miniature aircraft would show a slight turn indication to the left. C— The miniature aircraft would show a slight descent and wings-level attitude. When an aircraft is accelerated, some attitude indicators will precess and incorrectly indicate a A— climb.
B— descent. C— right turn. When an aircraft is decelerated, some attitude indicators will precess and incorrectly indicate a A— left turn. B— climb. C— descent. While cruising at knots, you wish to establish a climb at knots. When entering the climb full panel , it is proper to make the initial pitch change by increasing back elevator pressure until the A— attitude indicator, airspeed, and vertical speed indicate a climb.
B— vertical speed indication reaches the predetermined rate of climb. C— attitude indicator shows the approximate pitch attitude appropriate for the knot climb. When entering the climb full panel , it would be proper to make the initial pitch change by increasing back elevator pressure until the A— attitude indicator shows the approximate pitch attitude appropriate for the knot climb. B— attitude indicator, airspeed, and vertical speed indicate a climb.
C— airspeed indication reaches knots. Prior to starting an engine, you should check the turn-and-slip indicator to determine if the A— needle indication properly corresponds to the angle of the wings or rotors with the horizon.
B— needle is approximately centered and the tube is full of fluid. C— ball will move freely from one end of the tube to the other when the aircraft is rocked.
What indication should be observed on a turn coordinator during a left turn while taxiing? A— The miniature aircraft will show a turn to the left and the ball remains centered. B— The miniature aircraft will show a turn to the left and the ball moves to the right. C— Both the miniature aircraft and the ball will remain centered. What indications should you observe on the turnand- slip indicator during taxi?
A— The ball moves freely opposite the turn, and the needle deflects in the direction of the turn. B— The needle deflects in the direction of the turn, but the ball remains centered. C— The ball deflects opposite the turn, but the needle remains centered. What indication should be observed on a turn coordinator during a right turn while taxiing?
B— The miniature aircraft will show a turn to the right and the ball moves to the left. What does the miniature aircraft of the turn coordinator directly display? A— Rate of roll and rate of turn. B— Angle of bank and rate of turn. C— Angle of bank. What indications are displayed by the miniature aircraft of a turn coordinator?
B— Direct indication of bank angle and pitch attitude. C— Indirect indication of bank angle and pitch attitude. What indication is presented by the miniature aircraft of the turn coordinator? A— Indirect indication of the bank attitude. B— Direct indication of the bank attitude and the quality of the turn.
C— Quality of the turn. Which instrument indicates the quality of a turn? A— Attitude indicator. B— Heading indicator or magnetic compass. C— Ball of the turn coordinator. What force causes an airplane to turn? A— Rudder pressure or force around the vertical axis.
B— Vertical lift component. C— Horizontal lift component. The rate of turn at any airspeed is dependent upon A— the horizontal lift component. B— the vertical lift component. C— centrifugal force. When airspeed is decreased in a turn, what must be done to maintain level flight? C— Increase the angle of attack. During a skidding turn to the right, what is the relationship between the component of lift, centrifugal force, and load factor? A— Centrifugal force is less than horizontal lift and the load factor is increased.
B— Centrifugal force is greater than horizontal lift and the load factor is increased. C— Centrifugal force and horizontal lift are equal and the load factor is decreased. What is the relationship between centrifugal force and the horizontal lift component in a coordinated turn? A— Horizontal lift exceeds centrifugal force.
B— Horizontal lift and centrifugal force are equal. C— Centrifugal force exceeds horizontal lift. When airspeed is increased in a turn, what must be done to maintain a constant altitude? A— Decrease the angle of bank. C— Decrease the angle of attack. A— Heading indicator. B— Turn and slip indicator or turn coordinator. C— Attitude indicator. A— 1 minute. B— 2 minutes. C— 4 minutes. C— 3 minutes. A— 30 seconds. B— 1 minute. C— 1 minute 30 seconds.
During a constant-bank level turn, what effect would an increase in airspeed have on the rate and radius of turn? A— Rate of turn would increase, and radius of turn would increase. B— Rate of turn would decrease, and radius of turn would decrease. C— Rate of turn would decrease, and radius of turn would increase. B— 40 seconds. C— 50 seconds. B— 1 minute 20 seconds. Rate of turn can be increased and radius of turn decreased by A— decreasing airspeed and shallowing the bank.
B— decreasing airspeed and increasing the bank. C— increasing airspeed and increasing the bank. The primary reason the angle of attack must be increased, to maintain a constant altitude during a coordinated turn, is because the A— thrust is acting in a different direction, causing a reduction in airspeed and loss of lift. B— vertical component of lift has decreased as the result of the bank. C— use of ailerons has increased the drag. The displacement of a turn coordinator during a coordinated turn will A— indicate the angle of bank.
B— remain constant for a given bank regardless of airspeed. C— increase as angle of bank increases. A— Increase left rudder and increase rate of turn. B— Increase left rudder and decrease rate of turn. C— Decrease left rudder and decrease angle of bank. Which illustration indicates a coordinated turn?
Which illustration indicates a skidding turn? A— Increase right rudder and decrease rate of turn. B— Increase right rudder and increase rate of turn. C— Decrease right rudder and increase angle of bank. Which illustration indicates a slipping turn? A— Decrease the angle of attack. C— Decrease the angle of bank. What pretakeoff check should be made of a vacuum-driven heading indicator in preparation for an IFR flight? A— After 5 minutes, set the indicator to the magnetic heading of the aircraft and check for proper alignment after taxi turns.
B— After 5 minutes, check that the heading indicator card aligns itself with the magnetic heading of the aircraft. On the taxi check, the magnetic compass should A— swing opposite to the direction of turn when turning from north.
B— exhibit the same number of degrees of dip as the latitude. C— swing freely and indicate known headings. What should be the indication on the magnetic compass as you roll into a standard rate turn to the left from an east heading in the Northern Hemisphere?
A— The compass will initially indicate a turn to the right. B— The compass will remain on east for a short time, then gradually catch up to the magnetic heading of the aircraft. C— The compass will indicate the approximate correct magnetic heading if the roll into the turn is smooth. What should be the indication on the magnetic compass as you roll into a standard rate turn to the right from an easterly heading in the Northern Hemisphere?
A— The compass will initially indicate a turn to the left. 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 indicate a turn to the right, but at a faster rate than is actually occurring. B— The compass will initially indicate a turn to the left. C— The compass will remain on south for a short time, then gradually catch up to the magnetic heading of the aircraft.
What causes the northerly turning error in a magnetic compass? A— Coriolis force at the mid-latitudes. B— Centrifugal force acting on the compass card. C— The magnetic dip characteristic.
What should be the indication on the magnetic compass when you roll into a standard rate turn to the left from a south heading in the Northern Hemisphere? A— The compass will indicate a turn to the left, but at a faster rate than is actually occurring.
B— The compass will initially indicate a turn to the right. What should be the indication on the magnetic compass as you roll into a standard rate turn to the right from a westerly heading in the Northern Hemisphere?
A— The compass will initially show a turn in the opposite direction, then turn to a northerly indication but lagging behind the actual heading of the aircraft. B— The compass will remain on a westerly heading for a short time, then gradually catch up to the actual heading of the aircraft.
What should be the indication on the magnetic compass as you roll into a standard rate turn to the right from a northerly heading in the Northern Hemisphere? C— The compass will remain on north for a short time, then gradually catch up to the magnetic heading of the aircraft.
What should be the indication on the magnetic compass as you roll into a standard rate turn to the left from a west heading in the Northern Hemisphere? B— The compass will remain on west for a short time, then gradually catch up to the magnetic heading of the aircraft. What should be the indication on the magnetic compass as you roll into a standard rate turn to the left from a north heading in the Northern Hemisphere? What action is required to correctly align the heading indicator with the magnetic compass?
A— Select the free gyro mode and depress the counter-clockwise heading drive button. B— Select the slaved gyro mode and depress the clockwise heading drive button. C— Select the free gyro mode and depress the clockwise heading drive button. When the system is in the free gyro mode, depressing the clockwise manual heading drive button will rotate the remote indicating compass card to the A— right to eliminate left compass card error.
B— right to eliminate right compass card error. C— left to eliminate left compass card error. What action is required to move the desired heading under the heading reference? A— Select the free gyro mode and depress the clockwise heading drive button. C— Select the free gyro mode and depress the counter-clockwise heading drive button.
Which practical test should be made on the electric gyro instruments prior to starting an engine? A— Check that the electrical connections are secure on the back of the instruments.
B— Check that the attitude of the miniature aircraft is wings level before turning on electrical power. C— Turn on the electrical power and listen for any unusual or irregular mechanical noise.
What should be the indication on the magnetic compass as you roll into a standard rate turn to the left from a west heading in the northern hemisphere. What should be the indication on the magnetic compass as you roll into a standard rate turn to the left from a north heading in the Northern Hemisphere?
The compass will initially indicate a turn to the right. The rate of turn at any airspeed is dependent upon. The horizontal lift component. What is the relationship between centrifugal force and the horizontal lift component in a coordinated turn? Horizontal lift and centrifugal force are equal. During a skidding turn to the right, what is the relationship between the component of lift and centrifugal force, and load factor?
Centrifugal force is greater than horizontal lift and the load factor is increased. What force causes an airplane to turn? Horizontal lift component. Which instrument indicates the quality of turn? Ball of turn coordinator. During a constant bank level turn, what effect would an increase in airspeed have on the rate and radius of turn? Rate of turn would decrease, and radius of turn would increase.
Conditions that determine the pitch attitude required to maintain level flight are. Airspeed, air density, wing design, and angle of attack. Rate of turn can be increased and radius or turn decreased by. The primary reason the angle of attack must be increased , to maintain a constant altitude during a coordinated turn, is because the.
Currently in flight with the same issue. Eventually was told to go up to my cruising altitude of FT and just ended up waiting for them to tell me how much I was above or below and adjust accordingly. My altitude has ranged from FT during this flight, constantly having to adjust a few hundred feet every minutes.
Same here, flying anywhere from 4, to 8, feet and ATC usually yelling at me for being feet to low and once making me climb to feet when I was supposed to be at This is very annoying, especially since the numbers keep changing. I thought it was just me.
I filed FL and when I got to flight level , which is the altitude I was assigned, it kept saying to expedite to FL I had to go above flight level maybe 26, for it to stop telling me to expedite my climb. Once I had to climb to Of course, when there were windshears that affected the altimeter below FL, it told me I was either below or above my assigned altitude and I had to make corrections.
Luckily my copilot could still hear it so I had to rely on him. Initial thoughts, after running some tests: Barometer settings are reversed. When I am above FL and set
0コメント