Aviation Seminars 1
#3248. Which instrument will become inoperative if the pitot tube becomes
clogged?
A- Altimeter.
B- Vertical speed.
C- Airspeed.
Aviation Seminars 2
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Aviation Seminars 4
#3273. What is the maximum
structural
cruising speed?
A- 100 MPH.
B- 165 MPH.
C- 208 MPH.
Aviation Seminars 5
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Aviation Seminars 7
#5157. While maintaining a constant angle of bank and altitude in a
coordinated turn, an increase in airspeed will
A- decrease the rate of turn resulting in a decreased load factor.
B- decrease the rate of turn resulting in no change in load factor.
C- increase the rate of turn resulting in no change in load factor.
Comm.
Aviation Seminars 8
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Aviation Seminars 10
#5604. Why should flight speeds above ‘Vne’ be
avoided?A- Excessive induced drag will result in structural failure.
B- Design limit load factors may be exceeded, if gusts are encountered.
C- Control effectiveness is so impaired that the aircraft becomes uncontrollable.
Comm.
Aviation Seminars 11
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Aviation Seminars 13
#3012. After takeoff, which airspeed would permit the pilot to gain the most altitude in a given period of
time?
A- Vy.
B- Vx.
C- Va.
Aviation Seminars 14
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Aviation Seminars 16
#3267. The maximum speed
at which the airplane can be
operated in smooth air is
A- 100 MPH.
B- 165 MPH.
C- 208 MPH.
Aviation Seminars 17
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Aviation Seminars 19
#3256. 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.
Aviation Seminars 20
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Aviation Seminars 22
#3252. Altimeter 3 indicates
A- 9,500 feet.
B- 10,950 feet.
C- 15, 940 feet.
Aviation Seminars 23
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Aviation Seminars 25
#5210. If airspeed is increased during a level turn, what action would
be necessary to maintain altitude?A- The angle of attack and angle of bank
must be decreased.B- The angle of attack must be increased
or angle of bank decreased.C- The angle of attack must be
decreased or angle of bank increased.
Comm.
Aviation Seminars 26
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Aviation Seminars 28
#3990. If a flight is made from an area of low pressure into an area of high pressure
without the altimeter setting being adjusted and a constant indicated altitude is maintained, the altimeter would 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.
Aviation Seminars 29
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Aviation Seminars 31
#3255. 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- High 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.
Aviation Seminars 32
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Aviation Seminars 34
#3279. Deviation in a magnetic compass is
caused by
A- presence of flaws in the permanent magnets of the compass.
B- the difference in the location between true north and magnetic north.
C- magnetic fields within the aircraft distorting the lines of magnetic force.
Aviation Seminars 35
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Aviation Seminars 37
#3280. In the Northern Hemisphere, a magnetic compass will normally indicate 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.
Aviation Seminars 38
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Aviation Seminars 40
#3283. 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.
Aviation Seminars 41
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Aviation Seminars 43
#3278. How should a pilot determine the
direction of bank from an attitude indicator
such as the one illustrated?
A- The direction of deflection of the banking scale (A).
B- The direction of deflection of the horizon bar (B).
C- The relationship of the miniature airplane (C) to the deflected horizon bar (B).
Aviation Seminars 44
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Aviation Seminars 46
#5268. What is an operational difference between the turn
coordinator and the turn-and-slip indicator?
A- The turn coordinator is always electric; the turn-and-slip indicator is always vacuum-driven.
B- The turn coordinator indicates bank angle only; the turn-and-slip indicator indicates rate of turn and coordination.
C- The turn coordinator indicates roll rate, rate of turn, and coordination; the turn-and-slip indicator indicates rate of turn and coordination.
Comm.
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