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#3248. Which instrument will become inoperative if the pitot tube becomes clogged?

#3248. Which instrument will become inoperative if the pitot tube becomes clogged?. A- Altimeter. B- Vertical speed. C- Airspeed. Sorry that is Incorrect. Go Back and Try Again. That’s Right!!! Next Question. # 3273. What is the maximum structural cruising speed ?. A- 100 MPH.

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#3248. Which instrument will become inoperative if the pitot tube becomes clogged?

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  1. #3248. Which instrument will become inoperative if the pitot tube becomes clogged? A- Altimeter. B- Vertical speed. C- Airspeed. Aviation Seminars

  2. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  3. That’s Right!!! Next Question Aviation Seminars

  4. #3273. What is the maximum structural cruising speed? A- 100 MPH. B- 165 MPH. C- 208 MPH. Aviation Seminars

  5. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  6. That’s Right!!! Next Question 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. Aviation Seminars Comm.

  8. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  9. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  12. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  15. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  18. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  21. That’s Right!!! Next Question Aviation Seminars

  22. #3252. Altimeter 3 indicates A- 9,500 feet. B- 10,950 feet. C- 15, 940 feet. Aviation Seminars

  23. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  24. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  27. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  30. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  33. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  36. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  39. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  42. That’s Right!!! Next Question 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. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  45. That’s Right!!! Next Question 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. Aviation Seminars

  47. Sorry that is Incorrect. Go Back and Try Again. Aviation Seminars

  48. That’s Right!!! Move on to the Next Section!!! Aviation Seminars

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