Challenge Questions PPL Sec 2.

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Challenge Questions PPL Sec 2.

Post  Admin on Wed Dec 02, 2009 8:16 am

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

Question: 3222 Subject Code: H307
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) too much power and with the mixture set too lean.
C) higher-than-normal oil pressure.

Question: 3223 Subject Code: H307
One purpose of the dual ignition system on an aircraft engine is to provide for
A) improved engine performance.
B) balanced cylinder head pressure.
C) uniform heat distribution.

Question: 3224 Subject Code: H307
On aircraft equipped with fuel pumps, the practice of running a fuel tank dry before switching tanks is considered unwise because
A) the engine-driven fuel pump or electric fuel boost pump may draw air into the fuel system and cause vapor lock.
B) the engine-driven fuel pump is lubricated by fuel and operating on a dry tank may cause pump failure.
C) any foreign matter in the tank will be pumped into the fuel system.

Question: 3225 Subject Code: H307
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) increase in air velocity in the throat of a venturi causing an increase in air pressure.
C) difference in air pressure at the venturi throat and the air inlet.

Question: 3226 Subject Code: H307
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) increase the amount of fuel in the mixture to compensate for the decrease in pressure and density of the air.
C) decrease the fuel flow in order to compensate for decreased air density.

Question: 3227 Subject Code: H307
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) Reduce manifold pressure to control detonation.
B) Taxi back to the flight line for a maintenance check.
C) Check the results obtained with a leaner setting of the mixture.

Question: 3228 Subject Code: H307
While cruising at 9,500 feet MSL, the fuel/air mixture is properly adjusted. What will occur if a descent to 4,500 feet MSL is made without readjusting the mixture?
A) There will be more fuel in the cylinders than is needed for normal combustion, and the excess fuel will absorb heat and cool the engine.
B) The excessively rich mixture will create higher cylinder head temperatures and may cause detonation.
C) The fuel/air mixture may become excessively lean.

Question: 3229 Subject Code: H307
Which condition is most favorable to the development of carburetor icing?
A) Temperature between 32 and 50 °F and low humidity.
B) Temperature between 20 and 70 °F and high humidity.
C) Any temperature below freezing and a relative humidity of less than 50 percent.

Question: 3230 Subject Code: H307
The possibility of carburetor icing exists even when the ambient air temperature is as
A) high as 95 °F and there is visible moisture.
B) high as 70 °F and the relative humidity is high.
C) low as 0 °F and the relative humidity is high.

Question: 3231 Subject Code: H307
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.

Question: 3232 Subject Code: H307
Applying carburetor heat will
A) result in more air going through the carburetor.
B) not affect the fuel/air mixture.
C) enrich the fuel/air mixture.

Question: 3233 Subject Code: H307
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 leaner.
C) The fuel/air mixture becomes richer.

Question: 3234 Subject Code: H307
Generally speaking, the use of carburetor heat tends to
A) increase engine performance.
B) have no effect on engine performance.
C) decrease engine performance.

Question: 3235 Subject Code: H307
The presence of carburetor ice in an aircraft equipped with a fixed-pitch propeller can be verified by applying carburetor heat and noting
A) a decrease in RPM and then a constant RPM indication.
B) an increase in RPM and then a gradual decrease in RPM.
C) a decrease in RPM and then a gradual increase in RPM.

Question: 3236 Subject Code: H307
With regard to carburetor ice, float-type carburetor systems in comparison to fuel injection systems are generally considered to be
A) equally susceptible to icing.
B) susceptible to icing only when visible moisture is present.
C) more susceptible to icing.

Question: 3237 Subject Code: H307
If the grade of fuel used in an aircraft engine is lower than specified for the engine, it will most likely cause
A) lower cylinder head temperatures.
B) a mixture of fuel and air that is not uniform in all cylinders.
C) detonation.

Question: 3238 Subject Code: H307
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.

Question: 3239 Subject Code: H307
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) lower the nose slightly to increase airspeed.
B) lean the mixture.
C) apply carburetor heat.

Question: 3240 Subject Code: H307
The uncontrolled firing of the fuel/air charge in advance of normal spark ignition is known as
A) detonation.
B) combustion.
C) pre-ignition.

Question: 3241 Subject Code: H307
Which would most likely cause the cylinder head temperature and engine oil temperature gauges to exceed their normal operating ranges?
A) Operating with higher-than-normal oil pressure.
B) Using fuel that has a higher-than-specified fuel rating.
C) Using fuel that has a lower-than-specified fuel rating.

Question: 3242 Subject Code: H307
What type fuel can be substituted for an aircraft if the recommended octane is not available?
A) Unleaded automotive gas of the same octane rating.
B) The next lower octane aviation gas.
C) The next higher octane aviation gas.

Question: 3243 Subject Code: H307
Filling the fuel tanks after the last flight of the day is considered a good operating procedure because this will
A) prevent moisture condensation by eliminating airspace in the tanks.
B) prevent expansion of the fuel by eliminating airspace in the tanks.
C) force any existing water to the top of the tank away from the fuel lines to the engine.

Question: 3244 Subject Code: H307
For internal cooling, reciprocating aircraft engines are especially dependent on
A) air flowing over the exhaust manifold.
B) a properly functioning thermostat.
C) the circulation of lubricating oil.

Question: 3245 Subject Code: H307
An abnormally high engine oil temperature indication may be caused by
A) operating with an excessively rich mixture.
B) operating with a too high viscosity oil.
C) the oil level being too low.

Question: 3246 Subject Code: H308
What effect does high density altitude, as compared to low density altitude, have on propeller efficiency and why?
A) Efficiency is reduced because the propeller exerts less force at high density altitudes than at low density altitudes.
B) Efficiency is increased due to less friction on the propeller blades.
C) Efficiency is reduced due to the increased force of the propeller in the thinner air.

Question: 3651 Subject Code: H307
What action can a pilot take to aid in cooling an engine that is overheating during a climb?
A) Increase climb speed and increase RPM.
B) Reduce climb speed and increase RPM.
C) Reduce rate of climb and increase airspeed.

Question: 3652 Subject Code: H307
What is one procedure to aid in cooling an engine that is overheating?
A) Increase the RPM.
B) Reduce the airspeed.
C) Enrichen the fuel mixture.

Question: 3653 Subject Code: H308
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 engine RPM as registered on the tachometer and the mixture control regulates the power output.
C) The throttle controls power output as registered on the manifold pressure gauge and the propeller control regulates a constant blade angle.

Question: 3654 Subject Code: H308
What is an advantage of a constant-speed propeller?
A) Permits the pilot to select the blade angle for the most efficient performance.
B) Permits the pilot to select and maintain a desired cruising speed.
C) Provides a smoother operation with stable RPM and eliminates vibrations.

Question: 3655 Subject Code: H308
A precaution for the operation of an engine equipped with a constant-speed propeller is to
A) avoid high manifold pressure settings with low RPM.
B) avoid high RPM settings with high manifold pressure.
C) always use a rich mixture with high RPM settings.
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