Flight Training - November/December 2024 - 53

FINAL EXAM ANSWERS
Continued from p. 56
ADVERTISERS INDEX
1. The correct answer is B. Landing downwind
should be avoided, but if done, the approach is
flown at the same airspeed as landing into a headwind.
The groundspeed, however, will be faster. This
will shorten the time on final approach and can lead
to a higher-than-normal approach, overshooting
the landing spot, and using more runway than a
calm wind or headwind approach. Airplane Flying
Handbook, Chapter 9
2. The correct answer is C. A rapid acceleration,
such as experienced during takeoff, can cause
this. This action may create what is known as
the somatogravic illusion of being in a nose-up
attitude, especially in conditions with poor visual
references. The disoriented pilot may push the
aircraft into a nose-low or dive attitude. Pilot's
Handbook of Aeronautical Knowledge, Chapter 17
3. The correct answer is A. This requirement is
in place within a 30 nautical mile radius from the
primary airport, and from the surface upward
to 10,000 feet msl, regardless of visibility. FAR
91.215(b)
4. The correct answer is A. A load factor of 2 in a
60-degree banked turn is often noted as a 2-G turn,
or twice the force of gravity. The wing must produce
lift equal to this load factor if altitude is to be
maintained. This is still well under the ultimate load
factor of most certificated aircraft which is 3.8 G in
the normal category, 4.4 G in the utility category,
and 6 G in the acrobatic category. PHAK, Chapter 5
5. The correct answer is A. A shroud around the
exhaust manifold heats the air within it and that air
is subsequently ducted into the cabin to warm the
cabin. The exhaust manifold is inspected for holes,
cracks, or leaks that may allow carbon monoxide
to mix with the air that is ducted into the cabin,
thereby avoiding carbon monoxide poisoning of the
pilot and passengers. PHAK, Chapter 7
6. True. Such valley and mountain breezes are
similar to land and sea breezes that are caused by
diurnal heating and cooling.
7. The correct answer is A. The higher the
observer's altitude, the more above the horizon (in
degrees) opposite direction traffic at his altitude
will appear (because of the Earth's curvature).
When below approximately 3,000 feet, such traffic
appears on the horizon.
8. The upper wing usually has a larger angle of
incidence so that it always has a larger angle of
attack. When the upper wing stalls, therefore, the
lower wing has a smaller angle of attack and is " still
flying. " The difference in angles of incidence on a
biplane is called decalage.
9. Sublimation and deposition.
10. False. It's the other way around. Flight Level 180
(and possibly adjacent, higher flight levels in Class A
airspace) is not usable when the altimeter setting in
a given area is sub-standard so that positively controlled,
IFR aircraft are not mixed with unreported
VFR traffic at 17,500 feet msl and possibly lower
altitudes (depending on how low the altimeter
setting is).
FLIGHT TRAINING NOVEMBER/DECEMBER 2024
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Flight Training - November/December 2024

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