Instrument – Chapter 2 – Attitude Instrument Flying and Aerodynamics

Question 1 of 59

1. Question

Refer to figure 144 below. What changes in control displacement should be made so that “2” would result in a coordinated standard-rate turn?

Increase left rudder and increase rate of turn.
Increase left rudder and decrease rate of turn.
Decrease left rudder and decrease angle of bank.

Question 2 of 59

2. Question

Refer to figure 144 below. Which illustration indicates a coordinated turn?

3.
1.
2.

Question 3 of 59

3. Question

Refer to figure 144 below. What changes in control displacement should be made so that “1” would result in a coordinated standard rate turn?

Increase right rudder and decrease rate of turn.
Increase right rudder and increase rate of turn.
Decrease right rudder and increase angle of bank.

Question 4 of 59

4. Question

Refer to figure 144 below. Which illustration indicates a skidding turn?

2.
1.
3.

Question 5 of 59

5. Question

Refer to figure 144 below. Which illustration indicates a slipping turn?

1.
3.
2.

Question 6 of 59

6. Question

What force causes an airplane to turn?

Rudder pressure or force around the vertical axis.
Vertical lift component.
Horizontal lift component.

Question 7 of 59

7. Question

The rate of turn at any airspeed is dependent upon

the horizontal lift component.
the vertical lift component.
centrifugal force.

Question 8 of 59

8. Question

What is the relationship between centrifugal force and the horizontal life component in a coordinated turn?

Horizontal lift exceeds centrifugal force.
Horizontal lift and centrifugal force are equal.
Centrifugal force exceeds horizontal lift.

Question 9 of 59

9. Question

The primary reason the angle of attack must be increased, to maintain a constant altitude during a coordinated turn, is because the

thrust is acting in a different direction, causing a reduction in airspeed and loss of lift.
vertical component of lift has decreased as the result of the bank.
use of ailerons has increased the drag.

Question 10 of 59

10. Question

During a skidding turn to the right, what is the relationship between the component of lift, centrifugal force, and load factor?

Centrifugal force is less than horizontal lift and the load factor is increased.
Centrifugal force is greater than horizontal lift and the load factor is increased.
Centrifugal force and horizontal lift are equal and the load factor is decreased.

Question 11 of 59

11. Question

When airspeed is increased in a turn, what must be done to maintain a constant altitude?

Decrease the angle of bank.
Increase the angle of bank and/or decrease the angle of attack.
Decrease the angle of attack.

Question 12 of 59

12. Question

When airspeed is decreased in a turn, which must be done to maintain level flight?

Decrease the angle of bank and/or increase the angle of attack.
Increase the angle of bank and/or decrease the angle of attack.
Increase the angle of attack.

Question 13 of 59

13. Question

When airspeed is decreased in a turn, what must be done to maintain level flight?

Increase the pitch attitude and/or increase the angle of bank.
Increase the angle of bank and/or decrease the pitch attitude.
Decrease the angle of bank and/or increase the pitch attitude

Question 14 of 59

14. Question

The primary reason the pitch attitude must be increased, to maintain a constant altitude during a coordinated turn, is because the

thrust is acting in a different direction, causing a reduction in airspeed and loss of lift.
vertical component of lift has decreased as the result of the bank.
use of pedals has increased the drag.

Question 15 of 59

15. Question

If a standard-rate turn is maintained, how much time would be required to turn to the left from a heading of 090 degrees to a heading of 300 degrees?

30 seconds.
40 seconds.
50 seconds.

Question 16 of 59

16. Question

If a half-standard-rate turn is maintained, how long would it take to turn 135 degrees?

1 minute.
1 minute, 20 seconds.
1 minute, 30 seconds.

Question 17 of 59

17. Question

If a half-standard-rate turn is maintained, how long would it take to turn 360 degrees?

1 minute.
2 minutes.
4 minutes.

Question 18 of 59

18. Question

If a standard-rate turn is maintained, how long would it take to turn 180 degrees?

1 minute.
2 minutes.
3 minutes.

Question 19 of 59

19. Question

If a half-standard-rate turn is maintained, how much time would be required to turn clockwise from a heading of 090 degrees to a heading of 180 degrees?

30 seconds.
1 minute.
1 minute, 30 seconds.

Question 20 of 59

20. Question

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 increase and radius of turn would increase.
Rate of turn would decrease, and radius of turn would decrease.
Rate of turn would decrease, and radius of turn would increase.

Question 21 of 59

21. Question

Rate of turn can be increased and radius of turn decreased by

decreasing airspeed and shallowing the bank.
decreasing airspeed and increasing the bank.
increasing airspeed and increasing the bank.

Question 22 of 59

22. Question

If a standard-rate turn is maintained, how much time would be required to turn to the right from a heading of 090 degrees to a heading of 270 degrees?

1 minute.
2 minutes.
3 minutes.

Question 23 of 59

23. Question

Approximately what percent of the indicated vertical speed should be used to determine the number of feet to lead the level-off from a climb to a specific altitude?

10%.
20%.
25%.

Question 24 of 59

24. Question

Conditions that determine pitch attitude required to maintain level flight are:

flightpath, wind velocity, and angle of attack.
airspeed, air density, wing design, and angle of attack.
relative wind, pressure altitude, and vertical lift component.

Question 25 of 59

25. Question

To level off from a descent to a specific altitude, the pilot should lead the level-off by approximately

10% of the vertical speed.
30% of the vertical speed.
50 percent of the vertical speed.

Question 26 of 59

26. Question

As a rule of thumb, altitude corrections of less than 100 feet should be corrected by using

two bar widths on the attitude indicator.
less than a full bar width on the attitude indicator.
less than a half bar width on the attitude indicator.

Question 27 of 59

27. Question

Which instruments should be used to make a pitch correction when you have deviated from your assigned altitude?

Altimeter and VSI.
Manifold pressure gauge and VSI.
Attitude indicator, altimeter, and VSI.

Question 28 of 59

28. Question

As a rule of thumb, altitude corrections of less than 100 feet should be corrected by using a

full bar width on the attitude indicator.
half bar width on the attitude indicator.
two bar width on the attitude indicator.

Question 29 of 59

29. Question

To enter a constant-airspeed descent from level-cruising flight, and maintain cruising airspeed, the pitch should

first adjust the pitch attitude to a descent using the attitude indicator as a reference, then adjust the power to maintain the cruising airspeed.
first reduce power, then adjust the pitch using the attitude indicator as a reference to establish a specific rate on the VSI.
simultaneously reduce power and adjust the pitch using the attitude indicator as a reference to maintain the cruising airspeed.

Question 30 of 59

30. Question

To level off at an airspeed higher than the constant speed, the addition of power should be made, assuming a 500 FPM rate of descent, at approximately

50 to 100 feet above the desired altitude.
100 to 150 feet above the desired altitude.
150 to 200 feet above the desired altitude

Question 31 of 59

31. Question

To level off from a descent maintaining the descending airspeed, the pilot should lead the desired altitude by approximately

20 feet.
50 feet.
60 feet.

Question 32 of 59

32. Question

While cruising at 160 knots, you wish to establish a climb of 130 knots. When entering the climb (full panel), it is proper to make the initial pitch change by increasing back elevator pressure until the

attitude indicator, airspeed, and vertical speed indicate a climb.
vertical speed indication reaches the predetermined rate of climb.
attitude indicator shows the approximate pitch attitude appropriate for the 130-knot climb.

Question 33 of 59

33. Question

While cruising at 190 knots, you wish to establish a climb of 160 knots. When entering the climb (full panel), it would be proper to make the initial pitch change by increasing back elevator pressure until the

attitude indicator shows the approximate pitch attitude appropriate for the 160-knot climb.
attitude indicator, airspeed, and vertical speed indicate a climb.
airspeed indication reaches 160 knots.

Question 34 of 59

34. Question

What is the third fundamental skill in attitude instrument flying?

Instrument cross-check.
Power control.
Aircraft control.

Question 35 of 59

35. Question

What is the first fundamental skill in attitude instrument flying?

Aircraft control.
Instrument cross-check.
Instrument interpretation.

Question 36 of 59

36. Question

What are the three fundamental skills involved in attitude instrument flying?

Instrument interpretation, trim application, and aircraft control.
Cross-check, instrument interpretation, and aircraft control.
Cross-check, emphasis, and aircraft control.

Question 37 of 59

37. Question

What is the correct sequence in which to use the three skills used in instrument flying?

Aircraft control, cross-check, and instrument interpretation.
Instrument interpretation, cross-check, and aircraft control.
Cross-check, instrument interpretation, and aircraft control.

Question 38 of 59

38. Question

Which instruments, in addition to the attitude indicator, are pitch instruments?

Altimeter and airspeed only.
Altimeter and VSI only.
Altimeter, airspeed indicator, and vertical speed indicator.

Question 39 of 59

39. Question

For maintaining level flight at constant thrust, which instrument would be the least appropriate for determining the need for a pitch change?

Altimeter.
VSI.
Attitude indicator.

Question 40 of 59

40. Question

Which instrument indicates the quality of a turn?

Attitude indicator.
Heading indicator or magnetic compass.
Ball of the turn coordinator.

Question 41 of 59

41. Question

While recovering from an unusual flight attitude without the aid of the attitude indicator, approximate level pitch attitude is reached when the

airspeed and altimeter stop their movement and the VSI reverses its trend.
airspeed arrives at cruising speed, the altimeter reverses its trend, and the vertical speed stops its movement.
altimeter and vertical speed reverse their trend and the airspeed stops its movement.

Question 42 of 59

42. Question

If an airplane is in an unusual flight attitude and the attitude indicator has exceeded its limits, which instruments should be relied on to determine pitch attitude

Turn indicator and VSI.
Airspeed and altimeter.
VSI and airspeed to detect approaching VSI or VMO.

Question 43 of 59

43. Question

Which is the correct sequence for recovery time from a spiraling nose-low, increasing airspeed, unusual flight attitude?

Increase pitch attitude, reduce power, and level wings.
Reduce power, correct the bank attitude, and raise the nose to a level attitude.
Correct the bank attitude, raise the nose to a level attitude, and reduce power.

Question 44 of 59

44. Question

During recoveries from unusual attitudes, level flight is attained the instant

the horizon bar on the attitude indicator is exactly overlapped with the miniature airplane.
a zero rate of climb is indicated on the VSI.
the altimeter and airspeed needles stop prior to reversing their direction of movement.

Question 45 of 59

45. Question

Refer to figure 145 below. What is the correct sequence for recovery from the unusual attitude indicated?

Reduce power, increase back elevator pressure, and level the wings.
Reduce power, level the wings, bring pitch attitude to level flight.
Level the wings, raise the nose of the aircraft to level flight attitude, and obtain desired airspeed.

Question 46 of 59

46. Question

Refer to figure 147 below. Which is the correct sequence for recovery from the unusual attitude indicated?

Level wings, add power, lower nose descend to original attitude and heading.
Add power, lower nose, level wings, return to original attitude and heading.
Stop turn by raising right wing and add power at the same time, lower the nose, and return to original attitude and heading

Question 47 of 59

47. Question

Refer to figure 146 below. Identify the system that has failed and determine a corrective action to return the airplane to straight-and-level flight.

Static/pitot system is blocked; lower the nose and level the wings to level-flight attitude by use of attitude indicator.
Vacuum system has failed; reduce power, roll left to level wings, and pitch up to reduce airspeed.
Electrical system has failed; reduce power, roll left to level wings, and raise the nose to reduce airspeed.

Question 48 of 59

48. Question

Refer to figure 148 below. What is the flight attitude? One system which transmits information to the instruments has malfunctioned

Climbing turn to left.
Climbing turn to right.
Level turn to left.

Question 49 of 59

49. Question

Refer to figure 149 below. What is the flight attitude? One system which transmits information to the instruments has malfunctioned.

Level turn to the right.
Level turn to the left.
Straight-and-level flight.

Question 50 of 59

50. Question

Refer to figure 150 below. What is the flight attitude? One instrument has malfunctioned.

Climbing turn to the right.
Climbing turn to the left.
Descending turn to the right.

Question 51 of 59

51. Question

Refer to figure 151 below. What is the flight attitude? One instrument has malfunctioned.

Climbing turn to the right.
Level turn to the right.
Level turn to the left.

Question 52 of 59

52. Question

If you fly into severe turbulence, which flight condition should you attempt to maintain?

Constant airspeed (Va).
Level flight attitude.
Constant attitude and constant airspeed.

Question 53 of 59

53. Question

If severe turbulence is encountered during your IFR flight, the airplane should be slowed to the design maneuvering speed because the

maneuverability of the airplane will be increased.
amount of excess load that can be imposed on the wing will be decreased.
airplane will stall at a lower angle of attack, giving an increased margin of safety.

Question 54 of 59

54. Question

When a climb or descent through an inversion of wind-shear zone is being performed, the pilot should be alert for which of the following change in airplane performance?

A fast rate of climb and a slow rate of descent.
A sudden change in airspeed.
A sudden surge of thrust.

Question 55 of 59

55. Question

What is the best method of speed reduction if hydroplaning is experienced on landing?

Step hard on the brakes.
Hold nose up.
Go around.

Question 56 of 59

56. Question

Which term describes the hydroplaning which occurs when an airplane’s tire is effectively held off a smooth runway surface by steam generated by friction?

Reverted rubber hydroplaning.
Dynamic hydroplaning.
Viscous hydroplaning.

Question 57 of 59

57. Question

What is the best method of speed reduction if hydroplaning is experienced on landing?

Apply full main wheel braking only.
Apply nosewheel and main wheel braking alternately and abruptly.
Apply aerodynamic braking to the fullest advantage.

Question 58 of 59

58. Question

What effect, if any, will landing at a higher-than-recommended touchdown speed have on hydroplaning?

No effect on hydroplaning, but increases landing roll.
Reduces hydroplaning potential if heavy braking is applied.
Increases hydroplaning potential regardless of braking.

Question 59 of 59

59. Question

Under which conditions is hydroplaning most likely to occur?

When rudder is used for directional controls instead of allowing the nosewheel to contact the surface early in the landing roll on a wet runway.
During conditions of standing water, slush, high speed, and smooth runway texture.
During a landing on any wet runway when brake application is delayed until a wedge of water begins to build ahead of the tires.