To properly compensate for a crosswind during straight-and-level cruising flight, the pilot should establish a proper heading into the wind by coordinated use of the controls (option B). If poor aircraft controllability is experienced during an emergency go-around with full flaps, the cause is most probably due to the high-power, low-airspeed situation with the airplane trimmed for a full-flap configuration (option B). When explaining techniques for short- and soft-field takeoffs, it is correct to state that during short-field takeoffs, lift-off should be attempted only after best rate-of-climb speed is attained (option C).
To properly compensate for a crosswind during straight-and-level cruising flight, the pilot should establish a proper heading into the wind by coordinated use of the controls (option B). If poor aircraft controllability is experienced during an emergency go-around with full flaps, the cause is most probably due to the high-power, low-airspeed situation with the airplane trimmed for a full-flap configuration (option B). When explaining techniques for short- and soft-field takeoffs, it is correct to state that during short-field takeoffs, lift-off should be attempted only after best rate-of-climb speed is attained (option C).
To properly compensate for a crosswind during straight-and-level cruising flight, the pilot should establish a proper heading into the wind by coordinated use of the controls (option B). If poor aircraft controllability is experienced during an emergency go-around with full flaps, the cause is most probably due to the high-power, low-airspeed situation with the airplane trimmed for a full-flap configuration (option B). When explaining techniques for short- and soft-field takeoffs, it is correct to state that during short-field takeoffs, lift-off should be attempted only after best rate-of-climb speed is attained (option C).
To properly compensate for a crosswind during straight-and-level cruising flight, the pilot should establish a proper heading into the wind by coordinated use of the controls (option B). If poor aircraft controllability is experienced during an emergency go-around with full flaps, the cause is most probably due to the high-power, low-airspeed situation with the airplane trimmed for a full-flap configuration (option B). When explaining techniques for short- and soft-field takeoffs, it is correct to state that during short-field takeoffs, lift-off should be attempted only after best rate-of-climb speed is attained (option C).
To properly compensate for a crosswind during straight-and-level cruising flight, the
pilot should
A. hold rudder pressure toward the wind.
B. establish a proper heading into the wind by coordinated use of the controls. C. hold aileron pressure toward the wind and hold opposite rudder pressure to prevent a turn.
Metadata: LSCCode : PLT112
62. If poor aircraft controllability is experienced during an emergency go-around with full flaps, the cause is most probably due to
A. excessive airspeed with full flaps extended.
B. the high-power, low-airspeed situation with the airplane trimmed for a full-flap configuration. C. a reduction in the angle of attack with full flaps to the point where the aircraft control is greatly impaired.
Metadata: LSCCode : PLT244
63. When explaining the techniques used for making short- and soft-field takeoffs, it would be correct to state that
A. during soft-field takeoffs, lift-off should be made as soon as possible.
B. during soft-field takeoffs, lift-off should be made only when best angle-of-climb speed is attained. C. during short-field takeoffs, lift-off should be attempted only after best rate-of- climb speed is attained.
Metadata: LSCCode : PLT486
64. What normally results from excessive airspeed on final approach?
A. Bouncing. B. Floating. C. Ballooning.
Metadata: LSCCode : PLT170
15 65. A go-around from a poor landing approach should
A. not be attempted unless circumstances make it absolutely necessary.
B. generally be preferable to last minute attempts to prevent a bad landing. C. not be attempted after the landing flare has been initiated regardless of airspeed.
Metadata: LSCCode : PLT170
66. Two distinct flight situations should be covered when teaching slow flight. These are the establishment and maintenance of
A. airspeeds appropriate for landing approaches, and flight at reduced airspeeds.
B. an airspeed which gives a stall warning indication, and an airspeed at which complete recovery can be made from stalls. C. an airspeed at which the airplane is operating on the back side of the power curve, and an airspeed at which the elevator control can be held full-back with no further loss of control.
Metadata: LSCCode : PLT219
67. The 'ILS critical area boundary sign' identifies
A. the exit boundary for the runway protected area.
B. the edge of the ILS critical area. C. the area where an aircraft is prohibited from entering.
Metadata: LSCCode : PLT141
68. High EGT on a 2-cycle engine could be caused by
A. high oil temperature and low oil pressure.
B. pre-ignition, detonation or a air intake leak. C. improper engine operation.
Metadata: LSCCode : PLT278
69. 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.
