12 free practice questions from the 286 in this chapter of StudyWren Aviation. Pick an answer and check it to see the explanation and its FAA source. Part of the free Private Pilot practice test.
Preflight InspectionPAR-14-003
Why should the pilot visually check the fuel quantity in the tanks during preflight instead of relying only on the fuel gauges?
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The answer is C: The gauges in light airplanes may not be accurate enough to rely on alone
Aircraft fuel gauges are required to be accurate only when they read empty, so the AFH and PHAK say to verify the quantity visually (or with a calibrated dipstick) and compare it with the gauges. A fuel gauge for each tank is required equipment under 14 CFR 91.205(b)(9). Fuel grade is identified by color and smell in the sump sample.
The answer is C: The gauges in light airplanes may not be accurate enough to rely on alone
Aircraft fuel gauges are required to be accurate only when they read empty, so the AFH and PHAK say to verify the quantity visually (or with a calibrated dipstick) and compare it with the gauges. A fuel gauge for each tank is required equipment under 14 CFR 91.205(b)(9). Fuel grade is identified by color and smell in the sump sample.
During taxi in a strong crosswind, what tendency should the pilot expect?
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The answer is C: The airplane tends to weathervane, turning its nose into the wind
Wind striking the large side area behind the main wheels, mainly the vertical tail, pushes the tail downwind and swings the nose into the wind. Rudder, nosewheel steering, and brakes are used to counter it. The effect is more pronounced in tailwheel airplanes.
The answer is C: The airplane tends to weathervane, turning its nose into the wind
Wind striking the large side area behind the main wheels, mainly the vertical tail, pushes the tail downwind and swings the nose into the wind. Rudder, nosewheel steering, and brakes are used to counter it. The effect is more pronounced in tailwheel airplanes.
For a normal landing on the private pilot practical test, what touchdown accuracy does the ACS require?
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The answer is B: Within 400 feet beyond or on the specified point
The ACS normal-landing standard is a touchdown at a proper pitch attitude within 400 feet beyond or on the specified point, with no side drift and the longitudinal axis aligned with the runway. The 200-foot standard applies to the short-field landing.
The answer is B: Within 400 feet beyond or on the specified point
The ACS normal-landing standard is a touchdown at a proper pitch attitude within 400 feet beyond or on the specified point, with no side drift and the longitudinal axis aligned with the runway. The 200-foot standard applies to the short-field landing.
Why should the pilot be cautious about the airspeed indication during a slip?
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The answer is A: It may be significantly in error because of where the pitot and static ports sit
The AFH notes that in some airplanes the pitot tube and static vent locations produce considerable airspeed error in a slip. The pilot judges a proper slip by attitude, the sound of the airflow, and the feel of the controls. Reacting to erroneous airspeed indications is a listed common error.
The answer is A: It may be significantly in error because of where the pitot and static ports sit
The AFH notes that in some airplanes the pitot tube and static vent locations produce considerable airspeed error in a slip. The pilot judges a proper slip by attitude, the sound of the airflow, and the feel of the controls. Reacting to erroneous airspeed indications is a listed common error.
According to the Private Pilot ACS, how should the rectangular course be entered?
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The answer is C: At a 45° angle to the downwind leg
The ACS calls for entering a left or right pattern 45° to the downwind leg, at 600 to 1,000 feet AGL and an appropriate distance from the reference area, much like entering an airport traffic pattern.
The answer is C: At a 45° angle to the downwind leg
The ACS calls for entering a left or right pattern 45° to the downwind leg, at 600 to 1,000 feet AGL and an appropriate distance from the reference area, much like entering an airport traffic pattern.
During the round out you are floating well down the runway. According to the AFH, when should you go around?
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The answer is A: If you can't land in the first third, or the airplane drifts
The AFH says prolonged floating uses up considerable runway, especially on short runways or in strong crosswinds. If a landing cannot be made in the first third of the runway, or the airplane drifts sideways, the pilot should go around.
The answer is A: If you can't land in the first third, or the airplane drifts
The AFH says prolonged floating uses up considerable runway, especially on short runways or in strong crosswinds. If a landing cannot be made in the first third of the runway, or the airplane drifts sideways, the pilot should go around.
What causes the overbanking tendency in a steep turn, and how is it handled?
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The answer is A: The outside wing moves faster and makes more lift, so slight opposite aileron is held
In a steep turn the outside wing travels a longer path in the same time, so it flies faster and produces more lift. That tends to keep steepening the bank, which the pilot counters with slight opposite aileron once the desired bank is reached.
The answer is A: The outside wing moves faster and makes more lift, so slight opposite aileron is held
In a steep turn the outside wing travels a longer path in the same time, so it flies faster and produces more lift. That tends to keep steepening the bank, which the pilot counters with slight opposite aileron once the desired bank is reached.
Why should a pilot avoid trying to level the wings with aileron before reducing the angle of attack in a stall?
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The answer is A: The down aileron raises that wing's AOA and can deepen the stall
If a wing drops at the stall and the pilot applies opposite aileron, the downward-deflected aileron on the low wing increases that wing's angle of attack and drag. This can make the stall more complete at the tip and roll the airplane further. Reduce AOA first, then level the wings.
The answer is A: The down aileron raises that wing's AOA and can deepen the stall
If a wing drops at the stall and the pilot applies opposite aileron, the downward-deflected aileron on the low wing increases that wing's angle of attack and drag. This can make the stall more complete at the tip and roll the airplane further. Reduce AOA first, then level the wings.
According to the AFH, what bank angle should an untrained VFR pilot use for turns after inadvertently entering IMC?
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The answer is B: No more than 10°
AFH Ch. 18 says the untrained pilot should use the smallest practical bank angle, in any case no more than 10 degrees, because of the tendency to overcontrol into a steep bank and a graveyard spiral. A large heading change can be made in small steps. The standard-rate turns in the ACS basic instrument tasks are practiced with an instructor; the 10-degree limit is the AFH's emergency guidance for an untrained pilot in actual IMC.
AFH Ch. 18 says the untrained pilot should use the smallest practical bank angle, in any case no more than 10 degrees, because of the tendency to overcontrol into a steep bank and a graveyard spiral. A large heading change can be made in small steps. The standard-rate turns in the ACS basic instrument tasks are practiced with an instructor; the 10-degree limit is the AFH's emergency guidance for an untrained pilot in actual IMC.
The AIM's night ditching guidance calls for carrying power to hold a nose-up attitude at 10 to 20 percent above stall speed until contact. For an airplane that stalls at 50 knots, what airspeed range is that?
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The answer is A: 55 to 60 knots
10 percent above 50 knots is 55 knots and 20 percent above is 60 knots. At night it is easy to misjudge height over water by 50 feet or more, so the AIM says the use of power is far more essential than in daylight.
10 percent above 50 knots is 55 knots and 20 percent above is 60 knots. At night it is easy to misjudge height over water by 50 feet or more, so the AIM says the use of power is far more essential than in daylight.
The flaps fail to extend, so you must make a no-flap landing. According to the AFH, how much might the required landing distance increase?
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The answer is A: As much as 50 percent
A no-flap landing needs substantially more runway, by as much as 50 percent. Fly a wider, longer pattern rather than diving to lose altitude. Expect a nose-high approach attitude and considerable floating, and do not force the airplane onto the runway at high speed.
A no-flap landing needs substantially more runway, by as much as 50 percent. Fly a wider, longer pattern rather than diving to lose altitude. Expect a nose-high approach attitude and considerable floating, and do not force the airplane onto the runway at high speed.
Once an Emergency Autoland (EAL) system is activated, what does the AFH say it does to alert air traffic control?
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The answer is C: It calls on 121.5 and the last frequency, and squawks 7700
The AFH says the EAL broadcasts automated messages on the last selected frequency and on Guard (121.5 MHz), sets the transponder to 7700, and later calls on the tower or CTAF frequency near the selected airport. Pilots should brief passengers on how to activate it.
The answer is C: It calls on 121.5 and the last frequency, and squawks 7700
The AFH says the EAL broadcasts automated messages on the last selected frequency and on Guard (121.5 MHz), sets the transponder to 7700, and later calls on the tower or CTAF frequency near the selected airport. Pilots should brief passengers on how to activate it.
