Question 1 of 22
As fuel burns off in flight, the airplane's CG
stays exactly where it was at takeoff. always moves forward, on every airplane type. moves, because fuel weight is removed at the tanks' arm.
Question 2 of 22
"A license to learn" describes the idea that
earning the certificate is the beginning of ongoing learning, not the end. the certificate has to be relearned and revalidated annually a pilot may only continue learning while under instruction
Question 3 of 22
While taxiing across a runway, the AIM recommends that the aircraft's exterior lights be
limited to the rotating beacon so other pilots are not distracted. turned off except for the position lights. all illuminated, at the pilot in command's discretion.
Question 4 of 22
A Temporary Flight Restriction is published as which type of NOTAM?
A NOTAM (D), because it affects airports within its boundary. A Military NOTAM, because TFRs are enforced by the military. An FDC NOTAM, because it is regulatory in nature.
Question 5 of 22
UNICOM differs from MULTICOM in that UNICOM
issues IFR clearances to departing aircraft, which a MULTICOM frequency is not able to do at all is a discrete transponder code, while MULTICOM is a transponder reply function used on the ground is a ground station that can provide advisories/services, while MULTICOM is used where no such station exists.
Question 6 of 22
According to the AIM, a student pilot who wants extra help from ATC should
say "student pilot" on the initial call to each ATC facility or FSS. say "student pilot" only when in an emergency. file a remark on a flight plan instead of saying it on the radio.
Question 7 of 22
During a go-around begun very close to the ground, the main wheels touch the runway briefly after full power is applied. The pilot should
close the throttle and complete the landing, since the go-around has failed keep the airplane straight, hold a constant safe pitch attitude, and continue the go-around pull the nose up sharply to get the airplane away from the runway
Question 8 of 22
After touching down on a soft field, the pilot should
lower the nosewheel at once and brake firmly to shorten the roll retract the flaps immediately so the full weight settles onto the wheels hold the nosewheel off with back-elevator pressure and avoid using the brakes
Question 9 of 22 Figure 72 · Velocity vs. G-LoadsFAA-CT-8080-2H · tap to zoom Refer to Figure 72. Point A, where the stall-speed curve crosses a load factor of +1, represents the airplane's—
unaccelerated (1G) stall speed. never-exceed speed (Vne). maneuvering speed (Va).
Question 10 of 22
Flying a rectangular course, the turn from the downwind leg onto the base leg takes a heading change of
more than 90°, because the airplane must roll out crabbed into the wind, angled toward the field exactly 90°, because both legs are straight lines over the ground less than 90°, because the tailwind carries the airplane through part of the turn
Question 11 of 22 Figure 66 · S-Turn DiagramFAA-CT-8080-2H · tap to zoom Refer to Figure 66. In which direction is the wind blowing relative to the diagram?
From the top of the figure toward the bottom From the bottom of the figure toward the top From the left toward the right along the road
Question 12 of 22
Dead reckoning computes position from
landmarks alone. heading, speed, time, and wind. GPS waypoints only.
Question 13 of 22
A stall is most likely to develop into a spin when the airplane is
uncoordinated, with yaw present when the stall occurs. in coordinated flight with a forward CG. wings-level in a power-off glide.
Question 14 of 22
As angle of attack increases, the center of pressure generally
remains fixed at the wing root. moves toward the wingtip. moves forward along the wing.
Question 15 of 22
During recovery from an unusual attitude by reference to the airspeed indicator, altimeter and turn coordinator, the pilot knows the airplane is passing through a level pitch attitude when
the airspeed and altimeter needles stop and reverse direction. the vertical speed indicator first reads exactly zero. the control pressures feel normal again.
Question 16 of 22
The gyroscopic principle behind the attitude indicator's stable artificial horizon is
rigidity in space — the spinning rotor holds its orientation while the airplane moves around it. precession, which is the gyro's response felt 90 degrees after an applied force magnetic alignment with the earth's own field, sensed directly by the spinning rotor
Question 17 of 22
After an engine failure at low altitude on departure, turning back to the runway
is always the best option, since the runway is the only prepared surface is a well-known killer (the "impossible turn") - usually land ahead. is required by regulation whenever the departure airport is still in sight
Question 18 of 22
During an emergency descent you must respect
no speed limits, since it's an emergency. only the stall speed. Vle, Vfe, and Vno/Vne as applicable.
Question 19 of 22
The countermeasure for autokinesis is to
stare harder at it to confirm the movement. follow the light. keep your eyes moving and scan, not stare.
Question 20 of 22
Full dark adaptation takes about
30 minutes. 30 seconds. 5 minutes.
Question 21 of 22
The pitot cover goes on at securing because
sunlight gradually degrades the heating element inside the pitot tube it is required by regulation to be installed after each and every flight is completed insects and debris block the pitot system, corrupting airspeed indications on a later flight.
Question 22 of 22
After landing, the airplane is reconfigured (flaps, trim, transponder)
after clearing the runway completely, using the checklist. during the rollout, to be ready at the taxiway. at the tie-down, during shutdown.
