Tuskegee NEXT Summer Aviation Program Interview Study Guide PDF

Tuskegee NEXT Summer Aviation Program Interview Study Guide 1.1 Flight Controls 1. What is one purpose of wing flaps? A. To enable the pilot to make steeper approaches to a landing without increasing the airspeed. B. To relieve t...

Tuskegee NEXT Summer Aviation Program Interview Study Guide 1.1 Flight Controls 1. What is one purpose of wing flaps? A. To enable the pilot to make steeper approaches to a landing without increasing the airspeed. B. To relieve the pilot of maintaining continuous pressure on the controls. C. To decrease wing area to vary the lift. Answer (A) is correct. (FAA-H-8083-25B Chap 6) DISCUSSION: Extending the flaps increases the wing camber and the angle of attack of the wing. This increases wing lift and induced drag, which enables the pilot to make steeper approaches to a landing without an increase in airspeed. Answer (B) is incorrect. Trim tabs (not wing flaps) help relieve control pressures. Answer (C) is incorrect. Wing area usually remains the same, except for certain specialized flaps that increase (not decrease) the wing area. 2. One of the main functions of flaps during approach and landing is to A. decrease the angle of descent without increasing the airspeed. B. permit a touchdown at a higher indicated airspeed. C. increase the angle of descent without increasing the airspeed. Answer (C) is correct. (FAA-H-8083-25B Chap 6) DISCUSSION: Extending the flaps increases the wing camber and the angle of attack of the wing. This increases wing lift and induced drag, which enables the pilot to increase the angle of descent without increasing the airspeed. Answer (A) is incorrect. Extending the flaps increases lift and induced drag, which enables the pilot to increase (not decrease) the angle of descent without increasing the airspeed. Answer (B) is incorrect. Flaps increase lift at slow airspeed, which permits touchdown at a lower (not higher) indicated airspeed. TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG 3. What is the purpose of the rudder on an airplane? A. To control yaw. B. To control overbanking tendency. C. To control roll. Answer (A) is correct. (FAA-H-8083-25B Chap 6) DISCUSSION: The rudder is used to control yaw, which is rotation about the airplane's vertical axis. Answer (B) is incorrect. The ailerons (not the rudder) control overbanking. Overbanking tendency refers to the outside wing traveling significantly faster than the inside wing in a steep turn and generating incremental lift to raise the outside wing higher unless corrected by aileron pressure. Answer (C) is incorrect. Roll is movement about the longitudinal axis and is controlled by ailerons. 4. Which is not a primary flight control surface? A. Flaps. B. Stabilator. C. Ailerons. Answer (A) is correct. (FAA-H-8083-25B Chap 6) DISCUSSION: The three primary flight controls of an airplane are the ailerons, the elevator (or stabilator), and the rudder. Answer (B) is incorrect. The stabilator, or elevator, is a primary flight control surface. Answer (C) is incorrect. Ailerons are a primary flight control surface. TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG  SU 1: Airplanes and Aerodynamics 6. Which statement is true concerning primary flight controls? A. The effectiveness of each control surface increases with speed because there is more airflow over them. B. Only when all three primary flight controls move in sequence do the airflow and pressure distribution change over and around the airfoil. C. Primary flight controls include ailerons, rudder, elevator, and trim systems. Answer (A) is correct. (FAA-H-8083-25B Chap 6) DISCUSSION: Rudder, aileron, and elevator effectiveness increase with speed because there is more airflow over the surface of the control device. Answer (B) is incorrect. The movement of any primary flight control surface changes the airflow and pressure distribution over and around the airfoil. Answer (C) is incorrect. The primary flight controls do not include trim systems; these are considered secondary flight controls. 8. Which device is a secondary flight control? A. Spoilers. B. Ailerons. C. Stabilators. Answer (A) is correct. (FAA-H-8083-25B Chap 6) DISCUSSION: Spoilers are high-drag devices that assist an aircraft in slowing down and losing altitude without gaining extra speed. They are common on gliders and some high -speed aircraft. Answer (B) is incorrect. Ailerons control the roll of the aircraft and are a primary flight control surface. Answer (C) is incorrect. Stabilators function as both a horizontal stabilizer and an TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG  elevator, which makes them a primary control surface. 1.2 Aerodynamic Forces 10. The four forces acting on an airplane in flight are A. lift, weight, thrust, and drag. B. lift, weight, gravity, and thrust. C. lift, gravity, power, and friction. Answer (A) is correct. (FAA-H-8083-25B Chap 5) DISCUSSION: Lift is produced by the wings and opposes weight, which is the result of gravity. Thrust is produced by the engine/propeller and opposes drag, which is the resistance of the air as the airplane moves through it. Answer (B) is incorrect. Gravity reacts with the airplane's mass, thus producing weight, which opposes lift. Answer (C) is incorrect. Gravity results in weight, power produces thrust, and friction is a cause of drag. Power, gravity, velocity, and friction are not aerodynamic forces in themselves. 11. When are the four forces that act on an airplane in equilibrium? A. During unaccelerated level flight. B. When the aircraft is accelerating. C. When the aircraft is at rest on the ground. Answer (A) is correct. (FAA-H-8083-25B Chap 5) DISCUSSION: The four forces (lift, weight, thrust, and drag) that act on an airplane are in equilibrium during unaccelerated level flight. Answer (B) is incorrect. Thrust must exceed drag in order for the airplane to accelerate. Answer (C) is incorrect. When the airplane is at rest on the ground, there are no aerodynamic forces acting on it other than weight (gravity). TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG  1.3 Angle of Attack 15. The term "angle of attack" is defined as the angle between the A. chord line of the wing and the relative wind. B. airplane's longitudinal axis and that of the air striking the airfoil. C. airplane's center line and the relative wind. Answer (A) is correct. (FAA-H-8083-25B Chap 5) DISCUSSION: The angle of attack is the angle between the wing chord line and the direction of the relative wind. The wing chord line is a straight line from the leading edge to the trailing edge of the wing. The relative wind is the direction of the airflow relative to the wing when the wing is moving through the air. Answer (B) is incorrect. Angle of attack is the angle between the wing chord line and the relative wind, not the airplane's longitudinal axis. Answer (C) is incorrect. The centerline of the airplane and its relationship to the relative wind is not a factor in defining angle of attack. Angle of attack is the relationship between the wing chord line and the relative wind. 17. The angle of attack at which an airplane wing stalls will A. increase if the CG is moved forward. B. change with an increase in gross weight. C. remain the same regardless of gross weight. Answer (C) is correct. (FAA-H-8083-25B Chap 5) DISCUSSION: A given airplane wing will always stall at the same angle of attack regardless of airspeed, weight, load factor, or density altitude. Each wing has a particular angle of attack (the critical angle of attack) at which the airflow separates from the upper surface of the wing and the stall occurs. TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG  Answer (A) is incorrect. A change in CG will not change the wing's critical angle of attack. Answer (B) is incorrect. The critical angle of attack does not change when gross weight changes. SU 1: Airplanes and Aerodynamics 1.7 Airplane Turn 26. What force makes an airplane turn? A. The horizontal component of lift. B. The vertical component of lift. C. Centrifugal force. Answer (A) is correct. (FAA-H-8083-3C Chap 3) DISCUSSION: When the wings of an airplane are not level, the lift is not entirely vertical and tends to pull the airplane toward the direction of the lower wing. An airplane is turned when the pilot coordinates rudder, aileron, and elevator to bank in orde r to attain a horizontal component of lift. Answer (B) is incorrect. The vertical component of lift opposes weight and controls vertical, not horizontal, movement. Answer (C) is incorrect. The horizontal component of lift opposes centrifugal force, which acts toward the outside of the turn. 28. An airplane said to be inherently stable will A. be difficult to stall. B. require less effort to control. C. not spin. Answer (B) is correct. (FAA-H-8083-25B Chap 5) TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG  DISCUSSION: An inherently stable airplane will usually return to the original condition of flight (except when in a bank) if disturbed by a force such as air turbulence. Thus, an inherently stable airplane will require less effort to control than an inhere ntly unstable one. Answer (A) is incorrect. The stability of an airplane has an effect on stall characteristic, not on the difficulty level of entering a stall. Answer (C) is incorrect. An inherently stable aircraft will spin. SU 2: Airplane Instruments, Engines, and Systems 2.1 Compass Turning Error 1. In the Northern Hemisphere, a magnetic compass will normally indicate a turn toward the north if A. an aircraft is decelerated while on an east or west heading. B. a left turn is entered from a west heading. C. an aircraft is accelerated while on an east or west heading. Answer (C) is correct. (FAA-H-8083-25B Chap 8) DISCUSSION: In the Northern Hemisphere, a magnetic compass will normally indicate a turn toward the north if an airplane is accelerated while on an east or west heading. Answer (A) is incorrect. In the Northern Hemisphere, a magnetic compass will normally indicate a turn toward the north if an airplane is accelerated, not decelerated, while on an east or west heading. Answer (B) is incorrect. There is no compass turning error on turns from a west heading. 3. During flight, when are the indications of a magnetic compass accurate? A. Only in straight-and-level unaccelerated flight. B. As long as the airspeed is constant. C. During turns if the bank does not exceed 18°. Answer (A) is correct. (FAA-H-8083-25B Chap 8) TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG  DISCUSSION: During flight, the magnetic compass indications can be considered accurate only when in straight-and-level, unaccelerated flight. During acceleration, deceleration, or turns, the compass card will dip and cause false readings. Answer (B) is incorrect. Even with a constant airspeed, the magnetic compass may not be accurate during a turn. Answer (C) is incorrect. Due to the compass card dip, the compass may not be accurate even during shallow turns. SU 2: Airplane Instruments, Engines, and Systems 2.2 Pitot-Static System 11. Which instrument will become inoperative if the pitot tube becomes clogged? A. Altimeter. B. Vertical speed indicator. C. Airspeed indicator. Answer (C) is correct. (FAA-H-8083-25B Chap 8) DISCUSSION: The pitot system provides impact pressure, or ram pressure, for only the airspeed indicator. Answer (A) is incorrect. The altimeter operates off the static (not pitot) system. Answer (B) is incorrect. The vertical- -speed indicator operates off the static (not pitot) system. 13. Which instrument(s) will become inoperative if the static vents become clogged? A. Airspeed indicator only. B. Altimeter only. C. Airspeed indicator, altimeter, and vertical speed indicator. TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG Answer (C) is correct. (FAA-H-8083-25B Chap 8) DISCUSSION: The pitot-static system is a source of air pressure for the operation of the airspeed indicator, altimeter, and vertical speed indicator. Thus, if the static vents become clogged, all three instruments will become inoperative. Answer (A) is incorrect. Not only the airspeed indicator but also the altimeter and vertical speed indicator will become inoperative. Answer (B) is incorrect. Not only the altimeter but also the airspeed and vertical speed indicators will become inoperative. SU 2: Airplane Instruments, Engines, and Systems 15. What does the red line on an airspeed indicator represent? A. Maneuvering speed. B. Turbulent or rough-air speed. C. Never-exceed speed. Answer (C) is correct. (FAA-H-8083-25B Chap 8) DISCUSSION: The red line on an airspeed indicator indicates the maximum speed at which the airplane can be operated in smooth air, which should never be exceeded. intentionally. This speed is known as the never-exceed speed. Answer (A) is incorrect. Maneuvering speed is not indicated on the airspeed indicator. Answer (B) is incorrect. Turbulent or rough-air speed is not indicated on the airspeed indicator. Figure 4. Airspeed Indicator. SU 2: Airplane Instruments, Engines, and Systems 35. What is density altitude? A. The height above the standard datum plane. B. The pressure altitude corrected for nonstandard temperature. TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG C. The altitude read directly from the altimeter. Answer (B) is correct. (FAA-H-8083-25B Chap 8) DISCUSSION: Density altitude is the pressure altitude corrected for nonstandard temperature. Answer (A) is incorrect. The height above the standard datum plane is the pressure altitude. Answer (C) is incorrect. The altitude read directly from the altimeter is the indicated altitude. 36. What is pressure altitude? A. The indicated altitude corrected for position and installation error. B. The altitude indicated when the barometric pressure scale is set to 29.92. C. The indicated altitude corrected for nonstandard temperature and pressure. Answer (B) is correct. (FAA-H-8083-25B Chap 8) DISCUSSION: Pressure altitude is the airplane's height above the standard datum plane of 29.92" Hg. If the altimeter is set to 29.92" Hg, the indicated altitude is the pressure altitude. Answer (A) is incorrect. "Corrected for position and installation error" is used to define calibrated airspeed, not a type of altitude. Answer (C) is incorrect. The indicated altitude corrected for nonstandard temperature and pressure describes density altitude. 39. Under what condition is pressure altitude and density altitude the same value? A. At sea level, when the temperature is 0°F. B. When the altimeter has no installation error. C. At standard temperature. Answer (C) is correct. (FAA-H-8083-25B Chap 8) DISCUSSION: Pressure altitude and density altitude are the same when temperature is standard. TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG  Answer (A) is incorrect. Standard temperature at sea level is 59°F, not 0°F. Answer (B) is incorrect. Installation error refers to pitot tubes and airspeed, not altimeter and altitude. SU 2: Airplane Instruments, Engines, and Systems 61. What action can a pilot take to aid in cooling an engine that is overheating during a climb? A. Reduce rate of climb and increase airspeed. B. Reduce climb speed and increase RPM. C. Increase climb speed and increase RPM. Answer (A) is correct. (FAA-H-8083-25B Chap 7) DISCUSSION: If an airplane is overheating during a climb, the engine temperature will be decreased if the airspeed is increased. Airspeed will increase if the rate of climb is reduced. Answer (B) is incorrect. Reducing airspeed hinders cooling and increasing RPM will further increase engine temperature. Answer (C) is incorrect. Increasing RPM will increase (not decrease) engine temperature. SU 2: Airplane Instruments, Engines, and Systems 2.16 Abnormal Combustion 86. If the grade of fuel used in an aircraft engine is lower than specified for the engine, it will most likely cause A. a mixture of fuel and air that is not uniform in all cylinders. B. lower cylinder head temperatures. C. detonation. Answer (C) is correct. (FAA-H-8083-25B Chap 7) TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG  DISCUSSION: If the grade of fuel used in an airplane engine is lower than specified for the engine, it will probably cause detonation. Lower grades of fuel ignite at lower temperatures. A higher temperature engine (which should use a higher grade of fuel) may cause lower grade fuel to explode (detonate) rather than burn evenly. Answer (A) is incorrect. The carburetor meters the lower- grade fuel quantity in the same manner as a higher grade of fuel. Answer (B) is incorrect. A lower grade of fuel will cause higher (not lower) cylinder head temperatures. SU 2: Airplane Instruments, Engines, and Systems 2.17 Aviation Fuel Practices 88. What type fuel can be substituted for an aircraft if the recommended octane is not available? A. The next higher octane aviation gas. B. The next lower octane aviation gas. C. Unleaded automotive gas of the same octane rating. Answer (A) is correct. (FAA-H-8083-25B Chap 7) DISCUSSION: If the recommended octane is not available for an airplane, the next higher octane aviation gas should be used. Answer (B) is incorrect. If the grade of fuel used in an airplane engine is lower than specified for the engine, it will probably cause detonation Answer (C) is incorrect. Except for very special situations, only aviation gas should be used. 89. Filling the fuel tanks after the last flight of the day is considered a good operating procedure because this will TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG  A. force any existing water to the top of the tank away from the fuel lines to the engine. B. prevent expansion of the fuel by eliminating airspace in the tanks. C. prevent moisture condensation by eliminating airspace in the tanks. Answer (C) is correct. (FAA-H-8083-25B Chap 7) DISCUSSION: Filling the fuel tanks after the last flight of the day is considered good operating practice because it prevents moisture condensation by eliminating airspace in the tanks. Humid air may result in condensation at night when the airplane cools. Answer (A) is incorrect. Water is heavier than fuel and will always settle to the bottom of the tank. Answer (B) is incorrect. Filling the fuel tank will not prevent the expansion of the fuel. TUSKEGEE NEXT 401 S. CARLTON AVE WHEATON, IL 60187 630.359.8289 TUSKEGEENEXT.ORG