Hiya, O hallowed experts,
I downloaded all the questions for the commercial written, and have gone through the whole darn thing, and am stumped or confuzled on some of the questions. This is stuff that either:
--I couldn't find in the Gleim outlines
--I couldn't find in the FAR/AIM
--Just doesn't make any sense at all (or only makes sense to the FAA)
I'd appreciate any help or insight on these questions!
3) While holding the angle of bank constant in a level turn, if the rate of turn is varied the load factor would:
A) remain constant regardless of air density and the resultant lift vector
B ) vary depending on speed and air density provided the resultant lift vector varies proportionately
C) vary depending upon the resultant lift vector
Everything I've read suggests that they are looking for A), but my knowledge of physics suggests that both B ) and C) are true.
12) The need to slow an aircraft below VA is brought about by the following weather phenomenon:
A) High density altitude which increases the indicated stall speed
B ) Turbulence which causes an increase in stall speed
C) Turbulence which causes a decrease in stall speed
I'm pretty sure they're looking for B ) but since when did stall speed depend on anything other than angle of attack??
31) Which statemend best describes the operating principle of a constant-speed propeller?
A) As throttle setting is changed by the pilot, the prop governor causes pitch angle of the propeller blades to remain unchanged
B ) A high blade angle, or increased pitch, reduces the propeller drag and allows more engine power for takeoffs
C) The propeller control regulates the engine RPM, and in turn, the propeller RPM
I think it's B ) because you want the prop to take the "biggest bite" out of the air on takeoff (yes?), but I don't see how this reduces propeller drag.
43) Which is true regarding pilot certification requirements for operations in Class B airspace?
A) The pilot in command must hold at least a private pilot certificate with an instrument rating.
B ) The pilot in command must hold at least a private pilot certificate
C) Solo student pilot operations are not authorized.
None of these are true. A student pilot can fly in Class B if properly endorsed. What is the FAA looking for here?
59) The basic drive for a pilot to demonstrate the "right stuff" can have an adverse effect on safety, by
A) a total disregard for any alternative course of action
B ) generating tendancies that lead to practices that are dangerous, often illegal, and that may lead to a mishap
C) imposing a realistic assessment of piloting skills under stressful conditions
I'd say both A) and B ) . Which one?
152) The minimum flight visibility for VFR flight increases to 5 statute miles beginning at an altitude of
A) 14,500 feet MSL
B ) 10,000 feet MSL if above 1200 feet AGL
C) 10,000 feet MSL regardless of height above ground.
B ) is true for class G airspace. C) is true for class E airspace. What to do?
233) While flying cross-country, in the Northern Hemisphere, you experience a continuous left crosswind which is associated with a major wind system. This indicates that you
A) are flying toward an area of generally unfavorable weather conditions
B ) have flown from an area of unfavorable weather conditions
C) cannot determine weather conditions without knowing pressure changes
I'm guessing here that the question is meant to get you thinking about Coriolis forces and pressure systems... with a wind from the left you could be flying towards a Low or away from a High. So I think the answer is C) but the wording is confusing.
247) Fog produced by frontal activity is a result of saturation due to
A) nocturnal cooling
B ) adiabatic cooling
C) evaporation of precipitation
Can't find the answer to this anywhere... but I think that if it's frontal activity, that means precipitation, and so the answer is C). Any enlightening thoughts?
290) In small airplanes, normal recovery from spins may become difficult if the
A) CG is too far rearward, and rotation is around the longitudinal axis
B ) CG is too far rearward, and rotation is around the CG
C) spin is entered before the stall is fully developed
It's gotta be either A) or B ) but I don't get the bit about rotation. In a spin, you will rotate about the CG, no? What does rotation about the longitudinal axis have to do with anything?
Well, that's all of 'em for now. I've got more question marks scribbled on the test... but my fingers are tired. Part II later....
--Kath
P.S. Edit: This thing turned all the instances of the letter "B" followed by a parenthesis into a sunglass-cool emoticon face! B) Sorry about that. Don't know how to get rid of it.
P.P.S Edit2 fixed now?
I downloaded all the questions for the commercial written, and have gone through the whole darn thing, and am stumped or confuzled on some of the questions. This is stuff that either:
--I couldn't find in the Gleim outlines
--I couldn't find in the FAR/AIM
--Just doesn't make any sense at all (or only makes sense to the FAA)
I'd appreciate any help or insight on these questions!
3) While holding the angle of bank constant in a level turn, if the rate of turn is varied the load factor would:
A) remain constant regardless of air density and the resultant lift vector
B ) vary depending on speed and air density provided the resultant lift vector varies proportionately
C) vary depending upon the resultant lift vector
Everything I've read suggests that they are looking for A), but my knowledge of physics suggests that both B ) and C) are true.
12) The need to slow an aircraft below VA is brought about by the following weather phenomenon:
A) High density altitude which increases the indicated stall speed
B ) Turbulence which causes an increase in stall speed
C) Turbulence which causes a decrease in stall speed
I'm pretty sure they're looking for B ) but since when did stall speed depend on anything other than angle of attack??
31) Which statemend best describes the operating principle of a constant-speed propeller?
A) As throttle setting is changed by the pilot, the prop governor causes pitch angle of the propeller blades to remain unchanged
B ) A high blade angle, or increased pitch, reduces the propeller drag and allows more engine power for takeoffs
C) The propeller control regulates the engine RPM, and in turn, the propeller RPM
I think it's B ) because you want the prop to take the "biggest bite" out of the air on takeoff (yes?), but I don't see how this reduces propeller drag.
43) Which is true regarding pilot certification requirements for operations in Class B airspace?
A) The pilot in command must hold at least a private pilot certificate with an instrument rating.
B ) The pilot in command must hold at least a private pilot certificate
C) Solo student pilot operations are not authorized.
None of these are true. A student pilot can fly in Class B if properly endorsed. What is the FAA looking for here?
59) The basic drive for a pilot to demonstrate the "right stuff" can have an adverse effect on safety, by
A) a total disregard for any alternative course of action
B ) generating tendancies that lead to practices that are dangerous, often illegal, and that may lead to a mishap
C) imposing a realistic assessment of piloting skills under stressful conditions
I'd say both A) and B ) . Which one?
152) The minimum flight visibility for VFR flight increases to 5 statute miles beginning at an altitude of
A) 14,500 feet MSL
B ) 10,000 feet MSL if above 1200 feet AGL
C) 10,000 feet MSL regardless of height above ground.
B ) is true for class G airspace. C) is true for class E airspace. What to do?
233) While flying cross-country, in the Northern Hemisphere, you experience a continuous left crosswind which is associated with a major wind system. This indicates that you
A) are flying toward an area of generally unfavorable weather conditions
B ) have flown from an area of unfavorable weather conditions
C) cannot determine weather conditions without knowing pressure changes
I'm guessing here that the question is meant to get you thinking about Coriolis forces and pressure systems... with a wind from the left you could be flying towards a Low or away from a High. So I think the answer is C) but the wording is confusing.
247) Fog produced by frontal activity is a result of saturation due to
A) nocturnal cooling
B ) adiabatic cooling
C) evaporation of precipitation
Can't find the answer to this anywhere... but I think that if it's frontal activity, that means precipitation, and so the answer is C). Any enlightening thoughts?
290) In small airplanes, normal recovery from spins may become difficult if the
A) CG is too far rearward, and rotation is around the longitudinal axis
B ) CG is too far rearward, and rotation is around the CG
C) spin is entered before the stall is fully developed
It's gotta be either A) or B ) but I don't get the bit about rotation. In a spin, you will rotate about the CG, no? What does rotation about the longitudinal axis have to do with anything?
Well, that's all of 'em for now. I've got more question marks scribbled on the test... but my fingers are tired. Part II later....
--Kath
P.S. Edit: This thing turned all the instances of the letter "B" followed by a parenthesis into a sunglass-cool emoticon face! B) Sorry about that. Don't know how to get rid of it.
P.P.S Edit2 fixed now?
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