bobtait wrote: See my comments below.
1. The first question asking about the separate static vent n pitot tube. What happen if the pitot blocked when climbing? What the pilot will notice?
A. VSI and Alt is zero
B. The a/c nose increasingly down to maintain the climb speed
C. The a/c nose increasingly up to maintain the climb speed
E. VSI is zero
There seems to be two correct answers here. The airspeed indicator progressively under reads on a climb if the static vent is blocked. So you would need to have a lower nose attitude to keep a given IAS [answer B]. The VSI would read zero during the climb because the static pressure sensed by the instrumet is not changing.
>> The question is about blocked Pitot not blocked Static, so VSI wouldn't read zero but would Overread on Climb (PUDOC), which removes A, D & E from the options. Re B vs C, it's ambiguous but wording ('pilot will notice') suggests the pilot hasn't yet established a problem and is therefore not attempting to rectify the problem but instead is trying to correct speed according to the ASI's over-reading speed , which means they'll be [incorrectly] trying to slow down thus increasingly lifting the nose --> answer C?
5. The turning error in South Hemisphere... Which one will give the greatest error reading?
Turning errors are greatest on north and south and there are no turning errors on east and west. The greatest error would occur on the one that is closest to north - 345.
So if I'm turning from East (090) through South (180) finishing West (270), does the undershoot (ONUS) only apply at/around 270, ie, that when the mag compass reads 270, it's pretty accurate? (I get confused by the use of the term 'through South' - does it really mean 'towards South' - ie, Undershoot when turning from 090 towards 180, overshoot when turning from 180 to 270?)
8. When the carbo heat should b applied? Two answers puzzled me again.
A. All the time during flight when through the cloud.
B. Use the Carbo heat interminently
(I chose B as we only apply carbo heat when there's a icing occur and turn them off again... and if the symptom appears we apply the carbo heat again... so, i thought this is what it meant by interminently...ANYWAY, i also got this one wrong...)The air that goes through the heat exchanger is not filtered. Also hot air is likely to promote detonation at high power. So the correct way to use carby heat is to wait until you have symptoms of carby icing and then apply full carby heat to get rid of the ice. The carby heat is then returned to the cold position and used again if the symptoms occur. You should not us carby heat continuously. So I agree with you. Answer B.
If the Q relates to 'when the Carby Temp guage isn't working...' and also has option of 'C. keep carby heat on for the duration of cruise', does B still win for you, Bob? (I thought you kept it on continuously except for take-off and taxi'ing)
The other one is if Both to left magnetos, there no rpm drop... and then both to right, there's is rpm drop...
A. R is 'live'
B. L is working...
C. R is working
D. L is 'live'
(This Q really give me a headache, I thought the R one is not working and L is working normally... ANYWAY i chose B BUT i got it wrong)...
If there is no RPM drop when you select the left magneto, it could mean that the right magneto is not turning off i.e. it is 'live'. If that is the case, you would get a normal RPM drop when the right magneto is selected. The other possibility is that the right magneto is not working at all. In that case you will get a 'dead cut' when the right magneto is selected.
I didn't have this Q but want to ensure I understand why B is incorrect...
-- R is 'live' because RPM doesn't drop when it's disengaged, and doesn't give a dead cut when running on its own (R selected / L disengaged).
-- L can't be guaranteed as working, as while it maintains RPM when R disengaged (L selected), this could be solely due to the supply from the 'live' R. To prove it's working, R needs to be earthed (to ensure it correctly disengages when L selected), then retested. Is that right?
19. The conditions conducive to ice formation (Throttle icing) ... Two answers confused me...
A. Temp below -4
B. Temp -10 to 22
(I chose A and I got this wrong)...
Could be that the correct answer was a higher temperature such as +15Â°C and a humid day. Carburettor ice does not require the outside air temperature to be below zero.
The other two options are something along the lines of C. 0 to 3C on a very humid day; D. Above 30C on a humid day. I discounted A and B due to cold temp, and chose C -- KDR suggests I might have gotten it wrong (though could be related to another q)?