stage 2

Question 1

Private Carriage

Answer 1

○ Selective in whom is served
○ Not willing to fly just anyone
○ Generally a long-term service
○ Does not hold out to all customers

Question 2

Common Carriage

Answer 2

○ Provides service to anyone and everyone as long as there is space available, a fee is paid, and there is no reasonable grounds to refuse service
○ Holds out

Question 3

Holding Out

Answer 3

Advertising

Question 4

Operations not requiring a 121/135 operating certificate (119.1e1 exemptions)

Answer 4

○ Student instruction
○ Commercial air tours
○ Ferry flights
○ Skydive operations
○ Aerial work operations:
■ Crop dusting, banner towing, aerial photography/survey, fire fighting, construction, pipeline patrol

Question 5

Wet Lease

Answer 5

Lessor provides aircraft and crew

Question 6

Dry Lease

Answer 6

Lessee provides its own crew
Permitted to operate under part 91, not required to comply with 121/135 operations

Question 7

Endorsements
● Complex (61.31e)

Answer 7

○ Flaps
○ Controllable pitch prop
○ Retractable landing gear
○ Requires ground and flight training

Question 8

Complex
Type rating
(61.31e)

Answer 8

large - 12000 lbs
fast- turbo
other - specific

Question 9

Endorsements
High Performance (61.31f)

Answer 9

○ Greater than 200hp per engine
○ Requires ground and flight training

Question 10

Endorsements
Tailwheel (61.31i)

Answer 10

○ Wheel supporting the tail of aircraft
○ Requires flight training only

Question 11

Endorsements
High altitude (61.31g)

Answer 11

○ Allows operation of pressurized aircraft that has a service ceiling or maximum operating altitude above 25,000’ MSL
○ Requires ground and flight training

Question 12

Constant Speed Propeller/Variable Pitch Propeller
Purpose

Answer 12

○ Allow the pilot to set appropriate power settings for the desired phase of flight
○ Pilot selects the desired RPM setting
○ Controls the pitch of the propeller blades

Question 13

Increased pitch

Answer 13

● Higher AoA = more thrust
● More torque is required as a result
○ Engine RPM decreases

Question 14

Decreased pitch

Answer 14

● Less torque required
○ Engine RPM increases

Question 15

pitch of the propeller blades
Examples

Answer 15

● Takeoff
○ Low pitch
○ High RPM for maximum power
● Cruise
○ High pitch
○ Lower RPM for increased fuel efficiency

Question 16

Prop Major Components

Answer 16

Prop Governor
“L” Flyweights
Propeller Pitch

Question 17

Prop Governor

Answer 17

Maintains desired RPM setting by using flyweights

Question 18

“L” Flyweights

Answer 18

Regulates set RPM setting by taking advantage of centrifugal force

Question 19

“L” Flyweights
Underspeed

Answer 19

RPM too slow
If you don’t touch controls in a climb:
■ Engine will want to slow down, so flyweights move inward, decreasing oil pressure because oil flows out of the propellor hub, decreasing pitch
■ As pitch decreases, engine is able to speed up again

Question 20

“L” Flyweights
Overspeed

Answer 20

RPM is too fast
○ If you don’t touch controls in a descent:
■ Engine will want to speed up, so flyweights move outward, increasing oil pressure, and increasing the pitch
■ As pitch increases, engine is able to slow down and become more efficient

Question 21

Propeller Pitch

Answer 21

■ Controlled hydraulically using engine oil and a piston
■ For single engine:
● Spring pushes on piston to lower pitch in case of loss of oil pressure, giving max power as fail safe

Question 22

fixed pitch propellers

Answer 22

If we don’t touch throttle, our engine RPM will slow down in a climb and speed up in
a descent

Question 23

Vestibular Illusions
the Leans

Answer 23

After leveling the wings following a prolonged turn, pilot may feel that the aircraft is banked in the opposite

Question 24

Vestibular Illusions
Coriolis Illusion

Answer 24

After a prolonged turn, the liquid in the ear canal moves at same speed as the canal. A head movement on a different plane will cause the fluid to start moving and result in a false sensation of acceleration or turning on a different axis.

Question 25

Vestibular Illusion Graveyard Spiral

Answer 25

A pilot in a prolonged, coordinated constant-rate turn may experience the illusion of not turning. After leveling the wings, the pilot may feel the sensation of turning to the other direction (“the leans”), causing the pilot to turn back in the original direction. Since a higher angle of attack is required during a turn to remain level, the pilot may notice a loss of altitude and apply back force on the elevator. This may tighten the spiral and increase the loss of altitude.

Question 26

Vestibular Illusions Somatogravic Illusion

Answer 26

Rapid acceleration stimulates the inner ear otolith organs in the same way as tilting the head backwards. This may create the illusion of a higher pitch angle. Deceleration causes the opposite illusion – the sensation of tilting the head forward and the aircraft being in a nose-low attitude.

Question 27

Vestibular Illusions Inversion Illusion

Answer 27

An abrupt change from climb to straight and level may create the illusion of tumbling backwards due to the liquid movement in the otolith organs

Question 28

Vestibular Illusions Elevator

Answer 28

An abrupt upward vertical acceleration may create the illusion of climbing, due to luid movement in the otolith organs

Question 29

Visual Illusions False Horizon

Answer 29

An illusion in which the pilot may misidentify the horizon line. May be caused by sloping cloud formation, an obscured horizon, an aurora borealis, dark night with scattered lights and stars or the geometry of the ground

Question 30

Visual Illusions Autokinesis

Answer 30

Staring at a stationary point of light in a dark or featureless scene for a prolonged period of time may cause the light to appear to be moving. A pilot may attempt to align the aircraft with the perceived moving light, resulting in loss of control

Question 31

Optical Illusions Runway Width Illusion

Answer 31

During approach to land, a narrow runway may give the pilot the illusion that the airplane is too high, whereas a wide runway may make it seem too low

Question 32

Oxygen requirements Unpressurized cabins 12,500 to 14,000’ MSL

Answer 32

Cabin pressure altitudes above 12,500 to 14,000’ MSL (including) – The required minimum light crew must be provided with and must use supplemental O2 for periods of light over 30 minutes at these altitudes.

Question 33

Oxygen requirements Unpressurized cabins Cabin pressure altitudes above 14,000’

Answer 33

The required minimum light crew must be provided with and must use supplemental O2 the entire light time at these altitudes.

Question 34

Oxygen requirements Unpressurized cabins Cabin pressure altitudes above 15,000’ MSL

Answer 34

Each occupant must be provided with supplemental O2

Question 35

Oxygen requirements Pressurized cabins Above FL250

Answer 35

an addition of at least 10 minutes of supplemental O2 for each occupant is required

Question 36

Oxygen requirements Pressurized cabins Above FL350

Answer 36

one pilot at the controls must wear and use an O2 mask unless two pilots are at the control with quick-donning masks and the aircraft is at or below FL410. If one pilot leaves the controls above FL350, the other pilot must wear and use his O2 mask regardless if it’s a quick donning type.

Question 37

Commercial Pilot (61.133) Privileges

Answer 37

○ Carry passengers/property for compensation or hire ○ Without instrument rating: ■ No passengers allowed on XC over 50 nm ■ No passengers allowed at night

Question 38

Pressurization

Answer 38

○ Allows high altitude operations due to loss in pressure and protects occupants against the effects of hypoxia ■ Oxygen masks prevent hypoxia but do not help with sinus and ear blocks or decompression sickness ○ Pressurization is obtained from a turbocharger or turbine engine ■ Typically maintains a pressure altitude of 8,000 feet at maximum cruising altitude