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CHAPTER 5
STAGE EXAM CRITIQUES
INTRODUCTION
This chapter provides you with critiques for the Instrument and Commercial Guided Flight Discovery Stage Exams as well as the Multi-Engine End-of-Course Exam. Each critique contains the correct answer choice and a brief explanation of the answer. The answer choices correspond to those in the answer keys in Section D. Each time you review a Stage Exam with a student, be sure to go over each incorrectly answered question and satisfy yourself that the student fully understands the material before moving on to the next stage. These critiques will be helpful in your dialogue with students, but they are not meant to replace thorough discussion.
indicators. Precession causes the selected heading to drift from the set value. You should align the heading indicator with the magnetic compass before flight and check it at 15-minute intervals during flight. 6. CHOICE 3 During a turn, the rudder controls the quality of the turn as indicated by the position of the ball in the inclinometer. If the ball is right of center, add right rudder pressure; if the ball is left of center, add left rudder pressure. 7. CHOICE 2 The airspeed indicator, altimeter, and vertical speed indicator are the three pressure-sensitive pitot-static instruments. Each of these instruments is connected to a static source, however, only the airspeed indicator is connected to the pitot source, which is the source of impact or ram air pressure. 8. CHOICE 2 Initially, you should establish the attitude for a climb or descent by reference to the attitude indicator. 9. CHOICE 1 Normally, you correct minor deviations from altitude with only pitch changes. However, if your altitude changes more than 100 feet, you should make adjustments in both pitch and power. 10. CHOICE 3 A useful guide for leveling off from a climb or descent is to lead the desired altitude by approximately 10% of the vertical speed.
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36. CHOICE 2 During a no-gyro approach, make all turns at standard rate before turning final. You will be advised when you have been turned onto final and told to make all turns at one-half standard rate throughout the rest of the approach. 37. CHOICE 1 Macho is the hazardous attitude indicated by this statement. People with this type of attitude attempt to prove that they are better than anyone else by taking risks and by trying to impress others. The antidote is to remember that taking chances is foolish. 38. CHOICE 2 Preferred IFR routes are listed in the Enroute section of the Jeppesen Airway Manual and in the Airport/Facility Directory. If one is not listed, consult the enroute chart to find the most practical route for the flight. 39. CHOICE 3 An alternate airport is required to be listed on your IFR flight plan unless your destination is forecast to have at least a 2,000foot ceiling and three miles visibility at your ETA plus or minus one hour. 40. CHOICE 1 The altitude listed in block 7 of the flight plan should be your initial cruising altitude. If you want to change the cruising altitude, direct your request to the controller during flight.
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11. CHOICE 1 According to the general abbreviations and symbols in FAR 1.2, VF is the design flap speed. It is defined more specifically in FAR 23.345 and 23.457. VFE is the maximum flap extended speed. 12. CHOICE 2 According to FAR 61.23, for operations requiring a commercial pilot certificate, a second-class medical certificate expires at the end of the twelfth month after the month of the date of the examination. The earliest date this medical could have been issued was December 1 of the previous year. 13. CHOICE 3 According to FAR 61.51, you must maintain a reliable record of the aeronautical training and experience used to meet the requirements for a certificate or rating. You must also maintain a record of the flight time necessary to meet the recency of experience requirements. You are not required to log other flight time. 14. CHOICE 2 According to FAR 61.56, any pilot who has not completed a flight review (or fulfilled the requirement by an alternative method) within the preceding 24 calendar months may not act as pilot in command of an aircraft. 15. CHOICE 2 FAR 91.103 specifies the actions required before each flight. For any flight not in the vicinity of an airport, the pilot in command
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Insert the known values and solve for the unknown. 197.6 3770 197.6 = X 73 72
X = .0553
The new CG is 72 .0553, or 71.94 inches aft of the datum. 27. CHOICE 2 Use the weight shift formula: Weight of Cargo Moved Weight of Airplane Distance CG Moves Distance Between Arm Locations
Insert the known values and solve for the unknown. X 3,850 = 3.0 179-42
X = 84 lbs.
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40. CHOICE 3 FAR 121.542 and 135.100 specifically prohibit crewmember performance of nonessential duties or activities while the aircraft is involved in taxi, takeoff, landing, and all other flight operations conducted below 10,000 feet MSL, except cruise flight.
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X = 62 lbs.
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10. CHOICE 2 During a normal landing approach power is gradually reduced to idle as the airplane approaches touchdown. The reduction of power too early may create a dangerously low approach. 11. CHOICE 1 Stall recovery is initiated at the first aerodynamic indication of a stall (buffeting or decay of control effectiveness) unless the pilots operating handbook specifies recovery prompted by an artificial warning system, such as a stall warning horn. 12. CHOICE 1 Shutting off the electric fuel pumps after engine starting is done for the same reason it is done in single-engine aircraft, to confirm the reliability of the engine-driven pumps. 13. CHOICE 2 Generator systems typically require a minimum engine r.p.m. of 1,000 before they supply power to the electrical system. During low engine r.p.m.s alternators will provide adequate electrical power. 14. CHOICE 2 With an aft CG, regardless of airspeed, the aircraft is very unstable in pitch. If the CG is too far aft, it may not be possible to lower the nose during a stall recovery.
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In the example: Weight of Cargo Moved = unknown Weight of Airplane = 4000 lbs. Distance CG Moves = 0.5 in. (Current CG location minus Aft CG limit) Distance Between Arm Locations = 120 in. (Aft baggage compartment arm minus Forward baggage compartment arm) Weight of Cargo Moved = 2000 120 or 16.7 pounds 16. CHOICE 2 The accelerate-stop distance is the distance required under given conditions to accelerate to liftoff speed, experience an engine failure at that point, immediately discontinue the takeoff, and bring the airplane to a full stop. 17. CHOICE 2 Begin in the lower left corner of the chart with an OAT of 70F. Follow that line vertically to the 6,000 ft. pressure altitude line. From this point continue horizontally to the Reference Line, then diagonally down to a weight of 3,750 pounds. Next, move horizontally from this point to the second Reference Line, then diagonally down to compensate for the 10 knot headwind. Finally from this point proceed horizontally to determine a landing distance of approximately 2,465 feet. 18. CHOICE 3 FAR 23.67(a) states, in the pertinent part, for airplanes of 6,000 pounds or less maximum weight or a VSO of 61 knots or less, must have a positive climb gradient determined at a pressure altitude of 5,000 feet, with the critical engine inoperative, the propeller in the minimum drag position, landing gear retracted, and wing flaps in the most favorable position.
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