Quiz
Stage 3 practice
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Perguntas do quiz (56)
1What I the purpose of the variable elevator backstop?
- AThe variable elevator backstop physically limits how far the stick can be pulled back
- BReduces power output by 20%
- CThe ECU electronically limits how far the airplane can pitch up during rotation to prevent a stall
- DAn electric servo moves the elevator trim tab up to aerodynamically limit the maximum pitch-up attitude
2What is true about the turbocharging system?
- AIt is used to pressurize the cabin
- BThe compressor is run electrically
- CWhen the waste gate is closed the system is not pressurizing
- DThe intercooler cools the compressed air before it sends it to the cylinders
3What is true about the 4-stroke diesel engine?
- AThe exhaust gas runs the cabin heating system
- BCompression ignites the fuel when the engine is running
- CIt's best to use JET A with Prist in the DA42
- DCombustion cannot happen without the glow plugs
4what forces are acting on the propeller?
- AAerodynamic twisting force is moving the prop to high pitch/low rpm
- BIncreasing oil in the hub spring moves the prop to high pitch/ low rpm
- CCounterweights use centrifugal force to move the prop to low pitch/high rpm
- DAerodynamic twisting force is moving the prop to low pitch/high rpm and cannot be controlled by the pilot
5you are in flight and notice that the left tank has 15gal and the right tank has 21g, what should you do?
- ANothing
- BPull the left selector to the OFF setting
- CPull the left fuel selector to the middle setting
- DPull the right fuel selector to the middle setting
6A left alternator failure will cause
- ABackup battery for left ECU to be utilized
- BLeft engine to shut down
- CThe main battery will supply power to the left ECU
- DThe right alternator will power the left ECU B
7What will cause the red "in transit" light to shut off
- ARight main squat switch in contact
- BLeft main squat switch in contact
- CAll three up or down position switches in contact
- DAt least one up or down position switch in contact
8How do you calculate accelerate stop distance?
- ANormal takeoff ground roll + normal landing ground roll
- BTakeoff ground roll + takeoff over 50ft + landing ground roll
- CShort field landing ground roll + landing abnormal flap setting ground roll
- DShort field over 50ft equates to accelerate stop distance
9Considering only the DA42, What is true regarding multi-engine turning tendencies?
- AThe p-factor on the left engine creates a yawing motion toward the right
- BThe torque effect on the left and right engines cancel each other out
- CAccelerated slipstream on right-wing causes a roll to the left
- DAccelerated slipstream will cause a yawing moment
10What can a pilot do to decrease actual VMC?
- AKeep the prop windmilling
- Bput up the landing gear
- CMaintain directional control
- DFail the critical engine
11What is the first indication you are approaching/exceeding VMC and how should a pilot respond?
- AYou hear the stall horn, you should increase the power on the operating engine
- BYou roll and yaw into the dead engine and the rudder is at its max deflection. You should reduce the power on the operating engine and lower the pitch
- CYou roll and yaw into the dead engine and the aileron is at its max deflection. You should reduce the power on the operating engine and lower the pitch
- DYou roll and yaw to the operating engine, you should conduct CPDIVE
12Why is the left engine the critical engine? Select all that apply
- ATorque on the right engine drops the left engine
- BAccelerated slipstream on the right engine has a stronger moment than the left engine
- Ctorque on the right engine is stronger that the left engine
- DDownward moving blade on the right engine has a longer arm relative to left engine, which increases the moment of Pfactor
- EThe downward moving blade on the left engine has a shorter arm relative to right engine, which increases the moment of Pfactor
13If a pilot regains directional control by only straightening the nose and wing level, what condition will exist?
- AZero sideslip
- BForward slip
- Cside slip into dead engine
- DSide slip into operating engine
14The first action a pilot should take after an engine failure in flight is...
- ARegain directional control
- BIncrease power
- CGet flaps and gear up
- DFeather the dead engine
15If you calculated all engine climb performance to be 1,000ft per min. What is a reasonable single-engine climb performance for most multi-engine aircraft?
- A200fpm
- B700fpm
- C500fpm
- D800fpm
16Which of the following pilot actions has the greatest effect of decreasing VMC?
- APut landing gear down
- BFeather the prop
- CPut landing gear and flaps up
- DReduce power on operating engine
17Match the following with its most appropriate counterpart: Full-Feathering
- AECU
- Bw/unfeathering accumulator
- CVariable Pitch
- Dw/GFRP covering
18Match the following with its most appropriate counterpart: Constant Speed
- Aw/GFRP covering
- Bw/unfeathering accumulator
- CECU
- DVariable Pitch
19Match the following with its most appropriate counterpart: Controlled by
- AECU
- Bw/GFRP covering
- CVariable Pitch
- Dw/unfeathering accumulator
20Match the following with its most appropriate counterpart: Wood core
- Aw/unfeathering accumulator
- BVariable pitch
- CECU
- Dw/GFRP covering
21Composite Prop Advantages (select ALL that apply)
- ALightweight
- BLow inertia
- CEasy to eject in flight
- DMinimal Engine Damage
22Categorize to the following under the Over-speed condition per the CSP system
- APlyweights move outwards
- BThe pilot valve moves down
- CGearbox oil from propeller pitch mechanism to governor
- DHub spring pushes to high pitch/low rpm
- EOil pressure pushes to low pitch/high rpm
- FFlighweights move inward
- GGearbox oil from governor to propeller pitch mechanism
- HPilot valve moves up
23Categorize to the following under the under-speed condition per the CSP system
- APlyweights move outwards
- BThe pilot valve moves down
- CGearbox oil from propeller pitch mechanism to governor
- DHub spring pushes to high pitch/low rpm
- EOil pressure pushes to low pitch/high rpm
- FFlighweights move inward
- GGearbox oil from governor to propeller pitch mechanism
- HPilot valve moves up
24The propellers will unfeather when the Engine Master is ON
- AVerdadeiro
- BFalso
25The unfeathering pins engage due to low inertia
- AVerdadeiro
- BFalso
26The flyweights and speeder spring work together to
- Athey don't work together
- Bcontrol the coolant valve
- Cregulate oil flow to/from prop governor
27Gearbox oil flows, Select right order, Low Pitch (High RPM)
- AFrom gearbox, to governor, Into propeller pitch mechanism
- BInto propeller pitch mechanism, from gearbox, to governor
- CTo governor, into propeller pitch mechanism, from gearbox
- DFrom gearbox, into propeller pitch mechanism, to governor
28What is the proper order of the flow of fuel from the main wing tanks and back
- AMain WIng Tank, Fuel Coolder, Fuel Selector, Common Rail, High Pressure Pump, Main Fliter, Low Pressure Pump, Pre-Filter, Fuel Selector
- BMain Wing Tank, Fuel Selector, Pre-Filter, Low Pressure Pump, Main Filter, Main Filter, High Pressure Pump, Common Rail, Fuel Selector again, Fuel Cooler
- CMain Wing tank, Common Rail, Main Filter, Pre-Filter, Fuel selector, Fuel Slelector, Fuel Cooler, High pressure pump.
29Jest A with Prist Additive may be used in the DA42
- AVerdadeiro
- BFalso
30How much fuel does both of the main tanks carry
- A50
- B51
- C25
- D36
31How much does each of the AUX tanks carry
- A13
- B13.2
- C13.4
- D15
32A significant limitations of Fuel Selectors being set to Crossfeed is
- ASet fuel selector crossfeed during takeoff
- BOnly turn on standby pumps during crossfeed
- CSet fuel selectors to crossfeed during landing
- DDo not turn on standby pumps during crossfeed
33The purpose of the fuel cooler is
- ACool fuel so it doesn't turn into ice
- BCool fuel returning to tank from high-pressure pump
- CCool fuel because its stressed about the Stage 3 exam
34The heat exchanger in the left engine is for...
- ACabin defrost
- BCabin heat
- CA/C
- DPitot heat
35The heat exchanger in the right engine is for...
- ACabin defrost
- BCabin heat
- CA/C
- DPitot heat
36Select the most true statement about the DA42's environmental system
- ASetting the canopy gap position is for flight operations
- BThe 3rd alternator is only for the Air Conditioning Unit
- CThe air conditioning unit is in the front baggage compartment
- DThe vents for cabin air are located above the cabin
37The air conditioning unit is limited to all operation below 10,000ft MSL
- AVerdadeiro
- BFalso
38Select all the DA42NG-Vi Master switches
- AR Engine Master
- BElectric Master
- CAvionics Master
- DMaster Volter switch
- EL Engine Master
39The Engine Master turns on the Lower PRessure Fuel Pimps
- AVerdadeiro
- BFalso
40The L ENG ECU BUS can power the R ENG ECU B and Fuel Pimp B
- AVerdadeiro
- BFalso
41The Folding Stay is crucial in the landing gear staying Up and Locked
- AVerdadeiro
- BFalso
42Select ALL that is TRUE for micro switches on the DA42NG-VI
- A2 micro switches in the nose gear
- B4 micro switches in the nose gear
- CEach ain gear wheel well have 3 switches including the Squat switch
- D1 micro switch in the nose gar is an installation error
43The down position switch in the Nose Gear
- ATurns off the green light
- BDe-energizes the retract solenoid
- CTurns on green light
- DPrevents gear retraction
44The DA42NG-VI Landing gear is electrically actuated and hydraulically power
- AVerdadeiro
- BFalso
45The DA42NG-VI Parking brake system requires
- A3-4 pumps after setting the parking brake
- B3-4 pumps before setting the parking brake
- C2 pumps max after setting the parking brake
46The Landing gear warning horn turns ON when..
- AEither power lever is <20% at any point during flight
- BFlaps are in landing position
- CBoth power levers are below 20%
- DFlaps are in landing position on the ground
47The manual gear extension process requires
- APulling the Emergency Gear Extension Handle
- BPushing the Emergency Gear Extension Handle
- CTurning ON the Electric Master
48The normal gear extension process...
- AThe gearbox oil provides support
- BA pushing force by the folding stay
- CPositive hydraulic pressure
- DAlways requires hydraulic pressure to be released
49The following is true about the Rudder in the DA42NG-VI
- AControlled by pushrods
- BGround Adjustable Trim
- CFoot pedals needs Electric Master ON
50The elevator is controlled by pushrods
- AVerdadeiro
- BFalso
51Select ALL true statements of the Elevator Backstop
- ABoth power levers >20%
- Bonly one power lever >20%
- CElectromechanical Actuator
- DReduces by 2.5 from 15
52The Flaps on the DA42NG-VI
- A3 positions: Up, APPROACH, LANDING
- B3 positions: INNER, MIDDLE, OUTER
- C3 positions: UP, SPLIT, PLAIN
- D3 positions: UP, CENTER, DOWN
53The Stall head turns ON when the Pitot heat is turned ON
- AVerdadeiro
- BFalso
54Fuel is injected at the _______ of the compressions stroke
- Atop
- Bbottom
- Cmiddle
- Dleft
55Fuel ignition is due to decompression
- AVerdadeiro
- BFalso
56The Fire Detection system
- AHas overheat detectors inside engine nacelle
- BHas an Aural alert
- CHas a red flashing light inside the flight deck
- DHas overheat detectors inside the turbocharger
Informações
- Descrição
- DA42NG-VI stage 3 test for ERAU
- Autor
- Evan Gurule
- Idioma
- English
- Visualizações
- 7
- Avaliação
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