Search results

Copy. So a grey area that, by necessity involves some discretion on the part of the pilot depending on the particulars of the equipment involved and the failure mode/cause. i.e. use good judgement, don’t be a dummy, and follow the rules. And hope you don’t get unlucky with an overly uptight...

Second question, why are these types of circuit breakers used? Or, more likely, what am I missing in my understanding of how they work?

Ran into a question I couldn’t fully resolve recently. It’s a little pedantic and maybe the result of some over thinking but … For example, an inop landing light can be flown legally in day VFR but still requires deactivation first. This question arose because the aircraft in question had the...

Thanks for the additional discussion here folks. Lots of stuff to glean from answers to one dumb question. =)

I did consider going down that rabbit hole as well woywoyboy. :-)

Yeah sarangan, understood. The way the question was posed made me think they were looking for an answer that there would be a change in RPM at cruise or in-flight power settings - when there is none (or none besides a momentary adjustment if/as the governor lags a bit maybe). I was inferring...

Thanks geezer. This might be one of those times where my overactive brain overthinks the question. They are just testing my understanding of the systems.

I can understand how, during runup (in both fixed pitch and CS prop aircraft) at the lower RPM/power setting, we are watching for the RPM drop as the indication of the reduced power since we are below the power output where the governor is activating to maintain propeller RPM. But the question...

Or, is the answer simply “there is no change in rpm indication“.

Well there is an RPM drop with a fixed pitch propeller of course. And we do one prior to every single flight. That’s easy. But the question is asking about an in-flight failure with a constant speed propeller where power output is reflected by the manifold pressure.

There is a question in the commercial pilot oral exam preparation that is a little bit confusing to me. “While in flight in an airplane with a controllable pitch propeller, how will the failure of a single magneto affect rpm indication in the cockpit?” Will this not indicate as simply a drop...

Yeah, it might just be a "problem" for the exam. But then again, it might not even be a problem. Depends on how I read the documentation requirements for verification prior to the test. I just don't know yet and trying to get it sorted prior.

Thanks Nauga. Essentially yes. Hopefully that means that having a current state ID with an address that's different from my FAA Airman's Certificate would be acceptable at an exam - both at an exam (the more immediate concern) and to the FAA in general. FAA has my current, proper mailing...

So I am maybe a unique case in this, but who knows. [edit for clarity: the primary issue is the requirements for verifying ID/address at airman certification exams] Bear with me, it's mildly complicated. I travel overseas and in the US for pretty much every year, all year for work. For years...

So I got my PPL back in the days of the actual book version of the question bank. I hated studying that way (still do) and ran out of steam about half way thru anyway. In my defense I was 15-16 and got bored easily. :D I preferred to read books … and pester my CFI, the ground school instructor …...

Sorta feels like you’re spoilin’ for an argument on this. I’m not really into that. Cheers.

That’s a fair point of course. And policies often exist for a reason. But apparently these issues have been pointed out to the FAA, thru the proper channels for quite a while, with small effect, so far. We’re, of course, not going to solve the problem on an Internet forum. Oh well. At least it...

Heh…well they could start by proof-reading their own questions. ;) And a quick perusal of their charts might even mean they’d catch a couple printing errors. And failing that, they could purchase a bit of test prep software (ha!) and identify the vast majority of the questions with straight...

Nope. Just that if I can score higher by making my study more effective, I will. Some people don’t care if they get an 87 or a 97. Both pass. Fair point. To each their own. I like the 97 better. :)

Yeah, same problem on my practice questions. To an extent, it’s just the nature of using those charts - real world included. And truthfully, if my margins are so tight on takeoff/landing performance that messing up a graph line or mis-judging an interpolation runs me into that tree then maybe...