ATP CTP FINAL EXAM AND PR ACTICE EXAM

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ATP CTP FINAL EXAM AND PR ACTICE EXAM

NEWEST 2024 ACTUAL EXAM COMPLETE 160

QUESTIONS AND CORRECT DETAILED

ANSWERS (VERIFIED ANSWERS ) |ALREADY

GRADED A+

ATP CTP FINAL EXAM

Which of the following statements is true:

(A) A stall is a controlled situation (B) An approach to stall warning is an uncontrolled situation (C) To recover from a nose-low stall, angle of attack must be increased (D) Recovery from approach to stall warning is the same as recovery from a stall - ANSWER- (D) Recovery from approach to stall warning is the same as recovery from a stall

Airplane stall speeds are published in the Approved Flight Manual for each airplane model. These speeds are presented as a function of aircraft weight. Therefore, if a pilot maintains airspeed above the appropriate speed listed for the aircraft weight, the aircraft will not stall.

(A) True (B) False - ANSWER- (B) False

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The airplane angle of attack is the angle between the wing chord and the oncoming air relative wind.

(A) True (B) False - ANSWER- (A) True

The stall speed of an airplane is:

(A) Constant regardless of weight or airfoil configuration (B) affected by weight and bank angle (C) not affected by dynamic pressures and lift coefficient - ANSWER- (B) affected by weight and bank angle

Large downward aileron deflections:

(A) Could induce air separation over that portion of the wing at very high angles of attack (B) Should never be used when recovering from an airplane upset (C) Are more effective at high angles of attack - ANSWER- (A) Could induce air separation over that portion of the wing at very high angles of attack

Place the following steps from the Stall Recovery Template in the

correct order:

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(A) Retract speed brakes and spoilers (B) Apply nose down pitch control until impending stall indications are eliminated (C) Adjust bank angle to wings level (D) Disconnect autopilot and autothrottle/autopilot (E) Return to the desired flight path (F) apply thrust as needed - ANSWER- D-B-C-F-A-E

(D) Disconnect autopilot and autothrottle/autopilot (B) Apply nose down pitch control until impending stall indications are eliminated (C) Adjust bank angle to wings level (F) apply thrust as needed (A) Retract speed brakes and spoilers (E) Return to the desired flight path

The predominant number of airplane upsets are caused by:

(A) Environmental factors (B) Airplane system anomalies (C) pilot induced factors - ANSWER- (A) Environmental factors

Most of the multiengine turbojet loss-of-control incidents that are caused

by environmental factors are because of: 3 / 4

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(A) microbursts (B) wind shear (C) airplane icing (D) wake turbulence - ANSWER- (D) Wake turbulence

When initiating recommended airplane upset recovery techniques, the

first two techniques are:

• Maintain altitude and apply additional thrust
• Reduce the angle of attack and maneuver toward wings level
• Recognize and confirm the situation and disengage the autopilot and

autothrottles

• Determine the malfunction and disengage the autopilot and

autothrottles - ANSWER- c. Recognize and confirm the situation and disengage the autopilot and autothrottles

In a nose high, wings level airplane upset, after accomplishing the first two recommended techniques...

• Apply up to full nose down elevator and consider trimming off some

control force b. Immediately roll into a 60 degree bank

• Maintain at least 1G force
• Immediately establish sideslip in order to maintain at least 1G Force -

ANSWER- a. Apply up to full nose down elevator and consider

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