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Multi-Engine Airman Knowledge Test Question Bank

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Multi-Engine Airman Knowledge Test Question Bank

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 Multi-Engine Airman Knowledge Test Question Bank

CONTENTS

Questions

▪ STAGE VI

Chapter 2
Section A 1 : 29 29 Questions
Section B 30 : 41 12 Questions
Section C 42 : 62 21 Questions

Chapter 3
Section A 63 : 72 10 Questions
Section B 73 : 89 17 Questions

Chapter 4
Section A 90 : 104 15 Questions
Section B 105 : 111 7 Questions

Chapter 5
Section A 112 : 124 13 Questions
Section B 125 : 139 15 Questions
Section C 140 : 149 10 Questions
Section D 150 : 156 7 Questions

TOTAL 156 Questions

*In Case Exam Is 50 Questions 50 ÷ 156 × 100 = 32 % Of Each Section

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 Multi-Engine Airman Knowledge Test Question Bank
CHAPTER 2 - SECTION A C. The aircraft will yaw towaid the right side of the
runway since the left engine will develop more
power than the right engine.
1. What design feature of a fuel-injected engine
prevents the engine from failing in the event the
engine-driven fuel pump stops operating? 6. What action could you take to restore induction
airflow to a fuel-injected engine if you encounter
A. Fuel continues to flow to the engine by gravity. induction system icing that begins cutting off
airflow into the engine?
B. Auxiliary or boost fuel pumps may be operated
to provide sufficient Fuel-flow to continue A. Select the carburetor heal controls to the ON
operating the engines with limited power. position.
C. Auxiliary or boost fuel pumps may be operated B. Select the alternate air controls for the engines
to provide sufficient fuel-flow to continue to the ON position.
operating the engines to the maximum rated
power output. C. Close the cowl flaps fully on both engines to
warm the air sufficiently in the nacelles to melt
the ice.
2. While performing a magneto check on a multi-
engine airplane equipped with toggle-type 7. When a constant-speed, variable-pitch, full-
switches, the engine dies when you actuate the left feathering propeller is in the governing range,
magneto switch on the left engine. Which what will happen to the propeller r.p.m. and
magneto is faulty? blade-pitch if the aircraft pitches down with no
change to the engine controls?
Answer: The right magneto on the left engine
A. The engine r.p.m. will remain constant, and the
blade-pitch will decrease.
3. On a multi-engine airplane equipped with
paddle-type ignition switches, the engine dies B. The engine r.p.m. will increase, and the blade-
when you select the left position on the left engine pitch will remain unchanged.
ignition switch. Which magneto is faulty?
C. The engine r.p.m. will remain unchanged, and
Answer: The left magneto on the left engine the blade-pitch will increase.

4. On a multi-engine aircraft equipped with a 8. True/False. During takeoffs, a propeller

conventional constant-speed, variable pitch, full- synchronizer may be used to balance the r.p.m.
feathering propeller, which direction does between the engines.
increasing oil pressure in the propeller hub move
the blades? 9. True/False. A governor check before takeoff
must be accomplished with the propeller in the
A. Toward low-pitch, high-r.p.m. governing r.p.m. range.

B. Toward high-pitch, low-r.p.m. 10. When an engine is shut down on a twin-engine

airplane equipped with constant speed, variable-
C. Toward low-pitch, low-r.p.m. pitch, full-feathering propellers, what angle will
the propeller blades be in when the engine slops
rotating?
5. While applying takeoff power in a twin-engine
airplane equipped with turbocharger systems, the Answer: High-pitch
left engine wastegate sticks in the open position.
What is likely to occur as you advance both
throttles to full power? 11. True/False. If an unfeathering accumulator
fails to reposition the propeller out of the feather
A. Thu left engine will fail since no induction air position during an engine restart, the engine must
can flow to the engine. remain shut down for the duration of the flight.
B. The aircraft will yaw toward the left side of the
runway since the right engine will develop more
power than the left engine.
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 Multi-Engine Airman Knowledge Test Question Bank
12. Briefly describe the actions you should take if
an electrical power generating system fails on a Answer: Gravity free-fall, hand crank, hydraulic
twin-engine airplane. hand pump, and gas pressure discharge

Answer: Monitor the electrical load and turn off

non-essential equipment to conserve electrical 21. How can you determine if the propeller anti-
power. icing systems arc operating properly on a multi-
engine airplane while in flight?

13. True/False. Pneumatic pressure used to inflate Answer: Monitor the propeller anti-ice ammeter
de-icing boots is usually obtained from discharge to determine that it indicates in the normal range
air from a turbocharger compressor. during each cycle.

14. True/False. When using external power to 22. True/False. The range of an aircraft is reduced
start a multi-engine airplane, you should start the when the cabin combustion heater is used.
engine located nearest to the external power
receptacle first.
23. True/False. A continuous-flow oxygen system
provides safe operations up to 25,000 feet if a
15. What is an electrical system inverter? tight mask seal is maintained against your face.

Answer: A device that converts direct current

electricity to alternating current 24. What component is used to regulate the
amount of air that exits the aircraft cabin during
pressurized flight?
16. On multi-engine airplanes equipped with a
split-bus system, which device is used to join the Answer: The pressurization system outflow valve
busses together?
A. Paralleling unit
25. What action should you first take if when the
B. Bus-tic breaker cabin altitude warning light illuminates?

C. Alternator field relay'' Answer: Don an oxygen mask and activate the
oxygen system.

17. In many hydraulic system reservoirs, what

design feature prevents all of the hydraulic fluid 26. The purpose of counterweights on propellers
from being lost in the event of a hydraulic line of multi-engine aircraft is to
failure?
A. aid in feathering operations.
Answer: The main hydraulic system draws
B. more effectively balance a three-bladed
hydraulic fluid from a standpipe.
propeller.
C. help synchronize the propellers by stabilizing
18. What provision on a multi-engine fuel system r.p.m.
allows you to laterally balance the fuel load?

Answer: Fuel system cross-feed valves

19. True/False. The landing gear warning horn

will not sound if the gear is up and only one
throttle is reduced to idle.

20. What are four common methods that aircraft

manufacturers provide to perform a landing gear
emergency extension?
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 Multi-Engine Airman Knowledge Test Question Bank
27. A significant difference between takeoffs in 33. Define the terms zero fuel weight and
multi-engine and single-engine airplanes is that maximum zero fuel weight.
pilots of multi-engine airplanes must
Answer: Zero fuel weight is determined by
A. use additional planning for crosswind condi- subtracting the weight of the usable fuel on board
tions. die aircraft from the total weight. Maximum zero
fuel weight is established by the manufacturer as
B. have a predetermined plan of action in case an
a structural limit to ensure a safe ratio of loads
engine fails.
between the fuselage and wings is maintained.
C. make allowances for much more stringent 34. What is not one of your options if you
performance criteria. calculate your aircraft to be overweight for a
particular flight?

28. During the takeoff run, the pilot should check A. Remove a portion of the payload.
the r.p.m., manifold pressure, and oil
B. Relocate some baggage to other compartments.
pressure/temperature in addition to checking the
C. Off-load some fuel and plan an additional fuel
A. fuel-flow indicators and the airspeed indicator.
stop enroute.
B. flight instruments and the fuel quantity gauges.
C. exhaust gas temperature gauges and fuel 35. True/False. In transport category aircraft, the
selectors. center of gravity is usually expressed in terms of
the percentage of mean aerodynamic chord.

29. An operational advantage of alternator

systems over generator systems is that alternators 36. The leading edge mean aerodynamic chord
(LEMAC) is
A. have no moving parts.
A. 0% MAC
B. provide adequate electrical power at lower
r.p.m. B. 37% MAC
C. immediately provide initial production of alter- C. 100% MAC
nating current.

37. After you have determined the weight and

balance figures for your airplane, what is the
CHAPTER 2 - SECTION B formula you can use to calculate a weight shift?

Answer:
30. List five items that may be affected by the
weight of your aircraft. Weight of cargo moved
Distance CG moves
𝐴𝑖𝑟𝑝𝑙𝑎𝑛𝑒 𝑊𝑒𝑖𝑔ℎ𝑡
Answer: Rate of climb, cruising speed, stall speed, =
total fuel burn, and aerodynamic stability are all Distance between arm location
affected by the weight of the airplane.
38. A maximum zero fuel weight is established for
some multi-engine airplanes to
31. How is the payload of an aircraft defined?
A. increase the payload.
A. Weight of the passengers and baggage
B. limit the ratio of loads between the fuselage
B. Weight of the passengers, baggage, and cargo and wings.
C. Ramp weight minus the basic empty weight C. limit the landing weight. so the gear is not
overstressed.

32. True/False. The maneuvering speed is

constant for a given aircraft.

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 Multi-Engine Airman Knowledge Test Question Bank
39. Assume that the CG of a particular airplane Is A. The speed at which the nosewheel is lifted,
located 1.5 inches oft of the rear limit. Based on committing the aircraft to flight even if a
the following conditions, how many pounds must powerplant should fail
be shifted from the aft cargo compartment lo the
forward cargo compartment to move the center B. The highest speed at which the pilot must
of gravity within limits? initiate action to slop the airplane in the event of
an aborted takeoff
Takeoff weight ....................................... 5.700 lbs.
Forward compartment arm ......................... 15 in. C. The maximum speed at which the airplane can
Aft compartment arm ................................. 153 in. experience an engine failure and still be stopped
within the accelerate-stop distance
A. 62 pounds 44. Select the true statement regarding an engine
failure during takeoff.
B. 71 pounds
A. Most POHs recommend that the takeoff be
C. 89 pounds continued if an engine fails at liftoff speed.

B. As long as your airplane is not loaded over

40. The greatest risk involved when operating a maximum takeoff weight, you should be able to
multi- engine airplane with the CG aft of its limits continue a climb if an engine fails at V1
is
C. In a light twin, limited climb performance with
A. a tendency for premature rotation on takeoff. an inoperative engine most likely will preclude
continuing a takeoff at V1 or shortly after liftoff.
B. a very unstable pitch condition, regardless of
airspeed.
C. an increase in stalling speed, requiring a higher 45. True/False. The accelerate-stop distance is
approach speed and a longer landing roll. longer when the density altitude is lower.

41. Under the following conditions, what is the 46. (Refer to figure 1 ) Suppose you are preparing
mini mum weight that needs to be moved from for a flight from Amarillo, Texas (AMA). The
the aft to the forward baggage compartment in tempera-ture is 69° F, the field elevation is 3,605
order for the airplane to he within CG limits? feet, the aircraft weight is 4,975 pounds, and the
wind has been averaging 6 knots right down the
Takeoff w eight...................................... 4.000 Ibs. runway. Use the accompa-nying chart to
Forward CG limit ...................................... 34.0 in. determine the accelerate-stop distance under
Aft CG limit ............................................... 44.0 in. these conditions.
Forward baggage compartment ................ -5.0 in. A. 3,425 feet
Aft baggage compartment.........................115.0 in.
Aft baggage weight.................................... 100 Ibs. B. 3,605 feet
Current CG location .................................. 44.5 in.
C. 3,865 feet
A. 12.0 pounds
B. 16.7 pounds 47. (Refer to figure 2 ) Using the single-engine
C. 18.2 pounds climb chart, compute the single-engine rate of
climb for a take-off from Sall Lake City Municipal
(U42). The field elevation is 4,603 feet,
temperature is 61° F, and aircraft weight is 3,750
pounds.
CHAPTER 2 - SECTION C
Answer: 40 f.p.m.
42. True/False. Power is the rate at which work is
done.

43. Define takeoff decision speed (V1).

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 Multi-Engine Airman Knowledge Test Question Bank
48. (Refer to figure 3 ) Cruising at a pressure 55. If an engine failure occurs at the multi-engine
altitude of 11,000 feet, with the power set to 2,400 service ceiling, the airplane will descend initially
r.p.m. and a manifold pressure of 32 inches, what to the
true airspeed should be expected if the air
temperature is 7° C? How much fuel is used in 2 A. turbocharger critical altitude.
hours and 40 minutes?
B. single-engine service ceiling.
Answer: 209 knots, 95 gallons of fuel C. single-engine absolute ceiling.

49. (Refer to figure 4 ) Given a temperature of 56. If an engine failure occurs above the single-
15° C and an aircraft weight of 4,900 pounds, engine service ceiling, the minimum rate of
what is the single-engine service ceiling for this descent can be achieved by maintaining the
airplane? airspeed at

Answer: 6,500 feet A. VMC

B. VXSE
50. What rate of climb determines the single-
engine service ceiling for a twin-engine airplane? C. VYSE

A. Zero. That’s why it’s called a ceiling.

57. (Refer to figure 6 ) According to the range
B. 50 feet per minute profile chart, what is the highest-pressure altitude
at which 75 percent BHP is available?
C. 100 feet per minute
A. 7,800 feet

51. What airspeed is used to maintain the highest B. 9,500 feet

possible altitude after an engine fails above the
single-engine absolute ceiling? C. 15,000 feet

Answer: VYSE, single-engine best ratc-of-climb

58. (Refer to figure 6 ) Using the range profile
chart, determine the approximate range under the
following conditions.
52. (Refer to figure 5 ) How much fuel would be
Pressure altitude .................................... 9,000 ft.
used in a normal descent from 12,000 feet to
Power .............................................65% BHP
pattern altitude at Flagstaff, Arizona (field
Usable fuel ...................................... 600 Ibs.
elevation, 7,014 feet)? Assume a 1,000-foot traffic
pattern. How far from the airport environment A. 535 nautical miles
should you begin your descent?
B. 700 nautical miles
Answer: 10 pounds, 14 nautical miles
C. 960 nautical miles

53. True/False. The ground roll is usually shorter

when landing with an engine feathered, due to the 59. The multi-engine service ceiling is that
increased drag of the feathered propeller. altitude where the maximum rate of climb is
A. 0 f.p.m.
54. The multi-engine absolute ceiling is the point B. 50 f.p.m.
where
C. 100 f.p.m.
A. VX and VY converge.

B. rate of climb is 50 f.p.m.

C. critical altitude is reached

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60. What is the safest procedure to follow when
the accelerate-stop distance is longer than the B. Elimination of torque
available runway and the existing airport density
C. Reduction of induced airflow
altitude is higher than the single-engine service
coiling?
65. True/False. The boundary layer begins at a
A. Off-load fuel, baggage, or passengers to reduce
specific distance from the surface of an object and
weight and/or wait for more favorable winds and
ends where the freestream air is encountered.
density altitude conditions.

B. Make the takeoff without flaps and hold the air-

66. The speed of sound is a function of what
plane on the runway until reaching the single
variable?
engine best rate-of-climb speed.
A. Altitude
C. Take off with partial flaps using a full power
runup prior to brake release; if an engine fails, B. Temperature
land on the remaining runway.
C. True airspeed

61. An accelerate-stop distance chart is used to

deter mine the distance required to 67. When considering aircraft speed, what are the
four flight regimes in which all aircraft operate?
A. accelerate to VMC, then stop.
Answer: Subsonic — Below 0.75 Mach, Transonic
B. accelerate to liftoff speed, experience an engine — From 0.75 to 1.20 Mach, Supersonic — From
failure, then stop. 1.20 to 5.00 Mach, Hypersonic — Above 5.00
Mach
C. accelerate to liftoff speed, climb to obstacle
clearance altitude, then land and stop.
68. True/False. An aircraft with swept wings
typically has a higher critical Mach number than
62. (Refer to figure 7 ) Use the accompanying
an aircraft with relatively straight wings.
chart and determine the landing distance under
the given conditions.
OAT................................................................ 70°F 69. What would a high Reynolds Number (RN)
Pressure altitude ...................................... 6,000 ft. indicate?
Takeoff w eight........................................ 3,750 lbs.
A. Laminar airflow
Headwind..................................................... 10 kts.
B. Turbulent airflow
A. 2,400 ft.
C. Maximum velocity airflow
B. 2,465 ft.
C. 2,580 ft.
70. In high angle of attack maneuvers, the left-
turning tendency of a conventional multi-engine
airplane generally is more pronounced than that
of a single-engine airplane because
CHAPTER 3 - SECTION A
A. most multi-engine airplanes have throe-bladed
propellers.
63. True/False. Counterrotating propellers
eliminate some of the right-turning tendencies in B. gyroscopic forces are doubled with the addition
twin-engine airplanes. of another engine and propeller.

C. the more powerful engines normally utilized

64. What might cause a high sink rate if you make are displaced from the longitudinal axis.
a rapid power reduction during a slow final
approach?
A. Reduced P-factor
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 Multi-Engine Airman Knowledge Test Question Bank
71. In which direction does engine torque tend to 76. Define minimum control airspeed (VMC).
roll a conventional twin-engine airplane?
Answer: Minimum control airspeed (VMC) is the
1. Toward the engine with the highest power lowest speed at which the rudder control moment
setting can equal the moment of unbalanced thrust. If the
airplane yaws and rolls toward the dead engine
2. The same direction as engine and propeller
with full rudder applied, the airspeed is below
rotation
VMC.
3- The opposite direction of engine and propeller
rotation
77. Select the true statement about VMC.

72. A predominant factor which contributes to the A. The published VMC for your airplane is always
left-turning tendency of a conventional multi- greater than actual VMC;.
engine airplane during climb is
B. Published VMC is the lowest speed at which
A. asymmetrical loading of the propeller. you can lose directional control.

B. propwash effect on the vertical stabilizer. C. Published VMC is only applicable if your
airplane configuration and flight conditions are
C. the higher angle of incidence on the left wing. the same as those stated in FAR 23.149.

78. How can you eliminate die effects of a

CHAPTER 3 - SECTION B windmilling propeller?

Answer: Slop propeller rotation by feathering the

73. Describe the forces that cause the airplane to blades.
yaw and roll toward the inoperative engine.

Answer: The yawing tendency is produced by 79. How can you detect an engine-out sideslip
asymmetrical thrust. The airplane rolls toward the when you apply rudder to maintain directional
inoperative engine due to the presence of induced control with level wings?
flow over the operative engine’s wing combined
A. The sideslip cannot be easily detected without a
with the absence of this airflow over the failed
yaw string.
engine's wing. The airplane also rolls toward the
dead engine because the yaw causes the air over B. The ball in the inclinometer is deflected toward
the working engine’s wing to travel faster, the inoperative engine.
creating additional lift on that wing. Yaw forces
are also created by the drag of the windmilling C. The airplane does not maintain a constant
propeller on the inoperative engine. heading, rather gradually turns toward the failed
engine.

74. What does the term critical engine mean?

80. Explain four adverse consequences of the
Answer: The critical engine is the one whose sideslip in terms of performance and
failure most adversely affects the performance or controllability.
handling characteristics of the airplane.
Answer: The sideslip increases drag, retarding
performance.
75. True/False. The right engine is critical in Tn a sideslip, the relative wind pushes against one
multi-engine airplanes that have engine side of the vertical stabilizer, increasing yaw
configurations in which both propellers turn toward the dead engine. Additional rudder
clockwise. pressure is needed to counteract this increase in
yaw.
The vertical stabilizer blocks some of the relative
wind from reaching the rudder, reducing the
effective area of the rudder.

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 Multi-Engine Airman Knowledge Test Question Bank
The airflow strikes the rudder at a small angle, 87. What are the FAR Part 23 certification
reducing the rudder’s ability to maintain requirements for single-engine climb
directional control. performance in twin-engine aircraft with a
maximum gross weight of 6,000 pounds or less
and a Vso of 61 knots or less?
81. In an engine-out situation, how can the
sideslip be eliminated to improve control lability A. The steady, single-engine climb rate must be at
and performance? least .027 VSo2 at an altitude of 5,000 feet.
B. The aircraft must be capable of climbing to an
Answer: Bank the appropriate amount toward the
altitude of 5,000 feet with the critical engine
operative engine to zero the sideslip.
feathered.
C. The climb performance at 5,000 feet must be
82. True/False. For most light twins, 5° of bank is determined with tire critical engine inoperative
the most effective angle to zero the sideslip and and its propeller in the minimum drag
achieve best engine-out performance. 11. Which configuration.
factors lower VMC?
A. A decrease in weight and an aft CG
89. What gear and flap configuration is commonly
B. An increase in weight and an aft CG used to determine published VMC?

C. An increase in weight and a forward CG A. Both gear and flaps extended

B. Gear retracted and flaps at takeoff setting
83. True/False. As altitude increases VMC C. Flaps fully extended, the gear position in
decreases. transition

84. What is the recommended bank angle to use

when performing turns with one engine
inoperative?
CHAPTER 4 - SECTION A

Answer: 15°
90. What FAR states the rules regarding
inoperative equipment?
85. What is the advantage of banking toward the A. FAR 91.61
operating engine during engine-out operations.
B. FAR 91.213
A- Induced drag decreases and VMC increases
C. FAR 91.105
B. Turns toward the operating engine are easier
C. This technique reduces the amount of rudder
deflection required to maintain directional control 91. Where would a Kinds of Operations list be
found?

86. During engine-out operations, greater caution Answer: A Kinds of Operations list can be found
is required when in the POH for the particular airplane.

A. climbing.
92. The V-speed that produces the best rate of
B. turning toward the good engine. climb, with both engines operative is:
C. turning away from the good engine A. Vx
B. VY
C. VYSE

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 Multi-Engine Airman Knowledge Test Question Bank
93. True/False. When taxiing during a strong 99. When a go-around from the final approach
crosswind, power can be increased on the becomes necessary, the first steps should be to
downwind engine to counteract the
weathervaning tendency. A. increase the power, accelerate to VXSE then
retract the landing gear.
B. increase the power, accelerate to Vy then
94. What is the purpose of a takeoff briefing?
retract the lending gear.
Answer: A takeoff briefing allows you to think C. Increase the power. raise the flaps to the
through the emergency procedures for an engine takeoff setting, and then retract the lending gear.
failure during the takeoff and climb-out phases of
flight before you leave the ground. By
accomplishing a takeoff briefing, you have already 100. During an obstruction clearance climb with
established and reviewed in your mind what both engines operating, the most important speed
actions you are going to take and where you are governing performance is
going to go in die event of an engine failure.
A. VX

95. True/False. Planning your descent from cruise B. V MC

altitude aids in establishing a stabilized descent
into the airport environment. C. V XSE

96. Select the true statement regarding landing 101. For nearly all situations, adequate
procedures in a multi-engine airplane. maneuverability for taxiing may be obtained by
use of
A. To help expediate your approach and landing,
it is recommended that you remain at cruise A. differential power.
speed until turning final.
B. nosewheel steering.
B. A stabilized approach allows you to maintain C. differential braking.
the proper glide path to landing with only minor
power adjustments.
C. Retarding the throttle of each engine separately 102. After the landing gear and flaps have been
helps you effectively establish the appropriate retracted following a normal takeoff, the airplane
power setting for approach and landing. should be accelerated to

A. VY to gain maximum altitude in the shortest

time.
97. What technique may be used to reduce noise
levels and vibrations during multi- engine flights? B. Vx to gain maximum altitude in the shortest
distance.
Answer: Propeller synchronization
C. VYSE to gain maximum altitude in the event of
an engine failure.
98. On takeoff. the first power reduction normally
is delayed until reaching
103. During a normal landing approach, power is
A. VMC gradually reduced to idle
B. VVSE A. at the key position.
C. a safe maneuvering altitude and airspeed. B. as the airplane approaches touchdown.
C. when established on the final approach.

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 Multi-Engine Airman Knowledge Test Question Bank
104. The reason for shutting off the electric fuel 110. What is the purpose of an emergency
pumps after engine starting is to descent?

A. confirm the reliability of the engine-driven fuel Answer: An emergency descent allows the aircraft
pumps. to descend at the fastest rate of descent to a safe
altitude in the event of an engine fire, loss of cabin
B. prevent the engines from flooding while taxiing pressure, or other such emergency.
at low r.p.m.

C. prevent vapor from entering the fuel system 111. During practice of stall recognition in a multi-
during taxi operations. engine aircraft, when should recovery normally be
initiated?
A. At the first aerodynamic indication of a stall
CHAPTER 4 - SECTION B B. When the stall warning horn begins to sound
C. After the aircraft nose falls past the horizon
105. What is the correct procedure for regaining
altitude lost while performing a steep turn?

Answer: Decrease the bank angle, add back CHAPTER 5 - SECTION A

pressure to correct for altitude loss, then
reestablish the correct bank angle.
112. List the steps you normally take if an engine
failure occurs at an airspeed above VMC in a light
106. Select the true statement regarding slow multi-engine airplane.
flight.
Answer: Engine failure checklists found in POHs
A. Slow flight should be performed at 1.5 VS1
may vary.
B. Slow flight should not be performed at an However, the following procedures are typically
airspeed below VMC. per formed after an engine failure.
1. Maintain directional control with the rudder.
C. During slow flight, you experience a strong left- 2. Pitch — obtain VYSE.
turning tendency in airplanes with 3. Power — adjust mixtures, props, and
counterrotating propellers. throttles. 4. Drag — raise gear and flaps (if
appropriate.)
5. Identify — determine the inoperative engine.
107. True/False. You should normally use full 6. Verify — confirm die inoperative engine.
power when performing power-on stalls in a 7. Troubleshoot (under certain conditions)—
multi-engine airplane. determine the cause of the failure and address
the problem (if possible.)
8. Feather — feather the inoperative engine’s
108. True/False. According to FAR Part 23, spins propeller.
are required to be performed in multi- engine 9. Establish a bank toward the operating
airplanes for aircraft certification. engine, as necessary, for best performance.
10. Continue to secure the inoperative engine.
11. Monitor the operative engine.
109. Which of the following maneuvers may you
be required to perform during your practical test
for a multi-engine rating? 113. True/False. VYSE is typically shown on your
airplane’s airspeed indicator as a red radial line.
A. Slow flight, power-on stalls in turns
B. Power-on stalls, power-off stalls, spins
114. Describe two benefits of adding power after
C. Power-on stalls, power-off stalls, one-engine an engine failure.
inoperative stalls
Answer: At partial power setting, the yaw created
may not be sufficient to quickly identify and react

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 Multi-Engine Airman Knowledge Test Question Bank
with the to the failed engine, so the addition of C. Begin with 5° of bank and then gradually
power helps you to identify the inoperative decrease the bank until you reach the angle that
engine. It is important to have as much power as provides the best performance.
possible for airplane performance.

121. Name at least two actions you may need to

115. You retard the throttle of the suspected failed take as you continue your flight after securing the
engine. What conditions indicate you have inoperative engine.
correctly verified the inoperative engine?
Answer: While the following are actions
A. Airspeed and altitude decrease. Yawing suggested in the text, any action that may help
tendency does not change. you operate your airplane more effectively in this
situation may he included.
B. Airspeed and altitude remain unchanged.
If overheating occurs, monitor die operative
Yawing tendency decreases.
engine’s temperature gauges and open the cowl
C. Airspeed and altitude remain unchanged. flaps, or enrich the mixture. Reduce the electrical
Yawing tendency does not change. load, if necessary.
Be alert to problems with systems, such as landing
gear, flaps, or de-ice/anti-ice equipment that may
116. State two memory aids you can utilize to arise. Transfer fuel to balance the load or to
identify which engine has failed on a twin-engine supply the operative engine with fuel, if necessary.
airplane. Divert your flight and declare an emergency.

Answer: “Dead foot, dead engine” or “working

foot, working engine” 122. For most currently manufactured light twin-
engine airplanes used in general aviation, what
causes the greatest amount of drag following an
117. You should attempt to troubleshoot the cause engine failure?
of an engine failure if the failure occurs during
A. Extension of full flaps
which phase of flight?
B. Depends on the airplane
A. Immediately after takeoff
C. A windmilling propeller
B. In cruise flight at 10,000 feet AGL
C. On an instrument approach in IFR conditions
123. When an engine has lost power, the pilot
should delay feathering the propeller if
118. True/False. If you determine the inoperative
A. an In-flight engine fire occurs.
engine cannot be restarted after failure, you
should always feather the propeller to reduce B. the engine is producing partial power.
drag.
C. an abrupt increase in oil temperature is
119. What term refers to the method of simulating accompanied by a large drop in oil pressure.
a feathered propeller during a training session?

Answer: Zero thrust 124. The airspeed associated with the blue radial
line shown on the airspeed indicator of some
multi-engine airplanes is
120. What is an effective method you can use to
establish the correct amount of bank toward the A. V FE
operative engine after an engine failure?
B. V MC
A. Always use 5° of bank for best performance.
C. V YSE
B. Begin with 5a of bank and then gradually
increase the bank until you reach the angle that
provides the best performance.

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 Multi-Engine Airman Knowledge Test Question Bank
CHAPTER 5 - SECTION B 130. What is the appropriate recovery procedure
initiated at the first sign of loss of directional
control during a VMC demonstration?
125. What action should you take if an engine fails A. Reduce power on the operating engine while
on the runway prior to reaching VMC? increasing the angle of attack.
Answer: Reduce both throttles to idle and brake B. Reduce power on the operating engine while
evenly to maintain control of the aircraft. decreasing the angle of attack.
C. Add power on the simulated failed engine while
126. Select the true statement regarding the decreasing the angle of attack.
appropriate actions to take after an engine failure
in a light multi-engine airplane at V, or liftoff
speed. 131. In what airplane configurations are you
determining performance during the drag
A. To avoid swerving off the runway, you should demonstration?
continue the takeoff and con- figure the airplane
to climb at VYSE- Answer: Drag is demonstrated with the gear
extended, the flaps extended, both gear and flaps
B. Due to your airplane’s limited performance in extended, and with the propeller windmilling.
this situation, the most appropriate course of
action is to retard both throttles to idle and stop
on the remaining runway. 132. Select the true statement regarding engine-
C. 'Typically, your airplane’s performance at this out landings.
point is sufficient to continue the takeoff and A. There is no need to declare an emergency
maintain a rate of climb to easily clear a 50-foot provided one engine is still operating normally.
obstacle near the departure end of most runways.
B. Executing a stabilized approach can help
prevent having to perform a risky engine-out go-
127. Describe what actions you would take if you around.
experienced an engine failure in the area of
decision with the landing gear extended. How C. As you reduce power on final, be prepared to
would these actions differ if the gear were increase rudder pressure toward the operative
retracted? engine to maintain directional control.

Answer: With the gear extended, reduce the

throttles to idle and put the aircraft back onto the 133. Explain the concept of a go/no-go altitude
runway, maintaining control with rudder and when preparing for the possibility of an engine-
brakes. If the gear is already retracted, a climbout out go-around.
might be attempted, conditions permitting. The
remaining option is a landing off the runway. Answer: The pilot chooses a go/no-go altitude for
a single engine go-around based on aircraft
performance and existing conditions. Above this
128. What is the purpose of a takeoff briefing? altitude, a go-around is feasible. Below this
altitude, a go-around is not practical and the pilot
Answer: The takeoff briefing reviews the is committed to landing.
appropriate actions to take in case of engine
failure during takeoff and initial climb. The
briefing also clarifies who will be in control of the 134. What statement best describes the
airplane in the event of an emergency. significance of the single-engine best rate-of-
climb speed?
A. It is used for obstruction clearance with one
129. True/False. If you experience an engine
engine inoperative.
failure enroute, you should immediately feather
the propeller and then attempt to determine the B. II is the minimum airspeed at which an aircraft
cause of die engine problem. is controllable with the critical engine feathered.

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 Multi-Engine Airman Knowledge Test Question Bank
C. It produces the maximum climb rate or the 138. What principle is illustrated during an
minimum rate of descent with one engine engine-out loss of directional control
inoperative. demonstration?

A. VMC is a theoretical value which may or may

135. In addition to configuration. what other not affect aircraft control.
conditions are specified for determining
B. Power from the operating engine can be con
published VMC ?
trolled at any airspeed by proper use of the flight
A. Maximum power on the operative engine, controls.
maximum landing weight, on the propeller on
C. There is an airspeed below which the capacity
the inoperative engine either feathered or
of the (light controls are insufficient to offset the
windmilling
asymmetrical thrust and roll developed by the
B. Red line power on Ibo operative engine, maxi• operating engine.
mum takeoff weight. the CG In its most rearward
position, end the propeller of the inoperative
engine sot at zero thrust end zero drag 139. During an engine-out instrument approach
in a light multi-engine airplane, the landing gear
C. Takeoff power on the operative engine. should be extended when
Maximum weight. the CG at its most unfavorable
position. the propeller controls in the A. the runway is clearly visible and a landing is
recommended takeoff position, and the landing ensured.
gear retracted
B. the aircraft passes over the final approach fix,
or intercepts the glide path.
136. If an engine failure occurs on takeoff before
the airplane reaches VMC, the appropriate C. the aircraft passes over the final approach fix,
procedure ls to or intercepts the glide path, provided sufficient
power is available.
A. place both mixtures in idle cutoff and apply full
naps for aerodynamic braking.
B. retard the throttle on the operative engine,
retract the flaps (If extended). and apply CHAPTER 5 - SECTION C
Immediate, heavy braking.
C. retard both throttles immediately, apply 140. Which of the following is the most reliable
braking as necessary to stop the airplane, end indication of a failed engine when flying with
make no change in the takeoff configuration. reference to instruments?

A. A drop in manifold pressure on the affected

137. What is the recovery procedure following an engine.
engine out VMC demonstration?
B. A need for increasing rudder pressure to
A. Feather the propeller on the Inoperative engine maintain heading, or a turn indicated by the
and accelerate to VVSE attitude indicator and turn coordinator.

B. increase power on the operative engine and C. An unexplained gradual loss of altitude, and a
start a shallow descent until reaching VXSE heading change of 10° or more accompanied by a
bank toward the operating engine.
C. Reduce power on operating engine, decrease
the angle of attack to regain control and. if
necessary. adjust power on the operative engine 141. True/False. ATC never issues a clearance for
to maintain control and conserve altitude. a route segment below the single engine service
ceiling for your airplane.

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 Multi-Engine Airman Knowledge Test Question Bank
142. You are cruising in instrument conditions C. below landing minimums at the destination air
and experience an engine failure. What is your port.
first priority if you are not able to maintain your
assigned altitude?
148. When choices are available, what type of
A. Inform ATC and request a new altitude that instrument approach should be flown with one
you can maintain. engine inoperative?
B. Pitch for best single-engine rate of climb (VYSE) A. NDB
while maintaining course.
B. VOR
C. Fly one mile to the right of your assigned
course so as not to collide with air craft below you C. Precision
on the same course, and squawk 7700.
149. On an instrument approach with one engine
143. What ATC services might you use if you had inoperative in a light multi-engine airplane, flaps
an engine failure during the enroute phase of a should not be fully extended until
flight in IFR conditions?
A. glide slope intercept.
Answer: Radar vectors, request current weather
for nearby air ports, etc. B. a safe landing is ensured.

C. reaching the MD A or the DH.

144. You experience an engine failure during the
enroute portion of a flight in IFR conditions. After
securing the engine, you evaluate your options for
safely completing the flight. What are three CHAPTER 5 - SECTION D
factors you should consider in your evaluation?

Answer: Enroute weather conditions; ability to 150. True/False. Per FAR 61.57, one of your pilot-
maintain altitude; distance to nearby airports in-command responsibilities is to make three
(including those behind you); ceilings and engine-out landings within the preceding 90 days
visibility, availability of precision approaches, and to maintain proficiency in multi-engine airplanes.
length of runways at nearby airports; high terrain
between your position and nearby airports;
condition of remaining engine; familiarity with 151. When flying with another pilot, how do you
approach procedures; available fuel and range determine who will take control of the airplane in
remaining. an engine-out situation?

Answer: Both pilots should discuss information

145. True/False. If an engine loses power during about their level of experience, Time spent in the
an instrument approach, it is best to feather the specific airplane may be more important than
propeller immediately after verifying which total flight hours. Recent experience and practice
engine has failed. in engine-out procedures in die particular make
and model of airplane may help determine who
should take the controls in the event of an engine
146. True/False. To execute an instrument failure. Pilots should also discuss and agree on
approach on one engine, plan to fly the final how to safely exchange the flight controls.
approach segment at VYSE or VMC, whichever is
lower.
152. List at least two items dial you may wish to
include when compiling information on each
147. A takeoff normally should not be attempted airplane you fly.
when existing weather is
Answer: While the following are items stated in
A. below landing minimums. the text, any data that may help you operate
your airplane more effectively may be included.
B. 100 feet above landing minimums. The airplane’s typical performance, such as
takeoff distance and climb rates, in specific
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 Multi-Engine Airman Knowledge Test Question Bank
configurations and flight conditions; the 154. List the five primary causal factors that
airplane’s performance when practicing simulated account for the majority of CFIT accidents.
engine failures; differences between actual
performance and that derived from the POH; Answer: Omission of action or inappropriate
special considerations that apply to the airplane, action; lack of situational awareness/positional
such as techniques for leaning die mixture; and awareness; inadequate flight handling; “press-on-
the bank angle that provides the best engine-out itis”: poor professional judgment/airmanship
performance

155. True/False. The poor judgment chain

153. Describe an action you can take on the describes the concept of contributing factors in a
ground that can help you prepare for a possible human factors-related accident.
engine failure during flight.

Answer: While the following is an action 156. Although the maximum holding airspeed for
suggested in the text, any action that may help Cate gory A and B aircraft is 175 KIAS, a slower
you operate your airplane more effectively in an airspeed may be advantageous for
engine-out situation may he included.
Prior to every departure, prepare for an engine- A. conserving fuel.
out situation by breaking your flight into phases.
B. easier control of airspeed and altitude.
Then, review what actions to take if an engine
failure were to occur during each of these phases. C. conserving fuel, easier altitude control, and
decreasing holding pattern size.

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 Multi-Engine Airman Knowledge Test Question Bank

figure 1

figure 2

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FIGURES FOR Multi-Engine Airman Question Bank

figure 3

figure 4
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 Multi-Engine Airman Knowledge Test Question Bank

figure 5

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FIGURES FOR Multi-Engine Airman Question Bank

figure 6

figure 7

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