52. Slight engine roughness indicates that the spark plugs might be fouled. Verify by testing magnetos for obvious power loss. Leaning the mixture may alleviate the problem. If unfixable, operate on good magneto only and head for the nearest airport

53. A low oil pressure indication accompanied by normal oil temperature indicates a gauge malfunction. A low oil pressure indication accompanied by rising oil temperature indicates imminent engine failure. Operate on minimum power and select a suitable forced landing location

54. In slow flight with flaps down, the air flowing around the airplane is disturbed such that the static port pressure is no longer accurate. Because of this, the indicated airspeed at the moment of a stall may be well below the white arc.

55. The pressure inside the cabin is slightly lower, so the altimeter indicates a higher altitude.

56. The altimeter measures the absolute pressure of the air to indicate altitude. Temperature affects density and thus pressure of air. Cold air is denser, the pressure levels are closer together, and the altimeter will indicate higher. Warm air is less dense, the pressure levels are farther apart, and the altimeter indicates lower than actual.

57. The power output might be too high, or the mixture might be too lean.

58. Loss of power, excessive oil consumption, and permanent engine damage.

59. Spark plugs may foul and no longer be able to ignite the mixture.

60. Only one spark plug is igniting the mixture, and the time required for complete combustion allows the unburned mixture to become so hot that it explodes. Detonation produces enough heat and pressure to seriously damage the engine.

61. The excessive lead content could lead to spark plug fouling.

62. The temperature. The warmer the fuel, the more water is can hold. When the fuel is cooled, the water condenses out. water in the fuel can cause engine failure.

63. Fuel vapors form in the fuel line between the tank and the engine. The vapor pressure can keep fuel from entering. Vapor lock is most likely on hot days when the engine is run for a long time on the ground. It can be prevented by running the fuel pump. Vapor lock can also result from running one tank dry before switching tanks. The engine driven or electric fuel pump may introduce air into the fuel lines.

64. The pressure drop that results from high velocity air flowing into the engine through the venturi is proportional to the volume of air that is being pulled into the cylinders. The amount of fuel metered into this air is determined by the pressure drop.

65. The expansion of air leaving the venturi and the vaporization of fuel cause an air temperature decrease. Carb ice can form between 20�‹ and 70�‹F when there is visible moisture or high humidity. With a fixed-pitch prop, the RPM drops; with a constant speed prop, the manifold pressure drops.

66. The ratio of the weight of fuel and the weight of air entering the cylinder.

67. The attitude at which, under standard atmospheric conditions, an engine can develop its rated horsepower. With a turbo-charged engine, the manifold pressure will remain the same until the critical altitude is reached.

68. The ratio of thrust horsepower to brake horsepower. Prop efficiency varies between 50 and 87%. Effective pitch equals geometric pitch minus slip

69. A force applied to a gyro will act 90 degrees ahead in the direction of rotation.

70. Spiraling slipstream causes a plane to rotate right about its longitudinal axis (because the air is striking the bottom of the left horizontal stabilizer), and left about its vertical axis (because the air is striking the left side of the vertical stabilizer).

71. When flying at a high angle of attack, the descending blade is taking a greater bite of air, causing a yawing tendency to the left.

72. When adding power, increase RPM before power. When decreasing power, decrease power before decreasing RPM. (Avoid high power with low RPM settings).

73. Lowest stall speed, highest cruising speed, and least stability.

74. Induced drag is increased, thus decreasing cruising speed. Stalling speed increases, as does longitudinal stability.

75. A decrease in pressure decreases density and thus increases density altitude. An increase in temperature decreases density and thus increases density altitude. An increase in humidity increases density altitude (water vapor is less dense than dry air). (High humidity may decrease power by 7% and climb performance may be reduced by 10%.).

76. Engine and propeller efficiencies are reduced, and a greater true airspeed is required for liftoff.

77. Indicated airspeed corrected for position and instrument errors.

78. Indicated airspeed corrected for adiabatic compressible flow for the particular altitude.

79. Equivalent airspeed corrected for air density variations from the standard value at sea level.

80. With an unsupercharged engine, power decreases with altitude, thus Vmc decreases as altitude increases. But, the stalling speed does not decrease with altitude.

81. Banking toward the inoperative engine increases Vmc at about 3 knots per degree. Banking toward the operative engine decreases Vmc at about 3 knots per degree.

82. The arm between the rudder and the CG shortens, thus a higher airspeed is necessary (Vmc increases).

83. The standard lapse rate is 2 degrees for every 1000'
The dry adiabatic lapse rate is 3 degrees for every 1000'
The moist lapse rate varies, but it is always less than the dry rate
At very cold temperatures (-40�‹) it is about the same as the DALR, but at very hot temperatures (100�‹F) it is only one third of the DALR. This is because saturated air holds much more water vapor at high temperatures, so there is much more latent heat to release when condensation occurs.

84. On slow moving cold fronts or stationary fronts.

85. Wind shear associated with a low level temperature inversion
Wind shear in a frontal zone
Clear air turbulence at high levels associated with the jet stream.

86. Radiation fog forms near the surface when terrestrial radiation cools the ground, and the ground in turn cools the air. When the air is cooled to its dewpoint, fog forms.

87. Advection fog forms when moist air moves over colder ground or water. Much more extensive than radiation fog, it can move in rapidly day or night. Winds of more than 15 knots will disperse it.

88. Moist, stable air being adiabatically cooled as it moves upslope.

89. Forms when relatively warm rain or drizzle falls through cool air, as happens in a warm front. Evaporation from the precipitation saturates the cool air and forms fog.

90. Ice fog occurs in cold weather when the temperature is far below freezing. Water vapor sublimates directly as ice crystals.

91. Up to 700 miles.

92. Freezing level data
91% relative humidity at the (M) middle level indicated
2400' (1st level)
8500' (2nd level indicated)
10,500' (3rd level indicated)(crossed the 0 degree isotherm) /1 = There is one more isothermal crossing, not listed here.

93. Little Rock, Arkansas
1133 ZULU
AREA of echoes, 4/10 coverage
22 degrees, 100 nautical miles (from LIT)
88 degrees, 170 nautical miles
Cells moving from 240 degrees at 25 knots
Maximum tops at 31,000, 162 degrees, 110 NM from LIT radar.

94. A front that is building up.

95. A front that is dissipating.

96. Severe icing
Severe or extreme turbulence
Clear air turbulence
Severe icing
All of which are NOT associated with thunderstorms, widespread duststorms, sandstorms, volcanic eruptions, or volcanic ash lowering visibility to less than 3 miles
SIGMET=WS.

97. Severe thunderstorms
Wind gusts of 50 knots or more
Surface hail equal to or greater than 3/4 of an inch
Tornadoes
Embedded thunderstorms
Lines of thunderstorms
Thunderstorms greater than VIP 4 affecting 40% or more of an area of at least 3,000 miles
Always implies severe or greater turbulence, severe icing, and low level wind shear, so these items are not specified in the advisory.

98. 60 * minutes between bearing change divided by degree change.

99. TAS * minutes between change divided by degree change.