150. No, thus the term advisory.

151. A = less than or equal to 90 knots
B = 91-120 knots
C = 121-140 knots
D = 141-165 knots
E = 166 knots or more (Vso X 1.3).

152. Localizer-type Directional Aid
Consists of a localizer (glide slope optional) with a 3�‹ to 6�‹ width that isn't aligned with the runway.

153. Simplified Directional Facility
Localizer (without glide slope) with a 6-12�‹ width.

154. MOCA elevation figures guarantee signal reception within 22 nautical miles of the station.

155. Vacating one altitude for another
VFR-on-top change in altitude
Unable to climb or descend at 500 FPM
Missed approach
TAS variation of 5% or ten knots
Time and altitude when reaching a holding point or fix to which cleared
Leaving any holding point or assigned fix
Loss of navigation or communication capability
Unforecast weather conditions or safety information

A nonradar position report consists of:
ID
Position
Time
Altitude
IFR or VFR (for report to an FSS only)
ETA over next fix
Succeeding reporting point
Pertinent remarks (seldom used)

Additional non-radar reports are:
Leaving FAF or OM inbound on final
Revised ETA of more than three minutes.

156. (GS / 60) * feet per NM
Example: 150 knots/60 = 25 * 200' per Nautical Mile= 500 FPM.

157. Private Pilot's License Requirement

• 3rd class medical certificate
  
• FAA private pilot written exam
  
• 20 hours of dual time
  
  • 3 hours of night flight
    
  • 10 night landings
    
  • 3 hours of cross-country instruction
    
• 20 hours of solo time
  
  • 10 hours of cross-country flight
    
  • 1 flight of at least 300NM, with landing at 3 points, one of which is at least 100 NM from the point of departure
    
  • 3 solo takeoffs and landings (full stop) at a controlled airport
    

.

158. An enclosed cylinder housing a piston, oil and air.

159. As the velocity of a fluid increases, its internal pressure decreases.

160. Longitudinal, Lateral, and Vertical.

161. The angle between the chord line and the relative wind.

162. Angle between the chord line and a line parallel to the longitudinal axis of the airplane.

163. Planform.

164. The wingspan (wingtip to wingtip) divided by its average chord. The higher the aspect ratio, the higher the efficiency of the wing. Gliders may have an aspect ratio from 20 to 30. Typical training aircraft have an aspect ratio of about 7 to 9.

165. As weight increases, the stall speed decreases.

166. Excess thrust.

167. When looking at a featureless sky (flying in haze, for example), the eyes tend to focus at 10 to 30 feet. Spots on the windshield may look like airplanes, and airplanes in the distance may go unnoticed until they are 2 or 3 times closer than normal. If you suspect empty-field myopia, consciously increase your scan rate and focus your eyes alternately near and far.

168. 1000' above any obstacle within a 2000' radius. Also, an altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.

169. At or above 3000' AGL.

170. Runway number reflect the direction relative to magnetic north.

171. When flying at or above 10,000' MSL (if not at or below 2,500' AGL)
Within 30 NM of a class B area
Within the lateral boundaries of Class C airspace.

172. If the pilot is instrument rated and the airplane is equipped for IFR flight.

173. 15�‹C and 29.92 in. hg. (1013.2 millibars).

174. Intake, compression, power and exhaust.

175. Reduce power.

176. An ignition ground wire is broken, which is a very dangerous condition.

177. To provide air to the carburetor if normal air is obstructed.

178. Between 20�‹ and 70�‹F and visible humidity.

179. Clear.

180. Decreases.

181. 6 lbs

182. 7.5 lbs.

183. Troposphere.

184. Katabatic wind.

(A warm descending wind is also called a foehn wind, in California known as the Santa Ana and in the Rockies known as the Chinook.

185. A coastal breeze blowing from land to sea, caused by temperature difference when the sea is warmer than the adjacent land. Therefore, it usually blows at night and alternates with a sea breeze.

186. A coastal breeze blowing from sea to land. It occurs in the daytime when the land surface is warmer than the sea surface.

187. Temperature and humidity.

188. Less dense.

189. Less stable.

190. Low visibility, steady precipitation, and little turbulence.

191. Good visibility, showery precipitation, and moderate or greater turbulence.

192. A change in temperature caused by expansion or compression. Rising air expands due to lower pressure, and expansion cools the air.

193. In a squall line.

194. Cool, calm, clear nights with high humidity.

195. Approaching warm front with stratus clouds and little or no turbulence.

196. The rods.

197. Crossing left to right.

198. Visual, vestibular, and kinesthetic.

199. The semicircular canals and the vestibules.

200. By attaching itself to the hemoglobin.