Aviation Ch1 Aero
(5224) To produce the same lift while in ground effect as when out of ground effect, the airplane requires a. a greater angle of attack. b. a lower angle of attack. c. the same angle of attack.
A lower angle of attack.
(5221.1) (Refer to Figure 4.) What is the stall speed of an airplane under a load factor of 2.5 G's if the unaccelerated stall speed is 60 knots? a. 84 knots. b. 62 knots. c. 96 knots.
96 knots.
(5505) Which maximum range factor decreases as weight decreases? a. Angle of attack. b. Altitude. c. Airspeed.
Airspeed.
(5167) Which statement is true relative to changing angle of attack? a. A decrease in angle of attack will increase pressure below the wing, and decrease drag. b. An increase in angle of attack will decrease pressure below the wing, and increase drag. c. An increase in angle of attack will increase drag.
An increase in angle of attack will increase drag.
(5213) (Refer to Figure 3.) If an airplane glides at an angle of attack of 10°, how much altitude will it lose in 1 mile? a. 480 feet. b. 960 feet. c. 240 feet.
480 feet.
(5238) A propeller rotating clockwise as seen from the rear, creates a spiraling slipstream. The spiraling slipstream, along with torque effect, tends to rotate the airplane to the a. right around the vertical axis, and to the left around the longitudinal axis. b. left around the vertical axis, and to the right around the longitudinal axis. c. left around the vertical axis, and to the left around the longitudinal axis.
left around the vertical axis, and to the right around the longitudinal axis.
(5198) By changing the angle of attack of a wing, the pilot can control the airplane's a. lift, airspeed, and drag. b. lift, airspeed, and CG. c. lift and airspeed, but not drag.
lift, airspeed, and drag.
(5151) The ratio between the total airload imposed on the wing and the gross weight of an aircraft in flight is known as a. aspect load and directly affects stall speed. b. load factor and directly affects stall speed. c. load factor and has no relation with stall speed.
load factor and directly affects stall speed.
(5226) If the airplane attitude remains in a new position after the elevator control is pressed forward and released, the airplane displays a. neutral longitudinal static stability. b. positive longitudinal static stability. c. neutral longitudinal dynamic stability.
neutral longitudinal static stability.
(5161.1) In theory, if the airspeed of an aircraft in level flight is cut in half while in level flight, parasite drag will become a. one-fourth as much. b. one-third as much. c. one-half as much.
one-fourth as much.
5217) What performance is characteristic of flight at maximum lift/drag ratio in a propeller-driven airplane? Maximum a. gain in altitude over a given distance. b. coefficient of lift and minimum coefficient of drag. c. range and maximum distance glide.
range and maximum distance glide.
(5163) If the airspeed is increased from 90 knots to 135 knots during a level 60° banked turn, the load factor will a. increase as well as the stall speed. b. decrease and the stall speed will increase. c. remain the same but the radius of turn will increase.
remain the same but the radius of turn will increase.
978.1) If the airspeed is increased from 89 knots to 98 knots during a coordinated level 45° banked turn, the load factor will a. decrease, and the radius of turn will decrease. b. increase, but the rate of turn will decrease. c. remain the same, but the radius of turn will increase.
remain the same, but the radius of turn will increase.
(5232) (Refer to Figure 5.) The vertical line from point E to point F is represented on the airspeed indicator by the a. blue radial line. b. upper limit of the yellow arc. c. upper limit of the green arc.
upper limit of the yellow arc.
(5214) (Refer to Figure 3.) How much altitude will this airplane lose in 3 statute miles of gliding at an angle of attack of 8°? a. 880 feet. b. 440 feet. c. 1,320 feet.
1,320 feet.
(5180) (Refer to Figure 2.) Select the correct statement regarding stall speeds. The airplane will stall a. 10 knots higher in a 45° bank, power-on stall than in a wings-level stall with flaps up. b. 25 knots lower in a power-off, flaps-up, 60° bank, than in a power-off, flaps-down, wings-level configuration. c. 10 knots higher in a power-on 60° bank with gear and flaps up than with gear and flaps down.
10 knots higher in a power-on 60° bank with gear and flaps up than with gear and flaps down.
(5215) (Refer to Figure 3.) The L/D ratio at a 2° angle of attack is approximately the same as the L/D ratio for a a. 10.5° angle of attack. b. 9.75° angle of attack. c. 16.5° angle of attack.
16.5° angle of attack.
(5156) (Refer to Figure 4.) If an aircraft with a gross weight of 2,000 pounds was subjected to a 60° constant-altitude bank, the total load would be a. 12,000 pounds. b. 4,000 pounds. c. 3,000 pounds.
4,000 pounds.
(5212) An airplane will stall at the same a. angle of attack and attitude with relation to the horizon. b. angle of attack regardless of the attitude with relation to the horizon. c. airspeed regardless of the attitude with relation to the horizon.
Angle of attack regardless of the attitude with relation to the horizon.
(5220.1) To hold an airplane in level flight at airspeeds from very slow to very fast, a pilot must coordinate thrust and a. angle of attack. b. angle of incidence. c. gross weight.
Angle of attack.
(5220) When transitioning from straight-and-level flight to a constant airspeed climb, the angle of attack and lift a. are increased and remain at a higher lift-to-weight ratio to maintain the climb. b. are momentarily increased and lift returns to a steady state during the climb. c. remain the same and maintain a steady state lift-to-weight ratio during the climb.
Are momentarily increased and lift returns to a steady state during the climb.
(5205) In small airplanes, normal recovery from spins may become difficult if the a. CG is too far rearward and rotation is around the CG. b. spin is entered before the stall is fully developed. c. CG is too far rearward and rotation is around the longitudinal axis.
CG is too far rearward and rotation is around the CG.
(5157) While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed will a. decrease the rate of turn resulting in no change in load factor. b. increase the rate of turn resulting in no change in load factor. c. decrease the rate of turn resulting in a decreased load factor.
Decrease the rate of turn resulting in no change in load factor.
(5974) A sweptwing airplane with weak static directional stability and increased dihedral causes an increase in a. Dutch roll tendency. b. Mach tuck tendency. c. longitudinal stability.
Dutch roll tendency.
(5193) Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude? a. The faster the true airspeed, the faster the rate and larger the radius of turn regardless of the angle of bank. b. To maintain a steady rate of turn, the angle of bank must be increased as the airspeed is decreased. c. For a specific angle of bank and airspeed, the rate and radius of turn will not vary.
For a specific angle of bank and airspeed, the rate and radius of turn will not vary.
5218) Which is true regarding the forces acting on an aircraft in a steady-state descent? The sum of all a. upward forces is less than the sum of all downward forces. b. rearward forces is greater than the sum of all forward forces. c. forward forces is equal to the sum of all rearward forces.
Forward forces is equal to the sum of all rearward forces.
(5166) (Refer to Figure 1.) At an airspeed represented by point B, in steady flight, the pilot can expect to obtain the airplane's maximum a. endurance. b. glide range. c. coefficient of lift.
Glide range.
(5977) What is the best indicator to the pilot of the load factor on the airplane? a. Airspeed when pulling out of a descent. b. Amount of pressure required to operate the controls. c. How firmly the pilot is pressed into the seat during a maneuver.
How firmly the pilot is pressed into the seat during a maneuver.
5229) What changes in airplane longitudinal control must be made to maintain altitude while the airspeed is being decreased? a. Increase the angle of attack to produce more lift than drag. b. Decrease the angle of attack to compensate for the increasing drag. c. Increase the angle of attack to compensate for the decreasing lift.
Increase the angle of attack to compensate for the decreasing lift.
(5153) For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn a. is constant and the stall speed decreases. b. varies with the rate of turn. c. is constant and the stall speed increases.
Is constant and the stall speed increases.
(5207) If an airplane is loaded to the rear of its CG range, it will tend to be unstable about its a. vertical axis. b. longitudinal axis. c. lateral axis.
Lateral axis.
(5017) If an airplane category is listed as utility, it would mean that this airplane could be operated in which of the following maneuvers? a. Limited acrobatics, excluding spins. b. Limited acrobatics, including spins (if approved). c. Any maneuver except acrobatics or spins.
Limited acrobatics, including spins (if approved).
(5194) Why is it necessary to increase back elevator pressure to maintain altitude during a turn? To compensate for the a. rudder deflection and slight opposite aileron throughout the turn. b. loss of the horizontal component of lift and the increase in centrifugal force. c. loss of the vertical component of lift.
Loss of the vertical component of lift.
(5155) In a rapid recovery from a dive, the effects of load factor would cause the stall speed to a. decrease. *b. increase. c. not vary.
Past the point where the jet touched down.
(5753) To avoid possible wake turbulence from a large jet aircraft that has just landed prior to your takeoff, at which point on the runway should you plan to become airborne? a. At the point where the jet touched down, or just prior to this point. b. Past the point where the jet touched down. c. Approximately 500 feet prior to the point where the jet touched down.
Past the point where the jet touched down.
(5227) Longitudinal dynamic instability in an airplane can be identified by a. pitch oscillations becoming progressively steeper. b. Trilatitudinal roll oscillations becoming progressively steeper. c. bank oscillations becoming progressively steeper.
Pitch oscillations becoming progressively steeper.
(5231) (Refer to Figure 5.) The horizontal dashed line from point C to point E represents the a. airspeed range for normal operations. b. ultimate load factor. c. positive limit load factor.
Positive limit load factor.
(5230) If the airplane attitude initially tends to return to its original position after the elevator control is pressed forward and released, the airplane displays a. positive static stability. b. neutral dynamic stability. c. positive dynamic stability.
Positive static stability.
(5179) (Refer to Figure 2.) Select the correct statement regarding stall speeds. a. In a 60° bank the airplane stalls at a lower airspeed with the gear up. b. Power-off stalls occur at higher airspeeds with the gear and flaps down. c. Power-on stalls occur at lower airspeeds in shallower banks.
Power-on stalls occur at lower airspeeds in shallower banks.
(5182) One of the main functions of flaps during the approach and landing is to a. decrease lift, thus enabling a steeper-than-normal approach to be made. b. provide the same amount of lift at a slower airspeed. c. decrease the angle of descent without increasing the airspeed.
Provide the same amount of lift at a slower airspeed.
(5159) While holding the angle of bank constant in a level turn, if the rate of turn is varied the load factor would a. vary depending upon speed and air density provided the resultant lift vector varies proportionately. b. remain constant regardless of air density and the resultant lift vector. c. vary depending upon the resultant lift vector.
Remain constant regardless of air density and the resultant lift vector.
5978) If the airspeed is decreased from 98 knots to 85 knots during a coordinated level 45 degree banked turn, the load factor will a. decrease, and the rate of turn will decrease. b. remain the same, but the radius of turn will decrease. c. remain the same, but the radius of turn will increase.
Remain the same, but the radius of turn will decrease.
(5754) When landing behind a large aircraft, which procedure should be followed for vortex avoidance? a. Stay below and to one side of its final approach flightpath. b. Stay above its final approach flightpath all the way to touchdown. c. Stay well below its final approach flightpath and land at least 2,000 feet behind.
Stay above its final approach flightpath all the way to touchdown.
(5750) Choose the correct statement regarding wake turbulence. a. The primary hazard is loss of control because of induced roll. b. The greatest vortex strength is produced when the generating airplane is heavy, clean, and fast. c. Vortex generation begins with the initiation of the takeoff roll.
The primary hazard is loss of control because of induced roll.
(5181) Which is true regarding the use of flaps during level turns? a. Raising flaps will require added forward pressure on the yoke or stick. b. The lowering of flaps increases the stall speed. c. The raising of flaps increases the stall speed.
The raising of flaps increases the stall speed.
(5152.1) While executing a 60 degree level turn, your aircraft is at a load factor of 2.0. What does this mean? a. The load factor is over the load limit. b. The gust factor is two times the total load limit. c. The total load on the aircraft's structure is two times its weight.
The total load on the aircraft's structure is two times its weight.
(5655) Which is true with respect to vortex circulation in the wake turbulence generated by an aircraft? a. Helicopters generate downwash turbulence only, not vortex circulation. b. When vortex circulation sinks into ground effect, it tends to dissipate rapidly and offer little danger. c. The vortex strength is greatest when the generating aircraft is heavy, clean, and slow.
The vortex strength is greatest when the generating aircraft is heavy, clean, and slow.
(5203) Which statement is true, regarding the opposing forces acting on an airplane in steady-state level flight? a. Thrust is greater than drag and weight and lift are equal. b. These forces are equal. c. Thrust is greater than drag and lift is greater than weight.
These forces are equal.
(5160) The need to slow an aircraft below V(A) is brought about by the following weather phenomenon: a. Turbulence which causes an increase in stall speed. b. High density altitude which increases the indicated stall speed. c. Turbulence which causes a decrease in stall speed.
Turbulence which causes an increase in stall speed.
(5979) (Refer to Figure 5.) What does the intersection of the dashed line at point C represent? a. Negative limit load factor. b. Va. c. Positive limit load factor.
Va.
(5211) The stalling speed of an airplane is most affected by a. changes in air density. b. variations in flight altitude. c. variations in airplane loading.
Variations in airplane loading.
(5195) To maintain altitude during a turn, the angle of attack must be increased to compensate for the decrease in the a. vertical component of lift. b. horizontal component of lift. c. forces opposing the resultant component of drag.
Vertical component of lift.
(5204) The angle of attack at which a wing stalls remains constant regardless of a. dynamic pressure, but varies with weight, bank angle, and pitch attitude. b. weight and pitch attitude, but varies with dynamic pressure and bank angle. c. weight, dynamic pressure, bank angle, or pitch attitude.
Weight, dynamic pressure, bank angle, or pitch attitude.
(5196) Stall speed is affected by a. angle of attack, weight, and air density. b. weight, load factor, and power. c. load factor, angle of attack, and power.
Weight, load factor, and power.
(5197) A rectangular wing, as compared to other wing planforms, has a tendency to stall first at the a. wingtip, with the stall progression toward the wing root. b. center trailing edge, with the stall progression outward toward the wing root and tip. c. wing root, with the stall progression toward the wing tip.
Wing root, with the stall progression toward the wing tip.
(5752) Your flight takes you in the path of a large aircraft. In order to avoid the vortices you should fly a. above the flight path of the large aircraft. b. below the altitude of the large aircraft. c. at the same altitude as the large aircraft.
above the flight path of the large aircraft.
(5154) Airplane wing loading during a level coordinated turn in smooth air depends upon the a. angle of bank. b. rate of turn. c. true airspeed.
angle of bank.
(5222) (Refer to Figure 4.) What increase in load factor would take place if the angle of bank were increased from 60° to 80°? a. 3.5 Gs. b. 4 Gs. c. 3 Gs.
b. 4 Gs.
(5221) (Refer to Figure 4.) What is the stall speed of an airplane under a load factor of 2 Gs if the unaccelerated stall speed is 60 knots? a. 66 knots. b. 84 knots. c. 74 knots.
b. 84 knots.
(5219) Which is true regarding the force of lift in steady, unaccelerated flight? a. At lower airspeeds the angle of attack must be less to generate sufficient lift to maintain altitude. b. There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift to maintain altitude. c. An airfoil will always stall at the same indicated airspeed; therefore, an increase in weight will require an increase in speed to generate sufficient lift to maintain altitude.
b. There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift to maintain altitude.
(5210) If airspeed is increased during a level turn, what action would be necessary to maintain altitude? The angle of attack a. must be increased or angle of bank decreased. b. must be decreased or angle of bank increased. c. and angle of bank must be decreased.
b. must be decreased or angle of bank increased.
5751) During a takeoff made behind a departing large jet airplane, the pilot can minimize the hazard of wingtip vortices by a. being airborne prior to reaching the jet's flightpath until able to turn clear of its wake. b. maintaining extra speed on takeoff and climbout. c. extending the takeoff roll and not rotating until well beyond the jet's rotation point.
being airborne prior to reaching the jet's flightpath until able to turn clear of its wake.
5206) Recovery from a stall in any airplane becomes more difficult when its a. center of gravity moves forward. b. elevator trim is adjusted nosedown. c. center of gravity moves aft.
center of gravity moves aft.
(5225) As the angle of bank is increased, the vertical component of lift a. decreases and the horizontal component of lift increases. b. decreases and the horizontal component of lift remains constant. c. increases and the horizontal component of lift decreases.
decreases and the horizontal component of lift increases.
(5199) The angle of attack of a wing directly controls the a. distribution of pressures acting on the wing. b. amount of airflow above and below the wing. c. angle of incidence of the wing.
distribution of pressures acting on the wing.
(5152) Load factor is the lift generated by the wings of an aircraft at any given time a. multiplied by the total weight of the aircraft. *b. divided by the total weight of the aircraft. c. divided by the basic empty weight of the aircraft.
divided by the total weight of the aircraft.
(5228) Longitudinal stability involves the motion of the airplane controlled by its a. ailerons. b. rudder. c. elevator.
elevator.
(5209) An airplane leaving ground effect will a. experience a reduction in ground friction and require a slight power reduction. b. experience an increase in induced drag and require more thrust. c. require a lower angle of attack to maintain the same lift coefficient.
experience an increase in induced drag and require more thrust.
(5202) On a wing, the force of lift acts perpendicular to and the force of drag acts parallel to the a. chord line. b. longitudinal axis. c. flightpath.
flightpath.
(5158) Lift on a wing is most properly defined as the *a. force acting perpendicular to the relative wind. b. reduced pressure resulting from a laminar flow over the upper camber of an airfoil, which acts perpendicular to the mean camber. c. differential pressure acting perpendicular to the chord of the wing.
force acting perpendicular to the relative wind.
(5200) In theory, if the angle of attack and other factors remain constant and the airspeed is doubled, the lift produced at the higher speed will be a. two times greater than at the lower speed. b. four times greater than at the lower speed. c. the same as at the lower speed.
four times greater than at the lower speed.
(5161) In theory, if the airspeed of an airplane is doubled while in level flight, parasite drag will become a. half as great. b. four times greater. c. twice as great.
four times greater.
(5163.1) A load factor of 1.2 means the total load on an aircraft's structure is 1.2 times its a. gust factor. b. gross weight. c. load limit.
gross weight
(5165) (Refer to Figure 1.) At the airspeed represented by point A, in steady flight, the airplane will a. have its maximum L/D ratio. b. have its minimum L/D ratio. c. be developing its maximum coefficient of lift.
have its maximum L/D ratio.
5198.1) An aircraft airfoil is designed to produce lift resulting from a difference in the a. negative air pressure below and a vacuum above the airfoil's surface. b. higher air pressure below the airfoil's surface and lower air pressure above the airfoil's surface. c. vacuum below the airfoil's surface and greater air pressure above the airfoil's surface.
higher air pressure below the airfoil's surface and lower air pressure above the airfoil's surface.
(5201) An aircraft wing is designed to produce lift resulting from a difference in the a. vacuum below the wing's surface and greater air pressure above the wing's surface. b. higher air pressure below the wing's surface and lower air pressure above the wing's surface. c. negative air pressure below and a vacuum above the wing's surface.
higher air pressure below the wing's surface and lower air
(5192) To increase the rate of turn and at the same time decrease the radius, a pilot should a. increase the bank and increase airspeed. b. maintain the bank and decrease airspeed. c. increase the bank and decrease airspeed.
increase the bank and decrease airspeed.
(5216) If the same angle of attack is maintained in ground effect as when out of ground effect, lift will a. increase, and induced drag will increase. b. decrease, and parasite drag will increase. c. increase, and induced drag will decrease.
increase, and induced drag will decrease.
(5210.1) To maintain a standard rate turn as the airspeed increases, the bank angle of the aircraft will need to a. remain constant. b. decrease. c. increase.
increase.
(5162) As airspeed decreases in level flight below that speed for maximum lift/drag ratio, total drag of an airplane a. increases because of increased parasite drag. b. increases because of increased induced drag. c. decreases because of lower parasite drag.
increases because of increased induced drag.
