Gleim FGI SU 1
(Refer to Figure 21 below.) Consider only aspect ratio (other factors remain constant). Which aircraft will generate the least drag? A. 16 B. 10 C. 9
10 Aircraft 16 = 32 + 5 = 6.4 Aircraft 10 = 57 + 4.5 = 12.66 Aircraft 9 = 52 + 10.5 = 4.95
(Refer to Figure 18 on page 46.) What is the stall speed of an airplane in a 30-degree bank turn 1f the level stall speed is 100 knots? A. 100 knots. B. 102 knots. C. 108 knots.
108 knots.
(Refer to Figure 18 above.) What is the stall speed of an airplane under a load factor of 4 if the unaccelerated stall speed is 70 knots? A. 91 knots. B. 132 knots. C. 140 knots.
140 knots.
(Refer to Figure 18 on page 46.) What is the stall speed of an airplane under a load factor of 2 if the unaccelerated stall speed is 100 knots? A. 115 knots. B. 129 knots. C. 140 knots.
140 knots.
(Refer to Figure 19 above.) The lift/drag at 2° angle of attack is approximately the same as the lift/ drag for A. 9.75° angle of attack. B. 10.5° angle of attack. C. 16.5° angle of attack.
16.5° angle of attack.
(Refer to Figure 23 on page 35.) Which is a split flap? A. 2 B. 3 C. 4
2
(Refer to Figure 56 on page 37.) Which of the following illustrations is a movable slot? A. 1 B. 2 C. 3
2
(Refer to Figure 21 on page 49.) Which aircraft has the lowest aspect ratio? A. 2 B. 3 C. 4
2 Aircraft 2 = 35 + 5 = 7.0 Aircraft 3 = 48 + 6 = 8.0 Aircraft 4 = 30 + 6 = 5.0
(Refer to Figure 22 above.) While rolling into a right turn, if the inclinometer appears as illustrated in A, the HCL and CF vectors would be acting on the aircraft as illustrated in A. 2, and more left pedal pressure is needed to center the ball. B. 2, and more right pedal pressure is needed to center the ball. C. 4, and more right pedal pressure is needed to center the ball.
2, and more right pedal pressure is needed to center the ball.
(Refer to Figure 23 on page 35.) Which is a slotted flap? A. 1 B. 3 C. 4
3
(Refer to Figure 56 on page 37.) Which of the following illustrations is a leading edge flap? A. 1 B. 2 C. 3
3
(Refer to Figure 21 below.) Which aircraft has the highest aspect ratio? A. 2 B. 3 C. 4
3 Aircraft 2 = 35 + 5 = 7.0 Aircraft 3 = 48 + 6 = 8.0 Aircraft 4 = 30 + 6 = 5.0
(Refer to Figure 21 below.) Consider only aspect ratio (other factors remain constant). Which aircraft will generate greatest lift? A. 1 B. 2 C. 3
3 Aircraft 1 = 40 + 6 = 6.67 Aircraft 2 = 35 + 5 = 7.0 Aircraft 3 = 48 + 6 = 8.0
(Refer to Figure 17 on page 45.) What load factor would be created if positive 30 feet per second gusts were encountered at 130 MPH? A. 3.8 B. 3.0 C. 2.0
3.0
(Refer to Figure 23 on page 35.) Which is a fowler flap? A. 2 B. 3 C. 4
4
(Refer to Figure 56 on page 37.) Which of the following illustrations is a leading edge cuff? A. 2 B. 3 C. 4
4
(Refer to Figure 21 below.) Consider only aspect ratio (other factors remain constant). Which aircraft will generate greatest drag? A. 1 B. 3 C. 4
4 Aircraft 1 = 40 + 6 = 6.67 Aircraft 3 = 48 + 6 = 8.0 Aircraft 4 = 30 + 6 = 5.0
(Refer to Figure 22 above.) While rolling out of a left turn, if the inclinometer appears as illustrated in A, the HCL and CF vectors would be acting on the aircraft as illustrated in A. 4, and more right pedal pressure is needed to center the ball. B. 4, and more left pedal pressure is needed to center the ball. C. 2, and more right pedal pressure is needed to center the ball.
4, and more right pedal pressure is needed to center the ball.
(Refer to Figure 18 on page 46.) What increase in load factor would take place if the angle of bank were increased from 60° to 80°? A. 2 G's. B. 3 G's. C. 4G's.
4G's.
An airplane has a normal stalling speed of 60 MPH but is forced into an accelerated stall at twice that speed. What maximum load factor will result from this maneuver? A. 4G's. B. 2G's. C. 1 G.
4G's.
(Refer to Figure 22 below.) While rolling into a right turn, if the inclinometer appears as illustrated in C, the HCL and CF vectors would be acting on the aircraft as illustrated in A. 3, and less right pedal pressure is needed to center the ball. B. 5, and less right pedal pressure is needed to center the ball. C. 5, and more right pedal pressure is needed to center the ball.
5, and less right pedal pressure is needed to center the ball.
If an airplane's gross weight is 3,250 pounds, what is the load acting on this airplane during a level 60° banked turn? A. 3,250 pounds. B. 5,200 pounds. C. 6,500 pounds
6,500 pounds
(Refer to Figure_19 on page 40.) At which angle of attack does the airplane travel the maximum horizontal distance per foot of altitude lost? A. 6°. B. 12.3°. C. 20°
6°.
(Refer to Figure 18 on page 46.) A 70 percent increase in stalling speed would imply a bank angle of A. 67°. B. 70°. C. 83°.
70°.
(Refer to Figure 18 above.) If, during a steady turn with a 50° bank, a load factor of 1.5 were imposed on an airplane which has an unaccelerated stall speed of 60 knots, at what speed would the airplane first stall? A. 68 knots. B. 75 knots. C. 82 knots.
75 knots.
(Refer to Figure 56 on page 37.) Which of the following illustrations is a fixed slot? A. 1 B. 2· C. 4
1
(Refer to Figure 21 on page 49.) Of aircraft 1, 2, or 3, which has the lowest aspect ratio? A. 1 B. 2 C. 3
1 Aircraft 1 = 40 + 6 = 6.6 Aircraft 2 = 35 + 5 = 7.0 Aircraft 3 = 48 + 6 = a.o
Which statement relates to Bernoulli's principle? A. For every action there is an equal and opposite reaction. B. An additional upward force is generated as the lower surface of the wing deflects air downward. C. Air traveling faster over the curved upper surface of an airfoil causes lower pressure on the top surface.
Air traveling faster over the curved upper surface of an airfoil causes lower pressure on the top surface.
(Refer to Figure 19 below.) Which statement is true regarding airplane flight at L/Dmax? A. Any angle of attack other than that for L/Dmax increases parasite drag. B. Any angle of attack other than that for L/Dmax increases the lift/drag ratio. C. Any angle of attack other than that for L/Dmax increases total drag for a given airplane's lift.
Any angle of attack other than that for L/Dmax increases total drag for a given airplane's lift.
What action is necessary to make an aircraft tum? A. Yaw the aircraft. B. Change the direction of lift. C. Change the direction of thrust.
Change the direction of lift.
A swept wing airplane with weak static directional stability and increased dihedral-causes an increase in A. Mach tuck tendency. B. Dutch roll tendency. C. longitudinal stability
Dutch roll tendency.
Which subsonic planform provides the best lift coefficient? A. Tapered wing. B. Elliptical wing. C. Rectangular wing.
Elliptical wing.
(Refer to Figure 23 oelow.) Which type of flap creates the greatest change in pitching moment? A. Plain. B. Split. C. Fowler.
Fowler
Which type of flap is characterized by large increases in lift coefficient with minimum changes in drag? A. Split. B. Fowler. C. Slotted.
Fowler.
Which relationship is correct when comparing drag and airspeed? A. Induced drag increases as the square of the airspeed. B. Induced drag varies inversely as the square of the airspeed. C. Profile drag varies inversely as the square of the airspeed.
Induced drag varies inversely as the square of the airspeed.
During flight with zero angle of attack, the pressure along the upper surface of a wing would be A. Equal to atmospheric pressure. B. Less than atmospheric pressure. C. Greater than atmospheric pressure.
Less than atmospheric pressure.
An aircraft wing is designed to produce lift resulting from A. Negative air pressure below the wing's surface and positive air pressure above the wing's surface. B. Positive air pressure below the wing's surface and negative air pressure above the wing's surface. C. A larger center of pressure above the wing's surface and a lower center of pressure below the wing's surface
Positive air pressure below the wing's surface and negative air pressure above the wing's surface.
On which wing planform does the stall begin at the wing root and progress outward toward the wingtip? A. Sweepback wing. B. Rectangular wing. C. Moderate taper wing.
Rectangular wing.
Which type of flap creates the least change in pitching moment? A. Split. B. Fowler. C. Slotted.
Split.
How can a pilot increase the rate of turn and decrease the radius at the same time? A. Shallow the bank and increase airspeed. B. Steepen the bank and decrease airspeed. C. Steepen the bank and increase airspeed.
Steepen the bank and decrease airspeed.
Which aircraft characteristics contribute to spiral instability? A. Weak static directional stability and weak dihedral effect. B. Strong static directional stability and weak dihedral effect. C. Weak static directional stability and strong dihedral effect.
Strong static directional stability and weak dihedral effect.
Why does increasing speed also increase lift? A. The increased velocity of the relative wind overcomes the increased drag. B. The increased impact of the relative wind on an airfoil's lower surface creates a greater amount of air being deflected downward. C. The increased speed of the air passing over an airfoil's upper surface increases the pressure, thus creating a greater pressure differential between the upper and lower surface.
The increased impact of the relative wind on an airfoil's lower surface creates a greater amount of air being deflected downward.
Which statement is true regarding the forces acting on an airplane in a steady-state climb? A. The sum of all forward forces is greater than the sum of all rearward forces. B. The sum of all upward forces is greater than the sum of all downward forces. C. The sum of all upward forces is equal to the sum of all downward forces.
The sum of all upward forces is equal to the sum of all downward forces.
While executing a 60° level turn, your aircraft is at a load factor of 2.0. What does this mean? A. The total load on the aircraft's structure is two times its weight. B. The load factor is over the load limit. C. The gust factor is two times the total load limit.
The total load on the aircraft's structure is two times its weight.
When rolling out of a steep-banked turn what causes the lowered aileron to create more drag than when rolling into the turn? A. The wing's angle of attack is greater as the rollout is started. B. The wing being raised is traveling faster through the air than the wing being lowered. C. The wing being lowered is traveling faster through the air and producing more lift than the wing being raised.
The wing's angle of attack is greater as the rollout is started.
Which statement describes the relationship of the forces acting on an aircraft in a constant-power and constant-airspeed descent? A. Thrust is equal to drag; lift is equal to weight. B. Thrust is equal to drag; weight is greater than lift. C. Thrust is greater than drag· weight is greater than lift.
Thrust is equal to drag; lift is equal to weight.
Structural damage or failure is more likely to occur in smooth air at speeds above A. VNO B. VA C. VNE
VNE
When considering the forces acting upon an airplane in straight-and-level flight at constant airspeed, which statement is correct? A. Weight always acts vertically toward the center of the Earth. B. Thrust always acts forward parallel to the relative wind and is greater than drag. C. Lift always acts perpendicular to the longitudinal axis of the wing and is greater than weight.
Weight always acts vertically toward the center of the Earth.
A wing with a very high aspect ratio (in comparison with a low aspect ratio wing) will have A. a low stall speed. B. increased drag at high angles of attack. C. poor control qualities at low airspeeds.
a low stall speed.
Changes in the center of pressure of a wing affect the aircraft's A. lift/drag ratio. B. lifting capacity. C. aerodynamic balance and controllability.
aerodynamic balance and controllability.
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. remain the same and maintain a steady state lift-to-weight ratio during the climb. C. are momentarily increased and lift returns to a steady state during the climb.
are momentarily increased and lift returns to a steady state during the climb.
The angle between the chord line of an airfoil and the relative wind is known as the angle of A. lift B. attack C. incidence
attack
(Refer to Figure 17 on page 45.) A positive load factor of 4 at 140 MPH would cause the airplane to A. stall. B. break apart. C. be subjected to structural damage.
be subjected to structural damage.
During flight, advancing thrust will A. increase airspeed. B. cause the aircraft to climb. C. cause the aircraft to increase airspeed and climb.
cause the aircraft to increase airspeed and climb.
The three axes of an aircraft intersect at the A. center of gravity. B. center of pressure. C. midpoint of the mean chord.
center of gravity.
The point on an airfoil through which lift acts is the A. center of gravity. B. center of pressure. C. midpoint of the chord
center of pressure.
The capability of an aircraft to respond to a pilot's inputs, especially with regard to flightpath and attitude, is A. response. B. controllability. C. maneuverability
controllability.
At a constant velocity in airflow, a high aspect ratio wing will have (in comparison with a low aspect ratio wing) A. increased drag, especially at a low angle of attack. B. decreased drag, especially at a high angle of attack. C. increased drag, especially at a high angle of attack.
decreased drag, especially at a high angle of attack.
Adverse yaw during a turn entry is caused by A. increased induced drag on the lowered wing and decreased induced drag on the raise wing. B. decreased induced drag on the lowered wing and increased induced drag on the raised wing. C. increased parasite drag on the raised wing and decreased parasite drag on the lowered wing.
decreased induced drag on the lowered wing and increased induced drag on the raised wing.
As the angle of bank is increased, the vertical component of lift A. increases and the sink rate increases. B. decreases and the sink rate increases. C. increases and the sink rate decreases.
decreases and the sink rate increases.
The use of a slot in the leading edge of the wing enables an airplane to land at a slower speed because it A. changes the camber of the wing. B. delays the stall to a higher angle of attack. C. decelerates the upper surface boundary layer air.
delays the stall to a higher angle of attack
The critical angle of attack at which a given aircraft stalls is dependent on the A. gross weight. B. design of the wing. C. attitude and airspeed.
design of the wing.
The angle of attack of a wing directly controls the A. angle of incidence of the wing. B. amount of airflow above and below the wing. C. distribution of positive and negative pressure acting on the wing.
distribution of positive and negative pressure acting on the wing.
If an aircraft has negative dynamic and positive static stability, this will result in A. undamped oscillations. B· divergent oscillations. C. convergent oscillations.
divergent oscillations.
During a steady climb, the rate of climb depends on A. excess power. B. excess thrust. C. thrust available.
excess power.
During a steady climb, the angle of climb depends on
excess thrust.
An airplane would have a tendency to nose up and have an inherent tendency to enter a stalled condition when the center of pressure is A. below the center of gravity. B. aft of the center of gravity. C. forward of the center of gravity.
forward of the center of gravity.
(Refer to Figure 20 above.) At the airspeed represented by point A, in steady flight, the aircraft will
have its maximum lift/drag ratio.
As airspeed decreases in level flight, total drag of an aircraft becomes greater than the total drag produced at the maximum lift/drag speed because of the A. decrease in induced drag. B. increase in induced drag. C. increase in parasite drag.
increase in induced drag.
As airspeed increases in level flight, total drag of an aircraft becomes greater than the total drag produced at the maximum lift/drag speed because of the A. increase in induced drag. B. decrease in induced drag. C. increase in parasite drag.
increase in parasite drag.
The purpose of aircraft wing dihedral angle is to A. increase lateral stability. B. increase longitudinal stability. C. increase lift coefficient of the wing.
increase lateral stability.
Maximum gliding distance of an aircraft is obtained when A. parasite drag is the least. B. induced drag and parasite drag are equal. C. induced drag equals the coefficient of lift
induced drag and parasite drag are equal.
That portion of the aircraft's total drag created by the production of lift is called A. induced drag, and is not affected by changes in airspeed. B. induced drag, and is greatly affected by changes in airspeed. C. parasite drag, and is greatly affected by changes in airspeed.
induced drag, and is greatly affected by changes in airspeed.
Airflow from two adjacent surfaces that merge and create eddy currents, turbulence, or restrict airflow is called A. form drag. B. interference drag. C. skin friction drag.
interference drag.
If the airspeed increases and decreases during longitudinal phugoid oscillations, the aircraft A. will display poor trimming qualities. B. is maintaining a nearly constant angle of attack. C. is constantly changing angle of attack making it difficult for the pilot to reduce the magnitude of the oscillations.
is maintaining a nearly constant angle of attack.
Action of the elevators moves the plane on its A. lateral axis. B. longitudinal axis. C. vertical axis
lateral axis.
If an increase in power tends to make the nose of an airplane rise, this is the result of the A. line of thrust being below the center of gravity. B. center of lift being ahead of the center of gravity. C. center of lift and center of gravity being collocated.
line of thrust being below the center of gravity.
Aileron deflection moves the airplane about its A. lateral axis. B. longitudinal axis. C. vertical axis.
longitudinal axis.
The quality of an aircraft that permits it to be operated easily and to withstand the stresses imposed on it is A. stability. B. maneuverability. C. controllability.
maneuverability.
(Refer to Figure 17 on page 45.) The airspeed indicated by point C is A. maneuvering speed. B. never-exceed speed. C. maximum structural cruising speed.
maneuvering speed.
(Refer to Figure 20 above.) At an airspeed represented by point 8, in steady flight, the pilot can expect to obtain the aircraft's
maximum glide range in still air.
(Refer to Figure 17 on page 45.) The airspeed indicated by point D is A. maneuvering speed. B. never-exceed speed. C. maximum structural cruising speed.
maximum structural cruising speed.
A line drawn from the leading edge to the trailing edge of an airfoil and equidistant at all points from the upper and lower contours is called the A. chord line. B. camber line. C. mean camber line.
mean camber line.
The aerodynamic force produced by an anti-servo tab is a result of the tab A. moving in the same direction as the primary control surface to which it is mounted. B. moving in the opposite direction of the primary control surface to which it is mounted. C. moving in the same direction as the secondary control surface to which it is mounted.
moving in the same direction as the primary control surface to which it is mounted.
(Refer to Figure 17 below.) The airspeed indicated by point E is A. maneuvering speed. B. never-exceed speed. c. maximum structural cruising speed.
never-exceed speed.
(Refer to Figure 17 on page 45.) The airspeed indicated by point A is A. maneuvering speed. B. normal stall speed. C. maximum structural cruising speed.
normal stall speed.
The most desirable type of stability for an aircraft to possess is A. neutral static stability. B. positive static stability. C. positive dynamic stability.
positive dynamic stability.
(Refer to Figure 17 on page 45.) The horizontal dashed line from point C to point E represents the A. positive limit load factor. B. airspeed range for normal operations. C. maximum structural cruise airspeed range.
positive limit load factor.
If the aircraft's nose initially tends to return to its original position after the elevator control is pressed forward and released, the aircraft displays A. positive static stability. B. neutral dynamic stability. C. negative dynamic stability.
positive static stability.
Lift produced by an airfoil is the net force developed perpendicular to the A. chord. B. relative wind. C. longitudinal axis of the aircraft.
relative wind.
When the angle of attack of a symmetrical airfoil is increased, the center of pressure will A. remain unaffected. B. have very little movement. C. move aft along the airfoil surface.
remain unaffected.
The tendency of an aircraft to develop forces which restore it to its original condition, when disturbed from a condition of steady flight, is known as A. stability. B. controllability. C. maneuverability.
stability.
The tendency of an aircraft to develop forces that further remove the aircraft from its original position, when disturbed from a condition of steady flight, is known as A. static instability. B. dynamic instability. C. positive static stability.
static instability.
If the pilot applies right rudder to a stable airplane, the A. tail deflects right and the nose moves right. B. tail deflects left and the nose moves right. C. tail deflects right and the nose moves left.
tail deflects left and the nose moves right.
The angle between the chord line of the wing and the longitudinal axis of the aircraft is known as A. dihedral. B. the angle of attack. C. the angle of incidence.
the angle of incidence.
The aerodynamic phenomenon of Dutch roll is a coupled lateral/directional oscillation in which the airplane nose traces a figure eight movement on the horizon as a result of A. the lack of effective damping control with gyro-stabilized yaw dampers. B. directional stability effects of the airplane being more powerful than the dihedral effects. C. the dihedral effects of the airplane being more powerful than the directional stability.
the dihedral effects of the airplane being more powerful than the directional stability.
Parasite drag is comprised of all the forces that work to slow aircraft movement and is A. the rearward component of lift. B. a by-product of lift production. C. the drag not associated with the production of lift.
the drag not associated with the production of lift.
The force which imparts a change in the velocity of a mass is called A. work. B. power. C. thrust.
thrust.
A rectangular wing, as compared to other wing planforms, has a tendency to stall first at the A. wingtip providing adequate stall warning. B. wing root providing adequate stall warning. C. wingtip providing inadequate stall warning
wing root providing adequate stall warning.
Aspect ratio of a wing is defined as the ratio of the A. wingspan to the wing root. B. wingspan to the mean chord. C. square of the chord to the wingspan
wingspan to the mean chord.
