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TEST BORRADO, QUIZÁS LE INTERESEaero - avion

COMENTARIOS ESTADÍSTICAS RÉCORDS
REALIZAR TEST
Título del test:
aero - avion

Descripción:
aerodinamica

Autor:
yo
(Otros tests del mismo autor)

Fecha de Creación:
21/10/2016

Categoría:
Personal

Número preguntas: 82
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Temario:
When are inboard ailerons normally used? low-speed flight only high-speed flight only low-speed and high-speed flight.
when are outboard ailerons normally used? low-speed flight only high-speed flight only low-speed and high-speed flight.
what is the purpose of a control tab, such as those found on B-727 airplanes? move the flight controls in the event of manual reversion reduce control forces by deflecting in the proper direction to move a primary flight control prevent a control surface from moving to a full-deflection position due to aerodynamic forces.
what is the purpose of an anti-servo tab? move the flight control in the event of manual reversion reduce control forces by deflectin in the proper to move a primary flight control prevent control surface from moving to a full-deflection position due to aerodynamic forces.
for which purpose may flight spoiler be used? reduce the wings´ lift upon landing increase the rate of descent without increasing aerodynamic drag aid in longitudinal balance when rolling an airplane into a turn.
which is a purpose of wing-mounted vortex generators? delays the onset of drag divergence at high speed and aids in maintaining aileron effectiveness at high speed increase the onset of drag divergence and aid inaileron effectiveness at low speed break the airflow over the wing so the stall wing progress from the root out to the tip of the wing.
why do some airplanes equipped with inboard/outboard ailerons use the ouboard for slow flight only? increased surface area provides greater controllability with flap extension aerodynamic loads on the outboard ailerons tend to twist the wingtips at high speeds locking out the outboard ailerons in high-speed flight provides variable flight control feel.
which of the following are considered primary flight control? tabs flaps outboard ailerons.
the primary purpose of high-lift devices is to increase the L/Dmax lift at low speeds drag and reduce airspeed.
what is the primary function of the leading edge flaps in landing configuration during the flare before touchdown? prevent flow separation decrease rate of sink increase profile drag.
what effect does the leading edge slot in the wing have on performance? decreases profile drag changes the stalling angle of attack to a higher angle decelerates the upper surfaceboundary layer air.
what is the highest speed possible without supersonic flow over the wing? initial buffet speed critical mach number transonic index.
what is the free stream mach number which produces first evidence of local sonic flow? supersonic mach number transonic mach number critical mach number.
what is the principal advantage of a sweepback design wing over a straightwing desing? the critical mach number will increase significantly sweepback will increase changes in the magnitude of force coefficients due to compressibility sweepback will accelerate the onset of compressibility effect.
what is the result of a shock-induced separation of airflow occuring symmetrically near the wing root a sweeptwing aircraft? a high-speed stall and sudden pitchup a severe moment or `mach tuck` severe porpoising.
what is one disadvantage of a sweptwing design? the wing root stalls prior to the wingtip section the wingtip section stalls prior to the wing root severe pitchdown moment when the center of pressure shifts forward.
what is the movement of the center of pressure when the airflow stalls at the wingtips of a sweptwing airplane? inward and aft inward and forward outward and forward.
what is the relationship between induced and parasite drag when the gross weight is increased? parasite drag increases more than induced drag induced drag increases more that parasite drag both parasite and induced drag are equally increased.
what should a pilot do to maintain `best range`airplane performance when a tailwind is encountered? increase speed maintain speed decrease speed.
at which speed will increasing the pitch attitude cause a jet airplane to climb? low speed high speed any speed.
at what speed, with reference to L/Dmax, does maximum rate-of-climb for a jet airplane occur? a speed greater than that for L/Dmax. a speed equal to that for L/Dmax a speed less than that for L/Dmax.
at what speed, with reference to L/Dmax, does maximum range for a jet airplane occur? a speed less than that for L/Dmax a speed equal to that for L/Dmax a speed greater than that for L/Dmax.
(refer to appendix 2, figures 45, 46, and 47.) what are V1 and VR speeds for operating conditions A-1? V1 123.1 knots; Vr 125.2 knots V1 120.5 knots; Vr 123.5 knots V1 122.3 knots; Vr 124.1 knots.
(refer to appendix 2, figures 45, 46, and 47.) what are V1 and VR speeds for operating conditions A-2? V1 130.5 knots, Vr 133.2 knots, V2 139.0 knots V1 129.1 knots, Vr 135.0 knots, V2 139.0 knots V1 127.5 knots, Vr 133.7 knots, V2 139.0 knots.
(refer to appendix 2, figures 45, 46, and 47.) what are V1 and VR speeds for operating conditions A-3? V1 136.8 knots, Vr 141.8 knots. V1 134.8 knots, Vr 139.0 knots V1 133.5 knots, Vr 141.0 knots.
(refer to appendix 2, figures 45, 46, and 47.) what are V1 and VR speeds for operating conditions A-4? V1 128.0 knots; Vr 130.5 knots. V1 129.9 knots; Vr 133.4 knots V1 128.6 knots; Vr 131.1 knots.
(refer to appendix 2, figures 45, 46, and 47.) what are V1 and VR speeds for operating conditions A-5? V1 110.4 knots; Vr 110.9 knots V1 109.6 knots; Vr 112.7 knots V1 106.4 knots; Vr 106.4 knots.
(refer to appendix 2, figures 48, 49, and 50.) what is the ground distance covered during en route climb for operating conditions W-3? 86.4 NM 84.2 NM 85.1 NM.
(refer to appendix 2, figures 48, 49, and 50.) what is the aircraft weightat the top of climb for operating conditions W-2? 83,775 pounds 83,590 pounds 83,948 pounds.
(refer to appendix 2, figures 51 and 52.) what is the total time from starting to the alternate through completing the approach for operationg conditions L-2? 36 min 55 min 40 min.
(refer to appendix 2, figures 51 and 52.) what is the total time from starting to the alternate through completing the approach for operationg conditions L-3? 1 hour 19 min 1 hour 15 min 1 hour 24 min.
(refer to appendix 2, figures 51 and 52.) what is the approximate landing weight for operating conditions L-1? 78,850 pounds 80,300 pounds 81,600 pounds.
(refer to appendix 2, figures 51 and 52.) what is the approximate landing weight for operating conditions L-2? 65,200 pounds 65,800 pounds 69,600 pounds.
(refer to appendix 2, figures 51 and 52.) what is the approximate landing weight for operating conditions L-3? 80,300 pounds 85,400 pounds 77,700 pound.
(refer to appendix 2, figures 51 and 52.) what is the approximate landing weight for operating conditions L-4? 73,200 pounds 74,190 pounds 73,500 pounds.
(refer to appendix 2, figures 51 and 52.) what is the approximate landing weight for operating conditions L-5? 78,600 pounds 77,300 pounds 76,300 pounds.
(refer to appendix 2, figures 53, 54 and 55.) what is the takeoff EPR for Operating Conditions R-1? 2.04 2.01 2.035.
(refer to appendix 2, figures 56, 57 and 58.) what is the ground distance covered during en route climb for operating conditions V-2? 85 NM 65 NM 69 NM.
(refer to appendix 2, figures 56, 57 and 58.) what is the ground distance covered during en route climb for operating conditions V-5? 70 NM 52 NM 61 NM.
(refer to appendix 2, figures 61, and 62.) what is the trip time for operating conditions X-3? 4 hours 15 min 4 hours 7 min 4 hours.
(refer to appendix 2, figures 61, and 62.) what is the trip time for operating conditions X-4? 6 hours 50 min 5 hours 45 min 5 hours 50 min.
(refer to appendix 2, figures 61, and 62.) what is the trip time for operating conditions X-5? 2 hours 55 min 3 hours 10 min 2 hours 44 min.
(refer to appendix 2, figures 66, and 67.) what is the trip time corrected for wind under operating conditions Z-1? 58.1 min 51.9 min 54.7 min.
(refer to appendix 2, figures 68, and 69.) what are the recommended IAS and EPR settings for holding under operating condition O-5? 219 knots and 1.28 EPR 214 knots and 1.26 EPR 218 knots and 1.27 EPR.
(refer to appendix 2, figures 68, and 69.) what is the approximate fuel consumed when holding under operating conditions O-5? 2,950 pounds 2,870 pounds 2,400 pounds.
(refer to appendix 2, figures 70.) how many minutes of dump time is required to reduce fuel load to 16,000 pounds (using 2350 pounds/min)? 8 min 9 min.
(refer to appendix 2, figures 71 and 72.) what is the approximate level-off pressure altitude after drift-down under operating conditions D-3? 22,200 feet 19,800 feet 21,600 feet.
(refer to appendix 2, figures 71 and 72.) what is the approximate level-off pressure altitude after drift-down under operating conditions D-4? 27,900 feet 22,200 feet 24,400 feet.
(refer to appendix 2, figures 71 and 72.) what is the approximate level-off pressure altitude after drift-down under operating conditions D-5? 8,800 feet 9,600 feet 13,000 feet.
(refer to appendix 2, figures 73, 74 and 76.) what is VREF for operating conditions L-1? 143 knots 144 knots 145 knots.
(refer to appendix 2, figures 73, 74 and 76.) what is VREF + 20 for operating conditions L-3? 151 knots 169 knots 149 knots.
(refer to appendix 2, figures 73, 74 and 76.) what is VREF + 10 for operating conditions L-4? 152 knots 138 knots 148 knots.
(refer to appendix 2, figures 81, 82 and 83.) what is the max takeoff EPR for operating conditions G-3? engines 1 and 3, 2.08; engine 2, 2.05. engines 1 and 3, 2.14; engine 2, 2.10. engines 1 and 3, 2.18; engine 2, 2.07.
(refer to appendix 2, figures 81, 82 and 83.) what is the max takeoff EPR for operating conditions G-4? engines 1 and 3, 2.23; engine 2, 2.21. engines 1 and 3, 2.26; engine 2, 2.25. engines 1 and 3, 2.24; engine 2, 2.24.
(refer to appendix 2, figures 81, 82 and 83.) what is the takeoff safety speed for operating conditions G-1? 122 knots 137 knots 139 knots.
(refer to appendix 2, figures 81, 82 and 83.) what is the takeoff safety speed for operating conditions G-1? 150 knots 154 knots 155 knots.
(refer to appendix 2, figures 81, 82 and 83.) what are V1, VR, and V2 speeds for operating conditions G-3? 134, 134 and 145 knots 134, 139 and 145 knots 132, 132 and 145 knots.
(refer to appendix 2, figures 81, 82 and 83.) what are V1,and V2 speeds for operating conditions G-4? 133 and 145 knots 127 and 141 knots 132 and 146 knots.
(refer to appendix 2, figures 81, 82 and 83.) what are rotation and V2 bug speeds for operating conditions G-5? 120 and 134 knots 119 and 135 knots 135 and 135 knots.
(refer to appendix 2, figures 81 and 83.) what is the STAB TRIM setting for operating conditions G-5? 3-1/4 ANU 2-3/4 ANU 2-1/2 ANU.
(refer to appendix 2, figures 84 and 85.) what are the recommended IAS and EPR settings for holding under operating conditions H-4? 219 knots and 1.44 EPR 216 knots and 1.42 EPR 220 knots and 1.63 EPR.
(refer to appendix 2, figures 84 and 85.) what is the approximate fuel consumed when holding under operating conditions H-4? 3,190 pounds 3,050 pounds 2,550 pounds.
(refer to appendix 2, figures 86 and 87.) what are descent time and distance under operating conditions S-4? 22 minutes, 110 NAM 21 minutes, 113 NAM 24 minutes, 129 NAM.
(refer to appendix 2, figures 88 and 89.) which conditions will result in the shortest landing distance at a weight of 132,500 pounds? dry runway using brakes and reversers dry runway using brakes and spoilers wet runway using brakes, spoilers and reversers.
(refer to appendix 2, figures 89.) which of the following configurations will result in the shortest landing distance over a 50-foot obstacle to a wet runway? brakes and spoilers at 122,500 pounds gross weight brakes and reversers at 124,000 pounds gross weight brakes, spoilers, and reversers at 131,000 pounds gross weight.
(refer to appendix 2, figures 89.) how many feet will remain after landing on a 6,000-foot wet runway with reversers inoperative at 122,000 pounds gross weight? 2,200 feet 2,750 feet 3,150 feet.
(refer to appendix 2, figures 90.) what is the transition distance when landing on an icy runway at a gross weight of 134,000 pounds? 400 feet 950 feet 1,350 feet.
(refer to appendix 2, figures 90.) what is the landing distance on an icy runway with reversers inoperative at a landing weight of 125,000 pounds? 4,500 feet 4,750 feet 5,800 feet.
(refer to appendix 2, figure 91.) how much will landing distance be reduced by using 15º of flaps rather than 0º flaps at a landing weight of 119,000 pounds? 500 feet 800 feet 2,700 feet.
(refer to appendix 2, figure 91 and 92.) what approach speed and landing distance will be needed when landing at a weight of 140,000 pounds with 15º of flaps? 123 knots and 3,050 feet 138 knots and 3,050 feet 153 knots and 2,050 feet.
(refer to appendix 2, figure 92.) how much thrust is required to maintain a 3º glideslope 140,000 pounds, with gear down, flaps 30º, and an airspeed of VREF + 20 knots? 14,800 pounds 15,300 pounds 21,400 pounds.
(refer to appendix 2, figure 92.) what thrust is required to maintain level flight at 140,000 pounds, with gear down, flaps 25º, and an airspeed of 145 knots? 16,100 pounds 18,000 pounds 21,000 pounds.
(refer to appendix 2, figure 92.) what is the change of total drag for a 140,000-pounds airplane when configuration is changed from flaps 30º, gear down, to flaps 0º, gear up, at a constant airspeed of 160 knots? 13,500 pounds 13,300 pounds 15,300 pounds.
(refer to appendix 2, figure 93.) what thrust is required to maintain level flight at 110,000 pounds, with gear up, flaps 25º, and an airspeed of 152 knots? 14,500 pounds 15,900 pounds 16,700 pounds.
how should reverse thrust propellers be used during landing for maximum effectiveness in stopping? gradually increase reverse power to maximum as rollout speed descreases use maximum reverse power as soon as possible after touchdown select reverse-pitch after landing and use idle power setting of the engines.
what effect does an uphill runway slope have upon takeoff performance? increases takeoff distance decreases takeoff speed decreases takeoff distance.
under which condition during the landing roll are the main wheel brakes at maximum effectiveness? when wing lift has been reduced at high groundspeeds when the wheels are locked and skidding.
which procedure increases holding time when deicing/anti-icing an airplane using a two-step process? heated type 1 fluid followed by cold type 2 fluid cold type 2 fluid followed by hot type 2 fluid heated type 1 or 2 fluid followed by cold type 1 fluid.
what is the minimum glycol content of type 2 deicing/anti-icing fluid? 30 percent 50 percent 80 percent.
(refer to appendix 2, figure 240.) given the following conditions, what is the stab trim setting? flaps: 15º weight: 160,000lb. C.G. (%MAC): 24% 4 1/4% 5 1/2%.
(refer to appendix 2, figures 237, 238.) given the following conditions, what are the takeoff V speed? weight 170,000 lb flaps: 15º field pressure altitude: 5431 ft. runway slope: 1% temp: 16ºC wind: 10 KTS headwind runway condition: Dry VR round UP ------- -------.
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