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Avianca Co-Piloto Examen
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Avianca Co-Piloto Examen Descripción: Preguntas Autor:
Fecha de Creación: 14/10/2015 Categoría: Otros Número Preguntas: 60 |
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The primary reason the angle of attack must be increased, to maintain a constant attitude during a coordinated turn, is because the Thrust is acting in a different direction, causing a reduction in airspeed and loss of lift. Vertical Component of lift has decreased as the result of the bank. Use of ailerons has increased the drag. . Which is true regarding the use of flaps during level turns? The lowering of flaps increases the stall speed. The raising of flaps increases the stall speed. Raising the flaps will require added forward pressure on the yoke or stick. Define VNO Maximum Operating Limit Speed. Maximum structural cruising speed. Never-exceed speed. Airplane wing loading during a level coordinated turn in smooth air depends upon the Rate of turn Angle of bank True airspeed. The stalling speed of an airplane is most affected by Changes in air density Variations in flight altitude Variations in airplane loading. During the transition from straight-and-level flight to a climb, the angle of attack is increased and lift Is momentarily decreased Remains the same Is momentarily increased. Load factor is the lift generated by the wings of an aircraft at any given time Divided by the total weight of the aircraft Multiplied by the total weight of the aircraft Divided by the basic empty weight of the aircraft. Lift on a wing is most properly defined as the Force acting perpendicular to the relative wing Differential pressure acting perpendicular to the chord of the wing Reduced pressure resulting from a laminar flow over the upper camber of an airfoil, which acts perpendicular to the mean camber. While holding the angle of attack constant in a level turn, if the rate of turn is varied the load factor would Remain constant regardless of air density and the result lift vector Vary depending upon speed and air density provided the resultant lift vector varies proportionately Vary depending upon the resultant lift vector. Which is true regarding the forces acting on an aircraft in steady-state descent? The sum of all Upward forces is less than the sum of all downward forces Forces is greater than the sum of all forward forces Forward forces is equal to the sum of all rearward forces. What performance is characteristic of flight at maximum lift/drag ratio propeller-driven airplane? Gain in altitude over a given distance Range and maximum distance glide Coefficient of lift and minimum coefficient of drag. The need to slow an aircraft below VA is brought about by the following weather phenomenon: High density altitude which increases the indicated stall speed Turbulence which causes an increase in stall speed Turbulence which causes a decrease in stall speed. In theory, if the airspeed of an airplane is doubled while in level flight, parasite drag will become Twice as great Half as great Four times greater. As airspeed decreases in level flight below that speed for maximum lift/drag ratio, total drag of an airplane Decreases because of lower parasite drag Increases because of increases induced drag Increases because of increased parasite drag. If the airspeed is increased from 90 knots to 135 knots during a lever 60 degree banked turn, the load factor will Increase as well as the stall speed Decrease and the stall speed will increase Remain the same but the radius will increase. The angle of attack at which a wing stalls remains constant regardless of Weight, dynamic pressure, bank angle, or pitch attitude Dynamic pressure, but varies with weight, bank angle, and pitch attitude Weight and pitch attitude, but varies with dynamic pressure and bank angle. Which statement is true, regarding the opposing forces acting on an airplane in steady-state level flight? These forces are equal Thrust is greater than drag and weight and lift are equal Thrust is greater than drag and lift is greater than weight. On a wing, the force of lift acts perpendicular to, and the force of drag acts parallel to the Chord line Flight path Longitudinal Axis. An aircraft wing is designed to produce lift resulting from a difference in the Negative air pressure below and a vacuum above the wings surface Vacuum below the wings surface and greater air pressure above the wings surface Higher air pressure below the wings surface and lower air pressure above the wings surface. In theory, if the angle of attack and other factors remain constant and the airspeed is doubled, the lift produces at the higher speed will be The same as at the lower speed Two times greater than at the lower speed Four times greater than at the lower speed. By changing the angle of attack of a wing, the pilot can control the airplanes Lift, airspeed, and drag Lift, airspeed, and CG Lift and airspeed, but not drag. A rectangular wing, as compared to other wing planforms, has a tendency to stall first at the Wingtip, with the stall progression toward the wing root Wing root, with the stall progression toward the wing tip Center trailing edge, with the stall progression outward toward the wing root and tip. Stall speed is affected by Weight, load factor, and power Load factor, angle of attack, and power Angle of attack, weight, and air density. Which statement is true relative to changing angle of attack? A decrease in angle of attack will increase pressure below the wing, and decrease drag An increase in angle of attack will decrease pressure below the wing, and increase drag An increase in angle of attack will increase drag. For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-attitude turn Is constant and the stall speed increases Varies with the rate of turn Is constant and the stall speed decreases. If severe turbulence is encountered during flight, the pilot should reduce the airspeed to Minimum control speed Design-maneuvering speed Maximum structural cruising speed. 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 Right aroung the vertical axis, and to the left around the longitudinal axis Left around the vertical axis, and to the right around the longitudinal axis Left around the vertical axis, and to the left around the longitudinal axis. Which is true regarding the force of lift in steady, unaccelerated flight? At lower airspeeds the angle of attack must be less to generate sufficient lift to maintain altitude. There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift to maintain altitude 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. The ratio between the total airload imposed on the wing and the gross weight of an aircraft in flight is known as Load factor and directly affects stall speed Aspect load and directly affects stall speed Load factor and has no relation with stall speed. (Refer to figure 1) The vertical line from point D to the point G is represented on the airspeed indicator by the maximum speed limit of the Green arc Yellow arc White arc. If an aircraft with a gross weight of 2,000 pounds was subjected to a 60 degree constant-altitude bank, the total load would be 3,000 pounds 4,000 pounds 12,000 pounds. If an airplane attitude initially tends to return to its original position after the elevator control is pressed forward and released, the airplane displays Positive dynamic stability Positive static stability Neutral dynamic stability. Longitudinal stability involves the motion of the airplane controlled by its Rudder Elevator Ailerons. Longitudinal dynamic instability in an airplane can be identified by its Bank oscillations becoming progressively steeper Pitch oscillations becoming progressively steeper Trilatitudinal roll oscillations becoming progressively steeper. If the airplane attitude remains in a new position after the elevator control is pressed forward and released, the airplane displays Neutral longitudinal static stability Positive longitudinal static stability Neutral longitudinal dynamic stability. In a rapid recovery from a dive, the effects of load factor would cause the stall speed to Increase Decrease Not vary. When turbulance is encountered during the approach to a landing, what action is recommended and for what primary reason? Increase the airspeed slightly above normal approach speed to attain more positive control Decrease the airspeed slightly below normal approach speed to avoid overstressing the airplane Increase the airspeed slightly above normal approach speed to penetrate the turbulence as quickly as possible. Recovery from a stall in any airplane becomes more difficult when its Center of gravity moves forward Elevator trim is adjusted nosedown Center of gravity moves aft. Why is it necessary to increase back elevator pressure to maintain altitude during a turn? To compensate for the Loss of the vertical component of lift Loss of the horizontal component of lift and the increase in centrifugal Rudder deflection and slight opposite aileron throughout the turn. If airspeed is increased during a level turn, what action would be necessary to maintain altitude? The angle of attack And angle of bank must be decreased Must be increased or angle of bank decreased Must be decreased or angle of bank increased. Name the four fundamentals involved in maneuvering an aircraft Power, pitch, bank, and trim Thrust, lift, turns, and glides Straight-and-level flight, turns, climbs, and descents. A pilots most immidiate and vital concern in the event of complete engine failure after becoming airborne on takeoff is Maintain a safe airspeed Landing directly into the wind Turning back to the takeoff field. To increase the rate of turn and at the same time decrease the radius, a pilot should Maintain the bank and decrease airspeed Increase the bank and increase airspeed Increase the bank and decrease airspeed. (Refer to figure 2) Select the correct statement regarding stall speeds. The airplane will stall 10 knots higher in a power-on, 60 degree bank, with gear and flaps up, than with gear down and flaps down 25 knots lower in a power-off, flaps up, 60 degree bank, than in a power-off, flaps down, wings-level configuration 10 knots higher in a 45 degree bank, power on stall, than in a wings level stall with flaps up. An airplane leaving ground effect will Experience a reduction in ground friction and require a slight power reduction Experience an increase in induced drag and require more thrust Require a lower angle of attack to maintain the same lift coefficient. One of the main functions of flaps during the approach and landing is to Decrease the angle of descent without increasing the airspeed Provide the same amount of lift at a slower airspeed Decrease lift, thus enabling a steeper-than-normal approach to be made. The spoilers should be in what position when operating in a strong wind? Extended during both a landing roll or ground operation Retracted during both a landing roll or ground operation Extended during a landing roll, but retracted during a ground operation. The purpose of wing spoilers is to decrease The drag Landing speed The lift of the wing. Propeller efficiency is the Ratio of thrust horsepower to brake horsepower Actual distance a propeller advances in one revolution Ratio of geometric pitch to effective pitch. In order to achieve single engine climb performance with an engine failed in most twin prop aircraft, it is essential to: Apply full power to the live engine (firewall) Minimize drag (flaps,gear,feather prop) Secure the failed engine. If the same angle of attack is maintained in ground effect as when out of ground effect, lift will Increase and induced drag will decrease Decrease, and parasite drag will increase Increase, and induced drag will increase. In order to achieve a zero sideslip condition with a failed engine on a propeller aircraft, the pilot must: Bank away from the live engine up to 5 degree Center the ball on the turn and slip indicator Bank into the live engine slightly. When dealing with aerodynamics, VMC refers to: Visual Meteorological Conditions Minimum airspeed at which directional control can be maintained with the critical engine inoperative Maximum airspeed at which an engine can be operated with one engine. On an aircraft without counter-rotating props, the left engine is considered to be the critical one to fail because of the following factors: Zero sideslip condition, engine windmilling and aft legal C of G P-Factor, Accelerated slipstream, Spiraling slipstream and Torque No power available vs power required, yaw towards the left engine and sideslip. Every physical process of weather is accompanied by or is the result of A heat exchange The movement of air A pressure differential. What causes wind? The Earths rotation Air mass modification Pressure differences. In the northern hemisphere, the wind is deflected to the Right by Coriolis force Right by surface friction Left by Coriolis force. Why does the wind have a tendency to flow parallel to the isobars above the friction level? Coriolis force tends to counterbalance the horizontal pressure gradient Coriolis force acts perpendicular to a light connecting the highs and lows Friction of the air with the Earth deflects the air perpendicular to the pressure gradient. What prevents air from flowing directly from high-pressure areas to low-pressure areas? Coriolis force Surface friction Pressure gradient force. Which would increase the stability of an air mass? Warming from below Cooling from below Decrease in water vapor. |
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