Test piloto privado test prep

TEST BORRADO, QUIZÁS LE INTERESE: PILOTO PRIVADO TEST PREP

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Título del Test:
PILOTO PRIVADO TEST PREP

Descripción:
CAPITULO I BASIC AERODYNAMICS

Autor:
MARCELO MARQUEZ ARCE
OTROS TESTS DEL AUTOR

Fecha de Creación:
06/09/2015

Categoría: Otros

Número Preguntas: 48

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jordanharris5 ( hace 8 años )

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3203.THE ACUTE ANGLE A IS THE ANGLE OF INCIDENCE ATTACK DIHEDRAL.
3204. THE TERM "ANGLE OF ATTACK" IS DEFINED AS THE ANGLE BETWEEN THE WING CHORD LINE AND THE RELATIVE WIND BETWEEN THE AIRPLANE´S CLIMB ANGLE AND THE HORIZON FORMED BY THE LONGITUDINAL AXIS OF THE AIRPLANE AND THE CHORD LINE OF THE WING.
3204.1 THE ANGLE BETWEEEN HE CHORD LINE OF AN AIRFOIL AND THE RELATIVE WIND IS KNOWN AS THE ANGLE OF LIFT ATTACK INCIDENCE.
3317. ANGLE OF ATTACK IS DEFINED AS THE ANGLE BETWEEN THE CHORD LINE OF AN AIRFOIL AND THE DIRECTION OF THE RELATIVE WIND PITCH ANGLE OF AN AIRFOIL ROTOR PLANE OF ROTATION.
3201.1. WHICH STATEMENT RELATES TO BERNOULLIS'S PRINCIPLE FOR EVERY ACTION THERE IS AN EQUAL AND OPPOSITE REACTION. AN ADDITIONAL UPWARD FORCE IS GENERATED AS THE LOWER SURFACE OF THE WING DEFLECTS AIR DOWNWARD. AIR TRAVELING FASTER OVER THE CURVED UPPER SURFACE OF AN AIRFOIL LOWER PRESSURE ON THE TOP SURFACE.
3201. THE FOUR FORCES ACTING ON AN AIRPLANE IN FLIGHT ARE LIFT, WEIGHT. THRUST, AND DRAG. LIFT, WEIGHT, GRAVITY, AND THRUST. LIFT, GRAVITY, POWER, AND FRICTION.
3213. WHAT IS THE PURPOSE OF THE RUDDER ON AN AIRPLANE? TO CONTROL YAW TO CONTROL OVERBANKING TENDENCY TO CONTROL ROLL.
3205. WHAT IS THE RELATIONSHIP OF LIFT, DRAG, THRUST, AND WEIGT WHEN THE AIRPLANE IS IN STRAIGHT AND LEVEL FLIGHT? LIFT EQUALS WEIGHT AND THRUST EQUALS DRAG. LIFT, DRAG, AND WEIGHT EQUAL THRUST. LIFT AND WEIGT EQUAL THRUST AND DRAG.
3202. WHEN ARE THE FOUR FORCES THAT ACT ON AN AIRPLANE EN EQUILIBRIUM. DURING UNACCELERAED FLIGHT. WHEN THE AIRCRAFT IS ACCELERATING. WHEN THE AIRCRAFT IS AT REST ON THE GROUND.
3210. AN AIRPLANE SAID TO BE INHERENTLY STABLE WILL. BE DIFFICULT TO STALL. REQUIRE LESS EFFORT TO CONTROL. NOT SPIN.
32101. WHAT DETERMINES THE LONGITUDINAL STABILITY OF AN AIRPLANE. THE LOCATION OF THE CG WITH RESPECT TO THE CENTER OF LIFT. THE EFFECTIVENESS OF THE HORIZONTAL STABILIZER, RUDDER, AND RUDDER TRIM TAB. THE RELATIONSHIP OF THRUST AND LIFT TO WEIGHT AND DRAG.
3212. WHAT CAUSES AN AIRPLANE(EXCEPT A T-TAIL) TO PITCH NOSEDOWN WHEN POWER IS REDUCED AND CONTROLS ARE NOT ADJUSTED? THE CG SHIFTS FORWARD WHEN THRUST AND DRAG ARE REDUCED. THE DOWNWASH ON THE ELEVATORS AND ELEVATOR EFFECTIVENESS IS REDUCED. WHEN THRUST IS REDUCED TO LESS THAN WEIGHT, LIFT IS ALSO REDUCED AND THE WINGS CAN NO LONGER SUPPORT THE WEIGHT.
3287.AN AIRPLANE HAS BEEN LOADED IN SUCH A MANNER THAT THE CG IS LOCATED AFT OF THE AFT CG LIMIT. ONE UNDERSIRABLE FLIGHT CHARACTERISTIC A PILOT MIGHT EXPERIENCE WITH THIS AIRPLANE WOULD BE. A LONGER TAKEOFF RUN. DIFFICULTY IN RECOVERING FROM A STALLED CONDITION. STALLING AT HIGHER THAN NORMAL AIRSPEED.
3288. LOADING AN AIRPLANE TO THE MOST AFT CG WILL CAUSE THE AIRPLANE. LESS STABLE AT ALL SPEEDS. LESS STABLE AT SLOW SPEEDS, BUT MORE STABLE AT HIGH SPEEDS. LESS STABLE AT HOGH SPEEDS, BUT MORE STABLE AT LOW SPEEDS.
3211.1. CHANGES IN THE CENTER OF PRESSURE OF A WING AFFECT THE AIRCRAFT'S LIFT/DRAG RATIO. LIFTING CAPACITY. AERODYNAMIC BALANCE AND CONTROLLABILITY.
3214. IF AN AIRPLANE WEIGHTS 2300 POUNDS, WHAT APPROXIMATE WEIGHT WOULD THE AIRPLANE STRUCTURE BE REQUIRED TO SUPPORT DURING A 60 GRADOS BANKED TURN WHILE MAINTAINING ALTITUDE? 2300POUNDS 3400 POUNDS 4600 POUNDS.
3215. IF AN AIRPLANE WEIGHTS 3300 POUNDS, WHAT APPOXIMATE WEIGHT WOULD THE AIRPLANE STRUCTURE BE REQUIRED TO SUPPORT DURING A 30 GRADOS BANKED TURN WHILE MAINTAINING ALTITUDE? 1200POUNDS 3100POUNDS 3960 POUNDS.
3216. IF AN AIRPLANE WEIGHTS 4500 POUNDS, WHAT APPOXIMATE WEIGHT WOULD THE AIRPLANE STRUCTURE BE REQUIRED TO SUPPORT DURING A 45 GRADOS BANKED TURN WHILE MAINTAINING ALTITUDE? 4500POUNDS 6750POUNDS 7200 POUNDS.
3217. THE AMOUNT OF EXCESS LOAD THAT CAN BE IMPOSED ON THE WING OF AN AIRPLANE DEPENDS UPON THE. POSITION OF THE CG. SPEED OF THE AIRPLANE. ABRUPTNESS AT WHICH THE LOAD IS APPLIED.
3218. WHICH BASIC FLIGHT MANEUVER INCREASES THE LOAD FACTOR ON AN AIRPLANE AS COMPARED TO STRAIGHT AND LEVEL FLIGHT. CLIMBS. TURNS. STALLS.
3301. WHAT FORCE MAKES AN AIRPLANE TURN? THE HORIZONTAL COMPONENT OF LIFT. THE VERTICAL COMPONENT OF LIFT. CENTRIFUGAL FORCE.
3316. DURING AN APPROACH TO A STALL, AN INCREASED LOAD FACTOR WILL CAUSE THE AIRPLANE TO STALL AT A HIGHER AIRSPEED. HAVE A TENDENCY TO SPIN. BE MORE DIFFICULT TO CONTROL.
3202.1. SELECT THE FOUR FLIGHT FUNDAMENTALS INVOLVED IN MANEUVERING AN AIRCRAFT. AIRCRAFT POWER, PICH, BANK AND TRIM. STARTING, TAXIING, TAKEOFF AND LANDING STRAIGHT AND LEVEL FLIGHT, TURNS, CLIMBS AND DESCENTS.
3202.2. IN FLYING THE RECTANGULAR COURSE, WHEN WOULD THE AIRCRAFT BE TURNED LESS THAN 90 GRADOS? CORNERS 1 AND 4. CORNERS 1 AND 2. CORNERS 2 AND 4.
3202.4. IF AN EMERGENCY SITUATION REQUIRES A DOWNWIND LANDING, PILOTS SHOULD EXPECT A FASTER. AIRSPEED AT TOUCHDOWN, A LONGER GROUND ROLL, AND BETTER CONTROL THROUGOUT THE LANDING ROLL. GROUNDSPEED AT TOUCHDOWN, A LONGER GROUND ROLL, AND THE LIKELIHOOD OF OVERSHTOOTING THE DESIRED TOUCHDOWN POINT. GROUNDSPEED AT TOUCHDOWN, A SHORTER GROUND ROLL, AND THE LIKELIHOOD OF UNDERSHOOTING THE DESIRED TOUCHDOWN POINT.
3202.5. WHEN EXECUTING AN EMERGENCY APPROACH TO LAND IN A SIBGLE ENGINE AIRPLANE, IT IS IMPORTANT TO MAINTAIN A CONSTANT GLIDE SPEED BECAUSE VARIATIONS IN GLIDE SPEED. INCREASE THE CHANCES OF SHOCK COOLING THE ENGINES. ASSURE THE PROPER DESCENT ANGLE IS MAINTAINED UNTIL ENTERING THE FLARE. NULLITY ALL ATTEMPTS AT ACCURACY IN JUDGMENT OF GLIDING DISTANCE AND LANDING SPOT.
3263. AS ALTITUDE INCREASES, THE INDICATED AIRSPEED AT WHICH A GIVEN AIRPLANE STALLS IN A PARTICULAR CONFIGURATION WILL. DECREASE AS THE TRUE AIRSPEED DECREASES. DECREASE AS THE TRUE AIRSPEED INCREASES. REMAIN THE SAME REGARDLESS OF ALTITUDE.
3309. IN WHAT FLIGHT CONDITION MUST AN AIRCRAFT BE PLACED IN ORDER TO SPIN? PARTIALLY STALLED WITH ONE WING LOW. IN A STEEP DIVING SPIRAL. STALLED.
3310. DURING A SPIN TO THE LEFT, WHICH WING(S) IS/ARE STALLED. BOTH WINGS ARE STALLED. NEITHER WING IS STALLED. ONLY THE LEFT WING IS STALLED.
3311.THE ANGLE OF ATTACK AT WHICH AN AIRPLANE WING STALLS WILL. INCREASE IF THE CG IS MOVED FORWARD. CHANGE WITH AN INCREASE IN GROSS WEIGHT. REMAIN THE SAME REGARDLESS OF GROSS WEIGHT.
3319. ONE OF THE MAIN FUNCTIONS OF FLAPS DURING APPROACH AND LANDING IS TO. DECREASE THE ANGLE OF DESCENT WITHOUT INCREASING THE AIRSPEED. PERMIT A TOUCHDOWN AT A HIGHER INDICATED AIRSPEED. INCREASE THE ANGLE OF DESCENT WITHOUT INCREASING THE AIRSPEED.
3320. WHAT IS ONE PURPOSE OF WING FLAPS? TO ENABLE THE PILOT TO MAKE STEEPER APPROACHES TO A LANDING WITHOUT INCREASING THE AIRSPEED. TO RELIEVE THE PILOT OF MAINTAINING CONTINUOUS PRESSURE ON THE CONTROLS. TO DECREASE WING AREA TO VARY THE LIFT.
3315. GROUND EFFECT IS MOS LIKELY TO RESULT IN WHICH PROBLEM? SETTLING TO THE SURFACE ABRUPTLY DURING LANDING. BECOMING AIRBORNE BEFORE REACHING RECOMMENDED TAKEOFF SPEED. INABILITY TO GET AIRBORE EVEN THOUGH AIRSPEED IS SUFFICIENTE FOR NORMAL TAKEOFF NEEDS.
3312. WHAT IS GROUND EFFECT? THE RESULT OF THE INTEFERENCE OF THE SURFACE F THE EARTH WITH THE AIRFLOW PATTERNS ABOUT AN AIRPLANE. THE RESULT OF AN ALTERATION IN AIRFLOW PATTERNS INCREASING INDUCED DRAG ABOUT THE WINGS OF AN AIRPLANE. THE RESULT OF THE DESRUPTION OF THE AIRFLOW PATTERNS ABOUT THE WINGS OF AN AIRPLANE TO THE POINT WHERE THE WINGS WILL NO LONGER SUPPORT THE AIRPLANE IN FLIGHT.
3313. FLOATING CAUSED BY THE PHENOMENON OF GROUND EFFECT WILL BE MOST REALIZED DURING AN APPROACH TO LAND WHEN AT. LESS THAN THE LENGTH OF THE WINGSPAN ABOVE THE SURFACE. TWICE THE LENGTH OF THE WINGSPAN ABOVE THE SURFACE. A HIGHER TAHN NORMAL ANGLE OF ATTACK.
3314. WHAT MUST A PILOT BE AWARE OF AS A RESULT OF GROUND EFFECT? WINGTIP VORTICES INCREASE CREATING WAKE TURBULENCE PROBLEMS FOR ARRIVING AND DEPARTING AIRCRAFT. INDUCED DRAG DECREASES;THEREFORE, ANY EXCESS SPEED AT THE POINT OF FLARE MAY CAUSE CONSIDERABLE FLOATING. A FULL STALL LANDING WILL REQUIRE LESS UP ELEVATOR DEFLECTION THAN WOULD A FULL STALL WHEN DONE FREE OF GROUND EFFECT.
3324.WHAT MUST A PILOT BE AWARE OF AS A RESULT OF GROUND EFFECT? WINGTIP VORTICES INCREASE CREATING WAKE TURBULENCE PROBLEMS FOR ARRIVING AND DEPARTING AIRCRAFT. INDUCED DRAG DECREASES;THEREFORE, ANY EXCESS SPEED AT THE POINT OF FLARE MAY CAUSE CONSIDERABLE FLOATING. A FULL STALL LANDING WILL REQUIRE LESS UP ELEVATOR DEFLECTION THAN WOULD A FULL STALL WHEN DONE FREE OF GROUND EFFECT.
3324.WHICH IS A RESULT OF THE PHENOMENON OF GROUND EFFECT? THE INDUCED ANGLE OF ATTACK OF EACH ROTOR BLADE IS INCREASED. THE LIFT VECTOR BECOMES MORE HORIZONTAL. THE ANGLE OF ATTACK GENERATING LIFT IS INCREASED.
3735. THE AIRSPEED RANGE TO AVOID WHILE FLYING IN GROUND EFFECT IS. 25-40 MPH. 25-57 MPH. 40 MPH AND ABOVE.
3829.2. WHEN LANDING BEHIND A LARGE AIRCRAFT, WHICH PROCEDURE SHOULD BE FOLLOWED FOR VORTEX AVOIDANCE? 2STAY ABOVE IT IS FINAL APPROACH FLIGHTPATH ALL THE WAY TO TOUCHDOWN. STAY BELOW AND TO ONE OF IT IS FINAL APPROACH FLGHTPATH. STAY WELL BELOW IT IS FINAL APPROACH FLIGHTPATH AND LAND AT LEAST 2000 FEET BEHIND.
3829.3. HOW DOES THE WAKE TURBULENCE VORTEX CIRCULATE AROUND EACH WINGTIP? INWARD,UPWARD, AND AROUND EACH TIP. INWARD,UPWARD AND COUNTERCLOCKWISE. OUTWARDUPWARD, AND AROUND EACH TIP.
3827. WHEN TAKING OFF OR LANDING AT AN AIRPORT WHERE HEAVY AIRCRAFT ARE OPERATING, ONE SHOULD BE PARTICULARLY ALERT TO THE HAZARDS OF WINGTIP VORTICES BECAUSE THIS TURBULENCE TENDS TO. RISE FROM A CROSSING RUNWAY INTO THE TAKEOFF OR LANDING PATH. RISE INTO THE TRAFFIC PATTERN AREA SURROUNDING THE AIRPORT. SING INTO THE FLIGTPATH OF AIRCRAFT OPERATING BELOW THE AIRCRAFT GENERATING THE TURBULENCE.
3824. WINGTIP VORTICES ARE CREATED ONLY WHEN AN AIRCRAFT IS. OPERATING AT HIGH AIRSPEEDS. HEAVILY LOADED. DEVELOPING LIFT.
3825. THE GREATEST VORTEX STRENGTH OCCURS WHEN THE GENERATING AIRCRAFT IS. LIGHT, DIRTY, AND FAST. HEAVY, DIRTY, AND FAST. HEAVY, CLEAN, AND SLOW.
3826. WINGTIP VORTICES CREATED BY LARGE AIRCRAFT TEND TO. SINK BELOW THE AIRCRAFT GENERATING TURBULENCE. RISE INTO THE TRAFFIC PATTERN. RISE INTO THE TAKEOFF OR LANDING PATH OF A CROSSING RUNWAY.
3828. THE WIND CONDITION THAT REQUIRES MAXIMUM CAUTION WHEN AVOIDING WAKE TURBULENCE ON LANDING IS A. LIGHT, QUARTERING HEADWIND. LIGHT, QUARTERING TAILWIND. STRONG HEADWIND.
3829. WHEN LANDING BEHIND A LARGE AIRCRAFT, THE PILOT SHOULD AVOID WAKE TURBULENCE BY STAYING. ABOVE THE LARGE AIRCRAFT'S FINAL APPROACH PATH AND LANDING BEYOND THE LARGE AIRCRAFT'S TOUCHDOWN POINT. BELOW THE LARGE AIRCRAFT'S FINAL APPROACH PATH AND LANDING BEFORE THE LARGE AIRCRAFT'S TOUCHDOWN POINT. ABOVE THE LARGE AIRCRAFT'S FINAL APPROCH PATH AND LANDING BEFORE THE LARGE AIRCRAFT'S TOUCHDOWN POINT.
3830. WHEN DEPARTING BEHIND A HEAVY AIRCRAFT, THE PILOT SHOULD AVOID WAKE TURBULENCE BY MANEUVERING THE AIRCRAFT. BELOW AND DOWNWIND FROM THE HEAVY AIRCRAFT. ABOVE AND UPWIND FROM THE HEAVY AIRCRAFT. BELOW AND UPWIND FROM THE HEAVY AIRCRAFT.

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