1 - 54 PARTE 1 Aerodynamics

The primary reason the angle of attack must be increased to maintain a constant altitude during a coordinated turn it's 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 flaps will require added forward pressure on the yoke or stick.

14 CFR 1 defines Vno as. Maximum operating speed limit. 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 attitude. 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 inceased.

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 tital wight 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 wind. 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 bank constant in a level turn, if the rate of turn is varied, the load factor would: remain constant regardless of air density and the resultant 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 a 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 in a 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 cause 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 induced drag. increases because of increased parasite drag.

If the airspeed is increased from 90 knots to 135 knots during a 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 of turn 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 dym=namic 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. flightpath. longitudinal axis.

An aircraft wing is designed to produce lift resulting from a difference in the. negative air pressure below and a vaccuum above the wing's surface. vaccuum below the wing's surface and greater air pressure above the wing's surface. higher air pressure below the wing's surface and lower air pressure above the wing's surface.

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. 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 airplane's. Lift, airspeed and drag. Lift, airspeed and CG. lift and airspeed but not drag.

A rectangular wing, as compared to other wing platforms, 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 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 the 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 altitude 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 to be 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 the torque effect tends to rotate the airplane to the. right around the vertical axis and to the left around the lomgitudinal 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 airspeed 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 airspeed to 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 to stall speed.

(Refer to figure 1) the vertical line from point D to 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 2000 pounds was subjected to a 60 degree constant altitude bank, the total load qould be. 3000 pounds. 4000 pounds. 2000 pounds.

If the airplane attitude initially tends to return to its original position after the elevator 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. 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 turbulence 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.

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 pilot's most vital and immediate concern in the evnt of a complete engine failure after becoming airborne on takeoff is. maintaining a safe airspeed. landing directly into the wind. turning back to the takeoff field.

Why is it necessary to increase back elevator pressure to maintain altitude during a turn? to compensate for the. loss of vertical component of lift. loss of the horizontal component of lift and the increase in centrifugal force. rudder deflection and slight opposite aileron throughout the turn.

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 the 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 and flaps down. 25 knots lower ina 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 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 groung operation. Extended during a landing roll but retracted during a ground operation.

The purpose of wing spoilers is to decrease: 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. radio of geometric pitch to effective pitch.

In order to achieve single engine climb performance with an engine failed in ost 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 zer-sideslip condition with a failed engine on a propeller naircraft the pilot must: bank away from the live engine up to 5 degrees. 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 CG. P-factor, accelerated slipstream, spiraling slipstream and torque. no power available VS power required, yaw towards the left engine and sideslip.