1.- If the same angle of attack is maintained is 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 indrease.
2.- During the transition from straight-and-level flight to climb, the angle of attack is increased and lift is momentarily decreased. remains the same. is momentarily increased.
3.- Which is true regarding the force of lift in steady, unaccelerated flight? At lower speeds 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.
4.- 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. rearward forces is greater than the sum of all forward forces. forward forces is equal to the sum of all rearward forces.
5.- What performance is characteristic of flight at maximum lift/drag ratio in a propeller-driven airplane? Maximun gain in altitude over a given a chance. range and maximum distance glide. coefficient of lift and minimum coefficient of drag.
7.- When landing behind a large aircraft, which procedure should be followed for vortex avoidance? Stay above its final approach flightpath all the way to touchdown. Stay below and to one side of its final approach flightpath Stay well below its final approach flightpath and land at least 2000 feet behind.
10.- An airplane will stall at the same angle of attack regardless of the attitude with relation to the horizon. airspeed regardless of the attitude with relation to the horizon. angle of attack and attitude with relation to the horizon.
11.- The stalling speed of an airplane is most affected by changes in air density. variations in flight altitude. variations in airplane loading.
12.- 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.
13.- 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.
14.- If an airplane is loaded to the rear of its CG range, it will tend to be unstable about its vertical axis. lateral axis. longitudinal axis.
17.- As the angle of bank is increased, the vertical component of lift decreases and the horizontal component of lift increases. increases and the horizontal component of lift decreases. decreases and the horizontal component of lift remains constant.
18.- To produce the same lift while in ground effect as when out of ground
effect, the airplane requires a lower angle of attack. the same angle of attack. a greater angle of attack.
19.- Recovery from a stall in any airplane becomes more difficult when its center of gravity moves aft. center of gravity moves forward. elevator trim is adjusted nosedown.
20.- To avoid possible wake turbulence from a large jet aircraft that has just
landed prior to your takeoff, at which point on the runway should you
plan to become airborne? Past the point where the jet touched down. At the point where the jet touched down, or just prior to this point. Approximately 500 feet prior to the point where the jet touched down.
21.- Which procedure should you follow to avoid wake turbulence if a large
jet crosses your course from left to right approximately 1 mile ahead
and at your altitude? Make sure you are slightly above the path of the jet. Slow your airspeed to Va and maintain altitude and course. Make sure you are slightly below the path of the jet and perpendicular
to the course.
22.- During a takeoff made behind a departing large jet airplane, the pilot
can minimize the hazard of wingtip vortices by being airborne prior to reaching the jet's flightpath until able to turn
clear of its wake. maintaining extra speed on takeoff and climbout. extending the takeoff roll and not rotating until well beyond the jet's
rotation point.
23.- Choose the correct statement regarding wake turbulence. Vortex generation begins with the initiation of the takeoff roll. The primary hazard is loss of control because of induced roll. The greatest vortex strength is produced when the generating airplane
is heavy, clean, and fast.
24.- Which maximum range factor decreases as weight decreases? Altitude. Airspeed. Angle of attack.
25.- To generate the same amount of lift as altitude is increased, an airplane
must be flown at the same true airspeed regardless of angle of attack. a lower true airspeed and a greater angle of attack. a higher true airspeed for any given angle of attack.
26.- A propeller rotating clockwise as seen from the rear, creates a spiraling
slipstream the spiralling slipstream along with torque effect, tends to
rotate the airplane to the right around 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.
28.- If the 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.
29.- What changes in airplane longitudinal control must be made to
maintain altitude while the airspeed is being decreased? Increase the angle of attack to produce more lift than drag. Increase the angle of attack to compensate for the decreasing lift. decrease the angle of attack to compensate for the increasing drag.
30.- Longitudinal stability involves the motion of the airplane controlled by
its rudder. elevator. ailerons.
31.- 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.
32.- 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.
34.- In small airplanes, normal recovery from spins may become difficult if
the CG is too far rearward and rotation is around the longitudinal axis. CG is too far rearward and rotation is around the CG. spin is entered before the stall is fully developed.
35.- 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.
36.- 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.
37.- 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 increased induced drag. increases because of increased parasite drag.
38.- 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.
39.- 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.
40.- 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.
41.- 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.
42.- If an aircraft with a gross weight of 2,000 pounds was subjected to a
60° constant-altitude bank, the total load would be 3,000 pounds. 4,000 pounds. 12,000 pounds.
43.- In a rapid recovery from a dive, the effects of load factor would cause
the stall speed to increase. decrease. not vary.
44.- Airplane wing loading during a level coordinated turn in smooth air
depends upon the rate of turn. angle of bank. true airspeed.
45.- 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.
46.- 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.
47.- 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.
48.- If an airplane category is listed as utility, it would mean that this
airplane could be operated in which of the following maneuvers? Limited acrobatics, excluding spins. Limited acrobatics, including spins (if approved). Any maneuver except acrobatics or spins.
49.- 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.
50.- If the airspeed is increased from 90 knots to 135 knots during a level
60° 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.
52.- While maintaining a constant angle of bank and altitude in a
coordinated turn, an increase in airspeed will decrease the rate of turn resulting in a decreased load factor. decrease the rate of turn resulting in no change in load factor. increase the rate of turn resulting in no change in load factor.
53.- 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 increase drag. An increase in angle of attack will decrease pressure below the wing,
and increase drag.
55.- An aircraft wing is designed to produce lift resulting from a difference
in the negative air pressure below and vacuum above the wing's surface. vacuum 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.
56.- 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.
57.- The angle of attack of a wing directly controls the angle of incidence of the wing. amount of airflow above and below the wing. distribution of pressures acting on the wing.
58.- 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.
59.- Stall speed is affected by weight, load factor, and power. load factor, angle of attack, and power. angle of attack, weight, and air density.
60.- To maintain altitude during a turn, the angle of attack must be increased
to compensate for the decrease in the forces opposing the resultant component of drag. vertical component of lift. horizontal component of lift.
61.- On a wing, the force of lift acts perpendicular to and the force of drag
acts parallel to the chord line. flightpath. longitudinal axis.
63.- Which is correct with respect to rate and radius of turn for an airplane
flown in a coordinated turn at a constant altitude? For a specific angle of bank and airspeed, the rate and radius of turn
will not vary. To maintain a steady rate of turn, the angle of bank must be increased
as the airspeed is decreased. The faster the true airspeed, the faster the rate and larger the radius of
turn regardless of the angle of bank.
64.- 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.
65.- 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.
66.- 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.
68.- 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.
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