Airplanes and Aerodynamics

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One of the main functions of flaps during the approach and landing is to

provide the same amount of lift at a slower airspeed

Which is true regarding the use of flaps during level turns?

The raising of flaps increases the stall speed

A rectangular wing, as compared to other wing planforms, has a tendency to stall first at the

wing root, with the stall progression toward the wingtip

By changing the angle of attack of a wing, the pilot can control the airplane's

lift, airspeed, and drag

The angle of attack of a wing directly controls the

distribution of pressures acting on the wing

Frost covering the upper surface of an airplane wing usually will cause

the airplane to stall at an angle of attack that is lower than normal

The angle of attack at which a wing stalls remains constant regardless of

weight, dynamic pressure, bank angle, or pitch attitude

The need to slow an aircraft below VA is brought about by the following weather phenomenon:

Turbulence which causes an increase in stall speed

Stall speed is affected by

weight, load factor, and power

The stalling speed of an airplane is most affected by

variations in airplane loading

An airplane will stall at the same

angle of attack regardless of the attitude with relation to the horizon

In a rapid recovery from a dive, the effects of load factor would cause the stall speed to

increase

Recovery from a stall in any airplane becomes more difficult when its

center of gravity moves aft

In small airplanes, normal recovery from spins may become difficult if the

CG is too far rearward, and rotation is around the CG

Which statement is true relative to changing angle of attack?

An increase in angle of attack will increase drag

To generate the same amount of lift as altitude is increased, an airplane must be flown at

a higher true airspeed for any given angle of attack

As the angle of bank is increased, the vertical component of lift

decreases and the horizontal component of lift increases

Which is true regarding the forces acting on an aircraft in a steady-state descent? The sum of all

forward forces is equal to the sum of all rearward forces

During the transition from straight-and-level flight to a climb, the angle of attack is increased and lift

is momentarily increased

What changes in airplane longitudinal control must be made to maintain altitude while the airspeed is being decreased?

Increase the angle of attack to compensate for the decreasing lift

Which is true regarding the force of lift in steady, unaccelerated flight?

There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift to maintain altitude

In theory, if the airspeed of an airplane is doubled while in level flight, parasite drag will become

four times greater

As airspeed decreases in level flight below that speed for maximum lift/drag ratio, total drag of an airplane

increases because of increased induced drag

What performance is characteristic of flight at maximum lift/drag ratio in a propeller-driven airplane? Maximum

range and maximum distance glide

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

four times greater than at the lower speed

An aircraft wing is designed to produce lift resulting from a difference in the

higher air pressure below the wing's surface and lower air pressure above the wing's surface

Lift on a wing is most properly defined as the

force acting perpendicular to the relative wind

On a wing, the force of lift acts perpendicular to and the force of drag acts parallel to the

flightpath

Which statement is true, regarding the opposing forces acting on an airplane in steady-state level flight?

These forces are equal

An airplane leaving ground effect will

experience an increase in induced drag and require more thrust

To produce the same lift while in ground effect as when out of ground effect, the airplane requires

a lower angle of attack

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

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

Longitudinal stability involves the motion of the airplane controlled by its

elevator

Longitudinal dynamic instability in an airplane can be identified by

pitch oscillations becoming progressively steeper

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 static stability

If an airplane is loaded to the rear of its CG range, it will tend to be unstable about its

lateral axis

If airspeed is increased during a level turn, what action would be necessary to maintain altitude? The angle of attack

must be decreased or angle of bank increased

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

To increase the rate of turn and at the same time decrease the radius, a pilot should

increase the bank and decrease airspeed

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

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 no change in load factor

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

To maintain altitude during a turn, the angle of attack must be increased to compensate for the decrease in the

vertical component of lift

If a standard rate turn is maintained, how long would it take to turn 360°?

2 minutes

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

Load factor is the lift generated by the wings of an aircraft at any given time

divided by the total weight of the aircraft

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

Airplane wing loading during a level coordinated turn in smooth air depends upon the

angle of bank

If an aircraft with a gross weight of 2,000 pounds was subjected to a 60° constant-altitude bank, the total load would be

4,000 pounds

If the airspeed is increased from 90 knots to 135 knots during a level 60° banked turn, the load factor will

remain the same but the radius of turn will increase

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