Aerodynamics Flashcards
To increase the rate of turn and at the same time decrease the radius, a pilot should
A) maintain the bank and decrease airspeed
B) increase the bank and increase airspeed
C) increase the bank and decrease the airspeed
C) increase the bank and decrease the airspeed
An airplane leaving ground effect will
A) experience a reduction in ground friction and require a slight power reduction
B) experience an increase in induced drag and require more thrust
C) require a lower angle of attack to maintain the same lift coefficient
B) experience an increase in induced drag and require more thrust
If the airplane attitude initially tends to return to its original position after the elevator control is pressed forward and released, the airplane displays
A) positive dynamic stability
B) positive static stability
C) neutral dynamic stability
B) positive static stability
Static stability is the initial tendency that the airplane displays after its equilibrium is disturbed. Positive static stability is the initial tendency of the aircraft to return to its original position after its equilibrium has been disturbed.
What is the operational difference between the turn coordinator and the turn-and-slip indicator? The turn coordinator
A) is always electric; the turn-and-slip indicator is always vacuum driven
B) indicates bank angle only; the turn-and-slip indicator indicates rate of turn and coordination
C) indicates roll rate, rate of turn, and coordination; the turn-and-slip indicator indicates rate of turn and coordination
C) indicates roll rate, rate of turn, and coordination; the turn-and-slip indicator indicates rate of turn and coordination
Why should flight speeds above Vne be avoided?
A) Excessive induced drag will result in structural failure.
B) Design limit load factors may be exceeded, if gusts are encountered.
C) Control effectiveness is so impaired that the aircraft becomes uncontrollable.
B) Design limit load factors may be exceeded, if gusts are encountered.
During takeoff made behind a departing large jet airplane, the pilot can minimize the hazard of wingtip vortices by
A) being airborne prior to reaching the jet’s flightpath until able to turn clear of its wake
B) maintaining extra speed on takeoff and climb out
C) extending the takeoff roll and not rotating until well beyond the jet’s rotation point
A) being airborne prior to reaching the jet’s flightpath until able to turn clear of its wake
Maximum structural cruising speed (V-NO) is the maximum speed at which an airplane can be operated during
A) abrupt maneuvers
B) normal operations
C) flight in smooth air
B) normal operations
The maximum structural cruising speed, V-NO is the upper limit of the green arc on the airspeed indicator. This is the max speed at which the airplane can be operated for normal operations.
V-A is design maneuvering speed and is the max speed for abrupt maneuvers.
V-NE, never exceed speed, is the max speed in smooth air.
(Refer to Figure 1) At an airspeed represented by point B, in steady flight, the pilot can expect to obtain the airplane’s maximum
A) endurance.
B) glide range.
C) coefficient of lift.
B) glide range.
The AOA of a wing directly controls the
A) Angle of incidence of the wing
B) amount of airflow above and below the wing.
C) distribution of pressures acting on the wing.
C) distribution of pressures acting on the wing.
What is ‘static load’?
Static load is the load imposed on an aircraft due to the weight of the aircraft and its contents.
In an aircraft with a constant speed propeller, a decrease in the manifold pressure will
cause the governor to DECREASE the propeller pitch to maintain engine and propeller RPM.
DECREASE Manifold pressure / DECREASE propeller pitch
The cruise propeller has increased efficiency for cruise operations and has a (higher/ lower) angle of attack than a climb propeller and creates (more/less) drag at cruise speed.
HIGHER angle of attack than a climb propeller and creates MORE drag at cruise speed
While completing a 30° bank turn, you extend the landing gear and your airspeed decreases by 10 knots. What affect does this have on your rate of turn?
the rate of turn increases
Under what conditions are IAS and CAS approximately the same?
At cruise and higher airspeeds.
Why is stalling airspeed higher when the CG is moved forward?
Increased wing loading
While in a standard rate turn to the left, you retract the landing gear and your airspeed increases 12 knots. In order to maintain a standard rate turn, you should
increase the angle of bank
How will lift and drag be affected when an airplane enters ground effect?
Lift will increase and induced drag will decrease
What happens to the propeller pitch when a pilot increases the manifold pressure on an aircraft equipped with a constant-speed propeller?
When the pilot INCREASES throttle, the governor INCREASES propeller pitch to maintain constant RPM
While making a standard rate left turn, you raise the landing gear and your speed increases by 12 knots. To stay coordinated, you
increase your bank angle
If an airplane is flown in a trimmed condition and a momentary pitch change is made via the yoke, and the airplane remains in the new attitude when pressure is released, the airplane displays
neutral static stability
The main reason for the variations in geometric pitch (twisting) along a propeller blade is to
produce uniform lift from hub to tip
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
If you increase airspeed in a turn, what must you do to maintain altitude?
increase angle of bank
How is lift changed by ground effect in regards to angle of attack?
A lower angle of attack will be required to maintain the same amount of lift when entering ground effect
