Airplanes and Aerodynamics Flashcards
What 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.
Question: 11 The design maneuvering speed is
the maximum speed an airplane can be safely stalled.
Lift on a wing is most properly defined as the
force acting perpendicular to the relative wind.
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.
A pilot who intends to maintain level flight must coordinate the angle of attack and
thrust.
Acceleration past critical Mach speed may cause compressibility issues such as
drag increases.
The critical angle of attack is exceeded when
a stall occurs.
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.
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.
When transitioning from straight-and-level flight to a constant airspeed climb, the angle of attack and lift
are momentarily increased and lift returns to a steady state during the climb.
Transonic airflow typically occurs in airplane speed regimes between Mach
0.75 and 1.20.
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.
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 remains in a new position after the elevator control is pressed forward and released, the airplane displays
neutral longitudinal static stability.
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
An airplane will stall at the same
angle of attack regardless of the attitude with relation to the horizon.
If an airplane is loaded to the rear of its CG range, it will tend to be unstable about its…
lateral axis.
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 standard rate turn as the airspeed increases, the bank angle of the aircraft will need to
Increase. A standard rate turn, although always 3° per sec., requires higher angles of bank as airspeed increases.
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.
In terms of bank and airspeed, to increase the rate of turn and at the same time decrease the radius, a pilot should…
increase the bank and decrease airspeed.
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.
The angle of attack of a wing directly controls the
distribution of pressures acting on the wing.
In small airplanes, normal recovery from spins may become difficult if the
CG is too far rearward, and rotation is around the CG.
The angle of attack at which a wing stalls remains constant regardless of
weight, dynamic pressure, bank angle, or pitch attitude.
In a rapid recovery from a dive, the effects of load factor would cause the stall speed to
increase.
In theory, if the airspeed of an airplane is doubled while in level flight, parasite drag will become
four times greater.
If given a landing clearance on runway 16 and told to hold short runway 6, how can a pilot determine the available landing distance?
Ask the controller.
Which statement is true regarding the opposing forces acting on an airplane in steady-state level flight?
These forces are equal. ie In steady-state level flight, the sum of the opposing forces is equal to zero.
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 stalling speed of an airplane is most affected by
variations in airplane loading.
A pilot who intends to maintain level flight must coordinate the angle of attack and
thrust.
One of the main functions of flaps during the approach and landing is to
provide the same amount of lift at a slower airspeed.
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.
Stall speed is affected by
weight, load factor, and power.
One of the main functions of flaps during the approach and landing is to
provide the same amount of lift at a slower airspeed.
The angle of attack at which a wing stalls remains constant regardless of
weight, dynamic pressure, bank angle, or pitch attitude.
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.
On a wing, the force of lift acts perpendicular to and the force of drag acts parallel to the
flightpath.
