Chapter 1: Basic Aerodynamics

Question 1

(TP-Terms) The term “angle of attack” is defined as the angle

Answer 1

between the wing chord line and the relative wind

Question 2

(TP-Terms) The angle between the chord line of an airfoil and the relative wind is know as the angle of

Answer 2

attack

Question 3

(TP-Terms) The angle of attack is defined as the angle between the chord line of an airfoil and the

Answer 3

direction of the relative wind

Question 4

(TP-Terms) The angle of attack at which an airfoil stalls will

Answer 4

remain the same regardless of gross weight(the indicated airspeed at which stall occurs will be determined by weight and load factor, but the stall angle of attack is the same: 18-20 degrees)

Question 5

(TP-Terms) What is the effect of advancing the throttle in flight

Answer 5

Airspeed will remain relatively constant but the aircraft will climb.

Question 6

(TP-Axis/Four Forces) What does Bernoulli’s principle state?

Answer 6

Air traveling faster over the curved upper surface of an airfoil causes lower pressure on the top surface (which results in lift)

Question 7

(TP-Axis/Four Forces) What is the relationship of lift, drag, thrust and weight?

Answer 7

Lift equals weight and thrust equals drag.

Question 8

(TP-Axis/Four Forces) When are the four forces that act on an airplane in equilibrium?

Answer 8

During unaccelerated flight

Question 9

(TP-Axis/Four Forces) The best speed to use for a glide is one that will result in the greatest glide distance for a given amount of

Answer 9

altitude.(the best glide speed corresponds to an angle of attack resulting in the least drag on the airplane and giving the best lift-drag ratio. (L/Dmax)

Question 10

(TP-Axis/Four Forces) Climb performance depends upon the

Answer 10

reserve power or thrust.

Question 11

(TP-Axis/Four Forces) The horizontal dashed line from point C to point E represents the

Answer 11

positive limit load factor.

Question 12

(TP-Axis/Four Forces) The vertical dashed line from point E to point F is represented on the airspeed indicator by the

Answer 12

upper limit of the yellow arc.

Question 13

(TP-Stability) An airplane said to be inherently stabil will

Answer 13

Require less effor to control

Question 14

(TP-Stability) What determines the longitudinal stability of an airplane?

Answer 14

The location of the CG with respect to the center of lift

(CG aft of the center of lift will result in an undesirable pitch up moment during flight, an airplane with the center of gravity forward of the center of lift will pitch down when powder is reduced. This will increase the airspeed and the downward for of the elevators. The increased downward force on the elevators will bring the nose up, providing positive stability. The farther forward the CG airplane, the more stable.)

Question 15

(TP-Stability)What causes the airplane (except a t-tail) to pitch nosedown when the power is reduced and the controls are not adjusted?

Answer 15

The CG shifts forward when thrust and drag are reduced.

Question 16

(TP-Stability)The airplane has been loaded in such a manner the the CG is located aft of the CG limit. One undesirable flight characteristic a pilot might experience with this airplane would be.

Answer 16

difficulty recovering from a stalled position.

Question 17

(TP-Stability)Loading an airplane to themes aft CG will cause the airplane to be

Answer 17

less stable at all speeds

Question 18

(TP-Stability)Changes in the center of pressure of a wing affects the aircraft’s

Answer 18

aerodynamic balance and controllability

Question 19

(TP-Turns/Loads/LF)How do you calculate how much weight an airplane’s structure can support?

Answer 19

Multiply aircraft weight (lbs) by the load factor (G’s).

Question 20

(TP-Turns/Loads/LF)The amount of excess load that can be imposed on the wing of an airplane depends upon the

Answer 20

speed of the airplane

Question 21

(TP-Turns/Loads/LF)Which basic flight maneuver increases the load factor on an airplane as compared to straight-and-level flight?

Answer 21

Turns

Question 22

(TP-Turns/Loads/LF)What force makes an airplane turn?

Answer 22

The horizontal component of lift

Question 23

(TP-Turns/Loads/LF)During an approach to a stall, an increased load factor will cause the airplane to

Answer 23

stall at a higher airspeed
(Stall speed increases in proportion to the square root of the load factor. Thus, with a load factor of 4, an aircraft will stall at a speed which is double the normal stall speed.)

Question 24

(TP-Maneuvers) What are the four flight fundamentals involved in maneuvering an aircraft?

Answer 24

Straight and level flight, turns, climbs, and descents

Question 25

(TP-Maneuvers) Flying the rectangular course, when would the aircraft be turned less than 90 degrees?

Answer 25

Corners 1 and 4 At corner 1, the airplane turns into a heading that is crabbed into the wind, which makes the turn less than 90 degrees. At corner 4 the airplane is crabbed into the wind when the turn is started, and then the turn will be less than 90 degrees.

Question 26

(TP-Maneuvers) While practicing S turns, a consistently smaller half-circle is made on one side of the road than on the other, and this turn is not completed before crossing the road or reference line. This would most likely occur in a turn

Answer 26

4-5-6 because the bank is increased too rapidly during the early part of the turn. (In the half of an S-turn labeled 4-5-6 the bank should begin shallow and increase in steepness as the airplane turns crosswind and becomes steepest at point 6 where the turn is downwind. If the turn at point 4 is started with too steep a bank angle, the bank will increase too rapidly, and the upwind half of the S will be smaller than the downwind half. The turn will not be completed by the time the airplane is over the reference line.

Question 27

(TP-Maneuvers) If an emergency situation requires a downwind landing, pilots should expect a faster

Answer 27

groundspeed at touchdown, a longer ground roll, and the likelihood of overshooting the desired touchdown point.

Question 28

(TP-Maneuvers) When executing an emergency approach to land in a single-engine airplane, it is important to maintain a constant glide speed because variations in glide speed.

Answer 28

nullify all attempts at accuracy in judgement of gliding distance and landing spot.

Question 29

(TP-Stalls/Spins) As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will

Answer 29

remain the same regardless of altitude

Question 30

(TP-Stalls/Spins) The direct cause of every stall is excessive

Answer 30

angle of attack

Question 31

(TP-Stalls/Spins) In what flight condition must an aircraft be placed in order to spin?

Answer 31

Stalled

Question 32

(TP-Stalls/Spins) During a spin to the left, which wing(s) is/are stalled?

Answer 32

Both wings are stalled (one more than the other)

Question 33

(TP-Stalls/Spins) The angle of attack at which an airplane wing stalls will

Answer 33

Remain the same regardless of gross weight. (The indicated airspeed at which a stall occurs will be determined by weight and load factor, but the stall angle of attack is always the same.)

Question 34

(TP-Flaps) One of the main functions of flaps during an approach and landing is to

Answer 34

increase the angle of descent without increasing airspeed

Question 35

(TP-Flaps) What is one purpose of wing flaps?

Answer 35

To enable the pilot of make steeper approaches to a landing without increasing the airspeed (Flaps increase drag, allowing the pilot to make steeper approaches without increasing airspeed)

Question 36

(TP-Ground Effect) Ground Effect is most likely to result in what problem?

Answer 36

Becoming airborne before reaching recommended take off speed

Question 37

(TP-Ground Effect) What is ground effect?

Answer 37

The result of the interference of the surface of the Earth with the airflow patterns about an airplane

Question 38

(TP-Ground Effect) Floating caused by the phenomenon of ground effect will be most realized during an approach to land when at

Answer 38

less than the length of the wingspan above the surface.

Question 39

(TP-Ground Effect) What must a pilot be aware of as a result of ground effect?

Answer 39

induced drag decreases; therefore any excess speed at point of flare may cause considerable floating

Question 40

(TP-Ground Effect) Which is a result of the phenomenon of ground effect?

Answer 40

The angle of attack generating lift is increased

Question 41

(TP-Ground Effect) [Figure 46] The airspeed range to avoid while flying in ground effect is

Answer 41

40 MPH and above

Question 42

An airplane leaving ground effect during take off will

Answer 42

experience an increase in induced drag and a decrease in performance (An airplane leaving ground effect will: 1. Require an increase in angle of attack to maintain the same lift coefficient 2. Experience an increase in induced drag and thrust required 3. Experience a decrease in stability and a nose-up change in moments 4. Produce a reduction in static source pressure and an increase in indicated airspeed. )

Question 43

(TP-Wake Turbulence) When landing behind a large aircraft, which procedure should be followed for vortex avoidance?

Answer 43

Stay above its final approach flightpath all the way to touchdown.

Question 44

(TP-Wake Turbulence) How does the wake turbulence vote circulate around each wingtip?

Answer 44

Outward, upward, and around each tip

Question 45

(TP-Wake Turbulence) When taking off or landing at an airport where heavy aircraft are operating, one should be particularly alert to the hazards of wingtip vortices because this turbulence tends to

Answer 45

sink into the flightpath of aircraft operating below the aircraft generating the turbulence

Question 46

(TP-Wake Turbulence) Wingtip vortices are created only when an aircraft is

Answer 46

developing lift

Question 47

(TP-Wake Turbulence) The greatest vortex strength occurs when generating aircraft is

Answer 47

heavy, clean, and slow

Question 48

(TP-Wake Turbulence) Wingtip vortices created by large aircraft tend to

Answer 48

sink below the aircraft generating turbulence

Question 49

(TP-Wake Turbulence) The wind condition that requires maximum caution when avoiding wake turbulence on landing is

Answer 49

light, quartering tailwind

Question 50

(TP-Wake Turbulence) When landing behind a large aircraft, the pilot should avoid wake turbulence by staying

Answer 50

above the large aircrafts final approach path and landing beyond the large aircrafts touchdown point

Question 51

(TP-Wake Turbulence) When departing behind a heavy aircraft, the pilot should avoid wake turbulence by maneuvering the aircraft

Answer 51

above and upwind from the heavy aircraft

Question 52

(TP-Wake Turbulence) What wind condition prolongs the hazards of wake turbulence on a landing runway for the longest period of time?

Answer 52

Light quartering tailwind

Question 53

(TP-Wake Turbulence) A go-around from a poor landing approach

Answer 53

is preferable to last minute attempt to prevent a bad landing