Class One - Aerodynamics

Question 1

Empennage

Answer 1

vertical and horizontal stabilizers in the back

Question 2

Wings

Answer 2

creates lift

Question 3

Fuselage

Answer 3

Pilot, crew and baggage

Question 4

Power plant

Answer 4

engine in front (or on wings)

Question 5

Landing gear

Answer 5

normally fixed wheels

Question 6

Roll Motion

Answer 6

On longitudinal axis, stabilized by wings, controlled by Aileron, pilot control is twisting yoke left or right

Question 7

Pitch Motion

Answer 7

On lateral axis, stabilized by horizontal stabilizer, controlled by elevator, pilot control is pushing or pulling yoke forward or back

Question 8

Yaw Motion

Answer 8

On vertical axis, stabilized by vertical stabilizer, controlled by elevator, pilot control is rudder peddals

Question 9

Aileron

Answer 9

Moves plane on its longitudinal axis. Controls the wings by twisting the yoke left and right for a roll motion

Question 10

Elevator

Answer 10

Moves plane on its lateral axis. Controls the horizontal stabilizer by moving the yoke forward and back for a pitch motion

Question 11

Rudders

Answer 11

Moves plane on its vertical axis. Control the vertical stabilizer with the rudder pedals for a yaw motion

Question 12

Lift

Answer 12

Upper chamber has more curvature and makes air have more distance to travel, causing velocity of the air to move faster, lower pressure. Lower chamber causes air to move slower, higher pressure. Air flows from high pressure to low pressure, creating lift

Question 13

Chord Line

Answer 13

Imaginary line connecting the leading edge to the training edge of the wing

Question 14

Angle of attack

Answer 14

Angle between the chord line and the relative wind (airflow hitting the wing)

Question 15

Airfoil design

Answer 15

shape of wing that creates lift

Question 16

Newton’s first law of motion

Answer 16

every object will remain uniform unless acted upon by external force (airplane will move when force is applied to)

Question 17

Newton’s second law of motion

Answer 17

Force equals the mass times the acceleration. The acceleration rate of an object is directly proportional to the applied force and inversely proportional to its inverse mass (more force applied = more acceleration)

Question 18

Newton’s third law of motion

Answer 18

For every action there is an equal and opposite reaction (thrust, p factors - left turning tendencies)

Question 19

Bernoulli’s Principle

Answer 19

What happens to air passing over the curved top of a wing. As velocity of a moving fluid increases, pressure within the fluid decreases.

Question 20

Four fundamentals of maneuvering a plane

Answer 20

Straight and level flight, turns, climbs and descents

Question 21

Thrust

Answer 21

Power that pulls the plane forward with the airfoil shape of the propeller, while the aircraft engine provides that power.

Question 22

Drag

Answer 22

the force that resists the movement of an airplane through the air

Question 23

Parasite Drag

Answer 23

Drag that is not associated with the production of lift. It increases as the square of the airspeed. Comprised if forces that slow aircraft movement (wing struts, anything that sticks up)

Question 24

Induced Drag

Answer 24

Drag caused by the same factors that produce lift; its amount varies inversely with airspeed. As airspeed decreases, the angle of attack must increase.

Question 25

Form Drag

Answer 25

Anything sticking out into the air stream, obstructing airflow (Wheels, antennas, rivets)

Question 26

Interference Drag

Answer 26

Comes from the intersection of air streams that cause eddy currents, turbulence, or restricts smooth airflow (intersection of the wing and the fuselage)

Question 27

Skin Friction Drag

Answer 27

Aerodynamic resistance due to the contact of moving air with the surface of the aircraft

Question 28

Lift to Drag Ratio

Answer 28

the amount of lift generated by an airfoil compared to its drag, showing airfoil efficiency. (aircrafts with higher L/D ratios are more efficient than those with lower)

Question 29

Drag curve

Answer 29

As speed increases, parasitic drag increases; and as speed decreases, induced drag increases.

Question 30

Weight

Answer 30

the downward force on the airplane, caused by gravity which opposes lift. It is the combined load of the aircraft itself, crew, fuel, cargo and baggage.

Question 31

Wingtip Vortices

Answer 31

air that sneaks from underneath the wing where the pressure is high, to the top where the pressure is low, causing a spiral of air trailing off the wingtips that moves outward, upward and inward, trailing behind the wing.

Question 32

Wake Turbulence

Answer 32

the hazardous aspects of wingtip vortices. The intensity of the vortex is a function of the aircraft size, speed and configuration (flap setting). Strongest vortices are produced by heavy aircraft flying slowly with wing flaps and landing gear retracted (Heavy, slow, clean)

Question 33

Ground Effect

Answer 33

area above the ground where the aircraft experiences an improvement in performance (wingspan length of the surface)

Question 34

What are greatly reduced because of ground and water interference?

Answer 34

Wingtip vortices, up-wash and downwash

Question 35

Ground effect is simply a reduction of induced drag because...

Answer 35

as the aircraft comes within a wingspan length of the surface, there is a change in the 3 dimensional airflow of the aircraft because the vertical component of airflow is restricted by the surface

Question 36

Stalls

Answer 36

rapid decrease in lift caused by separation of airflow from the wing surface by exceeding the critical angle of attack

Question 37

True or false: A stall can occur at any pitch attitude or airspeed

Answer 37

True

Question 38

True or false: In a stall, the wing completely stops producing lift

Answer 38

False. In a stall, the wing does not totally stop producing lift. Rather it cannot generate adequate lift to sustain level flight

Question 39

True or false: A given aircraft always stalls at the same Angle of Attack (AOA) regardless of airspeed, weight, load factor or density altitude.

Answer 39

True. The stalling speed of an aircraft is not a fixed vale for all flight situations.

Question 40

The critical AOA varies from what degree when a stall occurs?

Answer 40

16-20 degrees depending on the aircraft's design. Up to 22 degrees

Question 41

The critical AOA can be exceeded in what three flight situations?

Answer 41

Low speed, high speed and turning

Question 42

Low Speed Stalls

Answer 42

Practice stalls (approach to landing stall or power off stall). The lower the airspeed becomes, the more the Angle of attack must be increased. AOA must be increased to retain the lift required for maintaining altitude.

Question 43

High Speed Stalls

Answer 43

Aircraft is in dive (accelerated stall). AOA changes abruptly from low to very high.

Question 44

Turning Stall

Answer 44

Centrifugal force is added to planes' weight and the wing must produce additional lift to counterbalance the load.

Question 45

FAA test question: In regards to privileges and limitations, private pilots may...

Answer 45

not pay less than the pro rata share of operating expenses of a flight

Question 46

FAA Test question: During a spin to the left, which wing(s) is/are stalled?

Answer 46

Both wings are stalled

Question 47

Maneuverability

Answer 47

The quality of an aircraft that permits it to be maneuvered easily and to withstand the stresses that are imposed on it.

Question 48

Controllability

Answer 48

The capability of an aircraft to respond to the pilots controls especially in regards to flightpath and aircraft attitude.

Question 49

Left turning tendencies are caused by:

Answer 49

1. Torque reaction from the engine and propeller 2. Corkscrewing effect of the slipstream 3. Asymmetric loading of the propeller (P-factor)

Question 50

Torque reaction

Answer 50

Causes an additional turning moment around the vertical axis, forcing the left side of an aircraft down and placing more weight on the left main landing gear. This yawing moment on the takeoff roll is corrected by the right rudder.

Question 51

Corkscrew effect (slipstream effect)

Answer 51

The wind blown back by the propeller spirals around the airplane and strikes the left side of the vertical stabilizer, causing the tail to swing right and the nose to yaw left.

Question 52

Asymmetric loading (P-Factor)

Answer 52

When a plane is flying at a high Angle of attack, the downward moving blade has a higher resultant velocity. This creates more lift than the upward moving blade, moving the center of thrust to the right of the prop disc area, and causing a yawing moment toward the left around the vertical axis.

Question 53

Rate of turn

Answer 53

amount of time to complete a turn. Same airspeed and angle of bank, rate is a constant. Airspeed increases and rate is constant, the rate or turn will increase.

Question 54

Radius of turn

Answer 54

amount of horizontal distance required to complete a turn. Increase in airspeed results in an increase in the radius of the turn. Increase in the angle of the bank results in a decrease in the radius of the turn.