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Ground School > POF - Stability > Flashcards

POF - Stability Flashcards

1
Q

true or false: airplane that is inherently stable will require less effort to control

A

true

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2
Q

characteristic of an airplane in flight that causes to return to a condition of equilibrium or steady flight after it is disturbed

A

stability

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3
Q

initial stability tendency to return to the position from which it was displaced is termed

A

positive static stability

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4
Q

stability tendency made through a series of small oscillations

A

positive dynamic stability

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5
Q

characteristic of an airplane that permits to maneuver easily and withstand the stress resulting from it

A

maneuverability

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6
Q

capability of an airplane to respond to control inputs especially on attitude and flight path.

A

controlability

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7
Q

three axes of flight and movement

A

longitudinal - roll
lateral - pitch
vertical - yaw

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8
Q

common reference point of the three axes and the theoretical point where the entire weight of the airplane is concentrated

A

center of gravity

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9
Q

a. controls the roll movement
b. controls the pitch movement
c. controls the yaw movement

A

a. aileron
b. elevator
c. rudder

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10
Q

longitudinal stability involves which motion or axis

A

pitching motion or lateral axis

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11
Q

point along the wing chord line where lift is concentrated (center of lift)

A

center of pressure

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12
Q

true or false: to achieve longitudinal stability, most planes are designed slightly nose heavy

A

true

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13
Q

when the CG is within the approved range, the airplane is:

A

controllable and its longitudinal stability is satisfactory

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14
Q

true or false: if CG is too far forward, elevator effectiveness will be insufficient to lift the nose,

A

true

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15
Q

true or false: if CG is too far aft, elevator shall not be effective and may be difficulty to recover from a stall or spin.

A

true

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16
Q

true or false: always follow the POH loading recommendation or guidelines.

A
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17
Q

downward force used to counteract nose-down tendencies due to CG

A

tail-down force (horizontal stabilizer)

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18
Q

true or false: downwash from the propeller and wings passing over the horizontal stabilizer influence longitudinal stability

A

true

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19
Q

results to a nose down pitching tendency due to the reduction of downwash from the wings and the propeller which reduce elevator effectiveness.

A

reduction of power

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20
Q

will decrease downwash on the horizontal stabilizer from the wings and propeller slipstream which causes the nose to pitch down

A

power reduction

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21
Q

determined where propeller is mounted and the general direction which thrust act

A

thrust line

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22
Q

lateral stability involves which motion or axis

A

rolling or longitudinal axis

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23
Q

design features that influence lateral stability:

A

weight distribution, dihedral, sweepback, and keel effect.

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24
Q

true or false: you have no control of design features for lateral stability but you can control the distribution of weight to improve it.

A

true

25
Q

most common design for lateral stability. refers to the upward angle of the airplane’s wings with respect to the horizontal.

A

dihedral

26
Q

involves lateral stability in which wings are angled backward from the wing root to the wing tips.

A

sweepback

27
Q

steadying influence exerted by the side area of the fuselage and the vertical stabilizer

A

keel effect

28
Q

directional stability involves which motion or axis

A

yaw or vertical axis

29
Q

interaction of lateral and directional stability in which a combination of rolling and yawing oscillations caused by either your control input or by wind gusts.

A

dutch roll

30
Q

interaction of lateral and directional stability which is associated with airplanes that have strong directional stability in comparison with lateral stability

A

spiral in instability

31
Q

true or false: if air speed is low, the required angle of attack to maintain lift may exceed which may cause a stall

A

true

32
Q

type of stall with low power conditions

A

power-off stall

33
Q

type of stall with high power condition

A

power-on stall

34
Q

type of stall which involves higher than the normal speed

A

accelerated stall

35
Q

type of stall when the pilot tries to compensate for overshooting a runway during a turn from base to final while on landing approach

A

crossed-control stall

36
Q

signs of stall

A

mushy feeling in flight control, less control effectiveness, stall warning

37
Q

steps how to recover from a stall

A

decrease angle of attack, increase power via throttle, adjust power as required upon recovery

38
Q

aggravated stall which results in the airplane descending in a helical or corkscrew path

A

spin

39
Q

to enter a spin, an airplane must first be ___

A

stalled

40
Q

true or false: although both wings are stalled, one wing is stalled more than the other

A

true

41
Q

type of spin where roll and yaw are in the same direction

A

erect spin

42
Q

type of spin where roll and yaw are in opposite direction

A

inverted spin

43
Q

type of spin which involves only the yaw

A

yaw

44
Q

spin recover (PARE)

A

power - idle
aileron - neutral
rudder - opposite direction of spin
elevator forward

45
Q

first stage of spin from the time the plane stalls and rotation starts

A

incipient spin

46
Q

second stage of spin which is after the incipient spin where the actual spin occurs

A

fully developed spin

47
Q

third stage of the spin where anti spin procedures have been executed

A

recovery

48
Q

most aircrafts are designed to display both___ and ___ stability

A

positive static and positive dynamic stability

49
Q

common point of longitudinal, lateral, and vertical axis

A

center of gravity

50
Q

longitudinal stability is associated with the relationship of

A

center of pressure and center of gravity, power change, and the design of the horizontal stabilizer

51
Q

lateral stability involves what factors

A

wing dihedral, sweepback, keel effect, and weight distribution

52
Q

Directional stability or stability of the vertical axis is maintained by

A

vertical tail

53
Q

most likely to occur on aircraft with weak directional stability and strong lateral stability

A

dutch roll

54
Q

a spin will not develop until both wings are __

A

stalled

55
Q

in relation to center of gravity, which direction would the center of pressure normally move as angle of attack is increased on a cambered wing

A

forward

56
Q

what factors affect longitudinal stability of an airplane at high power settings and low air speed

A

On many training aircraft, an increase in thrust increases the pitching moment and nose heaviness due to the placement of the thrustline of the aircraft. This helps counteract the longitudinally destabilizing
effect of increased downwash that results from an increase in power and extension of high lift devices.

57
Q

why are high wing aircrafts normally designed with less dihedral than low wing aircraft

A

Upwash passing around the fuselage just ahead of the wing tends to roll a high wing aircraft toward the upright position, contributing to lateral stability. In a low wing airplane, the downwash around the fuselage tends to be laterally destabilizing since it tends to increase the roll. The amount of dihedral is adjusted to compensate for the effects of fuselage upwash and downwash resulting in a greater requirement for dihedral in a low wing airplane than in a high wing configuration.

58
Q

Does propwash result from high power setting increase or decrease the contribution of wing dihedral to the lateral stability of an airplane

A

decrease

59
Q

true or false: when landing in gusty winds, airspeed should be increased above normal to help guard against a stall

A

true

Ground School (6 decks)

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