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GROUND SCHOOL > PPL – PRINCIPLES OF FLIGHT > Flashcards

PPL – PRINCIPLES OF FLIGHT Flashcards

1
Q
  1. As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will:

remain the same regardless of altitude.

decrease as the true airspeed decreases.

decrease as the airspeed increases.

A

remain the same regardless of altitude.

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2
Q
  1. An airplane will stall at the same:

angle of attack regardless of the altitude with relation to the horizon

airspeed regardless of the altitude with relation to the horizon

angle of attack and altitude with relation to the horizon

A

angle of attack regardless of the altitude with relation to the horizon

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3
Q
  1. A turn coordinator provides an indicator of the:

Angle of bank up to but not exceeding 30°.

Attitude of the aircraft with reference to the longitudinal axis.

Movement of the aircraft about the yaw and roll axes.

A

Movement of the aircraft about the yaw and roll axes.

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4
Q
  1. How should a pilot determine the direction of bank from an attitude indicator as the one illustrated?

By the direction of deflection of the banking scale (A).

By the relationship of the miniature airplane © to the deflected horizon
bar (B)

By the direction of deflection of the horizon bar (B).

A

By the relationship of the miniature airplane © to the deflected horizon
bar (B)

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5
Q
  1. The most important rule to remember in the event of a power failure after becoming airborne is to:

quickly check the fuel supply for possible fuel axhaustion.

determine the wind direction to plan for the forced landing

immediately establish the proper gliding attitude and airspeed

A

immediately establish the proper gliding attitude and airspeed.

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6
Q
  1. What force makes an airplane turn?

The vertical component of lift.

Centrifugal force.

The horizontal component of lift.

A

The horizontal component of lift.

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7
Q
  1. What does P-factor cause the airplane to yaw to the left?

When at high angles of attack.

When at low angles of attack.

When at high airspeeds.

A

When at high angles of attack.

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8
Q
  1. Which basic flight maneuver increases the load factor on an airplane as compared to straight-and-level flight?

Turns

Climbs

Stalls

A

Turns

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9
Q
  1. One of the main functions of flaps during approach and landing is to:

decrease the angle of descent without increasing the airspeed.

increase the angle of descent without increasing the airspeed.

permit a touchdown at a higher
indicated airspeed.

A

increase the angle of descent without increasing the airspeed.

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10
Q
  1. The wind condition that requires maximum caution when avoiding wake turbulence on landing is a:

light, quartering headwind.

light, quartering tailwind.

strong headwind.

A

light, quartering tailwind.

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11
Q
  1. When landing behind a large aircraft, the pilot should avoid wake turbulence by staying?

Above the large aircraft’s final approach path and landing beyond the large aircraft’s touchdown point.

Below the large aircraft’s final approach path and landing before
aircraft’s touchdown point.

Above the large aircraft’s final approach path and landing before the large aircraft’s touchdown point

A

Below the large aircraft’s final approach path and landing before
aircraft’s touchdown point.

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12
Q
  1. The stalling speed of an airplane is most affected by:

changes in air density

variations in flight altitude

variations in airplane loading

A

variations in airplane loading

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13
Q
  1. During the Transition from straight-and-level flight to a climb, the angle of attack is increased and lift:

is momentarily decreased

remains the same

is momentarily increased

A

is momentarily increased

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14
Q
  1. In theory, if the airspeed of an airplane is doubled while in level flight, parasite drag will become:

twice as great

half as great

four times greater

A

four times greater

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15
Q
  1. Stall speed is affected by:

weight, load factor, and power

load factor, angle of attack, and power

angle of attack, weight, and air density

A

weight, load factor, and power

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16
Q
  1. Airplane wing load during a level coordinated turn in smooth air depends upon the:

rate of turn

angle of bank

true airspeed

A

angle of bank

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17
Q
  1. To produce the same lift while in ground effect as when out of ground effect, the airplane requires:

a lower angle of attack

the same angle of attack

a greater angle of attack

A

a lower angle of attack

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18
Q
  1. If airspeed is increased during a level turn, what action would be necessary to maintain altitude? The angle of attack:

and angle of bank must be decreased

must be increased or angle of bank decreased

must be decreased or angle of bank increased

A

must be decreased or angle of bank increased

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19
Q
  1. If a standard rate turn is maintained, how long would it take to turn 360°?

1 minute

2 minutes

3 minutes

A

2 minutes

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20
Q
  1. To increase the rate of turn at the same time decrease the radius, a pilot should:

maintain the bank and decreased airspeed

increase the bank and increase airspeed

increase the bank and decrease airspeed

A

increase the bank and decrease airspeed

21
Q
  1. Which is true regarding the use of flaps during level turns?

The lowering of flaps increases the stall speed

The raising of flaps increases the stall speed

Raising flaps will require added forward pressure on the yoke or
stick

A

The raising of flaps increases the stall speed

22
Q
  1. A rectangular wing, as compared to other wing platforms, has a tendency to stall first at the:

Wingtip, with the stall progression toward the wing root

Wing root, with the stall progression toward the wingtip

Center trailing edge, with the stall progression outward toward the wing root and tip

A

Wing root, with the stall progression toward the wingtip

23
Q
  1. The angle of attack of a wing directly controls the:

Angle of incidence of the wing

Amount of airflow above and below the wing

Distribution of pressures acting on the wing

A

Distribution of pressures acting on the wing

24
Q
  1. By changing the angle of attack of a wing, a pilot can control the airplane’s:

Lift, airspeed, and drag

Lift, airspeed and CG

Lift and airspeed, but not drag

A

Lift, airspeed, and dragV

25
Q
  1. The angle of attack at which a wing stalls remains constant regardless of:

Weight, dynamic pressure, bank angle, or pitch attitude

Dynamic pressure, but varies with weight, bank angle, and pitch attitude

Weight and pitch attitude, but varies with dynamic pressure and bank angle

A

Weight, dynamic pressure, bank angle, or pitch attitude

26
Q
  1. Stall speed is affected by:

Weight, load factor, and power

Load factor, angle of attack, and power

Angle of attack, weight, and air density

A

Weight, load factor, and power

27
Q
  1. An airplane will stall at the same:

Angle of attack regardless of the attitude with relation to the horizon

Airspeed regardless of the attitude with relation to the horizon

Angle of attack and attitude with relation to the horizon

A

Angle of attack regardless of the attitude with relation to the horizon

28
Q
  1. The stalling speed of an airplane is most affected by:

Changes in air density

Variations in flight altitude

Variations in airplane loading

A

Variations in airplane loading

29
Q
  1. Which statement is true relative to changing angle of attack?

A decrease in angle of attack will increase pressure below the wing and decrease drag

An increase in angle of attack will increase drag

An increase in angle of attack will decrease pressure below the wing and increase drag

A

An increase in angle of attack will increase drag

30
Q
  1. Which is true regarding the forces acting on an aircraft in a steady-state descent? The sum of all:

Upward forces is less than the sum of all downward forces

Rearward forces is greater than the sum of all forward forces

Forward forces is equal to the sum of all rearward forces

A

Forward forces is equal to the sum of all rearward forces

31
Q
  1. During the transition from straight-and-level flight to a climb, the angle of attack is increased and lift:

Is momentarily decreased

Remains the same

Is momentarily increased

A

Is momentarily increased

32
Q
  1. Which is true regarding the force of lift in steady, unaccelerated flight?

At lower airspeeds the angle of attack must be less to generate sufficient lift to maintain altitude

There is a corresponding indicated airspeed required for every angle of
attack to generate sufficient lift to maintain altitude

An airfoil will always stall at the same indicated airspeed; therefore, an increase in weight will require an increase in speed to generate sufficient lift to maintain altitude

A

There is a corresponding indicated airspeed required for every angle of
attack to generate sufficient lift to maintain altitude

33
Q
  1. In theory, if the airspeed of an airplane is doubled while in level flight, parasite drag will become:

Twice as great

Half as great

Four times greater

A

Four times greater

34
Q
  1. As airspeed decreases in level flight below that speed for maximum lift/drag ratio, total drag of an airplane

Decreases because of lower parasite drag

Increases because of increased induced drag

Increases because of increased parasite drag

A

Increases because of increased induced drag

35
Q
  1. What performance is characteristic of flight at maximum lift/drag ratio in a propeller-driven airplane? Maximum:

Gain in altitude over a given distance

Range and maximum distance glide

Coefficient of lift and maximum coefficient of drag

A

Range and maximum distance glide

36
Q
  1. An aircraft wing is designed to produce lift resulting from a difference in the:

Negative air pressure below and a vacuum above the wing’s surface

Vacuum below the wing’s surface and greater air pressure above the wing’s surface

Higher air pressure below the wing’s surface and lower air pressure above the wing’s surface

A

Higher air pressure below the wing’s surface and lower air pressure above the wing’s surface

37
Q
  1. Lift on a wing is most properly defined as the:

Force acting perpendicular to the relative wind

Differential pressure acting perpendicular to the chord of the wing

Reduced pressure resulting from a laminar flow over the upper camber of an airfoil, which acts perpendicular to the mean camber

A

Force acting perpendicular to the relative wind

38
Q
  1. On a wing, the force of lift acts perpendicular to and the force of drags acts parallel to the:

Chord line

Flightpath

Longitudinal axis

A

Flightpath

39
Q
  1. Which statement is true regarding the opposing forces acting on an airplane is steady-state level flight?

These forces are equal

Thrust is greater than drag and weight and lift are equal

Thrust is greater than drag and lift is greater than weight

A

These forces are equal

40
Q
  1. An airplane leaving ground effect will:

Experience a reduction in ground friction and requires a slight power reduction

Experience an increase in induced drag and required more thrust

Requires a lower angle of attack to maintain the same lift coefficient

A

Experience an increase in induced drag and required more thrust

41
Q
  1. To produce the same lift while in ground effect as when out of ground effect, the airplane requires:

A lower angle of attack

The same angle of attack

A greater angle of attack

A

A lower angle of attack

42
Q
  1. 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

Decrease, and parasite drag will increase

Increase, and induced drag will increase

A

Increase, and induced drag will decrease

43
Q
  1. If airspeed is increased during a level turn, what action would be necessary to maintain altitude? The angle of attack

And angle of bank must be decreased

Must be increased or angle of bank decreased

Must be decreased or angle of bank increased

A

Must be decreased or angle of bank increased

44
Q
  1. Why is it necessary to increase back elevator pressure to maintain altitude during a turn? To compensate for the:

Loss of the vertical component of lift

Loss of the horizontal component of lift and the increase in centrifugal force

Rudder deflection and slight opposite aileron throughout the turn

A

Loss of the vertical component of lift

45
Q
  1. To maintain altitude during a turn, the angle of attack must be increased to compensate for the decrease in the

Forces opposing the resultant component of drag

Vertical component of lift

Horizontal component of lift

A

Vertical component of lift

46
Q
  1. The ratio between the total airload imposed on the wing and the gross weight of an aircraft in fight is known as:

Load factor and directly affects stall speed

Aspect load and directly affects stall speed

Load factor and has no relation with stall speed

A

Load factor and directly affects stall speed

47
Q
  1. For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn:

Is constant and the stall speed increases

Varies with the rate of turn

Is constant and the stall speed decreases

A

Is constant and the stall speed increases

48
Q
  1. Accelerating past critical Mach may result in the onset of compressibility effects such as

High speed stalls

P factor

Control difficulties

A

Control difficulties

49
Q
  1. To develop maximum power and thrust, a constant-speed propeller should be set to a blade angle that will produce a:

Large angle of attack and low RPM

Small angle of attack and high RPM

Large angle of attack and high RPM

A

Small angle of attack and high RPM

GROUND SCHOOL (10 decks)

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