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Question 1
Question
106 How can the ground effect affect an airplane]
Answer
-
O to take off before reaching the manufacturer speed for take off
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O to sink back on the runway just after take off
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O to be unable to take off even after passing the calculated take off speed
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O high rate of descent and a hard landing during approach
Question 2
Question
107 Which unwanted effect may the pilot experience during take off due to the ground effect]
Answer
-
O to take off before reaching the manufacturer speed for take off
-
O to be unable to take off even after passing the calculated take off speed
-
O to sink back on the runway just after take off
-
O to experience difficulties during the first 20 feet of climb after take off
Question 3
Question
108 During landing the ground effect is more noticeable]
Answer
-
O When the height of the aircraft from the runway is less than half its wing span
-
O When the height of the aircraft from the runway is equal to twice its wing span
-
O when descending at a high angle of attack
-
O when descending at a speed close to the stall speed
Question 4
Question
109 At what altitude, can the ground effect affect an airplane]
Answer
-
O equal to the wing span
-
O between 100 and 200 feet above the runway in calm wind conditions
-
O at less than half the wing span
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O 3 or 4 times the wing span
Question 5
Question
110 Wake turbulence are more intense when the aircraft creating them is
Answer
-
O heavy, clean and slow
-
O light and fast
-
O heavy and fast
Question 6
Question
111 wing tip vortices are created only when the aircraft...
Answer
-
O produces lift
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O is flying at high speed
-
O is big
-
O no correct answer
Question 7
Question
112 Wing tip vortices have a tendency
Answer
-
O to sink behind the aircraft that creates them
-
O to climb and reach the traffic pattern altitude
-
O to climb and spread left and right
-
O to remain exactly behind and at the same altitude as the aircraft that created them
Question 8
Question
113 When a pilot is landing behind a big aircraft, he has to keep his path clear of wake turbulence by flying
Answer
-
O above the path of the big airplane and by landing after its the landing spot
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O below the path of the big airplane and by landing before its the landing spot
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O above the path of the big airplane and by landing before its the landing spot
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O below the path of the big airplane by landing after its the landing spot
Question 9
Question
114 When a pilot is taking off behind a big aircraft, he has to keep his path clear of wake turbulence by flying
Answer
-
O higher and to the upwind side of the taking off aircraft
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O lower and to the downwind side of the taking off aircraft
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O lower and to the upwind side of the taking off aircraft
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O higher and to the downwind side of the taking off aircraft
Question 10
Question
115 Aircraft's Empty weight includes...
Answer
-
O hydraulic fluid, oil and unuseable fuel
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O only the airframe, the engine and the equipment installed by the manufacturer
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O Fuel and Oil tanks full but without the weight of the crew and baggage
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O unusable fuel and provisional equipment ex. potable water e.t.c.
Question 11
Question
116 The four forces acting on an airplane in flight are?
Answer
-
O lift, weight, thrust, and drug
-
O lift, weight, gravity, and thrust
-
O lift, gravity, power, and friction
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O lift, power, thrust, and drug
Question 12
Question
117 What force makes an airplane turn:
Answer
-
O the horizontal component of lift
-
O the vertical component of lift
-
O centrifugal force
-
O Bernoulli's force
Question 13
Question
118 During an approach to a stall, an increased load factor will cause the airplane to :
Answer
-
O stall at a higher airspeed
-
O have a tendency to spin
-
O be more difficult to control
-
O turn left
Question 14
Question
119 The most important rule to remember in the event of a power failure after becoming airborne is to:
Answer
-
O immediately establish the proper gliding attitude and airspeed
-
O quickly check the fuel supply for possible fuel exhaustion
-
O determine the wind direction to plan for the forced landing
-
O determine the reasons for the power failure
Question 15
Question
120 The amount of excess load that can imposed on the wing of an airplane depends upon the:
Answer
-
O speed of the airplane
-
O position of the CG
-
O abruptness at which the load is applied
-
O wind direction
Question 16
Question
121 Which basic flight maneuver increases the load factor on an airplane as compared to straight-and-level flight?
Answer
-
O turns
-
O climbs
-
O stalls
-
O descents
Question 17
Question
122 When does the P- factor cause the airplane to yaw to the left:
Answer
-
O when at high angles of attack
-
O when at low angles of attack
-
O when at high airspeed
-
O when at low airspeed
Question 18
Question
126 In what flight condition is torque effect the greatest in a single-engine airplane?
Answer
-
O Low airspeed, high power, high angle of attack
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O Low airspeed, low power, low angle of attack
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O High airspeed, high power, high angle of attack
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O High airspeed, high power, low angle of attack
Question 19
Question
127 During a spin to the left, which wing(s) s/are stalled?
Answer
-
O both wings are stalled
-
O neither wing is stalled
-
O only the left wing is stalled
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O only the right wing is stalled
Question 20
Question
128 What is the purpose of the rudder on an airplane?
Answer
-
O to control yaw
-
O to control over banking tendency
-
O to control roll
-
O to control pitch
Question 21
Question
129 Loading an airplane to the most aft CG will cause the airplane to be:
Answer
-
O less stable at all speeds
-
O less stable at low speeds, but more stable at high speeds
-
O less stable at high speeds, but more stable at low speeds
-
O more stable at all speeds
Question 22
Question
130 In what flight condition must an aircraft be placed in order to spin?
Answer
-
O stalled
-
O in a steep diving spiral
-
O in a steep diving spiralL
-
O during a climb
Question 23
Question
131 An airplane said to be inherently stable will :
Answer
-
O require less effort to control
-
O be difficult to stall
-
O not spin
-
O be difficult to turn
Question 24
Question
132 What determines the longitudinal stability of an airplane?
Answer
-
O the location of the CG with respect to the center of lift
-
O the effectiveness of the horizontal stabilizer, and rudder
-
O the weight of the airplane
-
O the direction of the relative wind
Question 25
Question
133 Ground effect is most likely to result in which problem?
Answer
-
O becoming airborne before reaching recommended takeoff speed
-
O settling to the surface abruptly during landing
-
O inability to get airborne even though airspeed is sufficient for normal take off needs
-
O inability to land in short runways
Question 26
Question
134 Angle of attack is defined as the angle between the chord line of an airfoil and the:
Answer
-
O direction of the relative wind
-
O longitudinal axis f the airplane
-
O normal axis of the airplane
-
O lateral axis of the airplane
Question 27
Question
135 One of the main functions of flaps during approach and landing is to:
Answer
-
O increase the angle of descent without increasing the airspeed
-
O decrease the angle of descent without increasing the airspeed
-
O permit a touchdown at a higher airspeed
-
O decrease the angle of descent and increase the airspeed
Question 28
Question
136 What is one purpose of wing flaps?
Answer
-
O to enable the pilot to make steeper approaches to a landing without increasing the airspeed
-
O to relieve the pilot of maintaining continuous pressure on the controls
-
O to decrease wing area to vary lift
-
O to help in landing with increasing speed
Question 29
Question
137 The angle of attack at which an airplane wing stalls will:
Answer
-
O remain the same regardless of gross weight
-
O increase if the CG is moved forward
-
O change with an increase in gross weight
-
O decrease if the CG is moved forward
Question 30
Question
138 Floating caused by the phenomenon of ground effect will be most realized during an approach to land when:
Answer
-
O at less than the length of the wingspan above the surface
-
O at twice the length of the wingspan above the surface
-
O at a higher than normal angle of attack
-
O landing with tail wind
Question 31
Question
139 When are the four forces that act on an airplane in equilibrium?
Answer
-
O During unaccelerated flight
-
O When the aircraft is accelerating
-
O When the aircraft is at rest on the ground
-
O at MSL
Question 32
Question
140 What is the relationship of lift, drug, thrust, and weight when the airplane is in straight-and level flight?
Answer
-
O Lift equals weight and thrust equals drag
-
O Lift, drug and weight equal thrust
-
O Lift and weight equal thrust and drug
-
O Thrust, drug and weight equal lift
Question 33
Question
141 What is the effect of deploying trailing edge flaps?
Answer
-
O Increases CL and decreases Vs
-
O Increases CL and Vs
-
O Decreases CL and Vs
-
O Decreases CL and increases Vs
Question 34
Question
142 What is the effect of deploying leading edge slats?
Answer
-
O Energising boundary layer and decreasing Vs
-
O Energising boundary layer and increasing Vs
-
O De-energising boundary layer and decreasing Vs
-
O De-energising boundary layer and increasing Vs
Question 35
Question
143 What is the effect on wing pitching moment, of deploying trailing edge flaps prior to landing?
Answer
-
O Nose up pitching moment replaced by a nose down pitching moments.
-
O Increased nose down pitching moment.
-
O Decreased nose down pitching moment.
-
O Increased nose up pitching moment.
Question 36
Question
144 What effect does deployment of trailing edge flaps have on stalling angle of
attack?
Answer
-
O Decreased stalling angle.
-
O No change.
-
O Increased stalling angle.
-
O Increased or decreased stalling angle depending on wing sweep angle.
Question 37
Question
145 What trailing edge flap angle will give the minimum stalling speed?
Answer
-
O Maximum deflection.
-
O Zero degrees.
-
O 20 degrees.
-
O 30 degrees.
Question 38
Question
146 What trailing edge flap angle will give best L : D ratio?
Answer
-
O Zero angle.
-
O Maximum angle.
-
O 20 degrees.
-
O 30 degrees.
Question 39
Question
147 What will be the effect of deploying triple slotted fowler flaps to maximum deflection?
Answer
-
O Wing area, camber and angle of incidence will increase but stalling angle, stalling speed and L/D ratio all decrease.
-
O L/D ratio, wing area, camber, stalling angle, stalling speed and angle of incidence will all increase.
-
O L/D ratio, wing area, camber, stalling angle, stalling speed and angle of incidence will all decrease.
-
O L/D ratio, wing area, camber and stalling angle will increase but stalling speed and angle of incidence will decrease.
Question 40
Question
148 Complete the following statement.
As trailing edge flaps move from fully retracted to fully deployed, both lift and drag increase. Most of the additional drag is produced during the .............of deployment whilst most of the additional lift is produced during the..................The additional drag produced by the first half of the deployment is mainly.............................Whilst that produced during
the second half is mainly.................................
1. First half
2. Induced
3. Profile
4. Second half
Answer
-
O 4, 1, 2, 3.
-
O 4, 2, 1, 3.
-
O 3, 1, 2, 4.
-
O 1, 4, 3, 2.
Question 41
Question
149 Deployment of trailing edge flaps in straight and level flight wil will……………………………………………………….induced drag?
Answer
-
O Increase.
-
O Not affect.
-
O Decrease.
-
O Increase or decrease depending on flap angle selected.
Question 42
Question
150 Which of the following will reduce L/D ratio most?
Answer
-
O 45° trailing edge flap.
-
O 15° trailing edge flap.
-
O 30° trailing edge flap.
-
O 15° slat.
Question 43
Question
151 A split flap is………………………………….compared to a plain flap?
Answer
-
O More efficient.
-
O Less efficient
-
O As efficient.
-
O More or less efficient depending on weight.
Question 44
Question
152 Deployment of flaps in turbulence will……………………………….?
Answer
-
O Decrease stalling speed and increase risk of exceeding limiting load factor.
-
O Increase stalling speed and risk of exceeding limiting load factor.,
-
O Decrease stalling speed and risk of exceeding limiting load factor.
-
O Increase stalling speed and decrease risk of exceeding limiting load factor.
Question 45
Question
153 Deployment of leading edge slats………………………………………...?
Answer
-
O Energises boundary layer and moves C of P forward.
-
O De-energises boundary layer and moves C of P aft.
-
O De-energises boundary layer and moves C of P forward,
-
O Energises boundary layer and moves C of P aft.
Question 46
Question
154 Deployment of flaps……………………………………………...CL?
Answer
-
O Increases.
-
O Decreases.
-
O Increases then decreases.
-
O Decreases then increases.
Question 47
Question
155 The first few degrees of flap deployment will………………………………………...L/D ratio?
Answer
-
O Increase.
-
O Decrease.
-
O Increase or decrease depending on speed.
-
O Not affect.
Question 48
Question
156 Deployment of trailing edge flaps………………………..stalling angle and…………………………………………..CLMAX?
Answer
-
O Decreases, Increases.
-
O Increases, Increase.
-
O Increases, Decreases.
-
O Decreases, Decreases.
Question 49
Question
157 Deployment of flaps in icing conditions might…………………..?
Answer
-
O Cause stalling.
-
O Increase stalling angle.
-
O Spin.
-
O Increase rate of climb.
Question 50
Question
158 Raising slats too soon after take-off might………………………..?
Answer
-
O Cause stalling.
-
O Increase stalling angle.
-
O Structural failure.
-
O Increase rate of climb.
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