PoF Chapter 15 Propellers

For a fixed pitch propeller:

• decreasing RPM decreases the angle of attack of the propeller

• decreasing RPM increases the angle of attack of the propeller

• increasing RPM decreases the angle of attack of the propeller

• increasing RPM decreases the speed of the aircraft

For a fixed pitch propeller:

• as TAS increases thrust will increase

• as TAS increases weight will increase

• the propeller is only most efficient at one speed

• the efficiency of a fixed pitch propeller varies with RPM

When the aircraft is flying at high TAS:

• the CSU continually increase the blade angle to maintain a constant blade angle of attack

• the CSU continually decrease the blade angle to maintain a constant blade angle of attack

• the CSU keeps the blade angle at feathered pitch

• the CSU keeps the blade angle at fine pitch

A windmilling propeller generates lots of:

• thrust

• weight

• lift

• drag

Which of the following statements is correct regarding propeller torque for a single-engine aircraft fitted with a clockwise-rotating propeller when viewed from the back?

• Torque reaction will be greatest during high power, low IAS flight conditions

• Torque reaction will be greatest during lower power, high IAS flight conditions

• when pilot apply take off power, more down load is applied to the right wheel

• when pilot apply take off power, the aircraft has a tendency to yaw to the right

Which of the following statements is correct regarding spiral slipstream effect for a single-engine aircraft fitted with an anti-clockwise propeller when viewed from the back?

• The slipstream rotates around the aircraft and meets the left side of the vertical stabilizer, causing the aircraft to yaw to the left

• The slipstream rotates around the aircraft and meets the left side of the vertical stabilizer, causing the aircraft to yaw to the right

• The slipstream rotates around the aircraft and meets the right side of the vertical stabilizer, causing the aircraft to yaw to the right

• The slipstream rotates around the aircraft and meets the right side of the vertical stabilizer, causing the aircraft to yaw to the left

Which of the following statements is correct regarding asymmetric blade effect for a single-engine aircraft fitted with anti-clockwise turning propeller when viewed from the back?

• The down-going blade on the right will face a greater blade angle of attack, causing the aircraft to yaw to the right

• The down-going blade on the left side will face a greater blade angle of attack, causing the aircraft to yaw to the left

• The down-going blade on the left side will face a greater blade angle of attack, causing the aircraft to yaw to the right

• The down-going blade on the right will face a greater blade angle of attack, causing the aircraft to yaw to the left

For an aircraft fitted with a constant speed propeller:

• pushing the propeller control lever forward will feather the propeller blades

• pushing the throttle lever forward will increase the engine RPM

• pushing the propeller control lever forward will decrease the engine RPM

• pushing the propeller control lever forward will increase the engine RPM

For a single-engine aircraft fitted with a constant speed propeller, if the engine fails:

• pilot should pull the propeller control lever all the way back to coarse pitch to increase the lift/drag ratio

• pilot should push the propeller control lever all the way forward to fine pitch to increase the lift/drag ratio

• pilot should pull the propeller control lever all the way back to coarse pitch to decrease the lift/drag ratio

• pilot should push the propeller control lever all the way forward to coarse pitch to decrease the lift/drag ratio

For a fixed pitch propeller:

• decreasing TAS increases the angle of attack of the propeller

• increasing TAS increases the angle of attack of the propeller

• Changes in TAS does not affect the angle of attack of the propeller

• decreasing TAS decreases the angle of attack of the propeller