CPL POF 5

An aircraft in a level turn at a constant speed:

• Is not accelerating, since its speed is steady

• Is in equilibrium and thus not accelerating

• Is accelerating because it is changing direction

• Is at a constant velocity and is accelerating

Dynamic pressure (1/2pV2s) is obtained by:

• Subtracting static pressure from total pressure

• Adding static pressure and total pressure

• Subtracting total pressure from pitot pressure

• Measuring the pressure in the static port

The center of pressure of a cambered aerofoil:

• Remains at the mid chord position over the normal operating AoA range

• Moves forward as AoA increases until, when passing the stalling angle, it moves to the rear

• Increases until the stalling angle and then tilts to the rear

• Moves forward as airspeed increases and rearwards as it decreases

When an aerofoil is at the angle of attack for best lift/drag ratio, the total reaction is:

• As near to a right angle to the relative airflow as it can be

• At a right angle to the relative airflow

• Parallel to the relative airflow

• At a right angle to the effective airflow

The coefficient of lift incorporates the following factors:

• Angle of attack, TAS, wing area

• Angle of attack, shape and condition of the aerofoil

• Angle of attack, density and velocity

• Size and shape of the aerofoil, angle of attack

By comparison with a wing of low aspect ratio, a wing of high aspect ratio:

• Produces lift more efficiently

• Stalls at a higher angle of attack

• Is not as efficient in producing lift

• Has a lower thickness/chord ratio.

Some wings are designed with washout in order to:

• Prevent stalling from the wingroots first

• Reduce the effects of adverse yaw

• Avoid wingtip stalling

• Improve lateral stability

In straight and level flight, induced drag:

• Remains constant

• Increases as IAS is increased

• Decreases as IAS in increased

• Reduces until the speed for minimum drag is reached, then increases again.

If the elevator trim control is moved forward (i.e. to relieve forward stick pressure) the trailing edge of the trim tab moves:

• Up

• Back

• Down

• Across

The primary purpose of aerodynamic balancing is to:

• Trim out the stick forces

• Prevent a control from running to full deflection when moved

• Reduce adverse yaw

• Adjust the ease with which a control can be moved in flight.