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WorksheetsAirplanes & Aerodynamics
Total questions: 48
Worksheet time: 24mins
Name
Class
Date
1.
PA.I.G.K1b Source: FAA-H-8083-25B Chap 6 What is one purpose of wing flaps?
a)
To enable the pilot to make steeper approaches to a landing without increasing the airspeed.
b)
To relieve the pilot of maintaining continuous pressure on the controls.
c)
To decrease wing area to vary the lift.
2.
PA.I.G.K1b Source: FAA-H-8083-25B Chap 6 One of the main functions of flaps during approach and landing is to
a)
decrease the angle of descent without increasing the airspeed.
b)
permit a touchdown at a higher indicated airspeed.
c)
increase the angle of descent without increasing the airspeed.
3.
PA.I.G.K1a Source: FAA-H-8083-25B Chap 6 What is the purpose of the rudder on an airplane?
a)
To control yaw.
b)
To control overbanking tendency.
c)
To control roll.
4.
PA.I.G.K1a Source: FAA-H-8083-25B Chap 6 Which is not a primary flight control surface?
a)
Flaps.
b)
Stabilator.
c)
Ailerons.
5.
PA.I.G.K1a Source: FAA-H-8083-25B Chap 6 The elevator controls movement around which axis?
a)
Longitudinal.
b)
Lateral.
c)
Vertical.
6.
PA.I.G.K1a Source: FAA-H-8083-25B Chap 6 Which statement is true concerning primary flight controls?
a)
The effectiveness of each control surface increases with speed because there is more airflow over them.
b)
Only when all three primary flight controls move in sequence do the airflow and pressure distribution change over and around the airfoil.
c)
Primary flight controls include ailerons, rudder, elevator, and trim systems.
7.
PA.I.G.K1b Source: FAA-H-8083-25B Chap 6 Which of the following is true concerning flaps?
a)
Flaps are attached to the leading edge of the wing and are used to increase wing lift.
b)
Flaps allow an increase in the angle of descent without increasing airspeed.
c)
Flaps are high drag devices deployed from the wings to reduce lift.
8.
PA.I.G.K1b Source: FAA-H-8083-25B Chap 6 Which device is a secondary flight control?
a)
Spoilers.
b)
Ailerons.
c)
Stabilators.
9.
PA.I.G.K1b Source: FAA-H-8083-25B Chap 6 Trim systems are designed to do what?
a)
They relieve the pilot of the need to maintain constant pressure on the flight controls.
b)
They are used during approach and landing to increase wing lift.
c)
They move in the opposite direction from one another to control roll.
10.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 The four forces acting on an airplane in flight are
a)
lift, weight, thrust, and drag.
b)
lift, weight, gravity, and thrust.
c)
lift, gravity, power, and friction.
11.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 When are the four forces that act on an airplane in equilibrium?
a)
During unaccelerated level flight.
b)
When the aircraft is accelerating.
c)
When the aircraft is at rest on the ground.
12.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 What is the relationship of lift, drag, thrust, and weight when the airplane is in straight-and-level flight?
a)
Lift equals weight and thrust equals drag.
b)
Lift, drag, and weight equal thrust.
c)
Lift and weight equal thrust and drag.
13.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 4 Which statement relates to Bernoulli’s principle?
a)
For every action, there is an equal and opposite reaction.
b)
An additional upward force is generated as the lower surface of the wing deflects air downward.
c)
Air traveling faster over the curved upper surface of an airfoil causes lower pressure on the top surface.
14.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 The acute angle A is the angle of
a)
incidence.
b)
attack.
c)
dihedral.
15.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 The term “angle of attack” is defined as the angle between the
a)
chord line of the wing and the relative wind.
b)
airplane’s longitudinal axis and that of the air striking the airfoil.
c)
airplane’s center line and the relative wind.
16.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 The angle between the chord line of an airfoil and the relative wind is known as the angle of
a)
lift.
b)
attack.
c)
incidence.
17.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 The angle of attack at which an airplane wing stalls will
a)
increase if the CG is moved forward.
b)
change with an increase in gross weight.
c)
remain the same regardless of gross weight.
18.
PA.VII.A.K1 Source: AC 61-67C As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will
a)
decrease as the true airspeed decreases.
b)
decrease as the true airspeed increases.
c)
remain the same regardless of altitude.
19.
PA.VII.D.K1 Source: AC 61-67C In what flight condition must an aircraft be placed in order to spin?
a)
Partially stalled with one wing low.
b)
In a steep diving spiral.
c)
Stalled.
20.
PA.VII.D.K1 Source: AC 61-67C During a spin to the left, which wing(s) is/are stalled?
a)
Both wings are stalled.
b)
Neither wing is stalled.
c)
Only the left wing is stalled.
21.
PA.IV.C.K4 Source: FAA-H-8083-25B Chap 5 What is ground effect?
a)
The result of the interference of the surface of the Earth with the airflow patterns about an airplane.
b)
The result of an alteration in airflow patterns increasing induced drag about the wings of an airplane.
c)
The result of the disruption of the airflow patterns about the wings of an airplane to the point where the wings will no longer support the airplane in flight.
22.
PA.IV.C.K4 Source: FAA-H-8083-25B Chap 5 Floating caused by the phenomenon of ground effect will be most realized during an approach to land when at
a)
less than the length of the wingspan above the surface.
b)
twice the length of the wingspan above the surface.
c)
a higher-than-normal angle of attack.
23.
PA.IV.C.K4 Source: FAA-H-8083-25B Chap 5 What must a pilot be aware of as a result of ground effect?
a)
Wingtip vortices increase creating wake turbulence problems for arriving and departing aircraft.
b)
Induced drag decreases; therefore, any excess speed at the point of flare may cause considerable floating.
c)
A full stall landing will require less up elevator deflection than would a full stall when done free of ground effect.
24.
PA.IV.C.K4 Source: FAA-H-8083-25B Chap 5 An aircraft leaving ground effect during takeoff will
a)
experience a reduction in ground friction and require a slight power reduction.
b)
experience an increase in induced drag and a decrease in performance.
c)
require a lower angle of attack to maintain the same lift coefficient.
25.
PA.IV.C.K4 Source: FAA-H-8083-25B Chap 5 Ground effect is most likely to result in which problem?
a)
Settling to the surface abruptly during landing.
b)
Becoming airborne before reaching recommended takeoff speed.
c)
Inability to get airborne even though airspeed is sufficient for normal takeoff needs.
26.
PA.I.F.K3 Source: FAA-H-8083-3B Chap 3 What force makes an airplane turn?
a)
The horizontal component of lift.
b)
The vertical component of lift.
c)
Centrifugal force.
27.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 What determines the longitudinal stability of an airplane?
a)
The location of the CG with respect to the center of lift.
b)
The effectiveness of the horizontal stabilizer, rudder, and rudder trim tab.
c)
The relationship of thrust and lift to weight and drag.
28.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 An airplane said to be inherently stable will
a)
be difficult to stall.
b)
require less effort to control.
c)
not spin.
29.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 4 Changes in the center of pressure of a wing affect the aircraft’s
a)
lift/drag ratio.
b)
lifting capacity.
c)
aerodynamic balance and controllability.
30.
PA.I.F.K2e Source: FAA-H-8083-25B Chap 10 An airplane has been loaded in such a manner that the CG is located aft of the aft CG limit. One undesirable flight characteristic a pilot might experience with this airplane would be
a)
a longer takeoff run.
b)
difficulty in recovering from a stalled condition.
c)
stalling at higher-than-normal airspeed.
31.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 What causes an airplane (except a T-tail) to pitch nosedown when power is reduced and controls are not adjusted?
a)
The CG shifts forward when thrust and drag are reduced.
b)
The downwash on the elevators from the propeller slipstream is reduced and elevator effectiveness is reduced.
c)
When thrust is reduced to less than weight, lift is also reduced and the wings can no longer support the weight.
32.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 What is the effect of advancing the throttle in flight?
a)
Both aircraft groundspeed and angle of attack will increase.
b)
Airspeed will remain relatively constant but the aircraft will climb.
c)
The aircraft will accelerate, which will cause a turn to the right.
33.
PA.I.F.K2e Source: FAA-H-8083-25B Chap 10 Loading an airplane to the most aft CG will cause the airplane to be
a)
less stable at all speeds.
b)
less stable at slow speeds, but more stable at high speeds.
c)
less stable at high speeds, but more stable at low speeds.
34.
PA.I.F.K2e Source: FAA-H-8083-25B Chap 10 An airplane loaded with the Center of Gravity (CG) rear of the aft CG limit could
a)
make it easier to recover from stalls and spins.
b)
make it more difficult to flare for landing.
c)
increase the likelihood of inadvertent overstress.
35.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 In what flight condition are torque effects more pronounced in a single-engine airplane?
a)
Low airspeed, high power, high angle of attack.
b)
Low airspeed, low power, low angle of attack.
c)
High airspeed, high power, high angle of attack.
36.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 The left turning tendency of an airplane caused by P-factor is the result of the
a)
clockwise rotation of the engine and the propeller turning the airplane counterclockwise.
b)
propeller blade descending on the right, producing more thrust than the ascending blade on the left.
c)
gyroscopic forces applied to the rotating propeller blades acting 90° in advance of the point the force was applied.
37.
PA.I.F.K3 Source: FAA-H-8083-25B Chap 5 When does P-factor cause the airplane to yaw to the left?
a)
When at low angles of attack.
b)
When at high angles of attack.
c)
When at high airspeeds.
38.
PA.V.A.K2d Source: FAA-H-8083-25B Chap 5 Which basic flight maneuver increases the load factor on an airplane as compared to straight-and-level flight?
a)
Climbs.
b)
Turns.
c)
Stalls.
39.
PA.V.A.K2d Source: FAA-H-8083-25B Chap 5 If an airplane weighs 3,300 pounds, what approximate weight would the airplane structure be required to support during a 30° banked turn while maintaining altitude?
a)
1,200 pounds.
b)
3,100 pounds.
c)
3,960 pounds.
40.
PA.V.A.K2d Source: FAA-H-8083-25B Chap 5 If an airplane weighs 2,300 pounds, what approximate weight would the airplane structure be required to support during a 60° banked turn while maintaining altitude?
a)
2,300 pounds.
b)
3,400 pounds.
c)
4,600 pounds.
41.
PA.V.A.K2d Source: FAA-H-8083-25B Chap 5 If an airplane weighs 4,500 pounds, what approximate weight would the airplane structure be required to support during a 45° banked turn while maintaining altitude?
a)
4,500 pounds.
b)
6,750 pounds.
c)
7,200 pounds.
42.
PA.V.A.K2d Source: FAA-H-8083-25B Chap 5 The amount of excess load that can be imposed on the wing of an airplane depends upon the
a)
position of the CG.
b)
speed of the airplane.
c)
abruptness at which the load is applied.
43.
PA.V.A.K2d Source: FAA-H-8083-25B Chap 5 During an approach to a stall, an increased load factor will cause the aircraft to
a)
stall at a higher airspeed.
b)
have a tendency to spin.
c)
be more difficult to control.
44.
PA.V.A.K2d Source: FAA-H-8083-25B Structural damage or failure is more likely to occur in smooth air at speeds above
a)
VNO.
b)
VA.
c)
VNE.
45.
PA.VII.A.K1 Source: FAA-H-8083-25B Chap 5 Limit load factor is the ratio of
a)
angle of attack to stall speed.
b)
angle of attack to power-on configuration-specific stall speed.
c)
maximum sustainable load to the gross weight of the airplane.
46.
PA.VII.A.K1 Source: FAA-H-8083-25B Chap 5 A positive load factor of 2 at 80 mph would cause the airplane to
a)
stall.
b)
break apart.
c)
operate normally, as it is within the normal operating range.
47.
PA.V.A.K2d Source: FAA-H-8083-25B Chap 5 What load factor would be created if positive 15 feet per second gusts were encountered at 120 mph?
a)
2.8
b)
3
c)
2
48.
PA.V.A.K2d Source: FAA-H-8083-25B Chap 5 The airspeed indicated by points A and J is
a)
maximum structural cruising speed.
b)
normal stall speed.
c)
maneuvering speed.
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