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WorksheetsPOF 101-150
Total questions: 50
Worksheet time: 25mins
On a wing, the force of lift acts perpendicular to, and the force of drag acts parallel to the:
flight path.
longitudinal axis.
chord line.
camber line
Which statement is true, regarding the opposing forces acting on an aeroplane in 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.
Thrust is slightly greater than Lift, but the drag and weight are equal.
At higher elevation airports the pilot should know that indicated airspeed:
will be unchanged, but ground speed will be faster.
will be higher, but ground speed will be unchanged.
should be increased to compensate for the thinner air.
should be higher to obtain a higher landing speed.
An aeroplane leaving ground effect will:
experience an increase in induced drag and require more thrust.
require a lower angle of attack to maintain the same lift coefficient.
experience a reduction in induced drag and require a smaller angle of attack
experience a reduction in ground friction and require a slight power reduction
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.
increase, and induced drag will increase.
decrease, and induced drag will increase.
decrease and induced drag will decrease.
Which is true regarding the force of lift in steady, unaccelerated flight?
There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift to maintain altitude.
An aerofoil 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.
At lower airspeeds the angle of attack must be less to generate sufficient lift to maintain altitude.
The lift force must be exactly equal to the drag force.
At a given Indicated Airspeed, what effect will an increase in air density have on lift and drag?
Lift and drag will remain the same.
Lift and drag will increase.
Lift and drag will decrease.
Lift will increase but drag will decrease.
If the angle of attack is increased beyond the critical angle of attack, the wing will no longer produce sufficient lift to support the weight of the aircraft:
regardless of airspeed or pitch attitude.
unless the airspeed is greater than the normal stall speed.
unless the pitch attitude is on or below the natural horizon.
in which case, the control column should be pulled back immediately.
Aspect ratio of the wing is defined as the ratio of the:
wingspan to the average chord.
square of the chord to the wingspan.
wingspan to the wing root.
square of the wing area to the span.
What changes to aircraft control must be made to maintain altitude while the airspeed is being decreased?
Increase the angle of attack to compensate for the decreasing dynamic pressure.
Maintain a constant angle of attack until the desired airspeed is reached, then increase the angle of attack.
Increase angle of attack to produce more lift than weight.
Decrease the angle of attack to compensate for the decrease in drag.
Take-off from an airfield with a low density altitude will result in:
a shorter take-off run because of the lower TAS required for the same IAS.
a higher than standard IAS before lift off.
a higher TAS for the same lift off IAS.
a longer take-off run.
By changing the angle of attack of a wing, the pilot can control the aeroplane's:
a lift and airspeed, but not drag. Lift, airspeed, and drag.
lift, gross weight, and drag.
lift and airspeed, but not drag.
lift and drag, but not airspeed.
What is the relationship between induced and parasite drag when the gross weight is increased?
Induced drag increases more than parasite drag.
Parasite drag increases more than induced drag.
Both parasite and induced drag are equally increased.
Both parasite and induced drag are equally decreased.
In theory, if the airspeed of an aeroplane is doubled while in level flight, parasite drag will become:
four times greater.
half as great.
twice as great.
one quarter as much.
As airspeed decreases in level flight below that speed for maximum lift/drag ratio, total drag of an aeroplane:
increases because of increased induced drag.
increases because of increased parasite drag.
decreases because of lower parasite drag.
decreases because of lower induced drag.
On a wing, the force of lift acts perpendicular to, and the force of drag acts parallel to the:
flight path.
longitudinal axis.
chord line.
longitudinal datum.
The best L/D ratio of an aircraft occurs when parasite drag is:
equal to induced drag
less than induced drag.
greater than induced drag.
a minimum.
An aircraft has a L/D ratio of 15:1 at 50 kt in calm air. What would the L/D ratio be with a direct headwind of 25 kt?
15 : 1
30.5 : 1
25.7 : 1
7.5 : 1
Which is true regarding aerodynamic drag?
Induced drag is a by-product of lift and is greatly affected by changes in airspeed.
All aerodynamic drag is created entirely by the production of lift.
Induced drag is created entirely by air resistance.
Parasite drag is a by-product of lift.
At a given True Airspeed, what effect will increased air density have on the lift and drag of an aircraft?
Lift and drag will increase.
Lift will increase but drag will decrease.
Lift and drag will decrease.
Lift and drag will remain the same.
If the Indicated Airspeed of an aircraft is increased from 50 kt to 100 kt, parasite drag will be:
four times greater.
six times greater.
two times greater.
one quarter as much.
The tendency of an aircraft to develop forces which restore it to its original condition, when disturbed from a condition of steady flight, is known as:
stability.
controllability.
manoeuvrability.
instability.
The resistance, or skin friction, due to the viscosity of the air as it passes along the surface of a wing is a type of:
parasite drag.
form drag.
induced drag.
Aspect ratio of a wing is defined as the ratio of the:
wingspan to the mean chord.
wingspan to the wing root.
area squared to the chord.
square of the chord to the wingspan.
A wing with a very high aspect ratio (in comparison with a low aspect ratio wing) will have:
a lower stall speed.
increased drag at high angles of attack.
poor control qualities at low airspeeds.
reduced bending moment on its attachment points.
(Refer to annex 'B') Which aircraft has the highest aspect ratio?
2.
4.
3.
1.
(Refer to annex 'B') Which aircraft has the lowest aspect ratio?
1.
2.
3.
4.
What happens to total drag when accelerating from CLMAX to maximum speed?
Decreases then increases.
Increases then decreases.
Decreases.
Increases.
An aeroplane 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.
indicated airspeed regardless of altitude, bank angle and load factor.
A typical stalling angle of attack for a wing without sweepback is:
16°.
15°.
30°.
45°.
If the aircraft weight is increased without change of C of G position, the stalling angle of attack will:
remain the same.
decrease.
increase.
the position of the CG does not affect the stall speed.
If the angle of attack is increased above the stalling angle:
lift will decrease and drag will increase.
lift and drag will both decrease.
lift will increase and drag will decrease.
lift and drag will both increase.
The angle of attack at which an aeroplane stalls:
will remain constant regardless of gross weight.
is dependent upon the speed of the airflow over the wing.
is a function of speed and density altitude.
will occur at smaller angles of attack flying downwind than when flying upwind.
An aircraft whose weight is 237402 N stalls at 132 kt. At a weight of 356103 N it would stall at:
162 kt.
80 kt.
100 kt.
175 kt.
For an aircraft with a 1g stalling speed of 60 kt IAS, the stalling speed in a steady 60° turn would be:
84 kt.
60 kt.
75 kt.
120 kt.
For an aircraft in a steady turn the stalling speed would be:
at a higher speed than in level flight and at the same angle of attack.
at a lower speed than in level flight.
at a higher speed than in level flight, and a lower angle of attack.
the same as in level flight.
Formation of ice on the wing leading edge will:
cause the aircraft to stall at a higher speed and a lower angle of attack.
cause the aircraft to stall at a higher speed and a higher angle of attack.
not affect the stalling speed.
cause the aircraft to stall at a lower speed.
Dividing lift by weight gives:
load factor.
lift/drag ratio.
aspect ratio.
wing loading.
The stalling speed of an aeroplane is most affected by:
variations in aeroplane loading.
changes in air density.
variations in flight altitude.
changes in pitch attitude.
Stalling may be delayed to a higher angle of attack by:
increasing the kinetic energy of the boundary layer
increasing the surface roughness of the wing top surface.
distortion of the leading edge by ice build-up.
increasing the adverse pressure gradient.
A stall inducer strip will:
cause the wing to stall first at the root.
cause the wing to stall at the tip first.
delay wing root stall.
re-energize the boundary layer at the wing root.
On a highly tapered wing without wing twist the stall will commence:
at the tip.
at the centre of the span.
at the root.
simultaneously across the whole span.
Sweepback on a wing will:
increase the tendency to tip stall.
reduce induced drag at low speed.
reduce the tendency to tip stall.
cause the stall to occur at a lower angle of attack.
The purpose of a boundary layer fence on a swept wing is:
to control spanwise flow and delay tip stall.
to re-energize the boundary layer and prevent separation.
to generate a vortex over the upper surface of the wing.
to maintain a laminar boundary layer.
A wing with washout would have:
the tip incidence less than the root incidence.
the tip chord less than the root chord.
the tip incidence greater than the root incidence.
the tip camber less than the root camber.
On an untapered wing without twist the downwash:
increases from root to tip.
increases from tip to root.
is constant across the span.
is greatest at centre span, less at root and tip.
A wing of constant thickness which is not swept-back:
could drop a wing at the stall due to the lack of any particular stall inducing characteristics.
will stall at the tip first due to the increase in spanwise flow.
will pitch nose down approaching the stall due to the forward movement of the centre of pressure.
will stall evenly across the span.
Slots increase the stalling angle of attack by:
delaying separation.
increasing leading edge camber.
reducing the effective angle of attack.
reducing spanwise flow.
A rectangular wing, when compared to other wing planforms, has a tendency to stall first at the:
wing root providing adequate stall warning.
wing tip providing inadequate stall warning.
wing tip providing adequate stall warning.
leading edge, where the wing root joins the fuselage.
Vortex generators are used:
to reduce boundary layer separation.
to reduce induced drag.
to induce a root stall.
to counteract the effect of the wing tip vortices.
