Font size
WorksheetsPrinciples of Flight Quiz
Total questions: 225
Worksheet time: 2hrs 53mins
Density:
reduces as altitude increases
is unaffected by temperature change
increases with altitude increase
reduces with temperature reduction
The presence of water vapor:
in air will increase its density
in the atmosphere will increase the power output of a piston engine
in the atmosphere will increase the amount of lift generated by an aircraft for a given true airspeed
in air will reduce its density
Atmospheric pressure:
acts only vertically downwards
is measured in Pascals per square inch
acts in all directions
increases with altitude
The air pressure that acts on anything immersed in it:
is also known as Dynamic Pressure
is also known as Static Pressure
is greater at altitude than at sea level
is also known as Total Pressure
What properties of the Earth's atmosphere most influence the performance of aircraft?
its carbon dioxide content, temperature, pressure and humidity
Its oxygen content, pressure, and water vapor content
Its water vapor content, temperature, pressure and density
Its nitrogen content, oxygen content, temperature and pressure
A piston engine aircraft flies in that layer of the atmosphere called:
The Stratosphere
The Troposphere
The Mesosphere
The Tropopause
The respective percentages of the four most abundant gases that make up the atmosphere are?
Nitrogen 78% Oxygen 21% Argon 0.95% Carbon Dioxide 0.05%
Oxygen 78% Nitrogen 21% Argon 0.95% Carbon Dioxide 0.05%
Nitrogen 78% Oxygen 21% Argon 0.95% Carbon Monoxide 0.05%
Oxygen 78% Nitrogen 21% Argon 0.95% Carbon Monoxide 0.05%
When considering the changes in density of the air with altitude, which of the following four options is correct?
The temperature increase with increasing altitude causes density to increase
The reduction in pressure with increasing altitude causes density to reduce
The temperature reduction with increasing altitude causes density to increase
The increase in pressure with increasing altitude causes density to reduce
Assuming that the pressure at sea level is ISA, but the temperature is 10°C higher than ISA, the density will be:
as per ISA
greater than ISA
less than ISA
unaffected
Which of the following options contains the main constituent gases of the Earth's atmosphere?
Hydrogen, Carbon Dioxide and Helium
Nitrogen, Oxygen and Water Vapor
Nitrogen, Argon and Carbon Dioxide
Helium, Nitrogen and Carbon Monoxide
Complete the following sentence to give the most correct statement. At constant air temperature and volume, if the pressure of the air increases:
its density will decrease
its density will be unaffected because the volume remains constant
its density will be unaffected because the temperature remains constant
its density will increase
What is the definition of Relative Humidity?
The amount of water vapor present in a mass of air, at any temperature, expressed as a percentage of the maximum amount of water vapor that the air could support at the ISA sea-level temperature
The amount of water vapor present in a mass of air relative to the density of air
The amount of water vapor present in a mass of air expressed as a percentage of the maximum amount of water vapor that the air can support at the same temperature
The amount of water vapor present in a given volume of air expressed as a percentage of the total mass of the air
What will be the effect on air density of a reduction in air pressure while humidity and temperature remain constant?
The air density will decrease
The air density will increase
The air density will remain unchanged
The density of the air is independent of pressure at constant volume
What is the equivalent temperature in Celsius of 77° Fahrenheit?
45° Celsius
25° Celsius
60° Celsius
172° Celsius
If, on a given day, the actual outside air temperature at 3 000 feet is 12°C, what is the approximate difference between the actual and ISA temperature?
1°C
11°C
7°C
3°C
Dynamic pressure equals:
total pressure plus static pressure
static pressure minus total pressure
total pressure divided by static pressure
total pressure minus static pressure
Relative airflow is __________ and __________ the movement of the aircraft.
perpendicular to opposite to
parallel to opposite to
perpendicular to in the same direction as
parallel to in the same direction as
In straight and level flight, the free stream airflow pressure compared to the pressure of the air flowing under the forward section of a wing is:
Equal
Higher
Lower
of equal pressure but travelling faster
The velocity of air flowing over the upper surface of the wing of typical training light-aircraft increases when compared to the velocity of the free airflow. Which of the options below best describes the pressure considerations of the air flowing over the wing:
its dynamic pressure will decrease and its static pressure increase
its dynamic pressure will remain constant and its static pressure will decrease
its dynamic pressure will increase and its static pressure decrease
its dynamic pressure will decrease and its static pressure remain constant
The air flow over the wing's upper surface in straight and level flight, when compared with the airflow that is unaffected by the wing, will have:
a higher velocity
a higher density
a reduced velocity
the same velocity
Which of the four answer options most correctly completes the sentence? Increasing speed also increases lift because
lift is directly proportional to velocity
lift is directly proportional to the square of the airspeed
the increased velocity of the relative wind overcomes the increased drag
increasing speed decreases drag
1-Air has mass 2- Air is not compressible 3- Air is able to flow or change its shape when subject to even small pressures 4- The viscosity of air is very high 5 -Moving air has kinetic energy The correct combination of true statements, from the above options, is:
1,2, 3 and 5
2, 3 and 4
1 and 4
1,3, and 5
A moving mass of air possesses kinetic energy. An object placed in the path of such a moving mass of air will be subject to:
static pressure and dynamic pressure
static pressure
dynamic pressure
dynamic pressure minus static pressure
The Principle of Continuity states that, in a Stream tube of decreasing cross-sectional area, the speed of a subsonic and incompressible airflow will:
remain the same
decrease
increase
always become sonic
The angle of attack of an aerofoil is defined as:
the angle between the chord line of the aerofoil and the horizon
the angle between the chord line of the aerofoil and the relative airflow
the angle between the chord line of the aerofoil and the aircraft's longitudinal axis
the angle between the mean camber line of the aerofoil and the relative airflow
An aerofoil section is designed to produce lift resulting from a difference in the:
negative air pressure below and a vacuum above the surface
higher air pressure below the surface and lower air pressure above the surface
vacuum below the surface and greater air pressure above the surface
higher air pressure at the leading edge than at the trailing edge
Which of the sentences below makes the most correct statement about lift?
Lift acts perpendicularly to the wing chord line
Lift acts parallel to the wing chord line
Lift acts perpendicularly to the wing mean camber line
Lift acts perpendicularly to the relative airflow
On aerofoil section, the force of lift acts perpendicular to and the force of drag acts parallel to the:
relative airflow
longitudinal axis
chord line
aerofoil section upper surface
A positively cambered aerofoil starts to produce lift at an angle of attack of approximately:
4 to 6 degrees
0 degrees
minus 4 degrees
16 degrees
If the Angle of Attack and other factors remain constant, and the airspeed is doubled, lift will be:
Doubled
one quarter of what it was
the same
quadrupled
Which of the answer options most correctly completes the sentence? The amount of lift a wing produces is directly proportional to:
the dynamic pressure minus the static pressure
the square root of the velocity of the air flowing over it
the air density
the air temperature
The centre of pressure is:
the force opposing gravity
the point through which the aircraft weight acts
the point through which total lift acts
the central point of the engine oil system
-The total lift force is considered to act through which location in an aircraft's wing?
The wing's upper surface
Always forward of the Centre of Gravity (C of G)
The wing's C of G
The Centre of Pressure
Static pressure acts:
parallel to airflow
parallel to dynamic pressure
in all directions
downwards
Which of the following statements is correct?
Lift acts perpendicular to the horizontal and drag parallel in a rearwards direction
Drag acts parallel to the chord and opposite to the direction of motion of the aircraft and lift acts perpendicular to the chord
Lift acts at right angles to the top surface of the wing and drag acts at right angles to lift
Drag acts parallel to the relative airflow, opposing the motion of the aircraft, and Lift acts perpendicularly to the relative airflow
In which of the conditions described below will the Coefficient of Lift of a wing be at its maximum?
At the aircraft's maximum rate of climb speed
At or just before the stall
In level flight at an angle of attack of between 4° and 6°
At the aircraft's maximum angle of climb speed
The formula for lift is:
L = W
L = 1/2 pV (CL) 2 S
L = CL 1/2 pV 2 S
L = CL 1/2 p 2 V S
Which of the following statements best accounts for how a lift force can be generated by a wing of aerofoil cross section whose upper surface is positively cambered and whose undersurface is uncambered?
The air flowing over the upper surface has a longer distance to travel than the air flowing under the wing
An upwards-acting reaction force is generated by the wing as it turns the airflow around it in a downwards direction
There is an upwards acting reaction to the airflow which bounces off the under surface of the wing as the airflow strikes the undersurface at a positive angle of attack
A wing of the aerofoil section described will naturally produce positive lift at any angle of attack
Which of the following statements best accounts for how the airflow around a wing of standard aerofoil cross section contributes to the lift force produced by the wing?
A wing of standard aerofoil cross-section acts like an inverted venturi tube
Because the total energy in the air passing above the wing is greater than the total energy in the air flowing beneath the wing
Lift is produced by the wing 'skipping' over the airflow in the same way as a flat stone might skip over water
The downwards turning of the airflow by the wing produces a rate of change of momentum in the airflow, the reaction to which is a force acting on the wing in an upwards direction
Total pressure sensed by a Pitot Tube comprises:
pitot pressure plus dynamic pressure
pitot pressure minus dynamic pressure
static pressure plus dynamic pressure
dynamic pressure minus static pressure
Two identical aircraft of the same weight fly at two different altitudes (in straight and level flight and the same angle of attack). Assuming that other factors remain constant, that the air is incompressible, and that ISA conditions prevail, how do the true air speeds of the two aircraft compare?
They are the same
The True Air Speed (TAS) of the higher aircraft will be the greater
The TAS of the lower aircraft will be the greater
Altitude has no effect on the True Air Speed required to support a given aircraft weight at constant angle of attack
In accordance with Bernoulli's Theorem, where PT = Total Pressure, PS = Static pressure and q = Dynamic pressure:
PT + PS = Q
PT = PS – Q
PT - PS = Q
PS + PT = Q
When (normally at high angles of attack) the Boundary Layer separates from the surface of an aerofoil (at the Separation Point), airflow characteristics aft of the Separation Point can best be described as:
unpredictable and haphazard, leading to an abrupt decrease in lift force
smooth and laminar, leading to an increase in lift
a turbulent Boundary Layer, leading to a slight reduction in lift
smooth and laminar, creating a favorable Pressure Gradient
The symbol for dynamic pressure is:
Q
P
R
D
As indicated Air Speed (IAS) is reduced, in order to maintain altitude, the pilot must:
increase the angle of attack to maintain the correct lift force
decrease the angle of attack to reduce the drag
deploy the speed brakes to increase drag
reduce the thrust
Dynamic Pressure may be expressed by the formula:
Q = 1/2 p V 2
Q = p V 2
Q = p V
Q = 2 p V
The smooth flow of air, where each molecule follows the path of the preceding molecule, is a definition of:
Wind
turbulent flow
free-stream flow
laminar flow
If the cross sectional area of an airflow is mechanically reduced:
the mass flow remains constant and the static pressure increases
the velocity of the airflow remains constant and the mass flow increases
the mass flow remains constant and the velocity of the airflow increases
the velocity of the airflow remains constant and the kinetic energy increases
Dynamic pressure is:
the pressure change caused by heating when a moving airflow is brought completely to rest
the pressure due to the mass of air pressing down on the air beneath
the amount by which the pressure rises at a point where a moving airflow is brought completely to rest
the total pressure at a point where a moving airflow is brought completely to rest
The dynamic pressure exerted by the air on an aircraft's frontal surface is equal to:
air density times speed squared
half the air density times the true airspeed squared
half the true airspeed times the air density squared
half the air density times the indicated airspeed squared
The term angle of attack is defined as:
the angle between the relative airflow and the horizontal axis
the angle between the wing chord line and the relative airflow
the angle that determines the magnitude of the lift force
the angle between the wing and tailplane incidence
An aircraft carries out a given journey, on two separate days. On both days, the pilot flies at an indicated airspeed of 120 knots. On the first day, the air density is greater than on the subsequent day. How will the forces of Lift and Drag acting on the aircraft compare on the two days?
On the first day both Lift and Drag will be less than on the subsequent day
On the first day the Lift will be greater and Drag will be less than on the subsequent day
On the first day the Lift will be less and Drag will be greater than on the subsequent day
The forces of Lift and Drag acting on the aircraft will remain unchanged
As airspeed increases, induced drag:
Increases
Decreases
is dependent on the weight of the aircraft
remains unchanged
As airspeed increases induced drag______, parasite drag __ and total drag ____
increases increases increases
increases decreases increases then decreases
decreases decreases decreases
decreases increases decreases then increases
By changing the Angle of Attack of a wing, the pilot can control the aeroplane's:
lift and airspeed, but not drag
lift, gross weight and drag
lift, airspeed and drag
lift and drag, but not airspeed
That portion of the aircraft's total drag created by the production of lift is called;
parasite drag, which is greatly affected by changes in airspeed
induced drag, which is not affected by changes in airspeed
induced drag, which is greatly affected by changes in airspeed
parasite drag, which is inversely proportional to the square of the airspeed
If the Indicated Air Speed 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
Resistance, or skin friction, due to the viscosity of the air as it passes along the surface of a wing, is a type of:
induced drag
form drag
parasite drag
interference drag
How do Lift and Parasite Drag vary with airspeed?
lift and Parasite Drag both decrease as the square of the airspeed
lift decreases as the square of the airspeed while Parasite Drag increases as the square of the airspeed
lift increases as the square of the airspeed while Parasite Drag decreases as the square of the airspeed
lift and Parasite Drag both increase as the square of the airspeed
Parasite drag varies with:
the square of the airspeed
CL max
the airspeed
the weight of the aircraft, only
Choose one of the four options below to make an accurate statement. As airspeed increases:
induced drag increases
induced drag is unaffected
form drag decreases
induced drag decreases
Which of the following is the cause of wing tip vortices?
air spilling from the top surface to the bottom surface at the wing tip
air spilling from the bottom surface to the top surface at the wing tip
the increased form drag at the wing tip
the increased parasite drag at the wing tip
Wing tip vortices are caused by unequal pressure distribution on the wing which results in airflow from:
bottom to top round the trailing edge
top to bottom round the trailing edge
bottom to top round the wingtip
top to bottom round the wingtip
Which of the following is the correct formula for drag?
1/2 pV 2 CL S
1/2 prV(CD) 2 S
1/2 p 2 V CD S
CD 1/2.pV 2 S
Choose the option below which best describes aircraft drag considerations as True Air Speed increases:
parasite drag decreases and induced drag increases
parasite drag increases and induced drag increases
parasite drag decreases and induced drag decreases
parasite drag increases and induced drag decreases
In straight and level flight which of the following is correct? (L/D = Lift/Drag ratio)
L/D is maximum at the speed for minimum total drag
L/D decreases with increasing lift
L/D is maximum when lift equals weight
L/D is maximum when lift equals zero
If, in level flight, the airspeed decreases below that for maximum Lift / Drag. the effect will be that:
drag decreases because of lower induced drag
drag increases because of increased induced drag
drag increases because of increased parasite drag
drag decreases because of lower parasite drag
How does an aircraft's all-up weight affect its best power-off glide angle, in still air?
The best glide angle will be shallower
The best glide angle will be steeper
The best glide angle will not be affected
It is advisable not to carry out a power-off glide at maximum all-up weight
An aircraft's glide angle is solely a function of:
Its lift/drag ratio
Its all-up weight
The aircraft's state of trim.
The position of the C of G
Which of the following light aircraft performance criteria are achieved at L/D MAX
Endurance will be at a maximum
Angle of climb will be at a maximum
Service ceiling will be highest
Best rate of climb and maximum cruising range will be achieved
Choose the correct statement option below:
Weight and mass are conceptually the same.
Weight and mass are both forces.
Weight and mass are two different concepts; weight is a force and mass is a quantity of matter.
The weight and mass of a given body will be equal only in deep space.
Choose the correct statement option below.
The scientific unit of mass is the Newton.
The scientific unit of force is the kilogram.
The scientific unit of force is the meter per second 2
The scientific unit of mass is the kilogram.
The weight of an aircraft is:
The force acting on the aircraft's mass and directed towards the center of the Earth.
The same as the aircraft's mass.
The mass of the aircraft when the aircraft is assumed to have zero weight.
The force acting on the aircraft to accelerate it in the horizontal plane.
Choose the correct statement option below.
A body always possesses the same mass and weight whatever the strength of the gravitational field.
The mass of a body is dependent on the strength of the gravitational field in which the body is situated.
A body always possesses the same mass but in zero gravity will have no weight.
The weight of a body is independent of the strength of the gravitational field in which the body is situated.
Choose the correct equation below.
weight (Newtons) = mass (kg) x linear acceleration (m/s 2)
weight (Newtons) = mass(kg) x acceleration due to gravity (m/s 2)
weight (kg) = force (Newtons) x acceleration (m/s 2)
weight (Newtons) = mass (kg)
On Earth:
weight (Newtons) = mass(kg) x linear acceleration (m/s 2)
weight (Newtons) = mass (kg) * 32 m/s 2
weight (Newtons) = mass (kg) x 9.81 m/s 2
weight (Newtons) = mass (kg) * m/s 2
On the moon:
the weight of a body will be approximately 1/6 of its weight on the Earth.
the weight of a body will be approximately 6 times its weight on the Earth.
the weight of a body will be the same as its weight on the Earth.
the mass of a body will be approximately 1/6 of its mass on the Earth.
When considering the linear acceleration of a body under the action of a given force:
It is the body's weight that will determine the magnitude of the acceleration.
Neither the body's mass nor its weight affects the magnitude of the acceleration.
It is the body's mass that will determine the magnitude of the acceleration,
A force cannot cause a linear acceleration
When considering lifting a body in a gravitational field:
It is the body's mass which is crucial to the consideration.
Neither a body's mass nor its weight affects the consideration.
A body of finite weight cannot be lifted in a gravitational field
It is the body's weight which is crucial to the consideration.
Despite the difference in concepts between weight and mass, weight may be expressed in kilograms on Earth because:
In a constant gravitational field mass is always equal to weight.
Given that the acceleration due to gravity is constant at 9.81 m/s 2, mass is directly proportional to weight, and, therefore, weighing devices may be calibrated to read mass in kilograms.
In a constant gravitational field there is no difference between mass and weight.
In a constant gravitational field mass and weight have no meaning
A propeller blade is twisted along its length in order to:
give a progressively increasing blade angle from root to tip
give a progressively increasing angle of attack from root to tip when the propeller is rotating
compensate for the decreasing linear speed of the blade from root to tip
maintain the most efficient angle of attack along the whole length of the propeller blade when the propeller is rotating
Blade angle ______ from the hub to the tip of a propeller blade in order to maintain an optimal _______ from hub to tip during propeller rotation.
Increases angle of attack
decreases geometric pitch
increases effective pitch
decreases angle of attack
As an aircraft with a variable-pitch, constant-speed propeller accelerator, along the runway:
the angle of attack will decrease and the engine RPM remain constant
the blade pitch angle increases, maintaining a constant angle ol attack and constant RPM
the angle of attack will remain constant and the engine RPM will increase
the linear velocity of the propeller tip will gradually decrease
In a dive, with the throttle setting constant, the engine RPM of an aircraft fitted with a fixed-pitch propeller will:
decrease as the airspeed increases
remain constant whatever the airspeed
increase if the airspeed is allowed to increase
decrease as long as the throttle setting is not changed
In a single-engine, propeller-driven aircraft, the torque reaction of a clockwise rotating propeller (as seen from the pilot's seat) will tend to cause:
left roll and right yaw during take off
left roll and left yaw during take off
right roll and right yaw during take off
left yaw and right roll during take off
Which of the following combinations will decrease the angle of attack of a fixed pitch propeller blade?
Increased TAS and increased RPM
Increased TAS and decreased RPM
Decreased TAS and increased RPM
Decreased TAS and decreased RPM
Which of the following combinations will increase the angle of attack of a fixed pitch propeller blade?
increased TAS and increased RPM
increased TAS and decreased RPM
Decreased TAS and increased RPM
Decreased TAS and decreased RPM
The advantage of a constant speed propeller over a fixed pitch propeller is that:
a greater maximum thrust is available
a higher maximum efficiency is attained
more blade surface area is made available
optimal efficiency is achieved over a wide speed range
The angle of attack of a fixed, coarse-pitch propeller on a touring light aircraft:
will be lower during the take-off run than in flight
will be optimal in all flight conditions
will be most efficient at the cruising speeds published in the pilot's operating manual
will decrease with decreasing airspeed at constant engine RPM
A propeller blade is twisted from root to tip:
to provide maximum thrust at the root
to provide maximum thrust at the tip
so that propeller efficiency remains high, at any engine RPM
so that thrust remains approximately constant along the whole length of the propeller blade, at any engine RPM
The angle of attack of a fixed-pitch propeller designed for cruising flight is:
optimal for steady cruising flight only
increases with an increase in TAS
decreases with an increase in RPM
will always be positive in a power off glide
Propeller-blade angle of attack is the angle between the blade chord line and the:
plane of rotation of the propeller
aeroplane's gradient of climb
the airflow relative to the propeller
helix angle
What is the purpose of increasing the number of propeller blades?
To reduce noise
To improve power absorption
To increase the efficiency of the variable pitch mechanism
To enable a longer undercarriage to be fitted
What would be the gyroscopic effect of a clockwise rotating propeller (viewed from the pilot's seat) on a single-engine, tail-wheel aircraft as it raises its tail during the takeoff run?
The aircraft would yaw to the right
The aircraft would yaw to the left
The aircraft would roll to the right
The aircraft would roll to the left
During the take-off roll, what effect does torque have on an aircraft with an anti-clockwise rotating propeller, as seen from the pilot's seat?
Weight on left wheel decreased, weight on right wheel increased
Weight on left wheel increased, weight on right wheel remain constant
Weight on left wheel increased, weight on right wheel decreased
Weight on right wheel increased, weight on left wheel remain constant
Which of the following definitions of propeller parameters is correct?
Blade Angle is the angle between chord line and the relative airflow
Critical tip speed is the propeller speed at which there is a risk of the flow separating at some part of the propeller
Blade angle of attack is the angle between the blade chord line and propeller's plane of rotation
Geometric pitch is the theoretical distance that the propeller travels forward in one rotation
Which of the following gives the most correct explanation of why a propeller blade angle decreases from root to tip?
To compensate for the change in blade cross section from root in tip
To provide increased thrust at the root
To provide increased thrust at the tip
To compensate for the increase in rotational velocity from root to tip.
On an aircraft fitted with a fixed pitch propeller, why does a change in airspeed always cause a corresponding change in engine RPM, even though the pilot may not move the throttle lever?
Because a change in airspeed causes a change in inlet manifold pressure which affects engine power output
Because an increase in airspeed causes a decrease in propeller angle of attack , thus reducing propeller torque, while a decrease in airspeed has the opposite effect
Because of the asymmetric blade effect
Because of the slipstream effect
Choose the most correct answer from the options below. As a coarse blade pitch is efficient at cruising speeds, why should a pilot ever choose to select fine pitch?
In order to minimize fuel consumption
Because of noise limitations on climbing away from the airfield over built up areas
in order to increase engine RPM to the most fuel efficient level
In order to optimize the aircraft's performance on take-off
Which of the answers below is the most correct? What performance advantages does an aircraft possess if it is fitted with a fine pitch propeller?
It will produce maximum thrust at higher cruising speeds
Its engine will be less likely to overheat in a climb, at high RPM and relatively low forward speed
The propeller will give optimal thrust for the take-off and initial climb
it will be able to fly at high speeds without exceeding the maximum permissible engine RPM
What are the advantages of a constant-speed propeller?
Cruise performance will be improved
Take off performance will be improved
The engine can never over-speed whatever the circumstances
It provides an efficient blade angle of attack over a wide range of airspeeds
What type of aircraft would most-likely be fitted with a fine, fixed pitch propeller?
A touring aircraft
A glider tug
A high-performance, military, turbo-prop training aircraft
A turbo-prop passenger aircraft
If the throttle is moved to adjust the power in level flight, the resulting change in propeller slipstream will primarily affect:
the aircraft's trim in the pitching and yawing planes
the aircraft's trim in the rolling plane
the longitudinal stability
the lateral stability
Which of the four options below most accurately describes the relationship between the forces acting on an aircraft in flight for those forces to be in equilibrium?
Lift equals drag, and thrust equals weight
Lift equals weight, and thrust equals drag
Lift equals thrust plus drag
Lift equals thrust, and weight equals drag
An aircraft has a nose down pitching moment due to the lift / weight couple and nose up pitching moment due to the thrust / drag couple. When power is increased:
it will pitch nose up
it will pitch nose down
the couples both increase in magnitude but remain balanced
the couples both decrease in magnitude but remain balanced
In straight and level powered flight the following principal forces act on an aircraft:
thrust, lift, weight
thrust, lift, drag, weight
thrust, lift, drag
lift, drag, weight
Considering the forces acting upon an aeroplane, at constant airspeed, which statement is correct?
Weight always acts vertically downwards towards the center of the Earth
Lift acts perpendicular to the chord line and must always be greater than weight
Thrust acts parallel to the relative airflow and is always greater than drag
The lift force generated by the wings always acts in the opposite direction to the aircraft's weight
The tailplane or horizontal stabilizer usually provides a downwards load in level flight because:
the main-plane lift is always positive
the lift/weight and thrust/drag couples combine to give a nose down pitch
the lift produced is greater than required at high speed
this configuration gives less interference
Scientifically speaking, an aircraft's mass is a measure of:
its weight
how big it is
how much matter it contains
its volume
An aircraft rotates about:
its wings
its center of gravity
its main undercarriage
its rudder
In a steady gliding descent, assuming zero thrust from the propeller, the three forces acting on the aeroplane are weight, lift and drag. These three forces are in equilibrium, but:
weight and lift are the same
weight is greater than lift
weight is less than lift
weight and drag are the same
If an aircraft increases speed while maintaining a constant angle of attack with its wings:
the lift generated by its wings will remain constant but total drag will increase
the lift generated by its wings will decrease and total drag will increase
the lift generated by its wings will increase but total drag will remain constant
both the lift generated by its wings and total drag will increase
Complete the following sentence to make the most correct statement.
In a steady, un-accelerated climb, the four forces acting on the aeroplane (weight, lift, thrust and drag) are in equilibrium, but:
lift is greater than weight
lift is equal to weight
thrust is equal to aerodynamic drag
lift is less than weight
Most light aircraft are designed so that, the center of pressure is behind the center of gravity. This means that to maintain straight and level flight:
the tailplane must produce a downwards force
tailplane must produce an upwards force
the tailplane does not need to provide an upwards or a downwards force; it is only used to maneuver the aircraft
the tailplane does not need to produce an upwards or downwards force, the thrust/drag couple balances the forces
If the turn coordinator is indicating Rate 1, the aircraft is changing heading at:
3° per second
6°per second
360° per minute
90° per minute
An aircraft performs a steady level turn at 30° Angle of Bank at 80 knots IAS if the level turn is maintained at the same IAS, but the Angle of Bank is increased to 45°, what will be the effect on the radius and rate of the turn?
The radius and rate of the turn will be increased
The radius of the turn will remain unchanged
The radius of the turn will be smaller, and the rate of the turn will increase.
For a given radius of turn, the aircraft can have only one airspeed
An aircraft's rate of turn is dependent on:
the angle of bank and power available
the angle of bank and thrust available
The true airspeed and angle of bank
the indicated airspeed and the angle of attack
The leading-edge slot allows flight at higher angles of attack:
providing an extra lifting surface and hence increase the lift available
changing the shape and hence the lift characteristics of the wing
re-energizing the airflow over the top of the wing, and delaying separation of the boundary layer
decreasing lift and hence induced drag
The maximum gliding distance from 6000 feet, in still air, for an aircraft in clean configuration, with a lift/drag ratio of 8:1, is approximately 8 nautical miles. If flaps are deployed:
the maximum gliding distance will increase
the maximum gliding distance will be less
Lift / Drag ratio will be unaffected but will be achieved at a lower airspeed
the maximum gliding distance will be unaffected
The maximum speed at which the aircraft can be flown with flaps extended is called:
VYSE
VFE
VNE
Vno
In which of the following approach scenarios would you normally select full flap?
When commencing the final approach
On going around
When landing into a strong headwind
In the latter stages of the approach, when satisfied that you can safely touch down in the designated landing area
Which of the following four options describes the consequence of taking off with the manufacturer's recommended take off flap setting selected?
An increase in the length of the take off run compared to a non-flap take off
A decrease in the length of the take off run compared to a non-flap take off
A greater angle of climb
Easier avoidance of obstacles at the end of a runway
With the flaps lowered, the stalling speed will:
Increase
Decrease
increase, but occur at a higher angle of attack
remain the same
When flaps are lowered the stalling angle of attack of the wing:
remains the same, but CLMAX increases
increases and CLMAX increases
decreases, but CLMAX increases
decreases, but CLMAX remains the same
A pilot lowers the flaps while keeping the airspeed constant. In order to maintain level flight, the nose of the aircraft:
must be lowered
must be raised
must be held at the same attitude but power must be increased
must be held at the same attitude and power required wiil be constant
If a landing is to be made without flaps the landing speed will be:
Reduced
Increased
the same as for a landing with flaps
the same as for a landing with flaps but with a steeper approach
Lowering the flaps during a landing approach:
permits approaches at a higher indicated airspeed
decreases the angle of descent without increasing power
eliminates floating
increases the angle of descent without increasing the airspeed
With a forward Centre of Gravity, an aircraft will have:
reduced longitudinal stability
lighter forces for control movements
decreased elevator effectiveness when flaring
shorter take off distances
An aft Centre of Gravity will give:
increased longitudinal stability
Heavy forces for control Movements
increased elevator effectiveness when flaring
longer take off distances
An aircraft is disturbed from its flight path by a gust of wind. If, over a short period of time, it tends to return to its original attitude without pilot intervention. the aircraft is said to possess:
Instability
negative dynamic stability
neutral dynamic stability
positive dynamic stability
An aircraft is disturbed from its flight path by a gust of wind. The aircraft is neutrally stable if, with no intervention from the pilot, it tends to:
Return to its original attitude without further deviation from its original attitude.
return to its original attitude following further deviation from its original attitude
maintain the new attitude
continue to deviate from its original attitude
Complete the following sentence in order to give the most satisfactory definition of stability. An aeroplane which is inherently stable will:
require less effort to control
be difficult to stall
not spin
have a built-in tendency to return to its original state following removal of any disturbing force
After a disturbance in pitch, an aircraft oscillates in pitch with increasing amplitude. It is:
statically and dynamically unstable
statically stable but dynamically unstable
statically unstable but dynamically stable
statically and dynamically stable
Longitudinal stability is provided by:
the fin
the wing dihedral
the tailplane
the ailerons
An aircraft wing is constructed with dihedral in order to give:
lateral stability about the longitudinal axis
longitudinal stability about the lateral axis
lateral stability about the normal axis
directional stability about the normal axis
If the wing Centre of Pressure is forward of the C of G:
changes in lift produce a wing pitching moment which acts to reduce the change of lift
changes in lift produce a wing pitching moment which acts to increase the change of lift
changes in lift give no change in wing pitching moment
when the aircraft sideslips, the C of G causes the nose to turn into the sideslip thus applying a restoring moment
When the C of G is close to the forward limit:
small movements are required on the control column to maneuver the aircraft in pitch
longitudinal stability is reduced
larger control movements are required to maneuver the aircraft in pitch because the aircraft is very stable
control movements are the same as required for an aft C of G
If a disturbing force causes an aircraft to roll and slip towards its lower wing:
wing dihedral will cause a rolling moment which tends to correct the sideslip
the fin will cause a yawing moment which reduces the sideslip
Wing dihedral will cause a yawing moment which tends to correct the sideslip
wing dihedral will cause a nose up pitching moment
Wing dihedral produces a stabilizing rolling moment by causing an increase in lift:
on the up-going wing when the aircraft rolls
on the up-going wing when the aircraft is sideslipping
on the lower wing when the aircraft is sideslipping
on the lower wing whenever the aircraft is in a banked attitude
A high wing configuration with no dihedral, compared to a low wing configuration with no dihedral, will have:
greater longitudinal stability
the same degree of longitudinal stability as any other configuration because dihedral gives longitudinal stability
less lateral stability
greater lateral stability
If an aircraft with strong lateral stability and weak directional stability suffers a lateral disturbance and enters a sideslip, the aircraft will:
go into a spiral dive
develop simultaneous oscillations in roll and yaw, known as Dutch Roll
develop oscillations in pitch
develop an unchecked roil
A wing whose angle of incidence decreases from root to tip is said to have
Washout
Taper
Sweep
anhedral
The lateral axis of an aircraft is a line which
passes through the wing tips
passes through the Centre of Pressure, at right angles to the direction of the airflow
passes through the quarter-chord point of the wing root, at right angles to the longitudinal axis
passes through the Centre of Gravity, parallel to a line through in wing tips
Loading an aircraft so that the C of G exceeds the aft limits could result in
loss of longitudinal stability
excessive upward force on the tail, and the nose pitching down
excessive load factor in turns
high stick forces
Stability about the normal axis:
is increased if the keel surface behind the C of G is increased
is given by the lateral dihedral
depends on the longitudinal dihedral
is greater if the wing has no sweepback
If the Centre of Gravity (C of G) of an aircraft is found to be within limits for take off:
the C of G will always be within limits for landing
the C of G limits for landing must be checked, allowing for planned fuel consumption
the C of G will not change during the flight
the flight crew will always be certain of being able to adjust the C of G during flight in order to keep it within acceptable limits for landing
An aeroplane is in straight and level flight and a gust causes one wing to drop. If the aeroplane tends to return towards wings level without any intervention from the pilot:
the aircraft has neutral stability
the aircraft is stable
the aircraft is unstable
the aircraft cannot return to wings level unless the pilot intervenes
The surface that gives an aircraft directional stability is:
the rudder
tailplane
the rudder trim tab
the fin
Movement of the aircraft about its normal (vertical) axis is known as:
Yawing
Roiling
Pitching
side slipping
When an aircraft is disturbed from its established flight path by, for example, turbulence, it is said to have positive stability if it subsequently tends to:
remain on the new flight path
re-establish its original attitude without any input from the pilot
become further displaced from its original attitude
continue to pitch in the disturbed direction until the displacement is resisted by opposing control forces
When an aircraft is disturbed from its trimmed attitude by, for example, turbulence, it is said to have neutral stability if it subsequently:
oscillates about its original attitude before settling back to that original attitude
immediately re-establishes its original attitude
remains in the new attitude
continues to move in the disturbed direction until the displacement is resisted by opposing control forces
By design, the Centre of Pressure on a particular aircraft remains behind the aircraft's C of G. If the aircraft is longitudinally stable and is displace pitch, nose down, by turbulence:
the tailpiane will generate an increased upward force
neither an upward nor a downward force will be generated by tailpiane, as
he aircraft will already be in equilibriumthe aircraft will maintain its nose-down attitude
the tailplane will generate an increased downward force
The tendency of an aircraft to develop forces which restore it to its original flight situation, when disturbed from a condition of steady flight, is known as:
Maneuverability
Controllability
Stability
Instability
An aircraft has directional static stability. If it sideslips to the right:
the aircraft will initially tend to roll to the left
the aircraft will initially tend to yaw to the left
the aircraft will initially tend to yaw to the right
the nose will remain pointing forward
Which of the following components provides longitudinal stability?
Engines
Wing
Fuselage
Horizontal stabilizer (tailplane)
To improve lateral stability certain features may be built into an aircraft. Which of the following lists of features would best contribute to an aircraft overall lateral stability?
High wing, dihedral, high keel surface, sweepback
Dihedral, high keel surface, Frise ailerons
Wash-out, dihedral, Frise ailerons
Slats, dihedral, Fowler flaps
Which of the following provides aerodynamic balance?
A weight on an arm which protrudes forward of it
An area of control surface forward of its hinge line
A fixed trim tab
A simple, adjustable trim tab
Which flying control surface(s) give(s) control about the aircraft's normal axis?
The rudder
The ailerons
The elevator
The flaps
A control surface may have a mass balance fitted to it, in order to:
help prevent a rapid and uncontrolled oscillation which is called "flutter"
keep the control surface level
lighten the forces needed to control the surface
provide the pilot with "feel"
On an aircraft fitted with a stabilator incorporating an anti-balance tab, pulling back on the control column will cause the:
stabilator to move up and the tab to move up
stabilator to move down and the tab to move down
stabilator to move down and the tab to move up
stabilator to move up and the tab to move down
The respective primary and secondary effects of the rudder control are:
yaw and pitch
pitch and yaw
roll and yaw
yaw and roll
Fixed trim tabs on ailerons:
can be adjusted during flight
should never be adjusted
can be adjusted on the ground after a test flight to make wings-level flight easier
can be adjusted on the ground after a test flight to make turning easier
The respective primary and secondary effects of the aileron control are:
roll and pitch
pitch and yaw
roll and yaw
yaw and roll
On an aircraft with a simple trim tab incorporated into a control surface, when the control surface is moved, the tab remains in the same position relative to the:
relative airflow
control surface
boundary layer airflow
aircraft horizontal plane
The primary and secondary effects of applying the left rudder alone are:
left yaw and left roll
left yaw and right roll
right yaw and left roll
right yaw and right roll
Which flying control surface(s) give(s) longitudinal control?
The rudder
The ailerons
The elevator
The flaps
Ailerons give:
lateral control about the lateral axis
longitudinal control about the lateral axis
directional control about the normal axis
lateral control about the longitudinal axis
Yawing is a rotation about:
the normal axis controlled by the rudder
the lateral axis controlled by the rudder
the longitudinal axis controlled by the ailerons
the normal axis controlled by the elevator
The purpose of differential ailerons is to:
increase the yawing moment which opposes a turn
reduce the adverse yawing moment when making a turn
induce a pitching moment to prevent the nose from turn
improve the rate of roll
When displacing the ailerons from the neutral position:
the up-going aileron causes an increase in induced drag
induced drag remains the same, the up-going aileron causes a smaller increase in profile drag than the down-going aileron
both cause an increase in induced drag
the down-going aileron causes an increase in induced drag
The purpose of aerodynamic balance on a flying control surface is:
to bring the aircraft into balance
to prevent flutter of the flying control surface
to reduce the control load to zero
to make it easier for the pilot to move the control surface in flight
An aileron could be balanced aerodynamically by:
making the up aileron move through a larger angle than the down aileron
attaching a weight to the control surface forward of the hinge
having the hinge set back behind the leading edge of the aileron
having springs in the control circuit to assist movement
A control surface may be mass balanced by:
fitting a balance tab
attaching a weight acting forward of the hinge line
fitting an anti-balance tab
attaching a weight acting aft of the hinge line
If the control column is moved to the right, a balance tab on the left aileron should:
move up relative to the aileron
move down relative to the aileron
not move unless the aileron trim wheel is turned
move to the neutral position
The purpose of an anti-balance tab is to:
trim the aircraft
reduce the load required to move the controls at all speeds
reduce the load required to move the controls at high speeds only
ensure that the pilot's physical control load increases with increase of control surface deflection
When the control column is pushed forward, a balance tab on the elevator:
will move up relative to the control surface
will move down relative to the control surface
will only move if the trim wheel is operated
moves to the neutral position
A fixed trim tab on an aileron should:
be adjusted on the ground after a test flight to achieve laterally level flight
not be adjusted once it has been set by the manufacturer
be adjusted on the ground after a test flight to achieve longitudinally level flight
be adjusted from the cockpit to achieve laterally level flight
The purpose of a spring-bias trim system is:
to maintain a constant tension in the trim tab system
to increase the feel in the control system
to reduce to zero the effort required by the pilot to counter stick force after making a control movement
to compensate for temperature changes in cable tension
The purpose of a trim tab is:
to assist the pilot in initiating movement of the controls
to zero the load on the pilots controls in the flight attitude required
to provide feel to the controls at high speed
to increase the effectiveness of the controls
To trim an aircraft which tends to fly nose heavy with hands off, the top of the elevator trim wheel should be:
moved forward to alleviate the back-pressure needed to hold (h^ attitude, and this would cause the elevator trim tab to move down
moved backwards to alleviate the back-pressure needed to hold tin: attitude, and this would cause the elevator trim tab to move down
moved backwards to alleviate the back-pressure needed to hold lit- attitude, and this would cause the elevator trim tab to move up
moved backwards to alleviate the back-pressure needed to hold iii*- attitude, and this would cause the elevator trim tab to move up
Compared with an aircraft with a central or aft C of G, following re-trimming for straight and level flight, in an aircraft with a C of G near its forward limit. and an elevator fitted with a conventional trim-tab:
nose-up pitch authority will be reduced
nose-down pitch authority will be reduced
longitudinal stability will be reduced
tailplane down-load will be reduced
An aircraft's rudder is fitted with a balance tab. Movement of the rudder bar to the right, to yaw the aircraft to the right, will:
move the rudder to the left; the balance tab will move to the left
move the rudder to the right; the balance tab will move to the right
move the rudder to the left; the balance tab will move to the right
move the rudder to the right; the balance tab will move to the left
Adverse yaw is partially counteracted by:
Fowler flaps
a fixed aileron trim tab
aileron anti-balance tabs
differential ailerons
'Differential Ailerons' are a design feature that helps to counteract:
stability about the longitudinal axis
adverse yaw
positive aircraft stability
adverse roll
Controls are mass balanced in order to:
eliminate control flutter
aerodynamically assist the pilot in moving the controls
provide equal control forces on all three controls
return the control surface to neutral when the controls are release
Where are mass balance weights located relative to a control surface hinge line?
Always on the hinge line, irrespective of the type of aerodynamic balance
On the hinge line if the control surface does not have an inset hinge
On the hinge line if the control surface has an inset hinge
In front of the hinge line
Roll is:
a result of aileron deflection and is motion about the lateral axis
Rotation about the normal Axis
a pitching movement about the lateral axis
rotation about the longitudinal axis
If mass balance is used to eliminate flutter, it should be attached to a control surface:
on the hinge
behind the hinge
above the hinge
in front of the hinge
If the pilot moves the cockpit trim lever or wheel such that the trim tab on the elevator moves up relative to the control surface, how has the aircraft's trim been altered?
It has not been altered
More nose up
More nose down
More nose left
An aeroplane will stall at the same:
angle of attack and attitude with relation to the horizon
airspeed regardless of the attitude with relation to the horizon
angle of attack regardless of the 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:
4°
16°
30°
45°
If the aircraft weight is increased, the stalling angle of attack will:
remain the same
decrease
increase
the position of the C of G does not affect the stall speed
If the angle of attack is increased above the stalling angle:
lift and drag wilt both decreaselift and drag wilt both decrease
lift will decrease and drag will increase
lift will increase and drag will decrease
lift and drag will both increase
The angle of attack at which an aeroplane stalls
will occur at smaller angles of attack flying downwind than when flying upwind
is dependent upon the speed of the airflow over the wing
is a function of speed and density altitude
will remain constant regardless of gross weight
In a steady, level turn, at 60° angle of bank, the stalling speed of an aircraft which has a straight flight stalling speed of 60 knots IAS, would be:
43 kt
60 kt
84 kt
120 kt
The stalling speed of an aircraft in a steady turn would be:
the same as in level flight
lower than in level flight
higher than in level flight, and a lower angle of attack
higher than in level flight and at the same angle of attack
Awing with washout would have:
the tip chord less than the root chord
the tip angle of incidence less than the root angle of incidence
the tip angle of incidence greater than the root angle of incidence
the tip camber less than the root camber
If aircraft weight is increased, stalling speed will:
remain the same
decrease
increase
weight does not affect the stalling speed
Stalling may be delayed until a higher angle of attack is reached by:
increasing the adverse pressure gradient
increasing the surface roughness of the wing top surface
distortion of the leading edge by ice build-up
increasing the kinetic energy of the boundary layer
Slots increase the stalling angle of attack by:
Increasing leading edge camber
Retarding the onset of turbulence and delaying separation of the boundary layer
Reducing the effective angle of attack
Reducing span-wise flow
An aeroplane wing stalls when
The indicated airspeed is too low
The critical angle of attack is exceeded
The laminar airflow becomes turbulent
It is subjected to unusually high 'G' forces
The stalling speed of an aircraft is a function of the:
Inverse of the Load Factor
Indicated airspeed
Square of the weight
Square root of the Load Factor
If the Angle of Attack is increased beyond the Critical Angie of Attack, the wing will no longer produce sufficient lift to support the weight of the aircraft:
Unless the airspeed is greater than the normal stall speed
Regardless of airspeed or pitch attitude
Unless the pitch attitude is on or below the natural horizon
In which case, the control column should be pulled-back immediately
With the flaps lowered, the stalling speed will:
Increase
Decrease
Increase, but occur at a higher angle of attack
Remain the same
The reason for washout being designed into an aircraft wing is to:
Increase the effectiveness of the flaps
Cause the outboard section of the wing to stall first
Decrease the effectiveness of the ailero
Cause the inboard section of the wing to stall first
When the aircraft is in a spin, the direction of spin is most reliably found by reference to which of the following indications?
Artificial horizon
Slip indicator
Direction indicator
Turn needle
At the stall, the Centre of Pressure moving backwards will cause the nose to ________ and the decreased lift will cause the aircraft to ________.
Yaw, reduce speed
Drop, lose height
Rise, sink
Drop, reduce speed
When flaps are lowered the stalling angle of attack of the wing:
Remains the same, but CLMAX increases
Increases and CLMAX increases
Decreases, but CLMAX increases
Decreases, but CLMAX remains the same
On a given type of aircraft, the C of G moves forward as fuel is used; therefore;
The stalling speed will increase
The stalling speed will decrease
The stalling speed will remain exactly the same
Any of the above could be true
If a wing drops at the stall:
The down going wing becomes more stalled while the up going wing becomes less stalled
The wings should be immediately leveled by use of aileron
The secondary effect of yaw should be utilized
The up going wing becomes more stalled than the down going wing
Following a stall from straight flight, which of the symptoms below best describes the fully developed stall?
The airspeed begins to decrease
The nose pitches down and the aircraft loses height
The nose pitches up and the aircraft controls become sloppy
A wing tends to drop
When is the coefficient of lift at a maximum?
At or just before the stall
With the elevator fully deflected upwards
When the lift/drag ratio is at its most favorable
At about 4° angle of attack
If an aircraft is flown at its design maneuvering speed VA :
it is possible to subject the aircraft to a load greater than its limit load during high 'g' maneuvers
It is not possible to exceed the limit load because the aircraft will stall before this is reached.
it is only possible to subject the aircraft to a load greater than its limit load during violent increases in incidence, i.e. when using excessive stick force to pull-out of a dive
it must be immediately slowed down if turbulence is encountered
VNE is:
the airspeed which must not be exceeded except in a dive
the maximum airspeed at which maneuvers approaching the stall may be carried out
the maximum airspeed at which the aircraft may be flown
the maximum speed above which flaps should not be extended
The maximum allowable airspeed with flaps extended ( VEE ) is lower than cruising speed because:
flaps are used only when preparing to land
too much drag is induced
flaps will stall if they are deployed at too high an airspeed
the additional lift and drag created would overload the wing and flap structure at higher speeds
What is the significance of the speed known as VNO?
It is the maximum speed at which abrupt movements of the controls will result in a stall, before the aircraft's positive load limit is exceeded
It is the speed beyond which structural failure of the airframe will occur
It signifies the upper limit of the normal operating speed range
It signifies the airspeed which must never be exceeded
The stalling speed in a turn or in the pull-out from a dive is increased because:
the angle of attack must be increased
the load factor increases
the aircraft's speed increases
the pitch angle increases
Vs is:
the velocity-never-to-exceed
the maximum normal operating speed
the stall speed when the aircraft is subject to a Load Factor of 1
the stall speed when the aircraft is subject to no Load Factor at all
The lower end of the white arc on the Airspeed Indicator marks:
the stall speed clean, in steady straight flight, at maximum all up weight, gear down and power off
the stall speed with flaps fully extended, in steady straight flight, at maximum all up weight, gear down and power off
the stall speed with flaps fully extended, at maximum all up weighs, gear down and in a 2g turn
the stall speed with flaps in the take-off position, in steady straight flight, at maximum all up weight, gear down and power off
The lower end of the green arc on the Airspeed Indicator marks:
the stall speed clean, in steady straight flight, at maximum all up weight, gear down and power off
the stall speed with flaps fully extended, in steady straight flight, .it maximum all up weight, gear down and power off
the stall speed with flaps fully extended, at maximum all up weight, gear down and in a 2g turn
the stall speed with flaps in the take-off position, in steady straight flight, at maximum all up weight, gear down and power off
The top end of the yellow arc on the Airspeed Indicator marks:
the maximum maneuvering speed
the maximum normal operating speed
the design dive speed
the velocity never-to-exceed
Above VA:
the aircraft may stall before the positive limit load factor has been reached
when the aircraft stalls, the positive limit load factor will have been exceeded
structural damage to the airframe is highly likely at any speed
the aircraft may be flown in smooth air only
The inertial forces acting on an aircraft is a function of:
The square of the aircraft's indicated airspeed, its mass and the maneuver radius
The aircraft's altitude
The square of the aircraft's true airspeed, its mass and the maneuver radius
The rate of turn only
An aircraft's stall speed during a positive g maneuver is equal to the product of its straight flight,1g, stall speed and:
The square root of the load factor
The cosine of the angle of bank
The sine of the bank angle
The number of g pulled in the maneuver
In a steady, level turn, the load factor acting on an aircraft is equal to:
The indicated airspeed divided by 10, plus 7
The Cosine of the bank angle
1 divided by the Cosine of the bank angle.
The true airspeed multiplied by the square root of the straight flight stall speed
