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WorksheetsStability
Total questions: 18
Worksheet time: 13mins
16. An airplane said to be inherently stable
A. will not spin.
B. is difficult to stall.
C. requires no corrective control input after a disturbance.
D. requires less effort to control.
17. Changes in the center of pressure of a wing affect
A. the aircraft’s lift/drag ratio.
B. the wing’s lifting capacity.
C. aerodynamic balance and controllability.
D. the total amount of lift produced at a given airspeed.
18. 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.
D. the relationship between elevator deflection and airspeed.
19. 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.
D. excessive elevator control forces during takeoff.
20. Loading an airplane to the most aft CG causes 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.
D. unstable only during takeoff and landing phases.
21. What causes an airplane (except a T-tail) to pitch nose down 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 elevator from the propeller slipstream is reduced and elevator effectiveness is reduced.
C. lift is reduced when thrust is reduced below weight, causing the wings to no longer support the airplane.
D. increased induced drag causes a nose-down pitching moment.
22. Which of the following changes would increase the airplane’s tendency to pitch up, potentially leading to a stall when flying at slow airspeeds?
A. decreasing the angle of attack while maintaining the same power setting.
B. shifting the center of gravity towards the rear of the airplane.
C. decreasing the power setting while maintaining the same airspeed.
D. increasing drag while maintaining a constant angle of attack.
23. You are practicing emergency landings with the engine power at idle. Which of the following situations could lead to a power-off stall?
A. you are too high and push the nose down.
B. you are too low and increase your angle of attack to try to stretch your glide.
C. you are flying with a strong tailwind.
D. you increase airspeed to maintain glide distance.
24. You are practicing flight maneuvers and have just recognized signs of an impending stall. What is the first fundamental step in stall recovery?
A. reduce the power.
B. lower the nose to decrease the angle of attack.
C. level the wings using the ailerons.
D. apply full power to regain airspeed.
25. Which is true regarding spin recovery procedures?
A. the same spin recovery procedure applies to every airplane.
B. recovery from a flat spin might be impossible due to ineffective ailerons.
C. control inputs involve stopping the rotation and reducing the angle of attack to recover from the stall.
D. recovery is accomplished primarily by increasing power and leveling the wings.
26. In small airplanes, normal recovery from spins might become difficult if the
A. CG is too far rearward, and rotation is around the longitudinal axis.
B. spin is entered before the stall is fully developed.
C. CG is too far forward, increasing control forces during recovery.
D. CG is too far rearward, and rotation is around the CG.
27. 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.
D. descending with high rate of turn and low airspeed.
28. Which is a characteristic of the incipient phase of a spin in light airplanes?
A. consists of at least 4 turns.
B. usually occurs within about 4 to 6 seconds.
C. angular rotation rate, airspeed, and vertical speed are stabilized with a nearly vertical flight path.
D. begins after the rotation rate and airspeed have stabilized.
29. To recover from a nose-high unusual attitude, perform these actions almost simultaneously but in the following sequence:
A. add power; lower the nose; level the wings.
B. reduce power; level the wings; raise the nose.
C. add power; raise the nose; level the wings.
D. lower the nose; reduce power; level the wings.
30. To recover from a nose-low unusual attitude, perform these actions almost simultaneously but in the following sequence:
A. add power; lower the nose; level the wings.
B. reduce power; level the wings; raise the nose.
C. add power; raise the nose; level the wings.
D. reduce power; raise the nose; level the wings.
31. In what flight conditions 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.
D. high airspeed, low power, low angle of attack.
32. The left-turning tendency of an airplane caused by P-factor is the result of the
A. clockwise rotation of the engine and 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 acting 90° in advance of the point where force is applied.
D. increased torque reaction at high power settings.
33. 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.
D. when torque effects are negligible.
