Results
Q1. In straight and level powered flight the following principal forces act on an aircraft:
Ans: – thrust, lift, drag, weight.
Q2. For an aircraft in level flight, if the wing CP is aft of the CG and there is no thrust/ drag couple, the tailplane load must be:
Ans: – downward.
Q3. When considering the forces acting upon an aeroplane in straight-and-level flight at constant airspeed, which statement is correct?
Ans: – Weight acts vertically toward the centre of the Earth.
Q4. The horizontal stabilizer usually provides a down load in level flight because:
Ans: – the lift/weight and thrust/drag couples combine to give a nose-down pitch.
Q5. The reason a light general aviation aircraft tends to nose-down during power reduction is that the:
Ans: – centre of gravity is located forward of the centre of pressure.
Q6. To give the best obstacle clearance on take-off, take-off should be made with:
Ans: – flaps retracted and at best angle of climb speed (V).
Q7. The angle of climb is proportional to:
Ans: – the amount by which the thrust exceeds the drag.
Q8. In a climb at a steady speed, the thrust is:
Ans: – greater than the aerodynamic drag.
Q9. A constant rate of climb in an aeroplane is determined by:
Ans: – excess engine power.
Q10. Assume that after take-off a turn is made to a downwind heading. In regard to the ground, the aeroplane will climb at:
Ans: – a steeper angle into the wind than downwind.
Q11. What effect does high density altitude have on aircraft performance?
Ans: – It reduces climb performance.
Q12. During a steady climb the lift force is:
Ans: – less than the weight.
Q13. In a steady climb the wing lift is:
Ans: – equal to the weight component perpendicular to the flight path.
Q14. During a glide the following forces act on an aircraft:
Ans: – lift, drag, weight.
Q15. For a glider having a maximum $L/D$ ratio of 20:1, the flattest glide angle that could be achieved in still air would be:
Ans: – 1 ft in 20 ft.
Q16. To cover the greatest distance when gliding the gliding speed must be:
Ans: – the one that gives the highest $L/D$ ratio.
Q17. If the weight of an aircraft is increased, the maximum gliding range:
Ans: – remains the same, but rate of descent increases.
Q18. When gliding into a headwind, the ground distance covered will be:
Ans: – less than in still air.
Q19. During a ‘power-on’ descent the forces acting on an aircraft are:
Ans: – lift, drag, thrust and weight.
Q20. If air brakes are extended during a glide, and speed maintained, the rate of descent will:
Ans: – increase and glide angle will be steeper.
Q21. An aircraft has a $L/D$ ratio of 16:1 at 50 kt in calm air. What would the approximate GLIDE RATIO be with a direct headwind of 25 kt?
Ans: – 16:1
Q22. During a turn the lift force may be resolved into two forces; these are:
Ans: – centripetal force and a force equal and opposite to weight.
Q23. In a turn at a constant IAS, compared to straight and level flight at the same IAS:
Ans: – more power is required because the drag is greater.
Q24. In a turn at a given TAS and bank angle:
Ans: – only one radius of turn is possible.
Q25. As bank angle is increased in a turn at a constant IAS, the load factor will:
Ans: – increase at an increasing rate.
Q26. Skidding outward in a turn is caused by:
Ans: – insufficient bank.
Q27. For a turn at a constant IAS if the radius of turn is decreased, the load factor will:
Ans: – increase.
Q28. An aircraft has a stalling speed in level flight of 70 kt IAS. In a $60o balanced turn the stalling speed would be:
Ans: – 99 kt.
Q29. An increase in airspeed while maintaining a constant load factor during a level, coordinated turn would result in:
Ans: – an increase in the radius of turn.
Q30. How can the pilot increase the rate of turn and decrease the radius at the same time?
Ans: – Steepen the bank and decrease airspeed.
Q31. If an aircraft with a gross weight of 2000 kg were subjected to a total load of 6000 kg in flight, the load factor would be:
Ans: – 3 g
Q32. Why must the angle of attack be increased during a turn to maintain altitude?
Ans: – Compensate for loss of vertical component of lift.
Q33. Two aircraft of different weight are in a steady turn at the same bank angle:
Ans: – they would both have the same “g” load.
Q34. For a multi-engine aircraft, $V_{MCG}$ is defined as the minimum control speed on the ground with one engine inoperative. The aircraft must be able to:
Ans: – continue the take-off using primary controls only.
Q35. What criteria determines which engine is the “critical” engine of a twin-engine aeroplane?
Ans: – the one with the centre of thrust closest to the centreline of the fuselage.
Q36. Following failure of the critical engine, what performance should the pilot of a light, twin-engine aeroplane be able to maintain at $V_{MCA}$
Ans: – Heading only.
