DGCA POF 7. Stalling - Pilotexam.in

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Q1. 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.

Ans: – angle of attack regardless of the attitude with relation to the horizon.

Q2. A typical stalling angle of attack for a wing without sweepback is:

$16o

$30o

$45o

Ans: – $16o

Q3. 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.

Ans: – remain the same.

Q4. If the angle of attack is increased above the stalling angle:

lift and drag will both decrease.

lift will decrease and drag will increase.

lift will increase and drag will decrease.

lift and drag will both increase.

Ans: – lift will decrease and drag will increase.

Q5. 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.

Ans: – will remain constant regardless of gross weight.

Q6. An aircraft whose weight is 237402 N stalls at 132 kt. At a weight of 356 103 N it would stall at:

88 kt.

162 kt.

108 kt.

172 kt.

Ans: – 162 kt.

Q7. For an aircraft with a 1g stalling speed of 60 kt IAS, the stalling speed in a steady $60o turn would be:

43 kt.

60 kt.

84 kt.

120 kt.

Ans: – 84 kt.

Q8. For an aircraft in a steady turn the stalling speed would be:

the same as in level flight.

at a lower speed than in level flight.

at a higher speed than in level flight, and a lower angle of attack.

at a higher speed than in level flight and at the same angle of attack.

Ans: – at a higher speed than in level flight and at the same angle of attack.

Q9. Formation of ice on the wing leading edge will:

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 higher speed and a lower angle of attack.

cause the aircraft to stall at a lower speed.

Ans: – cause the aircraft to stall at a higher speed and a lower angle of attack.

Q10. Dividing lift by weight gives:

wing loading.

lift/drag ratio.

aspect ratio.

load factor.

Ans: – load factor.

Q11. The stalling speed of an aeroplane is most affected by:

changes in air density.

variations in aeroplane loading.

variations in flight altitude.

changes in pitch attitude.

Ans: – variations in aeroplane loading.

Q12. Stalling may be delayed to a higher angle of attack 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.

Ans: – increasing the kinetic energy of the boundary layer.

Q13. 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.

Ans: – cause the wing to stall first at the root.

Q14. On a highly tapered wing without wing twist the stall will commence:

simultaneously across the whole span.

at the centre of the span.

at the root.

at the tip.

Ans: – at the tip.

Q15. Sweepback on a wing will:

reduce induced drag at low speed.

increase the tendency to tip stall.

reduce the tendency to tip stall.

cause the stall to occur at a lower angle of attack.

Ans: – increase the tendency to tip stall.

Q16. The purpose of a boundary layer fence on a swept wing is:

to re-energize the boundary layer and prevent separation.

to control spanwise flow and delay tip stall.

to generate a vortex over the upper surface of the wing.

to maintain a laminar boundary layer.

Ans: – to control spanwise flow and delay tip stall.

Q17. A wing with washout would have:

the tip chord less than the root chord.

the tip incidence less than the root incidence.

the tip incidence greater than the root incidence.

the tip camber less than the root camber.

Ans: – the tip incidence less than the root incidence.

Q18. 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.

Ans: – increases from root to tip.

Q19. A wing of constant thickness which is not swept-back:

will stall at the tip first due to the increase in spanwise flow.

could drop a wing at the stall due to the lack of any particular stall inducing characteristics.

will pitch nose down approaching the stall due to the forward movement of the centre of pressure.

will stall evenly across the span.

Ans: – could drop a wing at the stall due to the lack of any particular stall inducing characteristics.

Q20. Slots increase the stalling angle of attack by:

increasing leading edge camber.

delaying separation.

reducing the effective angle of attack.

reducing spanwise flow.

Ans: – delaying separation.

Q21. 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.

Ans: – wing root providing adequate stall warning.

Q22. Vortex generators are used:

to reduce induced drag.

to reduce boundary layer separation.

to induce a root stall.

to counteract the effect of the wing tip vortices.

Ans: – to reduce boundary layer separation.

Q23. A stick shaker is:

an overspeed warning device that operates at high Mach numbers.

an artificial stability device.

a device to vibrate the control column to give a stall warning.

a device to prevent a stall by giving a pitch down.

Ans: – a device to vibrate the control column to give a stall warning.

Q24. A stall warning device must be set to operate:

at the stalling speed.

at a speed just below the stalling speed.

at a speed about 5% to 10% above the stalling speed.

at a speed about 20% above the stalling speed.

Ans: – at a speed about 5% to 10% above the stalling speed.

Q25. Just before the stall the wing leading edge stagnation point is positioned:

above the stall warning vane.

below the stall warning vane.

on top of the stall warning vane.

on top of the leading edge because of the extremely high angle of attack.

Ans: – below the stall warning vane.

Q26. A wing mounted stall warning detector vane would be situated:

on the upper surface at about mid chord.

on the lower surface at about mid chord.

at the leading edge on the lower surface.

at the leading edge on the upper surface.

Ans: – at the leading edge on the lower surface.

Q27. The input data to a stall warning device (e.g. stick shaker) system is:

angle of attack only.

angle of attack, and in some systems rate of change of angle of attack.

airspeed only.

airspeed and sometimes rate of change of airspeed.

Ans: – angle of attack, and in some systems rate of change of angle of attack.

Q28. A stick pusher is:

a device to prevent an aircraft from stalling.

a type of trim system.

a device to assist the pilot to move the controls at high speed.

a device which automatically compensates for pitch changes at high speed.

Ans: – a device to prevent an aircraft from stalling.

Q29. In a developed spin:

the angle of attack of both wings will be positive.

the angle of attack of both wings will be negative.

the angle of attack of one wing will be positive and the other will be negative.

the down-going wing will be stalled and the up-going wing will not be stalled.

Ans: – the angle of attack of both wings will be positive.

Q30. To recover from a spin, the elevators should be:

moved up to increase the angle of attack.

moved down to reduce the angle of attack.

set to neutral.

allowed to float.

Ans: – moved down to reduce the angle of attack.

Q31. High speed buffet (shock stall) is caused by:

the boundary layer separating in front of a shock wave at high angles of attack.

the boundary layer separating immediately behind the shock wave.

the shock wave striking the tail of the aircraft.

the shock wave striking the fuselage.

Ans: – the boundary layer separating immediately behind the shock wave.

Q32. In a 30° bank level turn, the stall speed will be increased by:

7%.

30%.

1.07%.

15%.

Ans: – 7%.

Q33. Heavy rain can increase the stall speed of an aircraft for which of the following reasons?

Water increases the viscosity of air.

Heavy rain can block the pitot tube, giving false airspeed indications.

The extra weight and distortion of the aerodynamic surfaces by the film of water.

The impact of heavy rain will slow the aircraft.

Ans: – The extra weight and distortion of the aerodynamic surfaces by the film of water.

Q34. If the tailplane is supplying a down load and stalls due to contamination by ice:

the wing will stall and the aircraft will pitch-up due to the weight of the ice behind the aircraft CG.

the increased weight on the tailplane due to the ice formation will pitch the aircraft nose up, which will stall the wing.

because it was supplying a down load the aircraft will pitch nose up.

the aircraft will pitch nose down.

Ans: – the aircraft will pitch nose down.

Q35. Indications of an icing-induced stall can be: 1. an artificial stall warning device. 2. airspeed close to the normal stall speed. 3. violent roll oscillations. 4. airframe buffet. 5. violent wing drop. 6. extremely high rate of descent while in a ‘normal’ flight attitude.

1, 2, 4 and 5.

1, 3 and 5.

1, 4 and 6.

3, 4, 5 and 6.

Ans: – 3, 4, 5 and 6.

Q36. If a light single-engine propeller aircraft is stalled, power-on, in a climbing turn to the left, which of the following is the preferred recovery action?

Elevator stick forward, ailerons stick neutral, rudder to prevent wing drop.

Elevator stick neutral, rudder neutral, ailerons to prevent wing drop, power to idle.

Elevator stick forward, ailerons and rudder to prevent wing drop.

Elevator stick neutral, rudder neutral, ailerons stick neutral, power to idle.

Ans: – Elevator stick forward, ailerons stick neutral, rudder to prevent wing drop.

Q37. If the stick shaker activates on a swept wing jet transport aircraft immediately after take-off while turning, which of the following statements contains the preferred course of action?

Decrease the angle of attack.

Increase thrust.

Monitor the instruments to ensure it is not a spurious warning.

Decrease the bank angle.

Ans: – Decrease the angle of attack.

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