AVA 1-57

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AVA 1-57
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2014-10-03 19:24:42
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AVA 1-57
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  1. 1 The primary reason the angle of attack must be increased, to maintain a constant altitude during a
    coordinated turn, is because the



    A.Thrust is acting in a different direction, causing a reduction in airspeed and loss of lift.



    B.Vertical component of lift has decreased as the result of the bank.



    C.Use of ailerons has increased the drag.
    B
  2. 2 Which is true regarding the use of flaps during level turns?



    A.The lowering of flaps increases the stall speed.



    The raising of flaps increases the stall speed.



    Raising flaps will require added forward pressure on the yoke or stick.
    B
  3. 3 Defines VNO as



    Maximum operating limit speed.



    Maximum structural cruising speed.



    Never-exceed speed.
    B
  4. 4 Airplane wing loading during a level coordinated turn in smooth air depends upon the



    Rate of turn.



    Angle of bank.



    True airspeed
    B
  5. 5 The stalling speed of an airplane is most affected by



    Changes in air density



    Variations in flight altitude.



    Variations in airplane loading
    C
  6. 6 During the transition from straight-and-level flight to a climb, the angle of attack is increased and lift



    Is momentarily decreased.



    Remains the same.



    Is momentarily increased.
    C
  7. 7 Load factor is the lift generated by the wings of an aircraft at any given time



    Divided by the total weight of the aircraft.



    Multiplied by the total weight of the aircraft.



    Divided by the basic empty weight of the aircraft.
    A
  8. 8 Lift on a wing is most properly defined as the



    Force acting perpendicular to the relative wind.



    Differential pressure acting perpendicular to the chord of the wing.



    Reduced pressure resulting from a laminar flow over the upper camber of an airfoil, which acts

    perpendicular to the mean camber.
    A
  9. 9 While holding the angle of bank constant in a level turn, if the rate of turn is varied the load factor would



    Remain constant regardless of air density and the resultant lift vector.



    Vary depending upon speed and air density provided the resultant lift vector varies proportionately.



    Vary depending upon the resultant lift vector
    A
  10. 10 Which is true regarding the forces acting on an aircraft in a steady-state descent? The sum of all



    Upward forces is less than the sum of all downward forces.



    Forces is greater than the sum of all forward forces.



    Forward forces is equal to the sum of all rearward forces.
    C
  11. 11 What performance is characteristic of flight at maximum lift/drag ratio in a propeller-driven airplane?
    Maximum



    Gain in altitude over a given distance.



    Range and maximum distance glide.



    Coefficient of lift and minimum coefficient of drag.
    B
  12. 12 The need to slow an aircraft below VA is brought about by the following weather phenomenon:



    High density altitude which increases the indicated stall speed.



    Turbulence which causes an increase in stall speed.



    Turbulence which causes a decrease in stall speed.
    B
  13. 13 In theory, if the airspeed of an airplane is doubled while in level flight, parasite drag will become



    Twice as great.



    Half as great.



    Four times greater.
    C
  14. 14 As airspeed decreases in level flight below that speed for maximum lift/drag ratio, total drag of an
    airplane



    Decreases because of lower parasite drag.



    Increases because of increased induced drag.



    Increases because of increased parasite drag.
    B
  15. 15 If the airspeed is increased from 90 knots to 135 knots during a level 60° banked turn, the load factor
    will



    Increase as well as the stall speed.



    Decrease and the stall speed will increase.



    Remain the same but the radius of turn will increase.
    C
  16. 16 The angle of attack at which a wing stalls remains constant regardless of



    Weight, dynamic pressure, bank angle, or pitch attitude.



    Dynamic pressure, but varies with weight, bank angle, and pitch attitude.



    Weight and pitch attitude, but varies with dynamic pressure and bank angle.
    A
  17. 17 Which statement is true, regarding the opposing forces acting on an airplane 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.
    A
  18. 18 On a wing, the force of lift acts perpendicular to, and the force of drag acts parallel to the



    Chord line.



    Flightpath.



    Longitudinal axis.
    B
  19. 19 An aircraft wing is designed to produce lift resulting from a difference in the



    Negative air pressure below and a vacuum above the wing's surface.



    Vacuum below the wing's surface and greater air pressure above the wing's surface.



    Higher air pressure below the wing's surface and lower air pressure above the wing's surface.
    C
  20. 20 In theory, if the angle of attack and other factors remain constant and the airspeed is doubled, the lift
    produced at the higher speed will be



    The same as at the lower speed.



    Two times greater than at the lower speed.



    Four times greater than at the lower speed.
    C
  21. 21 By changing the angle of attack of a wing, the pilot can control the airplane's



    Lift, airspeed, and drag.



    Lift, airspeed, and CG.



    Lift and airspeed, but not drag
    A
  22. 22 A rectangular wing, as compared to other wing planforms, has a tendency to stall first at the



    Wingtip, with the stall progression toward the wing root.



    Wing root, with the stall progression toward the wing tip.



    Center trailing edge, with the stall progression outward toward the wing root and tip.
    B
  23. 23 Stall speed is affected by



    Weight, load factor, and power.



    Load factor, angle of attack, and power.



    Angle of attack, weight, and air density.
    A
  24. 24 Which statement is true relative to changing angle of attack?



    A decrease in angle of attack will increase pressure below the wing, and decrease drag.



    An increase in angle of attack will decrease pressure below the wing, and increase drag.



    An increase in angle of attack will increase drag.
    C
  25. 25 For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude
    turn



    Is constant and the stall speed increases.



    Varies with the rate of turn.



    Is constant and the stall speed decreases.
    A
  26. 26 If severe turbulence is encountered during flight, the pilot should reduce the airspeed to



    Minimum control speed.



    Design-maneuvering speed.



    Maximum structural cruising speed.
    B
  27. 27 A propeller rotating clockwise as seen from the rear, creates a spiraling slipstream. The spiraling
    slipstream, along with torque effect, tends to rotate the airplane to the



    Right around the vertical axis, and to the left around the longitudinal axis.



    Left around the vertical axis, and to the right around the longitudinal axis.



    Left around the vertical axis, and to the left around the longitudinal axis.
    B
  28. 28 Which is true regarding the force of lift in steady, unaccelerated flight?



    At lower airspeeds the angle of attack must be less to generate sufficient lift to maintain altitude.



    There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift

    to maintain altitude.



    An airfoil 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.
    B
  29. 29 The ratio between the total airload imposed on the wing and the gross weight of an aircraft in flight is
    known as



    Load factor and directly affects stall speed.



    Aspect load and directly affects stall speed.



    Load factor and has no relation with stall speed.
    A
  30. 30 (Refer to figure 1) The vertical line from point D to point G is represented on the airspeed indicator by
    the maximum speed limit of the



    Green arc.

    Yellow arc.

    White arc.
    A
  31. 31 If an aircraft with a gross weight of 2,000 pounds was subjected to a 60° constant-altitude bank, the
    total load would be



    3,000 pounds.



    4,000 pounds.



    12,000 pounds.
    B
  32. 32 If the airplane attitude initially tends to return to its original position after the elevator control is pressed
    forward and released, the airplane displays



    Positive dynamic stability.



    Positive static stability.



    Neutral dynamic stability.
    B
  33. 33 Longitudinal stability involves the motion of the airplane controlled by its



    Rudder.



    Elevator.



    Ailerons.
    B
  34. 34 Longitudinal dynamic instability in an airplane can be identified by



    Bank oscillations becoming progressively steeper.



    Pitch oscillations becoming progressively steeper.



    Trilatitudinal roll oscillations becoming progressively steeper.
    B
  35. 35 If the airplane attitude remains in a new position after the elevator control is pressed forward and
    released, the airplane displays



    Neutral longitudinal static stability.



    Positive longitudinal static stability.



    Neutral longitudinal dynamic stability.
    A
  36. 36 In a rapid recovery from a dive, the effects of load factor would cause the stall speed to



    Increase.



    Decrease.



    Not vary.
    A
  37. 37 When turbulence is encountered during the approach to a landing, what action is recommended and for
    what primary reason?



    Increase the airspeed slightly above normal approach speed to attain more positive control.



    Decrease the airspeed slightly below normal approach speed to avoid overstressing the airplane.



    Increase the airspeed slightly above normal approach speed to penetrate the turbulence as quickly as

    possible.
    A
  38. 38 Recovery from a stall in any airplane becomes more difficult when its



    Center of gravity moves forward.



    Elevator trim is adjusted nosedown.



    Center of gravity moves aft.
    C
  39. Why is it necessary to increase back elevator pressure to maintain altitude during a turn? To compensate for the

    a.Loss of the vertical component of lift.

    b.Loss of the horizontal component of lift and the increase in centrifugal force.

    c.Rudder deflection and slight opposite aileron throughout the turn.
    A
  40. 40 If airspeed is increased during a level turn, what action would be necessary to maintain altitude? The
    angle of attack









    And angle of bank must be decreased.



    Must be increased or angle of bank decreased.



    Must be decreased or angle of bank increased.
    C
  41. 41 Name the four fundamentals involved in maneuvering an aircraft.



    Power, pitch, bank, and trim.



    Thrust, lift, turns, and glides.



    Straight-and-level flight, turns, climbs, and descents.
    C
  42. 42 A pilot's most immediate and vital concern in the event of complete engine failure after becoming
    airborne on takeoff is



    Maintaining a safe airspeed.



    Landing directly into the wind.



    Turning back to the takeoff field.
    A
  43. 43 To increase the rate of turn and at the same time decrease the radius, a pilot should



    Maintain the bank and decrease airspeed.



    Increase the bank and increase airspeed.



    Increase the bank and decrease airspeed.
    C
  44. 44 (Refer to figure 2.) Select the correct statement regarding stall speeds. The airplane will stall



    10 knots higher in a power-on, 60° bank, with gear and flaps up, than with gear and flaps down.



    25 knots lower in a power-off, flaps-up, 60° bank, than in a power-off, flaps-down, wings-level

    configuration.



    10 knots higher in a 45° bank, power-on stall, than in a wings-level stall with flaps up.
    A
  45. 45 An airplane leaving ground effect will



    Experience a reduction in ground friction and require a slight power reduction.



    Experience an increase in induced drag and require more thrust.



    Require a lower angle of attack to maintain the same lift coefficient.
    B
  46. 46 One of the main functions of flaps during the approach and landing is to



    Decrease the angle of descent without increasing the airspeed.



    Provide the same amount of lift at a slower airspeed.



    Decrease lift, thus enabling a steeper-than-normal approach to be made.
    B
  47. 47 The spoilers should be in what position when operating in a strong wind?



    Extended during both a landing roll or ground operation.



    Retracted during both a landing roll or ground operation.



    Extended during a landing roll, but retracted during a ground operation.
    A
  48. 48 The purpose of wing spoilers is to decrease



    The drag.



    Landing speed.



    The lift of the wing.
    C
  49. 49 Propeller efficiency is the



    Ratio of thrust horsepower to brake horsepower.



    Actual distance a propeller advances in one revolution.



    Ratio of geometric pitch to effective pitch.
    A
  50. 50 In order to achieve single engine climb performance with an engine failed in most twin prop aircraft, it is
    essential to:



    Apply full power to the live engine (firewall)



    Minimize drag (flaps, gear, feather prop)


    Secure the failed engine
    B
  51. 51 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.



    decrease, and parasite drag will increase.



    increase, and induced drag will increase
    A
  52. 52 In order to achieve a zero sideslip condition with a failed engine on a propeller aircraft, the pilot must:



    Bank away from the live engine up to 5o



    Center the ball on the turn and slip indicator



    Bank into the live engine slightly
    C
  53. 53 When dealing with aerodynamics, VMC refers to:



    Visual Meteorological Conditions



    Minimum airspeed at which directional control can be maintained with the critical engine inoperative



    Maximum airspeed at which an engine can be operated with one engine
    B
  54. 54 On an aircraft without counter-rotating props, the left engine is considered to be the critical one to fail
    because of the following factors:



    Zero sideslip condition, engine windmilling and aft legal C of G.



    P-factor, Accelerated slipstream, Spiraling slipstream and Torque



    No power available Vs power required, yaw towards the left engine and sideslip
    B
  55. 55 Every physical process of weather is accompanied by or is the result of



    A heat exchange.



    The movement of air.



    A pressure differentia.
    A
  56. 56 What causes wind?



    The Earth’s rotation.



    Air mass modification.



    Pressure differences.
    C
  57. 57 In the Northern Hemisphere, the wind is deflected to the



    Right by Coriolis force.



    Right by surface friction.



    Left by Coriolis force.
    A

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