Performance and Limitations 3
PA.I.F.K3 Aerodynamics
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1. Select the four flight fundamentals involved in maneuvering an aircraft.
Answer (A) is correct. (FAA-H-8083-3C Chap 3) Maneuvering an airplane is generally divided into four flight fundamentals: straight-and-level flight, turns, climbs, and descents. All controlled flight consists of one or a combination of more than one of these basic maneuvers.
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2. When does P-factor cause the airplane to yaw to the left?
Answer (B) is correct. (FAA-H-8083-25B Chap 5) P-factor or asymmetric propeller loading occurs when an airplane is flown at a high angle of attack because the downward-moving blade on the right side of the propeller (as seen from the rear) has a higher angle of attack, which creates higher thrust than the upward-moving blade on the left. Thus, the airplane yaws around the vertical axis to the left.
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3. The left turning tendency of an airplane caused by P-factor is the result of the
Answer (C) is correct. (FAA-H-8083-25B Chap 5) ( ? ) Asymmetric propeller loading (P-factor) occurs when the airplane is flown at a high angle of attack. The downward-moving blade on the right side of the propeller (as seen from the rear) has a higher angle of attack, which creates higher thrust than the upward-moving blade on the left. Thus, the airplane yaws around the vertical axis to the left.
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4. In what flight condition are torque effects more pronounced in a single-engine airplane?
Answer (A) is correct. (FAA-H-8083-25B Chap 5) The effect of torque increases in direct proportion to engine power and inversely to airspeed. Thus, at low airspeeds, high angles of attack, and high power settings, torque is the greatest.
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5. What is the effect of advancing the throttle in flight?
Answer (B) is correct. (FAA-H-8083-25B Chap 5) When advancing the throttle, initially the groundspeed increases due to the corresponding increase in airspeed. This causes the aircraft to pitch up, increasing the angle of attack. Airspeed and lift continue to increase until the opposing forces equalize. Then, the aircraft will climb at a relatively constant airspeed due to the increase in lift caused by excess thrust and additional airflow over the wing.
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6. What causes an airplane (except a T-tail) to pitch nosedown when power is reduced and controls are not adjusted?
Answer (A) is correct. (FAA-H-8083-25B Chap 5) The relative wind on the tail is the result of the airplane’s movement through the air and the propeller slipstream. When that slipstream is reduced, the horizontal stabilizer (except a T-tail) will produce less negative lift and the nose will pitch down.
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7. Changes in the center of pressure of a wing affect the aircraft’s
Answer (A) is correct. (FAA-H-8083-25B Chap 4) Center of pressure (CP) is the imaginary but determinable point at which all of the upward lift forces on the wing are concentrated. In general, at high angles of attack the CP moves forward, while at low angles of attack the CP moves aft. The relationship of the CP to center of gravity (CG) affects both aerodynamic balance and controllability.
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8. An airplane said to be inherently stable will
Answer (B) is correct. (FAA-H-8083-25B Chap 5) An inherently stable airplane will usually return to the original condition of flight (except when in a bank) if disturbed by a force such as air turbulence. Thus, an inherently stable airplane will require less effort to control than an inherently unstable one.
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9. What determines the longitudinal stability of an airplane?
Answer (B) is correct. (FAA-H-8083-25B Chap 5) The location of the center of gravity with respect to the center of lift determines, to a great extent, the longitudinal stability of the airplane. Positive stability is attained by having the center of lift behind the center of gravity. Then the tail provides negative lift, creating a downward tail force, which counteracts the nose’s tendency to pitch down.
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10. What force makes an airplane turn?
Answer (B) is correct. (FAA-H-8083-3C Chap 3) When the wings of an airplane are not level, the lift is not entirely vertical and tends to pull the airplane toward the direction of the lower wing. An airplane is turned when the pilot coordinates rudder, aileron, and elevator to bank in order to attain a horizontal component of lift.
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11. The angle of attack at which an airplane wing stalls will
Answer (B) is correct. (FAA-H-8083-25B Chap 5) A given airplane wing will always stall at the same angle of attack regardless of airspeed, weight, load factor, or density altitude. Each wing has a particular angle of attack (the critical angle of attack) at which the airflow separates from the upper surface of the wing and the stall occurs.
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12. The angle between the chord line of an airfoil and the relative wind is known as the angle of
Answer (C) is correct. (FAA-H-8083-25B Chap 5) The angle of attack is the acute angle between the chord line of the wing and the direction of the relative wind.
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13. The term “angle of attack” is defined as the angle between the
Answer (C) is correct. (FAA-H-8083-25B Chap 5) The angle of attack is the angle between the wing chord line and the direction of the relative wind. The wing chord line is a straight line from the leading edge to the trailing edge of the wing. The relative wind is the direction of the airflow relative to the wing when the wing is moving through the air.
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14. The acute angle A is the angle of (Refer to Figure 1: Left Vector)
Answer (A) is correct. (FAA-H-8083-25B Chap 5) The angle between the relative wind and the wing chord line is the angle of attack. The wing chord line is a straight line from the leading edge to the trailing edge of the wing.
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15. Which statement relates to Bernoulli’s principle?
Answer (C) is correct. (FAA-H-8083-25B Chap 4) Bernoulli’s principle states in part that the internal pressure of a fluid (liquid or gas) decreases at points where the speed of the fluid increases. This same principle applies to air flowing over the curved upper surface of a wing.
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16. What is the relationship of lift, drag, thrust, and weight when the airplane is in straight-and-level flight?
Answer (A) is correct. (FAA-H-8083-25B Chap 5) When the airplane is in straight-and-level flight (assuming no change of airspeed), it is not accelerating, and therefore lift equals weight and thrust equals drag.
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17. When are the four forces that act on an airplane in equilibrium?
Answer (A) is correct. (FAA-H-8083-25B Chap 5) The four forces (lift, weight, thrust, and drag) that act on an airplane are in equilibrium during unaccelerated level flight.
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18. The four forces acting on an airplane in flight are
Answer (B) is correct. (FAA-H-8083-25B Chap 5) Lift is produced by the wings and opposes weight, which is the result of gravity. Thrust is produced by the engine/propeller and opposes drag, which is the resistance of the air as the airplane moves through it.
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