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Aerodynamics
3-1 The four forces acting on an airplane in flight are
A - lift, weight, thrust, and drag
B - lift, weight, gravity, and thrust
C - lift, gravity, power, and friction
3-1 Answer A GFDPPM 3-2 (AFH) In normal (nonacrobatic) flight conditions, lift
is the upward force created by airflow over
and under the wings. Weight, caused by the down ward pull of gravity, opposes
lift. Thrust is the forward force which
prpels the airplane, and drag is the retarding force opposing thrust. Answer (B)
does not include drag, and , while gravity
causes weight, it usually is not considered on tf the four forces. Answer(C) is
also wrong because, while power and
friction affect thrust and drag, they are not aerodynamic forces.
3-2 When are the four forces that act on an airplane in equilibrium?
A - During unaccelerated flight. - Correct
B - When the aircraft is accelerating.
e - When the aircraft is at rest on the ground.
3-2. Answer A. GFDPPM 3-3 (AFH) In straight-and-Ievel, unaccelerated flight, the
four forces are in equilibrium. Lift equals weight, and thrust equals drag.
Answer (6) would require thrust to be greater than drag in order for the
aircraft to accelerate.
Answer (C) is wrong because only weight is acting on the airplane. Lift, drag,
and thrust are zero (assuming no wind).
3-3 (Refer to figure 1.) The acute angle A is the angle of
A - incidence.
B - attack. - Correct
C - dihedral.
3-3. Answer B. GFDPPM 3-5 (PHB) The angle between the chord line and the
relative wind is the angle of attack. Answer (A) cannot be correct because the
angle of incidence is the angle between the wing chord line and the longitudinal
axis of the air- ~ plane. Answer (C) is wrong because dihedral is the upward
angle of the wings in relation to the lateral axis of the airplane
3-4 The term "angle of attack" is defined as the angle
A - between the wing chord line and the relative wind. - Correct
B - between the airplane's climb angle and the horizon.
C - formed by the longitudinal axis of the airplane and the chord line of the
wing.
3-4. Answer A. GFDPPM 3-4 (PHB) The angle of attack is the angle between the
chord line and the relative wind. Answer (6) does not describe any aerodynamic
term. Answer (C) describes the angle of incidence.
3-5 What is the relationship of lift, drag, thrust, and weight when the airplane
is in straight-and-Level flight?
A - Lift equals weight and thrust equals drag. - Correct
B - Lift, drag, and weight equal thrust.
C - Lift and weight equal thrust and drag.
3-5. Answer A. GFDPPM 3-3 (AFH) Assuming the airplane is not accelerating,
thrust equals drag, and lift equals weight. Answers (6) and (C) are wrong
because all four forces do not have to be equal. Thrust must be equal to drag,
and lift equal to weight.
3-6 One of the main functions of flaps during approach and landing is to
A - decrease the angle of descent without increasing the airspeed.
B - permit a touchdown at a higher indicated airspeed.
C - increase the angle of descent without increasing the airspeed.
3-6. Answer C. GFDPPM 3-12 (AFH) Because flaps increase lift, induced drag is
also increased, thus allowing a steeper angle of descent without increasing
airspeed. Answer (A) is wrong because the angle of descent can be increased.
Answer (B) is wrong since flaps increase lift, thereby allowing touchdown at a
lower airspeed.
3-7 What is one purpose of wing flaps?
A - To enable the pilot to make steeper approaches to a landing without
increasing the airspeed.
B - To relieve the pilot of maintaining continuous pressure on the controls.
C - To decrease wing area to vary the lift.
3-7. Answer A. GFDPPM 3-12 (AFH) Flaps increase both lift and induced drag,
allowing a steeper descent without increasing airspeed. Answer (B) is wrong
because flaps simply increase the cambe of the wing. Trim must still be applied
to relieve control pressure. Answer (C) is not correct because most flap change
the wing area very little. Some flaps will increase wing area, but none will
decrease it.
3-8 The angle of attack at which an airplane wing stalls will
A - increase if the CG is moved forward.
B - change with an increase in gross weight.
C - remain the same regardless of gross weight.
3-8. Answer C. GFDPPM 3-6 (FTP) The critical angle of attack (angle of attack at
which ar airplane stalls) is determined by the lift coefficient of a particular
wing configuration. An airplane will stall when the critical angle of attack is
exceeded, regardless of weight or airspeed. Answers (A) and (B) are wrong
because the center of gravity (CG) and weight do not affect the critical angle
of attack.
3-9 What is ground effect?
A - The result of the interference of the surface of the Earth with the airflow
patterns about an airplane.
B - The result of an alteration in airflow patterns increasing induced drag
about the wings of an airplane.
C - The result of the disruption of the airflow patterns about the wings of an
airplane to the point where the wings will no longer support the airplane in
flight.
3-9. Answer A. GFDPPM 3-18 (AFH) When flying close to the ground, the airflow
around an airplane is altered by interference with the surface of the earth. The
resulting ground effect reduces the induced drag on the airplane. Answer (B) is
wrong because the induced drag is reduced, not increased.
Answer (C) is wrong because the upwash and downwash of airflow on the wing is
reduced, and the airplane can fly at lower speeds.
3-10 Floating caused by the phenomenon of ground effect will be most realized
during an approach to land when at
A - less than the length of the wingspan above the surface.
B - twice the length of the wingspan above the surface.
C - a higher-than-normal angle of attack.
3-10. Answer A. GFDPPM 3-18 (AFH) Ground effect becomes noticeable when the
height of the airplane above the ground is less than the length I the wingspan.
Answer (B) is wrong because it states twice the length of the wingspan. Answer
(C) is wrong because ground effect is not a result of angle of attacl and at a
higher angle of attack, airspeed will be lower so that floating is decreased.
3·11 What must a pilot be aware of as a result of ground effect?
A - Wingtip vortices increase creating wake turbulence problems for arriving and
departing aircraft.
B - Induced drag decreases; therefore, any excess speed at the point of flare
may cause considerable floating.
C - A full stall landing will require less up elevator deflection than would a
full stall when done free of ground effect.
3-11. Answer B. GFDPPM 3-18 (AFH) Since ground effect decreases induced drag,
the air- _ plane tends to float while excess speed bleeds off.
Answer (A) is wrong because the reduction in induced drag causes wingtip
vortices to decrease. Answer (C) is wrong because the wings produce more lift in
ground effect than out of ground effect. Therefore, more up elevator deflection
would be required.
3·12 Ground effect is most likely to result in which problem?
A - Settling to the surface abruptly during landing.
B - Becoming airborne before reaching recommended takeoff speed.
C - Inability to get airborne even though airspeed is sufficient for normal
takeoff needs.
3-12. Answer B. GFDPPM 3-18 (AFH) The decreased induced drag while in ground
effect allows the airplane to become airborne at a lower airspeed. This may fool
you into thinking the airplane is capable of flying at the lower airspeed when
you climb out of ground effect.
Answer (A) is wrong because ground effect tends to cause an airplane to float
during landing, not settle abruptly. Answer (C) is wrong because ground effect
allows an airplane to become airborne at a lower than normal airspeed.
3-12A Which statement relates to Bernoulli's principle?
A - For every action there is an equal and opposite reaction.
B - An additional upward force is generated as the lower surface of the wing
deflects air downward.
C - Air traveling faster over the curved upper surface of an airfoil causes
lower pressure on the top surface.
3-12A. Answer C. GFDPPM 3-4 Bernoulli's principle, from Swiss mathematician,
Daniel Bernoulli, simply states that as the velocity of a fluid (including air),
increases, its internal pressure decreases.
3-12B The angle between the chord line of an airfoil and the relative wind is
known as the angle of
A -lift.
B - attack.
C - incidence.
3-12B. Answer B. GFDPPM 3-5 In addition to knowing the relationship of relative
wind and angle of attack, remember that angle of attack is not an angle that is
relative to the horizon or the aircraft's pitch in relationship to the ground.
For example, the critical angle of attack, at which a wing will always stall,
can occur in any flight attitude.
3-12C Changes in the center of pressure of a wing affect the aircraft's
A -lift/drag ratio.
B -lifting capacity.
C - aerodynamic balance and controllability.
Aerodynamic Principles
3-12C. Answer C. GFDPPM 3-4 (PH B) A wing's center of pressure moves forward and
back with changing angles of attack (forward for high angles and back for
lower). This movement changes the position of the air loads on the wing, which
results in changes to an airplane's aerodynamic balance and controllability.
3-13 An airplane said to be inherently stable will
A - be difficult to stall.
B - require less effort to control.
C- not spin.
3-13. Answer B. GFDPPM 3-22 (PHS) An airplane that is inherently stable tends to
return to its original attitude after it has been displaced, and is therefore
easier to control. Answers (A) and (C) are wrong because stability does not
prevent you from stalling or spinning an airplane.
3-14 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.
3-14. Answer A. GFDPPM 3-26 (PHS) The longitudinal stability of an airplane is
determined primarily by the location of the center of gravity (CG) in relation
to the center of lift. Answer (B) is wrong because the rudder and rudder trim
tab affect the directional stability. Answer (C) is wrong because this
relationship affects acceleration, but not longitudinal stability.
3-15 What causes an airplane (except a T-tail) to pitch nosedown 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 elevators from the propeller slipstream is reduced and
elevator effectiveness is reduced.
C - When thrust is reduced to less than weight, lift is also reduced and the
wings can no longer support the weight.
3-15. Answer B. GFDPPM 3-30 (PHB) At higher power settings, in airplanes other
than Hail designs, the propeller slipstream causes a greater downward force on
the horizontal stabilizer. When power is reduced, this downward force on the
tail is also reduced, and the nose pitches down. Answer (A) is wrong because CG
is determined by how an airplane is built and loaded, and is not affected by
changes in thrust and drag. Answer (C) is also wrong because most airplanes can
fly with thrust less than the weight.
3-16 Not Used
3-17 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.
3-17. Answer B. GFDPPM 3-28 (AFH) With a CG aft of the rear CG limit, the
airplane becomes tail heavy and unstable in pitch because the horizontal
stabilizer is less effective. This condition makes it difficult, if not
impossible, to recover from a stall or spin. Answer (A) is wrong because an aft
CG tends to shorten the takeoff run, and it may cause the airplane to pitch up
and lift off early at a lower than normal airspeed. Answer (C) is wrong because
an airplane with an aft CG requires less downward force on the tail. The
airplane can fly at a lower angle of attack and will stall at a lower airspeed.
3-18 Loading an airplane to the most aft CG will cause 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.
3-18. Answer A. GFDPPM 3-28 (AFH) In an airplane loaded to the aft CG limit, the
horizontal stabilizer is less effective, causing the airplane to be less stable
at all speeds. Answers (B) and (C) are wrong because an aft-loaded airplane is
less stable at all speeds.
3-19 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
3-19. Answer C. GFDPPM 3-39 (AFH) An airplane must be stalled before a spin can
develop.
Answer (A) is wrong because a spin occurs when both wings are in a stalled
condition, with one wing more completely stalled than the other. Answer (B) is
wrong because an airplane may be put into a steep diving spiral without being
stalled.
3-20 During a spin to the left, which wing(s) is/are stalled?
A - Both wings are stalled.
B - Neither wing is stalled.
C - Only the left wing is stalled.
3-20. Answer A. GFDPPM 3-39 (AFH) In a spin, both wings are stalled. Answers (B)
and (C) are wrong because both wings must be stalled for a spin to develop,
although the outside wing may be less fully stalled than the inside wing.
3-21 In what flight condition is torque effect the greatest 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.
3-21. Answer A. GFDPPM 3-47 (PHS) Torque effect is greatest at low airspeeds,
high power settings, and high angles of attack. Answer (8) is wrong because
these conditions produce the least amount of torque effect. Answer (C) is also
wrong because it includes high airspeed.
3-22 The left turning tendency of an airplane caused by Pfactor is the result of
the
A - clockwise rotation of the engine and the propeller turning the airplane
counter-clockwise.
B - propeller blade descending on the right, producing more thrust than the
ascending blade on the left.
C - gyroscopic forces applied to the rotating propeller blades acting 90° in
advance of the point the force was applied.
3-22. Answer B. GFDPPM 3-49 (PHB) P-factor, or asymmetric propeller loading,
normally occurs at a high angle of attack. The descending propeller blade on the
right side takes a larger "bite" of the air, and produces more thrust than the
ascending blade on the left. The result is a left turning tendency of the
airplane. Answer (A) describes torque reaction, not P-factor. Answer (C)
describes gyroscopic precession, not P-factor.
3-23 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.
3-23. Answer B. GFDPPM 3-49 (PHB) P-factor is most pronounced at high angles of
attack, which cause the descending propeller blade to produce more thrust.
Answer (A) is wrong because at low angles of attack, thrust produced by the
ascending and descending propeller blades is almost equalized.
Answer (C) is wrong because at high airspeeds, the angle of attack is lower,
thus reducing the P-factor.
3-24 (Refer to figure 2 on page 3-10.) If an airplane weighs 2,300 pounds, what
approximate weight would the airplane structure be required to support during a
60° banked turn while maintaining altitude?
A - 2,300 pounds.
B - 3,400 pounds.
C - 4,600 pounds.
3-24. Answer C. GFDPPM 3-60 (PHB) At 60 degrees of bank, 2 G's are required to
maintain level flight. This means that the airplane's wing structure must
support twice the airplane's weight, or 2,300 x 2 = 4,600 pounds. Answer (A)
reflects 1 G, or straight-and-Ievel flight. Answer (8) is correct only if 1.48
G's (approximately 50° bank) are applied.
3-25 (Refer to figure 2 on page 3-10.) If an airplane weighs 3,300 pounds, what
approximate weight would the airplane structure be required to support during a
30° banked turn while maintaining altitude?
A -1,200 pounds.
B - 3,100 pounds.
C - 3,960 pounds.
3-25. Answer C. GFDPPM 3-60 (PH B) The load factor for 30 degrees of bank is
1.154, or about 1.2. The airplane weight (3,300) multiplied by the load factor
(1.2) is 3,960 pounds which the wing structure must support. Answers (A) and (8)
are both wrong because the weights are less than the airplane weight.
3-26 (Refer to figure 2 on page 3-10.) If an airplane weighs 4,500 pounds, what
approximate weight would the airplane structure be required to support during a
45° banked turn while maintaining altitude?
A - 4,500 pounds.
B - 6,750 pounds.
C - 7,200 pounds.
3-26. Answer B. GFDPPM 3-60 (PHB) At 45 degrees of bank the load factor is 1
.414, or approximately 1.5, the wing loading would be 4,500 x 1.5, or 6,750
pounds. Answer (A) reflects only 1 G, and is therefore incorrect. Answer (C) is
wrong because 1.6 G's are required to produce a load of 7,200 pounds.
Therefore, (8) is the closest correct answer.
3-27 The amount of excess load that can be imposed on the wing of an airplane
depends upon the
A - position of the CG.
B - speed of the airplane.
C - abruptness at which the load is applied.
3-27. Answer B. GFDPPM 3-64 (PHS) The amount of excess load that can be imposed
on an airplane depends on its speed. If abrupt control movements or strong gusts
are applied at low airspeeds, the airplane will stall before the load becomes
excessive. At higher airspeeds, the increased airflow causes a greater lifting
capacity. A sudden control input or gust at a high airspeed may result in an
excessive load factor beyond safe limits. Answer (A) is wrong because position
of the CG does not affect the load factor on the wings. Answer (C) is wrong
because the amount of excess load depends on both the speed and total load.
Although abruptness does affect the total load on the airplane, the determining
factor is airspeed.
3-28 Which basic flight maneuver increases the load factor on an airplane as
compared to straight-and-level flight?
A- Climbs.
B -Turns.
C - Stalls.
3-28. Answer B. GFDPPM 3-60 (PHS) In a level turn, lift must be increased to
compensate for the loss of vertical lift as well as overcome centrifugal force.
Since the wings must support not only the airplane's weight, but also the load
imposed by centrifugal force, the load factor is greater than 1 G. Answer (A) is
wrong because once established in a climb, there is no additional load factor
imposed on the airplane. Answer (C) is wrong because when an airplane is in a
stalled condition, it is producing insufficient lift, and the load factor
decreases below 1 G.
3-29 What force makes an airplane turn?
A - The horizontal component of lift.
B - The vertical component of lift.
C - Centrifugal force.
3-29. Answer A. GFDPPM 3-56 (PHB) In a turn, lift has both a vertical and a
horizontal component. The horizontal component of lift, which is also referred
to as centripetal force, opposes centrifugal force and causes the airplane to
turn. Answer (B) is wrong because the vertical component of lift opposes weight.
Answer (C) is wrong because centrifugal force acts outward from the turn and
opposes the horizontal component of lift.
3-30 During an approach to a stall, an increased load factor will cause the
airplane to
A - stall at a higher airspeed.
B - have a tendency to spin.
C - be more difficult to control.
3-30. Answer A. GFDPPM 3-61 (PHB) Stall speed increases in proportion to load
factor. Added G-forces cause an airplane to stall at an airspeed higher than the
normal 1 G airspeed. Answer (B) is wrong because load factor normally does not
affect an airplane's tendency to spin. Answer (C) is wrong because load factor
does not affect controllability. Rather, this is a function of the airplane's
stability.
3-31 Reserved
3-32 Select the four flight fundamentals involved in maneuvering an aircraft.
A -Aircraft power, pitch, bank, and trim.
B -Starting, taxiing, takeoff, and landing.
C -Straight-and-level flight, turns, climbs, and descents.
3-32. Answer C. (AFH) All controlled flight consists of one of the four
fundamental maneuvers or some combination of them.
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