3205 What is the relationship of lift drag

#3205. What is the relationship of lift, drag, thrust, and weight when the airplane is in straightand-level flight? A- Lift equals weight and thrust equals drag. B- Lift, drag, and weight equal thrust. C- Lift and weight equal thrust and drag. Aviation Seminars 1

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#3204. The term ‘angle of attack’ is defined as the angle A- between the wing chord line and the relative wind. 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. Aviation Seminars 4

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#5199. The angle of attack of a wing directly controls the A- angle of incidence of the wing. B- amount of airflow above and below the wing. C- distribution of positive and negative pressure acting on the wing. Aviation Seminars Comm. 7

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#5204. The angle of attack at which a wing stalls remains constant regardless of A- weight, dynamic pressure, bank angle, or pitch attitude. B- dynamic pressure, but varies with weight, bank angle, and pitch attitude. C- weight and pitch attitude, but varies with dynamic pressure and bank angle. Aviation Seminars Comm. 10

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#3316. 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. Aviation Seminars 13

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#5219. Which is true regarding the force of lift in steady, unaccelerated flight? A- At lower airspeeds the angle of attack must be less to generate sufficient lift to maintain altitude. B- There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift to maintain altitude. C- 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. Aviation Seminars Comm. 16

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#5153. For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn A- is constant and the stall speed increases. B- varies with the rate of turn. C- is constant and the stall speed decreases. Aviation Seminars Comm. 19

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#3216. If an airplane weighs 4, 500 pounds, what approximate weight would the airplane structure be required to support during a 45 degree banked turn while maintaining altitude? A- 4, 500 pounds. B- 6, 750 pounds. C- 7, 200 pounds. Aviation Seminars 22

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#5195. To maintain altitude during a turn, the angle of attack must be increased to compensate for the decrease in the A- forces opposing the resultant component of drag. B- vertical component of lift. C- horizontal component of lift. Aviation Seminars Comm. 25

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#3311. 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. Aviation Seminars 28

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#5221. What is the stall speed of an airplane under a load factor of 2 G’s if the un-accelerated stall speed is 60 knots? (Use fig. 4) A- 66 knots. B- 74 knots. C- 84 knots. Aviation Seminars Comm. 31

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#3220. What is one purpose of wing flaps? A- To enable to pilot to make steeper approaches to a landing without increasing airspeed. B- To relieve the pilot of maintaining continuous pressure on the controls. C- To decrease wing area to vary the lift. Aviation Seminars 34

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#3303. Which aileron positions should a pilot generally use when taxiing in strong quartering headwinds? A- Aileron up on the side from which the wind is blowing. B- Aileron down on the side from which the wind is blowing. C- Ailerons neutral. Aviation Seminars 37

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#5656. While taxiing a light, high-wing airplane during strong quartering tailwinds, the aileron control should be positioned A- neutral at all times. B- toward the direction from which the wind is blowing. C- opposite the direction from which the wind is blowing. Aviation Seminars Comm. 40

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#5227. Longitudinal dynamic instability in an airplane can be identified by A- bank oscillations becoming progressively steeper. B- pitch oscillations becoming progressively steeper. C- Trilatitudinal roll oscillations becoming progressively steeper. Aviation Seminars Comm. 43

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#3305. How should the flight controls be held while taxiing a tricycle-gear equipped airplane into a left quartering headwind? A- Left aileron up, elevator neutral. B- Left aileron down, elevator neutral. C- Left aileron up, elevator down. Aviation Seminars 46

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#5237. The reason for variations in geometric pitch (twisting) along a propeller blade is that it A- permits a relatively constant angle of incidence along its length when in cruising flight. B- prevents the portion of the bade near the hub from stalling during cruising flight. C- permits a relatively constant angle of attack along its length when in cruising flight. Aviation Seminars Comm. 49

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#3209. 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. Aviation Seminars 52

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#3223. One purpose of the dual ignition system on an aircraft engine is to provide for A- improved engine performance. B- uniform heat distribution. C- balanced cylinder head pressure. Aviation Seminars 55

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#3653. How is engine operation controlled on an engine equipped with a constant-speed propeller? A- The throttle controls power output as registered on the manifold gauge and the propeller control regulates engine RPM. B- The throttle controls power output as registered on the manifold pressure gauge and the propeller control regulates a constant blade angle. C- The throttle controls engine RPM as registered on the tachometer and the mixture control regulates the power output. 58 Aviation Seminars

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#5174. If the ground wire between the magneto and the ignition switch becomes disconnected, the most noticeable result will be that the engine A- will not operate on the left magneto. B- cannot be started with the switch in the ‘ON’ position. C- cannot be shut down by turning the switch to the ‘OFF’ position. Aviation Seminars Comm. 61

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#5184. In aircraft equipped with constant-speed propellers and normally-aspirated engines, which procedure should be used to avoid placing undue stress on the engine components? A- When power is being decreased, reduce the RPM before reducing the manifold pressure. B- When power is being increased, increase the RPM before increasing the manifold pressure. C- When power is being increased or decreased, the RPM should be adjusted before the manifold pressure. Aviation Seminars Comm. 64

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#3244. For internal cooling, reciprocating aircraft engines are especially dependent on A- a properly functioning thermostat. B- air flowing over the exhaust manifold. C- the circulation of lubricating oil. Aviation Seminars 67

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#3238. Detonation occurs in a reciprocating aircraft engine when A- the spark plugs are fouled or shorted out or the wiring is defective. B- hot spots in the combustion chamber ignite the fuel/air mixture in advance of normal ignition. C- the unburned charge in the cylinders explodes instead of burning normally. Aviation Seminars 70

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#5667. To develop maximum power and thrust, a constant-speed propeller should be set to a blade angle that will produce a A- large angle of attack and low RPM. B- small angle of attack and high RPM. C- large angle of attack and high RPM. Aviation Seminars Comm. 73

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#3240. The uncontrolled firing of the fuel/air charge in advance of normal spark ignition is known as A- combustion. B- pre-ignition. C- detonation. Aviation Seminars 76

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#3224. On aircraft equipped with fuel pumps, the practice of running a fuel tank dry before switching tanks is considered unwise because A- the engine-driven fuel pump or electric fuel boost pump may draw air into the system and cause vapor lock. B- the engine-driven fuel pump is lubricated by fuel and operating on a dry tank may cause pump failure. C- any foreign matter in the tank will be pumped into the fuel system. Aviation Seminars 79

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#3226. The basic purpose of adjusting the fuel/air mixture control at altitude is to A- decrease the amount of fuel in the mixture in order to compensate for increased air density. B- decrease the fuel flow in order to compensate for decreased air density. C- increase the amount of fuel in the mixture to compensate for the decrease in pressure and density of the air. Aviation Seminars 82

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#5609. Unless adjusted, the fuel/air mixture becomes richer with an increase in altitude because the amount of fuel A- decreases while the volume of air decreases. B- remains constant while the volume of air decreases. C- remains constant while the density of air decreases. Aviation Seminars Comm. 85

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#5767. Which is true regarding preheating an aircraft during cold weather operations? A- The cabin area as well as the engine should be preheated. B- The cabin area should not be preheated with portable heaters. C- Hot air should be blown directly at the engine through the air intakes. Aviation Seminars Comm. 88

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#3229. Which condition is most favorable to the development of carburetor icing? A- Any temperature below freezing and a relative humidity of less than 50 percent. B- Temperature between 32 and 50 degrees F and low humidity. C- Temperature between 20 and 70 degrees F and high humidity. Aviation Seminars 91

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#3234. Generally speaking, the use of carburetor heat tends to A- decrease engine performance. B- increase engine performance. C- have no effect on engine performance. Aviation Seminars 94

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#5768. If necessary to take off from a slushy runway, the freezing of landing gear mechanisms can be minimized by A- recycling the gear. B- delaying gear retraction. C- increasing the airspeed to “Vle” before retraction. Aviation Seminars Comm. 97

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#3711. The most important rule to remember in the event of a power failure after becoming airborne is to A- immediately establish the proper gliding attitude. B- quickly check the fuel supply for possible fuel exhaustion. C- determine the wind direction to plan for the forced landing. Aviation Seminars 100

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