Answers from page 78

CAMBERED

CL

WITH 12% THICKNESS

CAMBER GIVES

INCREASE IN CLMAX

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Lift

COEFFICIENT

SYMMETRICAL

LIFT

WITH 12% THICKNESS

SECTION

GREATER THICKNESS

GIVES 70% INCREASE

IN CLMAX

SYMMETRICAL

WITH 6% THICKNESS

0

SECTION ANGLE OF ATTACK (DEGREES)

Figure 5.28

a.

Why does the cambered aerofoil section have a significantly higher CLMAX?

When compared to a symmetrical section of the same thickness: at approximately

the same stall angle, the cross-sectional area of the streamtube over the top surface

is smaller with a more gradual section change. This allows greater acceleration of

the air over the top surface, and a bigger pressure differential.

Questions

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Questions

1.

To maintain altitude, what must be done as Indicated Airspeed (IAS) is reduced?

a.

Decrease angle of attack to reduce the drag.

b.

Increase angle of attack to maintain the correct lift force.

c.

Deploy the speed brakes to increase drag.

d.

Reduce thrust.

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2.

If more lift force is required because of greater operating weight, what must be

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done to fly at the angle of attack which corresponds to CLMAX?

a.

Increase the angle of attack.

b.

Nothing, the angle of attack for CLMAX is constant.

c.

It is impossible to fly at the angle of attack that corresponds to CLMAX.

d.

Increase the Indicated Airspeed (IAS).

3.

Which of the following statements is correct?

1.

To generate a constant lift force, any adjustment in IAS must be

accompanied by a change in angle of attack.

2.

For a constant lift force, each IAS requires a specific angle of attack.

3.

Minimum IAS is determined by CLMAX.

4.

The greater the operating weight, the higher the minimum IAS.

a.

1, 2 and 4.

b.

4 only.

c.

2, 3 and 4.

d.

1, 2, 3 and 4.

4.

What effect does landing at high altitude airports have on ground speed with

comparable conditions relative to temperature, wind and aeroplane weight?

a.

Higher than at low altitude.

b.

The same as at low altitude.

c.

Lower than at low altitude.

d.

Dynamic pressure will be the same at any altitude.

5.

What flight condition should be expected when an aircraft leaves ground effect?

a.

A decrease in parasite drag permitting a lower angle of attack.

b.

An increase in induced drag and a requirement for a higher angle of attack.

c.

An increase in dynamic stability.

d.

A decrease in induced drag requiring a smaller angle of attack.

6.

If the angle of attack and other factors remain constant and airspeed is doubled,

lift will be:

a.

two times greater.

b.

four times greater.

c.

the same.

d.

one quarter.

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Questions

7.

What true airspeed and angle of attack should be used to generate the same

amount of lift as altitude is increased?

a.

A higher true airspeed for any given angle of attack.

b.

The same true airspeed and angle of attack.

c.

A lower true airspeed and higher angle of attack.

d.

A constant angle of attack and true airspeed.

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8.

How can an aeroplane produce the same lift in ground effect as when out of

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ground effect?

b.

A higher angle of attack.

a.

A lower angle of attack.

c.

The same angle of attack.

d.

The same angle of attack, but a lower IAS.

9.

By changing the angle of attack of a wing, the pilot can control the aeroplane’s:

a.

lift and airspeed, but not drag.

b.

lift, gross weight, and drag.

c.

lift, airspeed, and drag.

d.

lift and drag, but not airspeed.

10.

Which flight conditions of a large jet aeroplane create the most severe flight hazard

by generating wing tip vortices of the greatest strength?

a.

Heavy, slow, gear and flaps up.

b.

Heavy, fast, gear and flaps down.

c.

Heavy, slow, gear and flaps down.

d.

Weight, gear and flaps make no difference.

11.

Hazardous vortex turbulence that might be encountered behind large aircraft is

created only when that aircraft is:

a.

using high power settings.

b.

operating at high airspeeds.

c.

developing lift.

d.

operating at high altitude.

12.

Wing tip vortices created by large aircraft tend to:

a.

rise from the surface to traffic pattern altitude.

b.

sink below the aircraft generating the turbulence.

c.

accumulate and remain for a period of time at the point where the takeoff roll

began.

d.

dissipate very slowly when the surface wind is strong.

13.

How does the wake turbulence vortex circulate around each wing tip, when

viewed from the rear?

a.

Inward, upward, and around the wing tip.

b.

Counterclockwise.

c.

Outward, upward, and around the wing tip.

d.

Outward, downward and around the wing tip.

Questions

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14.

Which statement is true concerning the wake turbulence produced by a large

transport aircraft?

a.

Wake turbulence behind a propeller driven aircraft is negligible because jet

engine thrust is a necessary factor in the formation of vortices.

b.

Vortices can be avoided by flying 300 ft below and behind the flight path of

the generating aircraft.

c.

The vortex characteristics of any given aircraft may be altered by extending

the flaps or changing the speed.

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15.

d.

Vortices can be avoided by flying downwind of, and below the flight path of

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What effect would a light crosswind have on the wing tip vortices generated by a

the generating aircraft.

large aeroplane that has just taken off?

a.

The downwind vortex will tend to remain on the runway longer than the

upwind vortex.

b.

A crosswind will rapidly dissipate the strength of both vortices.

c.

A crosswind will move both vortices clear of the runway.

d.

The upwind vortex will tend to remain on the runway longer than the

downwind vortex.

16.

To avoid the wing tip vortices of a departing jet aeroplane during take-off, the pilot

should:

a.

remain below the flight path of the jet aeroplane.

b.

climb above and stay upwind of the jet aeroplane’s flight path.

c.

lift off at a point well past the jet aeroplane’s flight path.

d.

remain below and downwind of the jet aeroplane’s flight path.

17.

What wind condition prolongs the hazards of wake turbulence on a landing

runway for the longest period of time?

a.

Light quartering headwind.

b.

Light quartering tailwind.

c.

Direct tailwind.

d.

Strong, direct crosswind.

18.

If you take off behind a heavy jet that has just landed, you should plan to lift off:

a.

prior to the point where the jet touched down.

b.

at the point where the jet touched down and on the upwind edge of the

runway.

c.

before the point where the jet touched down and on the downwind edge of

the runway.

d.

beyond the point where the jet touched down.

19.

The adverse effects of ice, snow or frost on aircraft performance and flight

characteristics include decreased lift and:

a.

increased thrust.

b.

a decreased stall speed.

c.

an increased stall speed.

d.

an aircraft will always stall at the same indicated airspeed.

Questions

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27.

At higher elevation airports the pilot should know that indicated airspeed:

a.

will be unchanged, but ground speed will be faster.

b.

will be higher, but ground speed will be unchanged.

c.

should be increased to compensate for the thinner air.

d.

should be higher to obtain a higher landing speed.

28.

An aeroplane leaving ground effect will:

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a.

experience a reduction in ground friction and require a slight power

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c.

experience a reduction in induced drag and require a smaller angle of attack

reduction.

b.

require a lower angle of attack to maintain the same lift coefficient.

d.

experience an increase in induced drag and require more thrust.

29.

If the same angle of attack is maintained in ground effect as when out of ground

effect, lift will:

a.

increase, and induced drag will increase.

b.

increase, and induced drag will decrease.

c.

decrease, and induced drag will increase.

d.

decrease and induced drag will decrease.

30.

Which is true regarding the force of lift in steady, unaccelerated flight?

a.

There is a corresponding indicated airspeed required for every angle of attack

to generate sufficient lift to maintain altitude.

b.

An aerofoil 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.

c.

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

to maintain altitude.

d.

The lift force must be exactly equal to the drag force.

31.

At a given Indicated Airspeed, what effect will an increase in air density have on lift

and drag?

a.

Lift will increase but drag will decrease.

b.

Lift and drag will increase.

c.

Lift and drag will decrease.

d.

Lift and drag will remain the same.

32.

If the angle of attack is increased beyond the critical angle of attack, the wing will

no longer produce sufficient lift to support the weight of the aircraft:

a.

unless the airspeed is greater than the normal stall speed.

b.

regardless of airspeed or pitch attitude.

c.

unless the pitch attitude is on or below the natural horizon.

d.

in which case, the control column should be pulled back immediately.