3212. 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 the thrust is reduced to less than weight, lift is also reduced and the wings can no longer support the weight.
3287. An airplane has been loaded in such a manner that the CG is located aft of the CG limits. 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 airspace.
3288. 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.
3211-1. 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.
3316. During an approach to a stall, an increased load factor will cause the airplane to
a) stall at a higher speed.
b) have tendency to spin.
c) be more difficult to control.
3202-4. If an emergency situation requires a downwind landing, pilots should expect a faster
a) airspeed at touchdown, a longer ground roll, and better control throughout the landing roll.
b) groundspeed at touchdown, a longer ground roll, and the likelihood of overshooting the desired touchdown point.
c) groundspeed at touchdown, a shorter ground roll, and the likelihood of undershooting the desired touchdown point.
3263. As altitude increased, the indicated airspeed at which a given airplane stalls in a particular configuration will
a) decreased as the true airspeed decreases.
b) decreased as the true airspeed increases.
c) remain the same regardless of altitude.
3311. The angle of attack at which an airplane wing stalls will
a) increased if the CG is moved forward.
b) change with an increase in gross weight.
c) remain the same regardless of gross weight.
3315. 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.
3312. 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 will no longer support the airplane in flight.
3313. 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
3314. What most 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.
3829-2. When landing behind a large aircraft, which procedure should be followed for vortex avoidance?
a) Stay above its final approach flightpath all the way to touchdown.
b) Stay below and to one side of its final approach fligthpath.
c) Stay well below its final approach flightpath and land at least 2,000 feet behind.
3829-3. How does the wake turbulence vortex circulate around each wingtip?
a) Inward, upward, and around each tip.
b) Inward, upward, and counterclockwise.
c) Outward, upward, and around each tip.
3827. When taking off or landing at an airport where heavy aircraft are operating, one should be particularly alert to the hazards of wingtip vortices because this turbulence tends to
a) rise from a crossing runway into the takeoff or landing path.
b) rise into the traffic pattern area surrounding the airport.
c) sink into the flightpath of aircraft operating below the aircraft generating the turbulence.
3824. Wingtip vortices are created only when an aircraft is
a) operating at high airspeed.
b) heavily loaded.
c) developing lift.
3825. The greatest vortex strength occurs when the generating aircraft is
a) light, dirty, and fast.
b) heavy, dirty, and fast.
c) heavy, clean, and slow.
3826. Wingtip vortices created by larger aircraft tend to
a) sink below the aircraft generating turbulence.
b) rise into the traffic pattern.
c) rise into the takeoff or landing path of a crossing runway.
3828. The wind condition that requires maximum caution when avoiding wake turbulence on landing is a
a) light, quartering headwind.
b) light, quartering tailwind.
c) strong headwind.
3829. When landing behind a large aircraft, the pilot should avoid wake turbulence by staying
a) above the large aircraft's final approach path and landing beyond the large aircraft's touchdown point.
b) below the large aircraft's final approach path and landing before the large aircraft's touchdown point.
c) above the large aircraft's final approach path and landing before the large aircraft's touchdown point
3830. When departing behind a heavy aircraft's, the pilot should avoid wake turbulence by maneuvering the aircraft
a) below and downwind from a heavy aircraft.
b) above and upwind from a heavy aircraft.
c) below and upwind from the heavy aircraft.