Quiz
Principles of flight. Part 2
Perguntas do quiz (171)
1 In which conditions, the density altitude is equal to the standard altitude accordirng to ISA ?
- AIn The conditions which are equal with the table ISA.
- BIn tropical conditions.
- CIn the Arctic conditions.
- DWhen the standard height equals the height of the airport elevation.
2In what proportion to the air density are depends aerodynamic forces on the aerofoil?
- AProportionately
- BInversely.
- CIn proportion to the square of the density.
- DThey are independent upon the air density.
3W której grupie znajduje się urządzenie, które nie służy do zmniejszania sił, jakie pilot musi wywierać na drążek sterowy? In Which group that is device, which doesn't serve to reduce of the forces that the pilot to must execute on the control column?
- AWyważenie masowe; - klapka wyważająca. Anti balance/ trim tab - Flettner.
- BFletner; - trymer.Trim tab - Mass balance.
- CWyważenie aerodynamiczne; - wyważenie sprężynowe. Aerodynamic balance- balance spring.
- DWzmacniacz hydrauliczny; - klapka odciążająca. Hydraulic amplifier-Anti balance tab.
4In normal flying conditions the controls forces are:
- AAlways proportionally suitable to traffic changes or state of flight.
- BAlways proportional suitable to the altitude and flight speed.
- CIndependent from the flight speed.
- DIndependent upon induced changes in movement or changes in flight.
5In The profiles of normal, arcuate line-shaped frame, with an increase in angle of attack aerodynamic resultant force:
- AMoves forward along the chord.
- BMoves back along the chord.
- CFor alpha<0 moves forward along the chord, and for alpha>0 moves along the chord to the rear.
- DDoes not move along the chord.
6In static profiles, with increased angle of attack aerodynamic resultant force:
- AMoves back along the chord.
- BFor alpha<0 moves forward along the chord, and for alpha>0 moves along the chord to the rear.
- CDoes not move along the chord.
- DMoves forward along the chord.
7In the symmetric profiles for the angle of attack alpha = 0 °:
- AThe geometric chord of the profile chord coincides with an aerodynamic profile.
- BThe geometric chord of the profile does not match the profile aerodynamic chord.
- CGeometric chord of the profile coincides with the aerodynamic mean chord other Profile
- DGeometric chord of the profile does not coincide with the aerodynamic mean chord of the profile.
8In the profiles of symmetric, with an increase in angle of attack aerodynamic resultant force:
- ADoes not move along the chord.
- BMoves forward along the chord.
- CMoves back along the chord.
- DFor alpha<0 moves forward along the chord, and for alpha> 0 moves along the chord to the rear.
9W rozwiązaniu konwencjonalnym usterzenie pionowe składa się z: In the conventional solution, vertical tail Ionsists of:
- AStatecznika pionowego stanowiącego przednią, nieruchomą część-steru kierunku stanowiącego tylną ruchomą część. Vertical stabilizer being the front immovable part of a direction rudder which is the rear movable part.
- BStatecznika pionowego stanowiącego przednią, nieruchomą część-steru wysokości stanowiącego tylną ruchomą część. Vertical stabilizer beint the from immovable part of a height rudder - being the back movable part.
- CStatecznika pionowego stanowiącego tylną, nieruchomą część-steru kierunku stanowiącego przednią ruchomą część. Vertical stbilizer as rear immovable part of the directional rudder being the front movable part.
- DStatecznika pionowego stanowiącego przednią, ruchomą część-steru kierunku stanowiącego tylną nieruchomą część. Vertical stabilizer as front movable part of the directional rudder being rear immovable part.
10W rozwiązaniu konwencjonalnym usterzenie wysokości składa się z: In the conventional solution the height tail consists of:
- AStatecznika poziomego stanowiącego przednią, nieruchomą część-steru wysokości stanowiącego tylną ruchomą część. Tail-plane horizontal stabilizer as the front immovable part of the height rudder being the front movable part.
- BStatecznika pionowego stanowiącego przednią, nieruchomą część-steru wysokości stanowiącego tylną ruchomą część. Vertical stabilizer as front immovable part of the directional rudder being the rear movable part.
- CStatecznika poziomego stanowiącego tylną, nieruchomą część-steru wysokości stanowiącego przednią ruchomą część. Horizontal stabilizer as rear immovable part of the directional rudder being the front movable part.
- DStatecznika poziomego stanowiącego przednią, ruchomą część-steru wysokości stanowiącego tylną nieruchomą część. Horizontal stabilizer being the front movable part of the height rudder as the rear immovable part.
11The coordinate system describing the movement of the aircraft during flight axis OX? Is called:
- ALongitudinal axis.
- BLateral axis.
- CThe vertical axis.
- DHorizontal axis.
12The coordinate system describing the movement of the aircraft during flight axis OY? Is called:
- ALateral axis.
- BThe vertical axis.
- CHorizontal axis.
- DLongitudinal axis.
13The coordinate system describing the movement of the aircraft during flight axis OZ? Is called:
- AThe vertical axis.
- BHorizontal axis.
- CLongitudinal axis.
- DLateral axis.
14In the flight, the pilot set tilts a joystick to the right. Assuming that the aileron deflects by the same angle, following statement will be true:
- ADrag force on an airleron going-down will be greater than the drag force on the second one.
- BDrag force on an airleron going-down will be lower than the drag force on the second one.
- CDrag forces on both ailerons will increase by the same value.
- DThe drag force on both ailerons will decrease by the same value.
15 In a result of aileron going up and down by the same angle will be:
- AUnfavorable ailerons drag moment.
- BPositive ailerons drag moment.
- CUnfavorable roll moment.
- DPositive yaw moment.
16 Using of winglets on tips of wings decrease drag:
- AInduced.
- BInterference.
- CShape.
- DSlot.
17A boundary layer of an aerofoil is a layer in which:
- AThe speed of air molecules is less than the velocity of airflow.
- BThere is a transition of turbulent to the laminar airflow.
- CAn airflow has a laminar characteristic.
- DAn airflow has a turbulent characteristic.
18The value of the coefficient of lift (CL) for the critical angle of attack "AOA" has the maximum value.
- AIt is always true.
- BIt is always false.
- CIt is true only for symmetric profiles.
- DIt is false only for symmetric profiles.
19The value of the coefficient of drag (Cd) for the critical angle of attack "AOA" has the maximum value.
- AIt is always false.
- BIt is always true.
- CIt is true only for symmetric profiles.
- DIt is false only for symmetric profiles.
20Wewnętrzna kompensacja aerodynamiczna steru odbywa się poprzez zastosowanie: The internal aerodynamic balance of aileron is executed by:
- APrzepony, która jednocześnie zmniejsza opór szczelinowy. Hinged balance panel, which also reduces drag of slots.
- BDodatkowej powierzchni sterowej przed osią obrotu steru. Additional steering surface before pivot of control.
- CKlapki dociążającej. Anti balance tab.
- DKlapki odciążającej. Flettner tab.
21With increase of altitude an air density:
- AAlways decreases.
- BAlways grows.
- CDoes not change.
- DDecreases- if the temperature decreases and increases- if the temperature rises.
22The Load factor 'n ' during dive is:
- An=0 .
- Bn<0.
- Cn>0.
- Dn=1.
23The load factor during turn depends from:
- ABank Angle and airspeed.
- BAn airspeed.
- CThe volume of drag.
- DInduced drag.
24Moving of whose devices are not mechanically coupled with moving control surface?
- ATrimmer tab.
- BFlettner.
- CAnti balance tab.
- DBallance tab.
25Wykres zależności Cx = f(alpha;) dla profilu symetrycznego jest: A graph of function of the coeficient of drag Cd = f (AOA) for asymmetric profile is:
- ASymetryczny względem osi "Cx". Symmetrical to the axis of "Cd".
- BSymetryczny względem osi alpha. Symmetrical to the axis "AOA".
- CSymetryczny względem środka układu współrzędnych.Symmetrical to the center of the coordinate system.
- DNie posiada żadnej symetrii. It has no symmetry.
26Wykres zależności Cz = f(Cx) dla profilu symetrycznego jest: A graph of the function Cl = f (Cd) for the symmetric profile is:
- ASymetryczny względem osi "Cx". Symmetrical to the axis of "Cx".
- BSymetryczny względem osi "Cz". Symmetrical to the axis of "Cl".
- CSymetryczny względem środka układu współrzędnych. Symmetrical towards the center of the coordinate system.
- DNie posiada żadnej symetrii. It has no symmetry.
27Wykres zależności Cz = f(Cx) wykonany na podstawie pomiarów w czasie lotu nazywamy: A graph of the function Cl = f (Cd) made up on of the basic measurements during a flight, is called:
- ABiegunową szybowca. A polar curve.
- BBiegunową prędkości szybowca. A polar of glider speed.
- CBiegunową profilu. A polar of profile.
- DBiegunową skrzydła. A polar of wing.
28Wykres zależności Cz = f(alpha;) dla profilu symetrycznego jest: A graph of the function Cl = f (AOA) for a symmetric profile is:
- ASymetryczny względem środka układu współrzędnych. Symmetrical to the center of the coordinate system.
- BSymetryczny względem osi "alpha". Symmetrical to the 'AOA' axis.
- CSymetryczny względem osi "Cz". Symmetrical to the Cl axis.
- DNie posiada żadnej symetrii. It has no symmetry.
29Wykresy jakich zależności dla profilu symetrycznego przechodzą przez środek układu współrzędnych? Graphs of which functions for the symetric profile are intersecting the center of the coordinate system?
- ACz = f(alpha), Cm = f(alpha). Cl = f (AOA), Cm = f (AOA).
- BCz = f(alpha), Cx = f(alpha). Cl = f (AOA), Cd = f (AOA).
- CCx = f(alpha), Cm = f(alpha). Cd = f (AOA), Cm = f (AOA).
- DCz = f(alpha), Cz = f(Cx). Cl = f (AOA), Cl = f (Cd).
30Wykresy jakich zależności dla profilu symetrycznego są osiowosymetryczne? Graphs of which functions for the symetric profile are intersect center of coordinate system?
- ACx = f(alpha), Cz = f(Cx). Cl = f(AOA), Cl = f(Cd).
- BTylko Cx = f(alpha). Only Cd = f(AOA).
- CCz = f(alpha), Cx = f(alpha). Cl = f(AOA), Cd = f(AOA).
- DTylko Cz = f(Cx). Only Cl = f(Cl).
31 Dihedral of the wings is used to:
- AIncrease of the lateral stability of the glider.
- BIncrease the max=L/D of a glider.
- CImprove of lateral maneuverability of a glider.
- DReduce of the induced drag of a glider.
32The increase in air temperature at a constant altitude causes:
- AReduction in air density.
- BIncrease in air density.
- CDoes not change the density and relative humidity.
- DIncrease in relative humidity.
33Z jakich głównych elementów powstaje opór statku powietrznego zwany „szkodliwym”? What are the main elements of the resistance aircraft called skin friction dran?
- AZ „oporu kształtu” bryły statku powietrznego i z „oporu tarcia” powietrza o powierzchnię tej bryły. The "resistance form" body of the aircraft and the "frictional resistance of air on the surface of this body.
- BZ lepkości powietrza i z oporów wirów powstających na bryle statku. The viscosity of the air and eddies of emerging resistance to block the vessel.
- CZ „oporu kształtu” bryły statku powietrznego i z „oporu indukowanego” powstającego na powierzchni bryły statku. The "resistance form" solid aircraft, and "induced drag" formed on the surface of a solid board.
- DZ „oporu tarcia” powietrza o powierzchnię bryły statku powietrznego i z „oporu interferencyjnego”. "Frictional resistance of air on the solid surface of the aircraft and the" resistance interference ".
34The principle of continuity of the movement of air flowing through the tunnel with variable cross-section states that:
- AIf the cross-section of the tunnel grow twice, the air speed decreases twice.
- BIf the cross-section of the tunnel grow twice, the air velocity increases twice.
- CIf the cross-section of the tunnel grow twice, the air velocity decreases fourfold.
- DIf the cross-section of the tunnel grow twice, the air velocity increases fourfold.
35Apply of aerodynamic balance of controls is designed to:
- AReduce the hinge moment.
- BIncrease the hinge moment.
- CBalance of control surface in neutral position.
- DMass balance of control surface.
36Zdolność do zachowania stanu równowagi i przeciwdziałania jego zmianom nazywamy: The ability to maintain the balance and prevent its changes is called:
- AStatecznością statyczną. The static stability.
- BStatecznością dynamiczną. The dynamic stability.
- CStabilnością statyczną. The static stability.
- Dsterownością dynamiczną dynamic steering.
37Ability to change the steady-state flight under the influence of corresponding rudder deflection is called:
- ASteering
- BThe static stability.
- CThe dynamic stability.
- DThe stability.
38Zewnętrzna kompensacja aerodynamiczna steru odbywa się poprzez zastosowanie: The external aerodynamic compensation of control surface takes place by the application of:
- ADodatkowej powierzchni sterowej przed osią obrotu steru. An additional control surface before of the control hinge line.
- BKlapki dociążającej. The anti balance tab.
- CKlapki odciążającej.The balance tab.
- DFlettnera. The flettner.
39The phenomenon of aileron reversal that is:
- AA twisting the wing due to aileron deflection.
- BThe formation of initial vibration.
- CA buffeting formation.
- DA coupling of the ailerons.
40Reducing of airstream cross- section means:
- AA drop of static pressure in the stream and speed increase.
- BIncrease of static pressure in the stream and speed drop.
- CStagnation of stream velocity.
- DIncrease in streamline of the pressure stream.
41Zwichrzenie aerodynamiczne skrzydła charakteryzuje się tym, że: An aerodynamic twist of wing is characterized itself by:
- AZwichrzenie aerodynamiczne skrzydła charakteryzuje się tym, że: Appliance on tips of the wings aerodynamic profiles for which detach of air flow for Stall angle of attack is less intense.
- BCięciwy profilów geometrycznych w kolejnych przekrojach nie leżą w jednej płaszczyźnie. The chords of next air profiles are not in the same plain.
- CSkrzydła wygięte są w dół podczas postoju szybowca na ziemi. The wings are deflect donward when glider is on the ground.
- DSkrzydła wygięte są w górę podczas lotu. The wings are deflected upward in the flight.
42Zwichrzenie geometryczne skrzydła charakteryzuje się tym, że: The geometrical twist of wings is characterized itself by:
- ACięciwy profili geometrycznych w kolejnych przekrojach nie leżą w jednej płaszczyźnie. profiling geometric chord in subsequent sections do not lie in one line
- Bskrzydła wygięte są w dół podczas postoju szybowca na ziemi the wings are bent down when parked glider on the ground
- Cskrzydła wygięte są w górę podczas lotu wings are bent upwards in the flight
- Dna końcówkach skrzydeł stosuje się profile, na których oderwanie strug dla αkryt jest mniej intensywne on the wingtip sections profile are applied where the plane separation is less intense
43Increasing the lift on the wing causes a change in the induced drag:
- AGreater.
- BLess.
- CIt has no effect on induced drag.
- DSmaller or greater depending from the speed of flight.
44Zwiększanie kąta natarcia alpha>alpha kr. powoduje: Increasing the angle of attack alpha > alpha cr causes:
- AZwiększanie "Cx" oraz zmniejszanie "Cz" . Increasing the "Cx" and reducing the "Cz".
- BZwiększanie "Cz" oraz zmniejszanie "Cx".Increasing the "Cz", and reducing the "Cx".
- CZwiększanie "Cx" oraz "Cz". Increasing the "Cx" and "Cz".
- DZmniejszanie "Cx" oraz "Cz". Reducing the "Cx" and "Cz".
45What kind of rule is? "In the tunnel by which an air flows a product of cross-sectional area and an air velocity is constant S * v = const"
- AThe Equation of Continuity.
- BThe Bernoulli's principle.
- CThe Bernoulli Principles.
- DThe moment of momentum principle.
46Co to za zasada?: „W tunelu, przez który przepływa powietrze, suma ciśnienia statycznego i dynamicznego jest stała w każdym punkcie tego przepływu” What kind of rule is? "In the tunnel by which an air flows, the sum of static and dynamic pressure is constant at every point of the movement"
- Aprawo Bernouli’ego the Bernouli right B
- Bzasada ciągłości ruchu the principle of movement continuity
- Czasada zachowania energii przepływu the principle of conservation of energy flow
- Dzasada zachowania ciśnienia przepływu zamkniętego the principle of conservation of closedflow pressure
47Dla opisania ruchów statku powietrznego (samolotu, śmigłowca, szybowca etc) w przestrzeni stosowany jest układ osi współrzędnych x-y-z. Jakie oznaczenie nosi oś pionowa? To describe the movements of aircraft (airplane, helicopter, glider, etc.) in the space system is used three axes. How the vertical axis is marked?
- Az. Normal axis.
- BX. Longitudal axis.
- CY. Lateral axis.
- DDowolne. On discretion.
48Dla opisania ruchów statku powietrznego (samolotu, śmigłowca, szybowca etc) w przestrzeni stosowany jest układ osi współrzędnych x-y-z. Jakie oznaczenie nosi oś podłużna? To describe the movements of aircraft (airplane, helicopter, glider, etc.) in the space system iaxes xyz is used. How the longitudinal axis is marked?
- AX. Longitudal axis.
- BY. Lateral axis.
- CZ. Normal axis.
- DThere is no marking.
49To describe the movements of aircraft (airplane, helicopter, glider, etc.) in the space system axes xyz is used. How is the transverse axis marked?
- AY. Lateral axis.
- BX. Longitudal axis.
- CZ. Normal axis.
- DOn discretion.
50When air flows through the channel of variable cross-sectional area the static pressure changes. How?
- ADecreases with decreasing cross-sectional area.
- BDecreases with increasing cross-sectional area.
- CDoes not change at all.
- DIncreases with reducing cross-sectional area.
51How does an object behave (aircraft, helicopter, glider, hang-gliding, etc.) dynamically unstable after it has been balanced off?
- AThe object moves, mostly harmonic, with increasing amplitude.
- BThe object moves, the most often harmonic with damped oscilaion.
- CIt remains the position after being balanced off.
- DIt takes the position more distant from the balance position.
52How does the object behave (aircraft, helicopter, glider, hang-gliding, etc.) dynamically stable being balanced off?
- AThe object moves, most often harmonic, with damped oscilation.
- BIt maintains the position wich it has reached after being balanced off.
- CPerforming movement, most often harmonic, with divergent oscilation.
- DImmediately after the termination of the pulse precipitation returns to the balanced position.
53How does the harmful drag behaved when increasing air speed?
- AIncreases with the square of speed.
- BRemains constant.
- CDecreases proporconalnie to the inverse of speed.
- DSwinging.
54How does the harmful drag behaved when increasing air speed?
- AThe resistance increases with the square of speed.
- BThe resistance remains constant.
- CThe resistance decreases proportionally to the inverse of speed.
- DThe resistance varies.
55How will change the centrifugal force with the same speed of flight in the turn if the radious will be decrease itself?
- AWill increase.
- BWill decrease.
- CRemain unchanged.
- DWill decrease to zero.
56How will change the centrifugal force with the same speed of flight in the turn if the radious will be decrease itself?
- AThe centrifugal force increases.
- BThe centrifugal force will decrease.
- CThe centrifugal force will remain unchanged.
- DThe centrifugal force will decrease to zero.
57The angle of climb "gamma" on a constant angle of attack "alpha" during growth of altitude:
- ARemains unchange.
- BIncreases.
- CDecreases.
- DChanges and it can be readed by drawing of the glider polar.
58Lot odbywa się na kącie natarcia, dla którego współczynnik siły oporu Cx ma wartość minimalną: alpha=alpha(Cxmin). W wyniku niewielkiego zwiększenia kąta natarcia: Flight takes place on the angle of attack, for which the drag coefficient Cd has the minimum of value: alpha=alpha(Cdmin). In a result of a small increase of angle of attack:
- AStosunek Cz/Cx wzrośnie. Maximum ratio Cl/Cd will increase.
- BStosunek Cz/Cx zmaleje. Maximum ratio Cl/Cd will decrease.
- CStosunek Cz/Cx nie zmieni się. Maximum ratio Cl/Cd will not change.
- DDoskonałość płatowca nie zmieni się. Maximum ratio Cl/Cd of the airframe will decreases.
59Lot odbywa się na kącie natarcia, dla którego współczynnik siły oporu Cx ma wartość minimalną: alpha=alpha(Cxmin). W wyniku niewielkiego zwiększenia kąta natarcia: Flight takes place on the angle of attack, for which the drag coefficient Cd has the minimum of value: alpha=alpha(Cdmin). In a result of a small increase of angle of attack:
- ADoskonałość płatowca wzrośnie. Maximum ratio of airframe Cl/Cd will increase.
- BDoskonałość płatowca zmaleje. Maximum ratio of airframe Cl/Cd will decrease.
- CDoskonałość płatowca nie zmieni się. Maximum ratio of airframe Cl/Cd will not change.
- DStosunek Cz/Cx zmaleje. Maximum ratio Cl/Cd will decrease.
60Main type of spin is influenced by the following factors:
- AGlider's center of gravity, the glider mass-distribution, location and size of the empennage.
- BGlider's center of gravity, the glider mass-distribution, setting of trim tabs.
- CDistribution of the glider masses - setting of the trim tabs, location and size of the empennage.
- DSetting of the trim tabs, glider's center of gravity, location and size of the empennage.
61 To recover of the plane from of skidding during the turn and make the correct turn to do perform:
- ATo increase angle of bank or use rudder to increase of turn radious.
- BTo reduce angle of bank or decrease of turn angle radious.
- CIncrease angle of bank or to increase the angular velocity of the turn.
- DReduce the bank or increase the angular velocity of the turn.
62Aby wyprowadzić samolot z ześlizgu w zakręcie i wykonać zakręt prawidłowy należy: To recover of the plane from of the slliping during the turn and make the correct turn to do perform:
- AZmniejszyć przechylenie lub zwiększyć prędkość kątową zakrętu. To reduce the angle of bank or use rudder to decrease of turn radious.
- BZwiększyć przechylenie lub zwiększyć prędkość kątową zakrętu. Increase the pitch of turn.
- CZmniejszyć przechylenie lub zmniejszyć prędkość kątową zakrętu. Increase the pitch of turn.
- DZwiększyć przechylenie lub zmniejszyć prędkość kątową zakrętu. Increase angular roll or increase the bank.
63What is that rule? "In the tunnel through which air flows and cross-product of the air velocity is constant S * v = const
- AThe Equation of Continuity.
- BBernouli principle.
- CThe Bernoulli's law.
- DThe principle of conservation of momentum.
64What kind is that rule? In the tunnel by which air flows, the product of static and dynamic pressure is constant in each point of airflow.
- AThe Bernoulli's principle.
- BThe Equation of contuity principle.
- CThe principle of conservation of energy flow.
- DThe principle of conservation of closed-flow pressure
65Does is between the steering and stability of a flying object (plane, helicopter, glider etc.) some relation to each other?
- AThey operate against to each other.
- BThey coopoperate.
- CThere is no relationship between them.
- DStability supported a longitudinal steering.
66Does a proppeler efficiency (eta)"h" for the fixed propeller can take the value zero? If yes, in what circumstances?
- AThe propeller has RPM and the airplane has a speed TAS = 0 or TAS is so large that it don't gives any Thrust.
- BOnly when the propeller has RPM and the airplane has a TAS = 0.
- COnly when TAS is so large that Thrust is 0.
- D(ETA) "h" can not take a zero value.
67When an air flows by the stream tube with variable changed cross-sectional area the static pressure changes itself. How?
- ADecreases with the reduction of the crosssectional area.
- BDecreases with increasing cross-sectional area.
- CDoes not change at all.
- DIncreases with the reduction of cross-sectional area.
68How does the object behave (aircraft, helicopter, hang-gliding, etc.) dynamically unstable after being balanced off?
- AThe object moves, mostly harmonic, with increasing amplitude.
- BThe object moves, mostly harmonic, with decreasing amplitude.
- CIt remains the position after being balnced off .
- DIt takes the position more and more distant from the balanced position.
69How does the object behave (aircraft, helicopter, hang-gliding, etc.) dynamically stable after being balanced off?
- AThe object moves, most often harmonic, with decreasing amplitude.
- BIt maintains the position it reached after being balanced off .
- CPerforms the movement, mostly harmonic, with increasing amplitude.
- DImmediately after the termination of the pulse precipitation returns to the balanced position.
70How does harmful resistance behave with increased flight speed?
- AIncreases with the square of speed.
- BRemains constant.
- CDecreases in proportion to the inverse of speed.
- DSwing.
71 How does is harmful resistance behave with increased flight speed?
- AThe drag increases with the square of speed.
- BThe drag remains constant.
- CThe drag decreases proportionally to the inverse of speed.
- DThe drag swing.
72 How will the centrifugal force change during turn with the same speed if radius of turn will be reduced?
- AIncrease itself.
- BDecrease itself.
- CRemain unchanged.
- DDecrease itself to zero.
73 How will the centrifugal force change if (at the same linear speed) you decrease the radius?
- AIt will increase.
- BIt will decrease.
- CIt will remain unchanged.
- DIt will decrease to zero.
74How does the minimum speed and maximum level flight speed change with increasing altitude?
- AVmin increases / Vmax decreases.
- BVmin increases / Vmax increases.
- CVmin decreases / Vmax decreases.
- DVmin decreases / Vmax increases.
75What changes in the arcraft attitude are be responsible for creation of the giroscopic moment of powerplant?
- APitch, yaw.
- BPitch, roll.
- CYaw, roll.
- DAcceleration- braking.
76 If the wing autorotation is not stopped by the pilot:
- AThe airplane will automatically go into the flight phase called spin.
- BThe airplane will automatically go into the flight phase called static stall.
- CThe airplane will automatically go into the flight phase called dynamic stall.
- DThe airplane wili automatically go into the flight phase called spiral.
77If the advance ratio increases:
- AAngles of attack of individual prop blade sections decrease.
- BAngles of attack of individual prop blade sections increase.
- CAngles of attack of individual prop blade sections decreasedoes not change.
- DAngles of attack of individual prop blade sections reach critical values.
78 If the aircraft center of gravity coincides with the neutral point:
- AThe airplane is neither stable nor unstable.
- BThe airplane is stable.
- CThe airplane is unstable.
- DThe airplane is uncontrollable.
79If the center of gravity of the airplane with a cambered aerofoil is placed forward of the neutral point:
- AThe airplane is stable.
- BThe airplane is unstable.
- CThe airplane is statically neutral.
- DThe airplane is neither stable nor notunstable.
80 If the center of gravity of the airplane with a cambered aerofoil is placed aft of the neutral balance center:
- AThe airplane is unstable.
- BThe airplane is not steering.
- CThe airplane is stable.
- DThe airplane is neither stable nor unstable.
81 If the speed of flight is significantly increased (fixed pitch propeller):
- ABlade angle of attack decreases.
- BBlade angle of attack increases slightly.
- CBlade angle of attack does not change.
- DBlade angle of attack increases substantially.
82 If the RPM of the fixed pitch propeller is significantly incrased:
- ABlade angle of attack increases.
- BBlade angle of attack decreases slightly.
- CBlade angle of attack does not change.
- DBlade angle of attack considerably decrease.
83Angles of attack of individual propeller sections reach a negative value:
- AIf the advance ratio is sufficiently large.
- BIf the advance ratio is negative.
- CIf the advance ratio equals zero.
- DIf the advance ratio equals one.
84When is the blade angle of attack alpha = 0°?
- AWhen the propeller slip = 0.
- BWhen the airplane speed = 0.
- CWhen the effective propeller pitch propeller = 0.
- DNever.
85When does the slip of the fixed pitch propeller in a GA airplane equals the geometric pitch?
- AWhen the airplane speed = 0.
- BWhen the blade angle of attack = 0°.
- CNever.
- DWhen the advance ratio = 1.
86When does the slip of the fixed pitch propeller in a GA airplane equals zero?
- AWhen the blade angle of attack = 0°.
- BNever.
- CWhen the advance ratio = 0.
- DWhen the airplane speed = 0.
87When does the geometric pitch of a fixed pitch propeller in a GA aeroplane equals the effective pitch?
- AWhen the blade angle of attack = 0°.
- BWhen the airplane speed = 0.
- CNever.
- DWhen the advance ratio = 0.
88When does the geometric pitch of a fixed pitch propeller in a GA aeroplane equals zero?
- ANever.
- BWhen the advance ratio = 0.
- CWhen the airplane speed = 0.
- DWhen the blade angle od attack = 0°.
89When does the effective pitch of a fixed pitch propeller in a GA aeroplane equal zero?
- AWhen the airplane speed = 0.
- BWhen the blade angle of attack = 0°.
- CNever.
- DWhen the advance ratio = 1.
90 Which of the following changes is not caused by an increase in the engine thrust?
- AA change the aileron hinge moment.
- BA change in a pitch-down moment.
- CA change in angle of attack of the horizontal tailplane.
- DA sudden change in the horizontal tailplane airflow speed.
91Wich design feature is not meant to compensate for the slipstream effect?
- ARudder aerodynamic compensation.
- BFixed rudder balance tab.
- CRudder offset.
- DAsymmetrical profile of the rudder.
92Which description fits the physical unit called "available power"?
- AThe ratio of work done to the time it's been done within - unit Watt [W].
- BThe product of the work done and time it's been done within - unit Watt [W].
- CThe ratio of work done to the time it's been done within - unit joule [J].
- DThe product of work done and the time it's been done within - unit joule [J].
93Which description of the physical quantity characterizes the work done?
- AThe product of force and distance - joule [J].
- BThe ratio of force to distance - joule [J].
- CThe product of force and distance - Watt [W].
- DThe ratio of force to distance - Watt [W].
94 A plane is flown at an angle of attack, for which the drag coefficient CD is at its minimum. As a result of a slight increase of the angle of attack:
- AThe ratio CL / CD increases.
- BThe ratio CL / CD decreases.
- CThe ratio CL / CD does not change.
- DThe airframe glide ratio does not change.
95A plane is flown at an angle of attack, for which the drag coefficient CD is at its minimum. As a result of a slight increase of the angle of attack:
- AThe airframe glide ratio increases.
- BThe airframe glide ratio decreases.
- CThe airframe glide ratio does not change.
- DThe ratio CL / CD decreases.
96The measure of static stability is a derivative of Mx = dM / dx, called the "time derivative of M with respect to variable x". What value of the derivative determines instability?
- AA positive (+).
- BNegative (-).
- CThe mark does not matter.
- DDepends on the variable x.
97Eccentricity (decentralization) of the propeller means that:
- AThe propeller thrust vector axis does not go through the airplane's center of gravity
- BThe propeller thrust vector axis does not go through the airplane's engine shaft center.
- CThe propeller thrust vector axis does not go through the airplane's center of pressure.
- DThe propeller thrust vector axis does not go through the airplane's geometric center.
98Eccentricity (decentration)of the propeller:
- ACauses changes in the yawing and/or pitching moments.
- BCauses changes in the aircraft rolling moments.
- CCauses changes in the lateral plane balancing.
- DDoes not cause any significant changes affecting the controlability of the airplane.
99 The engine gyroscopic moment disappears when the following ceases:
- AThe angular velocity of changes.
- BThe angular acceleration of changes.
- CThe centripetal acceleration of changes.
- DThe centrifugal acceleration of changes.
100The yawing moment that is caused by the aerodynamic force acting on the vertical fin due to an asymmetric airflow behind the propeller is called:
- ASlipstream effect.
- BDrag moment.
- CGiroscopic moment.
- DEccentric moment.
101At low airplane speed the highest propeller efficiency is achieved:
- AWith low geometric pitch.
- BWith high geometric pitch.
- CWith low effectivepitch.
- DWith high effective pitch.
102Na rodzaj korkociągu główny wpływ mają następujące czynniki. The type of spin is mainly influenced by the following factors:
- APołożenie środka ciężkości samolotu; -rozłożenie mas na samolocie; - usytuowanie i wielkość usterzeń. The plecement of center of gravity of the airplane; -distribution of mass in The airplane; -location and size of the tailplane.
- BPołożenie środka ciężkości samolotu; -rozłożenie mas na samolocie; - ustawienie klapki wyważającej. The plecement of center of gravity of the airplane; -distribution of mass in the airplane; -trim tabs settings.
- CRozłożenie mas na samolocie; - ustawienie klapki wyważającej ; - usytuowanie i wielkość usterzeń. Distribution of mass in the airplane; - trim tabs settings ;-location and size of the tailplane
- DUstawienie klapki wyważającej ; - położenie środka ciężkości samolotu; - usytuowanie i wielkość usterzeń. Trim tabs settings; -center of gravity of the airplane; -location and size of the tailplane.
103The smallest rate of descent in glide flight is when the plane is flown with the following speed:
- AEconomic.
- BOptimal.
- CMinimum.
- DDifferent depending on whether the plane is downwind or upwind.
104The highest glide ratio in a glide is achieved when the plane is flown (in a calm air) with the following speed:
- AOptimal.
- BMinimum.
- CMc Credy'ego.
- DEconomic.
105Power load is called:
- AThe ratio of the engine power to the weight of the aircraft.
- BThe ratio of the necessary power to the aircraft weight.
- CThe ratio of the weight of the airplane engine power.
- DThe ratio of the weight of the aircraft to the necessary power.
106Objawem przejścia samolotu do lotu w fazie przeciągnięcia jest zazwyczaj: Symptom of an airplane in the transition phase is usually:
- AWystępowanie drgań samolotu lub sterów; -samoczynne zwiększanie pochylenia. Among the symptoms of a stalled airplane are usually:
- BWystępowanie drgań samolotu lub sterów; -samoczynne zwiększanie prędkości postępowej. Plane vibration or controls vibration; airspeed increase.
- CZmniejszanie prędkości opadania; - samoczynne zwiększanie prędkości postępowej. Rate of descent reduction; airspeed increase.
- DSamoczynne zwiększanie pochylenia; -zmniejszanie prędkości opadania. Pitch-down movement; rate of descent reduction.
107Interference drag is caused by:
- AAn airflow distortion at places where aircraft components join together.
- BInterference of drag induced at the airfoil.
- CFormation of vortices at airfoil tips.
- DWave interference in subsonic flows.
108Pulling the yoke causes:
- AIncrease in aircraft load factor "n".
- BReduction in aircraft load factor "n".
- CIncrease in the coefficient of drag, which causes a reduction in load factor "n".
- DChange in load factor "n" value from positive to negative.
109During the stability analysis of plane it is necessary to take into account:
- AThe balance of forces and moments acting on the plane.
- BThe balance of forces acting on an airplane.
- CThe balance of moments acting on the plane.
- DOnly the mass distribution within the plane.
110When you yaw the airplane, the powerplant giroscopic moment:
- ACauses pitch.
- BCauses additional yaw.
- CDoes not cause a significant change.
- DCauses roll.
111When you pitch the airplane, the powerplant giroskopic moment:
- ACauses yaw.
- BCauses roll.
- CCauses additional pitch.
- DDoes not cause additional changes.
112During the approach to landing on an airplane with a variable pitch:
- AAfter the reduction of manifold pressure the propeller shall be set to fine pitch.
- BAfter the reduction of manifold pressure the propeller shall be set to coarse pitch.
- CAfter setting the propeller to fine pitch the mainfold pressure shall be reduced.
- DAfter setting the propeller to fine pitch the mainfold pressure shall be increased.
113 When you perform an engine test before flight the advance ratio is:
- AZero.
- BGreater than zero.
- CLess than zero.
- DEqual to Y.
114 When you roll the airplane, the powerplant giroscopic moment:
- ADoes not cause any significant change.
- BCauses yaw.
- CCauses pitch.
- DCauses additional roll.
115During steady level flight, the rotating propeller is trying to turn the plane in the direction opposite to the direction of rotation of the blade. That torque is called:
- AMomentem oporowym. Torque reaction.
- BMomentem giroskopowym. Giroscopic torque.
- CMomentem mimośrodowym. Eccentric torque.
- DMomentem napędowym. Driving torque.
116During maneuvers the pilot operates in a feedback loop to respond to the received signals. What are those main signals?
- ASignals of the flight path location.
- BVibration of controls.
- CSound Impressions.
- DLoad factors
117 Location of center of pressure on a symmetrical profile, with an increasing angle of attack:
- AIs constant.
- BMoves aft.
- CMoves forward.
- DIs not fixed and depends on the speed of flight.
118Propeller slip is:
- AThe difference between geometric and effective pitch.
- BThe difference between effective and geometric pitch.
- CThe difference between geometric pitch and advanced ratio.
- DThe difference between effective speed and advanced ratio.
119Dynamic stall differes from the static stall, because during the dynamic one:
- AThere is a rapid change of wing angle of attack.
- BThere is a slow change of wing angle of attack.
- CThe airplane is dynamically stable.
- DThe airplane is statically stable.
120 Stall is a state in which:
- AFlight takes place above critical angle of attack.
- BFlight takes place at a critical angle of attack.
- CFlight takes place at subcritical angle of attack.
- DThe airplane does not respond to rudder deflection due to the low-speed.
121 Increase of the aircraft pitching moment "Delta M" resulting from the yoke movement is Delta M = Delta L * lH, where:
- AlH – odległość między środkiem ciężkości samolotu i środkiem aerodynamicznym usterzenia poziomego; Delta PZH – przyrost siły nośnej na usterzeniu wysokości. lH - the distance between the center of gravity of the airplane and the horizontal tailplane aerodynamic center; Delta L - increase of the lift force on the elevator.
- BlH - the distance between the wing aerodynamic center and and the horizontal tailplane aerodynamic center; Delta L - increase of the lift force on the elevator.
- ClH- the distance between the wing aerodynamic center and and the horizontal tailplane aerodynamic center; Delta L - increase of the aerodynamic force on the elevator.
- DlH – odległość między środkiem ciężkości samolotu i środkiem aerodynamicznym usterzenia poziomego; Delta PZH – przyrost siły aerodynamicznej na usterzeniu wysokości. lH- the distance between the center of gravity of the airplane and the horizontal tailplane aerodynamic center; Delta L - increase of the lift force on the elevator.
122When considering the stability of the airplane in an Cartesian (XYZ) coordinate system, we assume that all three axes pass through:
- ACenter of gravity of the airplane.
- BThe aerodynamic center of aerofoil.
- CThe aerodynamic center of the aircraft.
- DThe neutral point of the plane.
123The aircraft flies horizontally at economic speed. To establish horizontal fly with minimal speed (Vs) we should to do:
- AReduce speed.
- BPush the aerodynamic center of the airfoil.
- CAll answers are wrong.
- DShift a neutral centre of plane balance.
124 An airplane during stall configuration is:
- AUnstable statically longitudinally and laterally.
- BOnly unstable statically longitudinally.
- COnly unstable statically laterally.
- DStatically stable laterally and longitudinally.
125 The plane in the spin phase is characterized by:
- AStatic longitudinal unstability.
- BIncreased static longitudinal stability.
- CReduced static longitudinal stability.
- DNeutral static longitudinal stability.
126Aircrafts used in general aviation are usually constructed that:
- AAfter developed going into a spin, it will be the steep spin.
- BAfter developed going into a spin, it will be the flat spin.
- CIt is unable developed into a spin.
- DImmediately, followed self-removal recover from a spin.
127 The geometric Pitch of the propeller is
- AThe theoretical distance moved forward in each complete revolution of the propeller.
- BThe theoretical distance moved forward in each complete revolution when blades are set on angle of attack (AoA) alpha<0 °.
- CThe theoretical distance moved forward in each complete revolution when blades are set on angle of attack (AoA) alpha>0 °.
- DThe theoretical distance moved forward in each complete revolution when blades are set on angle of attack (AoA) alpha = ß.
128Actual pitch propeller:
- AThe actual distance moved forward in each complete revolution of propeller.
- BThe actual distance moved forward in each complete revolution of propeller when blades are set on angle of attack (AoA) alpha = 0 °
- CThe actual distance moved forward in each complete revolution of propeller when blades are set on angle of attack (AoA) alpha = ß
- DThe way which will take suitable choice point of the propeller during an one full revolution.
129The propeller efficiency is equal zero only when:
- ACiąg śmigła T=0 lub posuw śmigła =0. Thrust of propeller is T = 0 or the advance ratio of "J" is = 0 J=V/NxD where V=TAS in feet/sec, N=propeller rotation/sec, D=propeller diametr in inch.
- BCiąg śmigła T=0 i posuw śmigła =0. Thrust of propeller is T = 0 and the advance ratio of "J" is = 0 J=V/NxD where V=TAS in feet/sec, N=propeller rotation/sec, D=propeller diametr in inch.
- CCiąg śmigła T=0. Thrust of propeller is T = 0.
- DPosuw śmigła =0. The advance ratio of "J" J=V/NxD where V=TAS in feet/sec, N=propeller rotation/sec, D=propeller diametr in inch.
130The state of balance, when the mass is usually existing and to which always returns after being displaced from a given equilibrium position is named:
- AStatic stability.
- BStatically unstable.
- CStatically neutral.
- DDynamic stability.
131 Dynamic lateral stability mainly depends from:
- AThe dihedral - the fin and rudder areas - the distance between tailplane centre of pressure (CP) and centre of gravity (CG).
- BThe dihedral - the fin and rudder areas - the tailplane areas.
- CThe fin and rudder areas - the tailplane areas - the distance between tailplane centre of pressure (CP) and centre of gravity (CG).
- DThe distance between tailplane centre of pressure (CP) and centre of gravity (CG) - the dihedral.
132Dynamic longitudinal stability mainly depends from:
- AThe layout of plane masses - the fin and the rudder areas - the distance between tailplane centre of gravity (CG) and centre of gravity (CG).
- BThe layout of plane masses - the size of stabilizer - the size of fin and rudder.
- CThe area of stabilizer - the size of fin and stabilizer- the distance between tailplane centre of pressure (CP) and centre of gravity (CG).
- DThe area of fin and rudder - the distance between tailplane centre of pressure (CP) and centre of gravity and the layout of plane masses.
133Dynamic stability is:
- AThe ability to self-balance return of the aircraft to given equilibrium position after cessation of interference.
- BThe ability to maintain balance and prevent of its change.
- CThe ability to change the steady-state flight under an affect of the suitable action of the control.
- DThe ability to maintain control of the aircraft which is operate under external dynamic loads.
134 Static directional stability depends from:
- AThe fin and rudder area - the distance of the empennage from the center of gravity.
- BThe the fin and rudder area - the wing area.
- CThe tailplane position from the centre of gravity (CG) - the load of the aircraft.
- DThe wing surface - the load of the aircraft.
135Static longitudinal stability mainly depends from:
- APosition of the centre of gravity (CG) of the airplane - the tailplane area and the tailplane position from the centre of gravity (CG).
- BPosition of the centre of gravity (CG) of the airplane - the tailplane area and of the fin and rudder area.
- CThe tailplane area - the fin and rudder area - the tailplane position from the centre of gravity (CG).
- DThe fin and rudder area - the tailplane position from the centre of gravity (CG) - the position of the centre of gravity (CG) of the airplane.
136Static lateral stability mainly depends from:
- AThe dihedral, the area of the fin and rudder, the high wing or low-wing position.
- BThe dihedral, the area of the fin and rudder, the position of centre gravity (CG) of the airplane.
- CThe area of the fin and rudder, the position of centre gravity (CG) of the airplane- or a the high wing or lowwing position.
- DThe centre of gravity (CG) of the airplane, the high wing or low-wing position and the dihedral.
137Static stability is:
- AThe initial tendency that an aircraft displays after being displaced from a given equilibrium position.
- BThe ability to change the a given equilibrium position by the influence of suitable flying control surface.
- CAbility to maintain an aircraft control inflenced by external dynamic forces.
- DThe ability to self-balance equilibrium position return of the aricraft, when interference will stop.
138 A controllability is:
- AThe ability to alter of the fixed flight by using of the flying control surfaces.
- BThe ability to perform large movements with use of the control column and ruddler.
- CThe ability to self-balance return to equilibrium when will stop operate interferences.
- DThe ability to maintain balance and prevent of its change.
139The ratio of work done by the propeller to the power consumed by a propeller from the engine is called:
- AThe propeller efficiency.
- BThe propeller-feed.
- CThe slipslipping Propeller.
- DThe propeller pitch.
140Stosunek prędkości lotu "V" do prędkości obwodowej danego przekroju śmigła "u" nazywamy: The quatient of airspeed TAS to Revolution per Minute (RPM) of the propeller blade cross-section is called:
- APosuwem. The advance ratio of "J" J=V/NxD where V=TAS in feet/sec, N=propeller rotation/sec, D=propeller diametr in inch.
- BPoślizgiem geometrycznym. The geometric pitch.
- CPoślizgiem aerodynamicznym. The effective pitch.
- DSkokiem śmigła. The teoretical distance moved.
141Propeller of aircraft, in order to maximize of efficiency should to be:
- ATwisted geometrically so that the angle of attack of consecutive blade cross-sections during of the flight was similar.
- BTwisted geometrically so that the angle of attack of consecutive blade crosssections increase with distance from the axis of the propeller rotation.
- CTwisted geometrically so that the angle of attack of consecutive blade crosssections decrease as the distance from the axis of the propeller rotation.
- DTwisted geometrically so that the angle of attack of consecutive blade crosssections is similar to the critical angle of attack (AoA).
142In order to recovery of the plane from autorotation (spin) it is necesary:
- APush down the full stick, apply full opposite rudder into the direction of rotation.
- BApply full opposite rudder into the rotation of the spin, pull up the stick.
- CApply roll ailerons into the opposite direction of roll, pull up the stick.
- DApply roll ailerons into the opposite direction of roll, push down the stick.
143W celu wyprowadzenia samolotu z fazy przeciągnięcia do lotu ustalonego należy: Apply roll ailerons into the opposite direction of roll, push down the stick.
- AZwiększyć siłę nośną na skrzydle poprzez oddanie drążka sterowego.Increase the lift on the wing by push down of the stick or control column.
- BZwiększyć siłę nośną na skrzydle poprzez pociągnięcie drążka sterowego. Increase the lift on the wing by pull up of the stick or control column.
- CZmniejszyć siłę nośną na skrzydle poprzez pociągnięcie drążka sterowego. Reduce the lift on the wing by pull up of the stick or control column.
- DZmniejszyć siłę nośną na skrzydle poprzez oddanie drążka sterowego. Reduce the lift on the wing by push down of the stick or control column.
144 In order to recovery of the plane from the spin in following sequence:
- APush down the full stick, apply full opposite rudder into the rotation of the spin, after the terminate of rotation set rudder in neutral possition and recover from the dive.
- BApply full opposite rudder into the rotation of the spin, pull up the stick,after the terminate of rotation set rudder in neutral possition and recover from the dive.
- CApply roll ailerons into the opposite direction of roll, pull up the stick, after the terminate of rotation set rudder in neutral possition and recover from the dive.
- DApply roll ailerons into the opposite direction of roll, push down the stick, after the terminate of rotation set rudder in neutral possition and recover from the dive.
145W celu zmniejszenia pochylenia samolotu: In order to reduce the inclination of the plane:
- ANależy wychylić drążek sterowy na siebie. The stick shall to be pulled.
- BNależy wychylić ster wysokości w dół. The elevator or stabilator should to be pushed downward.
- CWektor przyrostu siły nośnej na usterzeniu poziomym musi mieć zwrot „w górę” . The vector of incease of the lift on the elevator or stabilator must to have into up direction.
- DPrzyrost momentu pochylającego samolot musi mieć wartość dodatnią. The increase of the pitching moment of the aircraft must to have a positive value.
146W celu zmniejszenia pochylenia samolotu: In order to reduce the inclination of the plane:
- APrzyrost momentu pochylającego samolot musi mieć wartość do ujemną. The increase of the pitching moment of the aircraft must to have a negative value.
- BNależy wychylić ster wysokości w dół. The elevator or stabilator should to be pushed downward.
- CWektor przyrostu siły nośnej na usterzeniu poziomym musi mieć zwrot „w górę”. The vector of incease of the lift on the elevator or stabilator must to have into up direction.
- DNależy wychylić drążek sterowy od siebie. The stick shall to be pushed.
147W celu zmniejszenia pochylenia samolotu: In order to reduce the inclination of the plane:
- ANależy wychylić ster wysokości w górę.The elevator or stabilator should to be pushed upward.
- BPrzyrost momentu pochylającego samolot musi mieć wartość dodatnią. The increase of the pitching moment of the aircraft must to have a positive value.
- CWektor przyrostu siły nośnej na usterzeniu poziomym musi mieć zwrot „w górę” . The vector of incease of the lift on the elevator or stabilator must to have into up direction.
- DNależy wychylić drążek sterowy od siebie. The stick shall to be pushed.
148W celu zmniejszenia pochylenia samolotu: In order to reduce the inclination of the plane:
- AWektor przyrostu siły nośnej na usterzeniu poziomym musi mieć zwrot „w dół” . The vector of incease of the lift on the elevator or stabilator must to have into down direction.
- BNależy wychylić ster wysokości w dół. The elevator or stabilator should to be pushed downward.
- CPrzyrost momentu pochylającego samolot musi mieć wartość dodatnią. The increase of the pitching moment of the aircraft must to have a positive value.
- DNależy wychylić drążek sterowy od siebie.The stick shall to be pushed.
149W celu zwiększenia pochylenia samolotu: In order to increase the inclination of the plane:
- ANależy wychylić drążek sterowy od siebie. The stick shall to be pulled.
- BPrzyrost momentu pochylającego samolot musi mieć wartość do ujemną. The increase of the pitching moment of the aircraft must to have a negative value.
- CNależy wychylić ster wysokości do góry. The elevator or stabilator should to be pushed downward.
- DWektor przyrostu siły nośnej na usterzeniu poziomym musi mieć zwrot „w dół”. The vector of incease of the lift on the elevator or stabilator must to have into down direction.
150W celu zwiększenia pochylenia samolotu: In order to increase the inclination of the plane:
- ANależy wychylić ster wysokości w dół. The elevator or stabilator should to be pushed downward.
- BNależy wychylić drążek sterowy na siebie. The stick shall to be pulled.
- CPrzyrost momentu pochylającego samolot musi mieć wartość do ujemną. The increase of the pitching moment of the aircraft must to have a negative value.
- DWektor przyrostu siły nośnej na usterzeniu poziomym musi mieć zwrot „w dół”.The vector of incease of the lift on the elevator or stabilator must to have into down direction.
151W celu zwiększenia pochylenia samolotu: In order to increase the inclination of the plane:
- AWektor przyrostu siły nośnej na usterzeniu poziomym musi mieć zwrot „w górę”. The vector of incease of the lift on the elevator or stabilator must to have into up direction.
- BNależy wychylić drążek sterowy na siebie. The elevator shoud to be upward.
- CNależy wychylić ster wysokości do góry. The stick shall to be pulled.
- DPrzyrost momentu pochylającego samolot musi mieć wartość do ujemną. Increasing of the aircraft nose-down pitch moment must be positive.
152W celu zwiększenia pochylenia samolotu: To increase up the pitch of the plane we should to do:
- AWszystkie odpowiedzi są poprawne. All responses are correct.
- BPrzyrost momentu pochylającego samolot musi mieć wartość dodatnią. Increasing of the aircraft nose-up pitch moment must to be positive.
- CWektor przyrostu siły nośnej na usterzeniu poziomym musi mieć zwrot „do góry”. Increase of the lift force vector on the horizontal tail assembly.
- DNależy wychylić drążek sterowy na siebie. The stick shall to be pulled.
153In which document are there information about the performance of the aircraft (helicopter, aircraft, etc.)?
- AIn an Aeroplane Flight Manual(AFM) or a Pilot Operational Handbook (POH)
- BIn the Technical Manual.
- CIn the service bulletins of Civil Aircraft Inspectorate Board.
- DThe Civil Aviation Authority regulations.
154In case when the propeller angle of attack(AoA) is equals the blade angle of the propeller it is true that:
- AThe slip of propeller is = 0 also the effective and geometric pitch are the equal.
- BThe slip of propeller is = 0 and propeller effective and geometric pitch are = 0.
- CThe slip of propeller is = 0 and the propeller slip is negative.
- DThe Airspeed of plane is nu = 0 and the propeller slip is = 0.
155 In an quiet air, the glide-angle with off an engine during incease of aicraft load:
- ARemains unchanged.
- BIncreases.
- CDecreases.
- DIs changes and can be read by drawing the speed polar of plane.
156 In a fixed straight horizontal flight the load factor of plane is:
- An=1
- Bn=0
- C0 <n> 1
- Dn>1
157 In the fixed turn of plane the load factor "n" is:
- An>1
- Bn=1
- Cn=0
- D0<n<1
158W wyniku niewielkiego zwiększania kąta natarcia alpha=alpha optymalne: As a achieving result of the glide-angle:
- AProcentowe zwiększenie Cx będzie większe od procentowego zwiększenia Cz. The L/D ratio will achieve the maximum of value.
- BProcentowe zwiększenie Cz’+F2396 będzie większe od procentowego zwiększenia Cx. The proportional increase of CL will not increse from of the proportional increase of Cd.
- CProcentowe zwiększenie Cx będzie takie same jak procentowe zwiększenia Cz. The proportional increase in Cx will be the same as the proportional increase in Sun.
- DDoskonałość profilu nieznacznie wzrośnie. The proportional increse of Cx will be greather then the proportional increse od Cl.
159W wyniku niewielkiego zwiększania kąta natarcia α=α optymalne : As a result of a slight increase of the angle of attack (AoA) over glide-angle:
- AStosunek Cz/Cx zmaleje. The L/D ratio of airfoil will increase.
- BStosunek Cz/Cx wzrośnie. The ratio of D/L will increase.
- CStosunek Cz/Cx nie zmieni się. The ratio of L/D will will not change.
- DDoskonałość profilu nieznacznie wzrośnie. The ratio of L/D will will decrease.
160W wyniku niewielkiego zwiększania kąta natarcia α=α optymalne : As a result of a slightly increase the angle of attack (AoA) over glide-angle:
- ADoskonałość profilu zmaleje . The L/D ratio of airfoil will increase.
- BDoskonałość profilu wzrośnie. The L/D ratio of airfoil will decrease.
- CDoskonałość profilu nie zmieni się. The L/D ratio of airfoil will not change.
- DStosunek Cz/Cx wzrośnie. The D/L ratio of airfoil will increase.
161Aileron deflection to the left during the stall will cause:
- ARoll of the plane to the right and start autorotation.
- BRoll of the plane to the left.
- CRoll of the plane to the right till the return of the stick into the neutral position.
- DRoll of the plane to the left till to the return of the stick into the neutral position.
162 Flap deflection is usually accompanied by:
- AIncrease of the Cz, increase of the Cx and decrease of the L/D ratio.
- BIncrease of the Cz, increase of the Cx and increase of the L/D ratio.
- CIncrease of the Cz, increase of the Cx not changed of the L/D ratio.
- DDisplacement of the neutral balance center of the plane.
163Wykres zależności Cz = f(Cx) wykonany na podstawie pomiarów w czasie lotu nazywamy: A graph the allegiance of the CD as a function of the CL Cl = f (Cx) performed on the basis of measurements during a flight, is called:
- ABiegunową samolotu.The Drag Polar of the aircraft.
- BBiegunową prędkości samolotu. The speed polar of the aircraft.
- CBiegunową profilu. The wing polar.
- DBiegunową skrzydła. The airfoil polar.
164Which property is related to a decrease of airflow in the boundary layer of airofoil?
- AThe viscous of the air.
- BThe air density.
- CThe stagnacy of the air
- DThe air ballance.
165Zaleca się, aby zmiana mocy z przelotowej na nominalną (śmigło o przestawianym skoku) odbywała się w następujący sposób: It is recommended that the change of cruising power to nominal (controllable pitch propeller (CPP) or variable pitch propeller) is made as follows:
- AZmniejszenie skoku śmigła, a później zwiększenie ciśnienia ładowania. First increasing of a propeller pitch and then increase of the throttle.
- BZmniejszenie ciśnienia ładowania, a później zwiększenie skoku śmigła. First reducing of the throttle then increasing of the propeller pitch.
- CZwiększenie skoku śmigła, a później zmniejszenie ciśnienia ładowania. Increasing of the propeller pitch, and then reducing of the throttle.
- DZwiększenie ciśnienia ładowania, a później zmniejszenie skoku śmigła skoku śmigła. Increasing throttle and then decrease of the propeller pitch.
166It is recommended that the change of take off power to nominal (controllable pitch propeller (CPP) or variable pitch propeller) is made as follows:
- AFirst reducing of the throttle next increasing the propeller pitch.
- BFirst increasing the propeller pitch next reducing the throttle.
- CIncrease throttle next decrease the propeller pitch.
- DReducing of propeller pitch next increase the throttle.
167Zapas stateczności statycznej podłużnej samolotu to: An aircraft static margin of a static longitudinal stability this is:
- AOdległość pomiędzy środkiem ciężkości samolotu i środkiem równowagi obojętnej. The distance between the Center of Gravity of the aircraft and the Neutral Point.
- BOdległość pomiędzy środkiem ciężkości samolotu i środkiem aerodynamicznym The distance between the Center of Gravity of the airplane and aerodynamic center (AC).
- COdległość pomiędzy środkiem równowagi obojętnej i środkiem aerodynamicznym płata. The distance between the Neutral balance center and the aerodynamic center (AC).
- DOdległość pomiędzy środkiem aerodynamicznym usterzenia i środkiem aerodynamicznym płata.
The distance between the aerodynamic center of control surface and the aerodynamice center of the wing.
168The ability to self-acting return of airplane into equilibrium position after cessation of disturbance is called:
- AThe Dynamic Stability.
- BThe static stability.
- CThe Static Controllability.
- DThe Dynamic controllability.
169Zwichrzenie aerodynamiczne płata charakteryzuje się tym, że: An aerodynamic twist angle of a wing is characterized by:
- ANa końcówkach płata stosuje się profile, na których oderwanie strug dla alpha;kryt jest mniej intensywne. On the tips od the wings there are airfoils, where the separated airflow leaving the wing for Absolute Angle of Attack (Absolute AoA) is less intense.
- BCięciwy profilów geometrycznych w kolejnych przekrojach nie leżą w jednej płaszczyźnie. Tips of wings are twistet down when speed is equal to 0.
- CKońcówki płata wygięte są w dół, jeżeli prędkość napływu strug =0. Tips of wings are twistet down when speed is equal to 0.
- DKońcówki płata wygięte są w górę podczas lotu. Tips of wings are curved up during in flight.
170Zwichrzenie geometryczne płata charakteryzuje się tym, że: A geometric twist of a wing is characterized by:
- ACięciwy profili geometrycznych w kolejnych przekrojach nie leżą w jednej płaszczyźnie. Geometric chord profiles in subsequent sections do not lie in one plane.
- BKońcówki płata wygięte są w dół, jeżeli prędkość napływu strug =0. Tips of wings are twistet down when speed is equal to 0.
- CKońcówki płata wygięte są w górę podczas lotu. Tips of wings are curved up during in flight.
- DNa końcówkach płata stosuje się profile, na których oderwanie strug dla alpha;kryt jest mniej intensywne. On the tips od the wings there are airfoils, where the separated airflow leaving the wing for Absolute Angle of Attack (Absolute AoA) is less intense.
171Zwiększenie obciążenia jednostkowego powierzchni powoduje: Increasing the unit loading of the planform area causes:
- AWydłużenie długości staru i lądowania - wzrost prędkości minimalnej - spadek maksymalnej prędkości wznoszenia. Take off and landing distance extending- increase of minimal speed (Vs)- decrease in maximal climbing rate(RoCmax).
- BSkrócenie długości startu i lądowania - wzrost prędkości minimalnej - spadek maksymalnej prędkości. Reducing of Take off and landing distance - increse in minimal speed(Vs) - decrease in maximal climbing rate(RoCmax).
- CWydłużenie długości startu i lądowania - spadek prędkości minimalnej - spadek maksymalnej prędkości wznoszenia. Take off and landing distance extending - decrease of minimal speed(Vs) - decrease in maximal climbing rate(RoCmax).
- DWydłużenie długości staru i lądowania - wzrost prędkości minimalnej - wzrost maksymalnej prędkości wznoszenia. Take off and landing distance extending - increase in minimal speed(Vs) - increase in maximal climbing rate(RoCmax).
Informações
- Descrição
- Quiz on Principles of flight. Part 2, created by Roman Eidia on 26/10/2018.
- Autor
- Roman Eidia
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- English
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