14 The lowest drag during straight and level flight is achieved...

O At a spesific angle of attack

20 We can decrease trim drag by...

O moving th CG as aft as permitable

O moving th CG as forward as permitable

37 In a constant speed, straight and level flight, as the airplane's weight is decreasing due to fuel consumption...

O the angle of attack decreases

O the angle of attack increases

O the angle of attack remains the same

47 in a straight and level flight when the airplane speed increases...

O the lift coefficient decreases.

O the lift coefficient increases.

O the lift coefficient remains unchanged

48 in a straight and level flight when the airplane speed decreases...

O the lift coefficient increases.

O the lift coefficient decreases.

O the lift coefficient remains unchanged

49 An airplane that exceeded a bank angle of 60°has the tendency...

O to increase its bank angle to 90°

O to gradualy decrease its bank angle

50 An airplane that not exceeded a bank angle of 30°has the tendency...

O to gradualy decrease its bank angle

O to increase its bank angle to 90°

O a cross section of the wing, parallel to the plan of symmetry of the aircraft] .

O a cross section of the wing at the joining point with the airframe] .

O a cross section of the wing at the middle of it.

O a cross section of the wing at the wing tip

53 angle of attack is]

O the angle between wing cord and the relative wind

O the angle between the wing cord and the longitudinal axis

O the angle between the wing cord and the lateral axis

O the angle between a line that connects the points on ? chord distance from the leading edge and a line perpendicular to the plane of symmetry of the aircraft

O the dihedral angle of the aircraft

O the angle between the leading edge and the longitudinal axis of a wing

O the angle between the leading edge and the lateral axis of the aircraft

55 center of prerssure is called]:

O the point where lift is applied on the wing

O the center of gravity of the aircraft

O the point wher the landing gear is attached to the wing

O the point where the weight of the wing is applied when the fuel tank is full

56 what is called Mean Aerodynamic Chord]

O is the chord of a hypothetical rectangular wing, that produces the same lift and at the same point as the real wing

O the mean value of the chord of a wing

O is the length of the wing chord at the middle of the wing

O is the length of the wing chord at the center of pressure of the wing

Quiz

POF EXAM PREP CMPLT

tsampikos pompou 200 perguntas 5,0 (3 avaliações)

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Perguntas do quiz (200)

11 2On a standard atmosfaire the conditions at sea level are]
1. AO 15 C, 1013,2 Mb
2. BO 0 C, 29,92 Mb
3. CO 15 C, 29,92 Mb
4. DO 0 C, 1013,2 Mb
22 As the altitude increases the air density...
1. AO decreases
2. BO increases
3. CO remains constant
33 As the altitude increases the air pressure...
1. AO decreases
2. BO increases
3. CO remains constant
4. DO depends on the day
44 Weel fairings on airgraft's landing gear decreases...
1. AO interferance drag
2. BO form drag
3. CO induced drag
55 laminar flow boundary layer compared to turbulent boundary layer is...
1. AO thinner]
2. BO thikker
3. CO having the same thickness
66 Figure POF01. Line a is called
1. AO Chord Line
2. BO Leading Edge
3. CO Trailing Edge
4. DO Mean Camber Line
77 Figure POF01. Line (c) is called
1. AO Mean Camber Line
2. BO Chord Line
3. CO Leading Edge
4. DO Trailing Edge
88 Figure POF02. Line (4) is called
1. AO Maximum Airfoil Thickness
2. BO Chord Line
3. CO Leading Edge
4. DO Trailing Edge
99 Figure POF01. Point (a) is called
1. AO Leading Edge
2. BO Mean Camber Line
3. CO Chord Line
4. DO Trailing Edge
1010 Figure POF01. Point (e) is called
1. AO Trailing Edge
2. BO Leading Edge
3. CO Mean Camber Line
4. DO Chord Line

1111 Figure POF03. Angle (a) is called
1. AO sweepback
2. BO angle of attack
3. CO angle of incidence
1212 When an aircraft is decelarating in a straight and level flight the induced drag...
1. AO increases
2. BO decreases
3. CO remains the same
1313 When an aircraft is decelarating in a straight and level flight the parasite drag...
1. AO decreases
2. BO increases
3. CO remains the same
1414 The lowest drag during straight and level flight is achieved...
1. AO At a spesific angle of attack
2. BO At a spesific speed
3. CO At the stall speed
4. DO At Vne
1515 In a stable aircraft during straight and level flight the horizonta stabilizer produces lift...
1. AO downwards
2. BO upwards
3. CO equal to zero
1616 It is more possible for a pilot to have a tail strike during landing when landing with flaps up
1. AO True
2. BO False
1717 An aircraft has a stalling speed of 55 kts, in straight and level flight with no power. With a higher weight the stalling speed will
1. AO increase
2. BO decrease
3. CO reamain the same
1818 An aircraft has a stalling speed of 55 kts, in straight and level flight with no power. With a higher engine output the stalling speed will
1. AO decrease
2. BO increase
3. CO reamain the same
1919 During an airplane's steady climb, lift is less than weight
1. AO True
2. BO False
2020 We can decrease trim drag by...
1. AO moving th CG as aft as permitable
2. BO moving th CG as forward as permitable
3. CO increasinvg the flight speed
4. DO decreasing the flight speed
2121 Figure POF04. The flaps type that coresponde with the letter (a) are called...
1. AO Simple
2. BO Split
3. CO Slotted
4. DO Fowler
2222 Figure POF04. The flaps type that coresponde with the letter (b) are called...
1. AO Split
2. BO Simple
3. CO Slotted
4. DO Fowler
2323 Figure POF04. The flaps type that coresponde with the letter (c) are called...
1. AO Fowler
2. BO Simple
3. CO Split
4. DO Slotted
2424 Figure POF04. The flaps type that coresponde with the letter (d) are called...
1. AO Slotted
2. BO Simple
3. CO Split
4. DO Fowler
2525 An airplane has a maximum maneuvering speed of 85 kts, in a given weight. With a higher weight the maximum maneuvering speed will
1. AO increase
2. BO decrease
3. CO reamain the same
2631 Dihedral angle contributes to the stability around the _____ axis
1. AO longitutinal
2. BO lateral
3. CO vertical
2732 Sweep angle contributes to the stability around the _____ axis
1. AO vertical
2. BO longitutinal
3. CO lateral
2833 The Horizontal stabilizer contributes to the stability around the _____ axis
1. AO lateral
2. BO vertical
3. CO longitutinal
2934 The vertical stabilizer contributes to the stability around the _____ axis
1. AO vertical
2. BO lateral
3. CO longitutinal
3035 It is a desirable wing characteristic to develop the stall from the tip toward the root]
1. AO False
2. BO True
3136 During an airplane's steady descent, thrust is less than drag
1. AO True
2. BO False
3237 In a constant speed, straight and level flight, as the airplane's weight is decreasing due to fuel consumption...
1. AO the angle of attack decreases
2. BO the angle of attack increases
3. CO the angle of attack remains the same
3338 When the angle of attack exceeds the critical angle of attack coefficient of lift inceases rapidly]
1. AO False
2. BO True
3439 the drag coeficient (Cd) of an airplane
1. AO No correct answer
2. BO it is maximus on Vne
3. CO it is maximus on Vso
4. DO it is maximus on VsI
3540 An airplane is approaching the stall having a right ball indication on the inclinometer. There is a danger that the airplane after the stall will enter a right spin
1. AO False
2. BO True
3641 An airplane is approaching the stall having a right ball indication on the inclinometer. There is a danger that the airplane after the stall will enter a left spin
1. AO True
2. BO False
3742 An airplane is approaching the stall having a left ball indication on the inclinometer. There is a danger that the airplane after the stall will enter a right spin
1. AO True
2. BO False
3843 An airplane is approaching the stall having a left ball indication on the inclinometer. There is a danger that the airplane after the stall will enter a left spin
1. AO False
2. BO True
3944 A single engine airplane with a clockwise rotating propeller is climbing with a very steep angle an the pilot is not countering the left turning tendency. If the airplane stalls under these conditions...
1. AO a left spin is possible
2. BO a right spin is possible
3. CO a spin is impossible
4045 The lift coefficient (Cl) is changing with a change of...
1. AO the angle of attack
2. BO the flight altitude
3. CO the airspeed
4. DO the lift
4146 The drag coefficient (Cd) is changing with a change of...
1. AO the angle of attack
2. BO the flight altitude
3. CO the airspeed
4. DO the lift
4247 in a straight and level flight when the airplane speed increases...
1. AO the lift coefficient decreases.
2. BO the lift coefficient increases.
3. CO the lift coefficient remains unchanged
4348 in a straight and level flight when the airplane speed decreases...
1. AO the lift coefficient increases.
2. BO the lift coefficient decreases.
3. CO the lift coefficient remains unchanged
4449 An airplane that exceeded a bank angle of 60°has the tendency...
1. AO to increase its bank angle to 90°
2. BO to gradualy decrease its bank angle
3. CO to maintain its bank angle
4550 An airplane that not exceeded a bank angle of 30°has the tendency...
1. AO to gradualy decrease its bank angle
2. BO to increase its bank angle to 90°
3. CO to maintain its bank angle
4651 The "T" tail system compare to the conventional system has the advandage of...
1. AO less interference drag
2. BO less induced drag
3. CO less surface drag
4. DO less weight
4752 airfoil is]
1. AO a cross section of the wing, parallel to the plan of symmetry of the aircraft] .
2. BO a cross section of the wing at the joining point with the airframe] .
3. CO a cross section of the wing at the middle of it.
4. DO a cross section of the wing at the wing tip
4853 angle of attack is]
1. AO the angle between wing cord and the relative wind
2. BO the angle between the wing cord and the longitudinal axis
3. CO the angle between the wing cord and the lateral axis
4. DO the dihedral angle
4954 Sweep angle is]
1. AO the angle between a line that connects the points on ? chord distance from the leading edge and a line perpendicular to the plane of symmetry of the aircraft
2. BO the dihedral angle of the aircraft
3. CO the angle between the leading edge and the longitudinal axis of a wing
4. DO the angle between the leading edge and the lateral axis of the aircraft
5055 center of prerssure is called]:
1. AO the point where lift is applied on the wing
2. BO the center of gravity of the aircraft
3. CO the point wher the landing gear is attached to the wing
4. DO the point where the weight of the wing is applied when the fuel tank is full
5156 what is called Mean Aerodynamic Chord]
1. AO is the chord of a hypothetical rectangular wing, that produces the same lift and at the same point as the real wing
2. BO the mean value of the chord of a wing
3. CO is the length of the wing chord at the middle of the wing
4. DO is the length of the wing chord at the center of pressure of the wing
5257 the coefficient of lift depends on]
1. AO angle of attack
2. BO air density
3. CO the airspeed2
5358 the higher part of the lift produced by an airfoil is applied]:
1. AO on the upper surface as underpressure
2. BO on the lower surface as overpressure
3. CO on the frontal surface as drag
5459 the thickness of the boundary layer around an airfoil…]
1. AO increases when the altitude increases
2. BO increases when the speed of the free airstream increases
3. CO increases when the viscosity of the air increases
5560 The critical angle of attack
1. AO gives the coefficient of lift just before stall
2. BO gives the minimum (negative) coefficient of lift
3. CO gives coefficient of lift equal to zero
4. DO gives the maximum coefficient of lift
5661 Stall speed Vs is]
1. AO it is not fixed and depends on the power output of the engine
2. BO the speed when the aircraft flies straight and level at the critical angle of attack
3. CO is the speed when flying at an angle of attack equal to zero
4. DO is the speed when flying at a negative angle of attack
5762 The stalling speed of an airplane Vs…
1. AO depends on power output of the engine
2. BO depends on altitude
3. CO depends on ground speed
4. DO no correct answer
5863 the symbol of maneuvering speed is]..
1. AO Va.
2. BO VLO.
3. CO VNE.
4. DO no correct answer
5964 the symbol of the maximum speed with the Flaps full down is
1. AO VFE.
2. BO VLOF
3. CO VFC
4. DO no correct answer
6065 the symbol of the maximum speed with the Landing Gear full down is
1. AO VLE.
2. BO VLO.
3. CO VFE.
4. DO no correct answer
6166 the speed range up to VNO is defined as]
1. AO normal operating range
2. BO never exceed speed
3. CO maximum cruising speed
4. DO no correct answer
6267 VSO speed is called]
1. AO stall speed in landing configuration
2. BO stall speed in specified configuration
3. CO stall speed or minimum safe take off speed
4. DO no correct answer
6368 the use of Flaps… ]
1. AO increases drag, increases lift, decreases the critical angle of attack
2. BO increases drag, increases lift, increase the critical angle of attack
3. CO increases drag, decreases lift, decreases the critical angle of attack
4. DO decreases drag, increases lift, increases the critical angle of attack
6469 Usually we use maximum Flaps deflection ]
1. AO only during landing
2. BO during take off and landing
3. CO only during take off and only on short runways
4. DO only during take off, on pilot discretion
6570 the purpose of aerodynamic trim of the controls is…]
1. AO to reduce the force needed to move the controls
2. BO the return of the controls to the neutral position when released
3. CO to increase the rate of turn of the aircraft
4. DO to coordinate the movement of all controls
6671 Longitudinal dihedral is called]
1. AO the difference of the angle of incidence of the wing and the tail plane relative to the longitudinal axis
2. BO the difference of the angle of incidence of the left wing and the right wing relative to the longitudinal axis
3. CO the difference of the angle of incidence of the left tail horizontal wing and the right tail horizontal wing relative to the longitudinal axis
4. DO the difference of the angle of incidence of the wing and the horizontal stabilizer relative to the longitudinal axis
6772 The use of Flaps during landing results in the…]:
1. AO increase of the descend angle without an increase of the airspeed
2. BO reduction of the descend angle without an increase of the airspeed
3. CO landing with an increase IAS
4. DO increase of angle of descent due to the reduction of lift
6873 Refer to figure POF07. What is the speed range that is permitted to use the flaps
.
1. AO 60-100 Kts.
2. BO 65-165 Kts.
3. CO 60-208 Kts.
4. DO 165-208 Kts
6974 Refer to figure POF07. What is the maximum speed with the flaps down
1. AO 100 Kts.
2. BO 165 kts.
3. CO 65 Kts.
4. DO 60 Kts.
7075 Refer to figure POF07. What color range symbolizes the range of speed that is permitted to use the flaps
1. AO the white arc]
2. BO from the lower speed of the white arc up to the upper level of the green arc
3. CO the green arc
4. DO the yellow arc
7176 Refer to figure POF07. What color and which point on the instrument indicate the stalling speed with no thrust, landing gear and flaps in landing configuration].
1. AO the low end of the white arc
2. BO the high end of the green arc
3. CO the high end of the white arc
4. DO the low end of the green arc
7277 Which aircraft's speed limit is not depicted on the color coding of the Airspeed indicator]
1. AO Maximum maneuvering speed
2. BO Never exceed speed
3. CO Maximum cruising speed
4. DO Maximum speed with the flaps down
7378 The 4 forces acting on an aircraft in flight are]
1. AO Engine thrust, lift, weight, drag
2. BO Engine power, speed, gravity, drag
3. CO Engine power, speed, weight, friction
4. DO Engine thrust, lift, gravity, weight
7479 In which case do the 4 forces acting on an aircraft equal to zero];
1. AO During straight and level non accelerated flight
2. BO With the aircraft still on the ground
3. CO When the aircraft is accelerating
4. DO When the aircraft is decelerating
7580 What is the relationship between the forces of lift, drag, thrust and weight during straight and level non accelerated flight]
1. AO lift and weight = thrust and drag
2. BO lift = drag and thrust = weigh
3. CO lift, drag and weight = thrust
4. DO lift = weight and thrust = drag
7681 What makes an aircraft turn
1. AO the horizontal coefficient of lift
2. BO The centrifugal force
3. CO The coordinated effect of rudder and ailerons
4. DO The ruder, ailerons and elevator
7782 Refer to figure POF08, The angle A is called]
1. AO angle of incidence
2. BO dihedral angle
3. CO angle of attack
4. DO camber angle
7883 The angle of attack is defined as]
1. AO the angle between the wing chord and the relative wind
2. BO the angle between the climb vector of the aircraft and the horizon
3. CO the angle between the longitudinal axis and the chord of the aircraft
4. DO the angle when the Lift to Drag ratio is the highest
7984 Refer to figure POF09. If the aircraft's weight is 2.300 lb, what is the weight that his structure has to withstand during a level turn with an angle of 60 degrees relative to the horizon]
1. AO 4.600 lb.
2. BO 3.400 lb.
3. CO 2.300 lb.
4. DO 5.200 lb.
8085 Refer to figure POF09. If the aircraft's weight is 3.300 lb, what is the weight that his structure has to withstand during a level turn with an angle of 30 degrees relative to the horizon]
1. AO 3.960 lb.
2. BO 3.100 lb.
3. CO 1.200 lb.
4. DO 7.220 lb.
8186 Refer to figure POF09. If the aircraft's weight is 5.400 lb, what is the weight that his structure has to withstand during a level turn with an angle of 55 degrees relative to the horizon ]
1. AO 9.180 lb.
2. BO 5.400 lb.
3. CO 6.720 lb.
4. DO 10.800 lb.
8287 Refer to figure POF09. If the aircraft's weight is 4.500 lb, what is the weight that his structure has to withstand during a level turn with an angle of 45 degrees relative to the horizon ]
1. AO 6.750 lb.
2. BO 4.500 lb.
3. CO 7.200 lb.
4. DO 12.000 lb.
8388 Refer to figure POF09. The highest bank angle that the aircraft's wing can have without exceeding 4,4 G is]
1. AO 77°
2. BO 71°
3. CO 73°
4. DO 83°
8489 One of the main reasons that we use flaps during landing is]
1. AO to increase the angle of descend without increasing the aircraft's speed]
2. BO to reduce the lift in order to have a steeper descend angle]
3. CO to allow for greater speeds when the wheels contact the runway]
4. DO to decrease the angle of descent, without increasing the aircraft's speed
8590 the function of the vertical stabilizer is]
1. AO to stabilize the aircraft around the vertical axis
2. BO to control the tendency for left or right bank
3. CO to reduce the slip or skid
4. DO to maintain the turn after banking the aircraft
8691 Flaps are needed to:
1. AO allow the pilot to maintain high angle of descent during landing, without high speed
2. BO allow the pilot to reduce speed
3. CO increase the wing's lift by increasing its surface
4. DO increase the drag, and as a result more thrust is required during landing
8792 The number of G's applied on the airframe depend on]
1. AO the bank of the aircraft during a level turn
2. BO the position of the center of gravity
3. CO The airspeed of the aircraft
4. DO the stalling angle of attack
8893 What will be the effect of load factor (G forces) on an aircraft approaching the stall]
1. AO the aircraft will stall on a higher speed
2. BO the aircraft will have a tendency to enter a spin
3. CO the control of the aircraft will be more difficult
4. DO the aircraft will have a tendency to rotate around the vertical and the longitudinal when approaching the stall speed
8994 Which basic aircraft maneuver increases the load factor in relation to straight and level flight]
1. AO turns
2. BO climb
3. CO stall
4. DO slip
9095 What is the basic advantage of a stable aircraft]
1. AO is easily controlable
2. BO it is impossible to spin
3. CO it is difficult to stall
4. DO it is not experiencing extreme bank angles during steep turns
9196 Which factors affect aircraft stability along the longitudinal axis]
1. AO the position of Center of Gravity relative to the Center of Pressure
2. BO the effectivity of the elevator, the elevator trim and the rudder
3. CO the relationship between thrust and lift to drag and weight
4. DO the dihedral angle and sweep angle
9297 What causes an aircraft to nose down when reducing engine power, without adjusting the elevator (T-tailed aircraft are exempted)]
1. AO The downward force created from the air stream of the propeller hitting the horizontal stabilizer is reduced therefore the elevator is less effective
2. BO The Center of Gravity moves forward when thrust and drag is reduced
3. CO As the thrust becomes less than the weight, lift also decreases and the wings cannot support the weight of the aircraft
4. DO the air pressure applied by the propeller on the wings decreases and also the angle of attack decreases
9398 An aircraft is loaded with its center of gravity out of the aft center of gravity limit. The flight is dangerous because]
1. AO the aircraft will not recover after a stall
2. BO the aircraft will need more runway for take off
3. CO the aircraft stalls at an unpredictable higher speed
4. DO it is difficult to land the aircraft
9499 How the flight characteristics of an aircraft are affected when the Center of Gravity is at its aft limit ]
1. AO the aircraft will be less stable at all speeds
2. BO the aircraft will be less stable at low speeds and more stable at high speeds
3. CO the aircraft will be more stable at low speeds and less stable at high speeds
4. DO the aircraft will be more stable at all speeds
95100 when frost remains on the aircraft's wings before flight]
1. AO take off may be difficult or impossible
2. BO this can have as a result the take off with a lower angle of attack and at a lower indicated airspeed
3. CO no problem exists since frost will be blown off by the pressure of the air during take off
4. DO it will increase the camber of the wing and as a result more lift will becreated during take off
96101 when is it possible for an aircraft to stall]
1. AO at any speed and altitude
2. BO only when the aircraft's nose is high and the speed low
3. CO only when its speed falls below the published stall speed
4. DO only when the aircraft's nose is high in relation to the horizon
97102 during a left spin which wing(s) is (are) stalled]
1. AO both wings are stalled
2. BO neither wing is stalled
3. CO only the left wing is stalled
4. DO only the right wing is stalled
98103 the stalling angle of attack
1. AO remains the same irrespectively of the weight
2. BO increases as the center of gravity moves forward
3. CO is changing as the take off weight increases
4. DO decreases as the center of gravity moves aft
99104 At a given configuration, as the flight altitude increases, the stalling indicated airspeed
1. AO remains the same as in lower altitudes
2. BO decreases as the true airspeed decreases
3. CO decreases as the true airspeed increases
4. DO increase because the air density decreases
100105 What is the required aircraft's condition in order for the aircraft to spin]
1. AO to be stalled
2. BO to be close to stall, one wing low and idle power
3. CO to be in a steep dive and rotation at the same time
4. DO to be in a steep climb with idle power
101106 How can the ground effect affect an airplane]
1. AO to take off before reaching the manufacturer speed for take off
2. BO to sink back on the runway just after take off
3. CO to be unable to take off even after passing the calculated take off speed
4. DO high rate of descent and a hard landing during approach
102107 Which unwanted effect may the pilot experience during take off due to the ground effect]
1. AO to take off before reaching the manufacturer speed for take off
2. BO to be unable to take off even after passing the calculated take off speed
3. CO to sink back on the runway just after take off
4. DO to experience difficulties during the first 20 feet of climb after take off
103108 During landing the ground effect is more noticeable]
1. AO When the height of the aircraft from the runway is less than half its wing span
2. BO When the height of the aircraft from the runway is equal to twice its wing span
3. CO when descending at a high angle of attack
4. DO when descending at a speed close to the stall speed
104109 At what altitude, can the ground effect affect an airplane]
1. AO equal to the wing span
2. BO between 100 and 200 feet above the runway in calm wind conditions
3. CO at less than half the wing span
4. DO 3 or 4 times the wing span
105110 Wake turbulence are more intense when the aircraft creating them is
1. AO heavy, clean and slow
2. BO light and fast
3. CO heavy and fast
106111 wing tip vortices are created only when the aircraft...
1. AO produces lift
2. BO is flying at high speed
3. CO is big
4. DO no correct answer
107112 Wing tip vortices have a tendency
1. AO to sink behind the aircraft that creates them
2. BO to climb and reach the traffic pattern altitude
3. CO to climb and spread left and right
4. DO to remain exactly behind and at the same altitude as the aircraft that created them
108113 When a pilot is landing behind a big aircraft, he has to keep his path clear of wake turbulence by flying
1. AO above the path of the big airplane and by landing after its the landing spot
2. BO below the path of the big airplane and by landing before its the landing spot
3. CO above the path of the big airplane and by landing before its the landing spot
4. DO below the path of the big airplane by landing after its the landing spot
109114 When a pilot is taking off behind a big aircraft, he has to keep his path clear of wake turbulence by flying
1. AO higher and to the upwind side of the taking off aircraft
2. BO lower and to the downwind side of the taking off aircraft
3. CO lower and to the upwind side of the taking off aircraft
4. DO higher and to the downwind side of the taking off aircraft
110115 Aircraft's Empty weight includes...
1. AO hydraulic fluid, oil and unuseable fuel
2. BO only the airframe, the engine and the equipment installed by the manufacturer
3. CO Fuel and Oil tanks full but without the weight of the crew and baggage
4. DO unusable fuel and provisional equipment ex. potable water e.t.c.
111116 The four forces acting on an airplane in flight are?
1. AO lift, weight, thrust, and drug
2. BO lift, weight, gravity, and thrust
3. CO lift, gravity, power, and friction
4. DO lift, power, thrust, and drug
112117 What force makes an airplane turn:
1. AO the horizontal component of lift
2. BO the vertical component of lift
3. CO centrifugal force
4. DO Bernoulli's force
113118 During an approach to a stall, an increased load factor will cause the airplane to :
1. AO stall at a higher airspeed
2. BO have a tendency to spin
3. CO be more difficult to control
4. DO turn left
114119 The most important rule to remember in the event of a power failure after becoming airborne is to:
1. AO immediately establish the proper gliding attitude and airspeed
2. BO quickly check the fuel supply for possible fuel exhaustion
3. CO determine the wind direction to plan for the forced landing
4. DO determine the reasons for the power failure
115120 The amount of excess load that can imposed on the wing of an airplane depends upon the:
1. AO speed of the airplane
2. BO position of the CG
3. CO abruptness at which the load is applied
4. DO wind direction
116121 Which basic flight maneuver increases the load factor on an airplane as compared to straight-and-level flight?
1. AO turns
2. BO climbs
3. CO stalls
4. DO descents
117122 When does the P- factor cause the airplane to yaw to the left:
1. AO when at high angles of attack
2. BO when at low angles of attack
3. CO when at high airspeed
4. DO when at low airspeed
118126 In what flight condition is torque effect the greatest in a single-engine airplane?
1. AO Low airspeed, high power, high angle of attack
2. BO Low airspeed, low power, low angle of attack
3. CO High airspeed, high power, high angle of attack
4. DO High airspeed, high power, low angle of attack
119127 During a spin to the left, which wing(s) s/are stalled?
1. AO both wings are stalled
2. BO neither wing is stalled
3. CO only the left wing is stalled
4. DO only the right wing is stalled
120128 What is the purpose of the rudder on an airplane?
1. AO to control yaw
2. BO to control over banking tendency
3. CO to control roll
4. DO to control pitch
121129 Loading an airplane to the most aft CG will cause the airplane to be:
1. AO less stable at all speeds
2. BO less stable at low speeds, but more stable at high speeds
3. CO less stable at high speeds, but more stable at low speeds
4. DO more stable at all speeds
122130 In what flight condition must an aircraft be placed in order to spin?
1. AO stalled
2. BO in a steep diving spiral
3. CO in a steep diving spiralL
4. DO during a climb
123131 An airplane said to be inherently stable will :
1. AO require less effort to control
2. BO be difficult to stall
3. CO not spin
4. DO be difficult to turn
124132 What determines the longitudinal stability of an airplane?
1. AO the location of the CG with respect to the center of lift
2. BO the effectiveness of the horizontal stabilizer, and rudder
3. CO the weight of the airplane
4. DO the direction of the relative wind
125133 Ground effect is most likely to result in which problem?
1. AO becoming airborne before reaching recommended takeoff speed
2. BO settling to the surface abruptly during landing
3. CO inability to get airborne even though airspeed is sufficient for normal take off needs
4. DO inability to land in short runways
126134 Angle of attack is defined as the angle between the chord line of an airfoil and the:
1. AO direction of the relative wind
2. BO longitudinal axis f the airplane
3. CO normal axis of the airplane
4. DO lateral axis of the airplane
127135 One of the main functions of flaps during approach and landing is to:
1. AO increase the angle of descent without increasing the airspeed
2. BO decrease the angle of descent without increasing the airspeed
3. CO permit a touchdown at a higher airspeed
4. DO decrease the angle of descent and increase the airspeed
128136 What is one purpose of wing flaps?
1. AO to enable the pilot to make steeper approaches to a landing without increasing the airspeed
2. BO to relieve the pilot of maintaining continuous pressure on the controls
3. CO to decrease wing area to vary lift
4. DO to help in landing with increasing speed
129137 The angle of attack at which an airplane wing stalls will:
1. AO remain the same regardless of gross weight
2. BO increase if the CG is moved forward
3. CO change with an increase in gross weight
4. DO decrease if the CG is moved forward
130138 Floating caused by the phenomenon of ground effect will be most realized during an approach to land when:
1. AO at less than the length of the wingspan above the surface
2. BO at twice the length of the wingspan above the surface
3. CO at a higher than normal angle of attack
4. DO landing with tail wind
131139 When are the four forces that act on an airplane in equilibrium?
1. AO During unaccelerated flight
2. BO When the aircraft is accelerating
3. CO When the aircraft is at rest on the ground
4. DO at MSL
132140 What is the relationship of lift, drug, thrust, and weight when the airplane is in straight-and level flight?
1. AO Lift equals weight and thrust equals drag
2. BO Lift, drug and weight equal thrust
3. CO Lift and weight equal thrust and drug
4. DO Thrust, drug and weight equal lift
133141 What is the effect of deploying trailing edge flaps?
1. AO Increases CL and decreases Vs
2. BO Increases CL and Vs
3. CO Decreases CL and Vs
4. DO Decreases CL and increases Vs
134142 What is the effect of deploying leading edge slats?
1. AO Energising boundary layer and decreasing Vs
2. BO Energising boundary layer and increasing Vs
3. CO De-energising boundary layer and decreasing Vs
4. DO De-energising boundary layer and increasing Vs
135143 What is the effect on wing pitching moment, of deploying trailing edge flaps prior to landing?
1. AO Nose up pitching moment replaced by a nose down pitching moments.
2. BO Increased nose down pitching moment.
3. CO Decreased nose down pitching moment.
4. DO Increased nose up pitching moment.
136144 What effect does deployment of trailing edge flaps have on stalling angle of
attack?
1. AO Decreased stalling angle.
2. BO No change.
3. CO Increased stalling angle.
4. DO Increased or decreased stalling angle depending on wing sweep angle.
137145 What trailing edge flap angle will give the minimum stalling speed?
1. AO Maximum deflection.
2. BO Zero degrees.
3. CO 20 degrees.
4. DO 30 degrees.
138146 What trailing edge flap angle will give best L : D ratio?
1. AO Zero angle.
2. BO Maximum angle.
3. CO 20 degrees.
4. DO 30 degrees.
139147 What will be the effect of deploying triple slotted fowler flaps to maximum deflection?
1. AO Wing area, camber and angle of incidence will increase but stalling angle, stalling speed and L/D ratio all decrease.
2. BO L/D ratio, wing area, camber, stalling angle, stalling speed and angle of incidence will all increase.
3. CO L/D ratio, wing area, camber, stalling angle, stalling speed and angle of incidence will all decrease.
4. DO L/D ratio, wing area, camber and stalling angle will increase but stalling speed and angle of incidence will decrease.
140148 Complete the following statement.
As trailing edge flaps move from fully retracted to fully deployed, both lift and drag increase. Most of the additional drag is produced during the .............of deployment whilst most of the additional lift is produced during the..................The additional drag produced by the first half of the deployment is mainly.............................Whilst that produced during
the second half is mainly.................................
1. First half
2. Induced
3. Profile
4. Second half
1. AO 4, 1, 2, 3.
2. BO 4, 2, 1, 3.
3. CO 3, 1, 2, 4.
4. DO 1, 4, 3, 2.
141149 Deployment of trailing edge flaps in straight and level flight wil will……………………………………………………….induced drag?
1. AO Increase.
2. BO Not affect.
3. CO Decrease.
4. DO Increase or decrease depending on flap angle selected.
142150 Which of the following will reduce L/D ratio most?
1. AO 45° trailing edge flap.
2. BO 15° trailing edge flap.
3. CO 30° trailing edge flap.
4. DO 15° slat.
143151 A split flap is………………………………….compared to a plain flap?
1. AO More efficient.
2. BO Less efficient
3. CO As efficient.
4. DO More or less efficient depending on weight.
144152 Deployment of flaps in turbulence will……………………………….?
1. AO Decrease stalling speed and increase risk of exceeding limiting load factor.
2. BO Increase stalling speed and risk of exceeding limiting load factor.,
3. CO Decrease stalling speed and risk of exceeding limiting load factor.
4. DO Increase stalling speed and decrease risk of exceeding limiting load factor.
145153 Deployment of leading edge slats………………………………………...?
1. AO Energises boundary layer and moves C of P forward.
2. BO De-energises boundary layer and moves C of P aft.
3. CO De-energises boundary layer and moves C of P forward,
4. DO Energises boundary layer and moves C of P aft.
146154 Deployment of flaps……………………………………………...CL?
1. AO Increases.
2. BO Decreases.
3. CO Increases then decreases.
4. DO Decreases then increases.
147155 The first few degrees of flap deployment will………………………………………...L/D ratio?
1. AO Increase.
2. BO Decrease.
3. CO Increase or decrease depending on speed.
4. DO Not affect.
148156 Deployment of trailing edge flaps………………………..stalling angle and…………………………………………..CLMAX?
1. AO Decreases, Increases.
2. BO Increases, Increase.
3. CO Increases, Decreases.
4. DO Decreases, Decreases.
149157 Deployment of flaps in icing conditions might…………………..?
1. AO Cause stalling.
2. BO Increase stalling angle.
3. CO Spin.
4. DO Increase rate of climb.
150158 Raising slats too soon after take-off might………………………..?
1. AO Cause stalling.
2. BO Increase stalling angle.
3. CO Structural failure.
4. DO Increase rate of climb.
151159 Trailing edge flaps…………………….……………….landing attitude?
1. AO Decrease.
2. BO Increase.
3. CO Do not affect,
4. DO Increase or decrease depending on flap type.
152160 Trailing edge flaps…………………………………….stalling angle?
1. AO Decrease.
2. BO Increase.
3. CO Do not affect
4. DO Increase or decrease depending on flap type.
153161 The purpose of leading edge slats is to…………………………….?
1. AO Increase stalling angle.
2. BO Decreases stalling angle.
3. CO Increase stalling speed,
4. DO Create advanced turbulent boundary layer.
154162 Leading edge slats……………………...stalling angle?
1. AO increase.
2. BO Decrease.
3. CO Do not affect.
4. DO Increase or decrease depending on weight.
155163 Asymmetric flap deployment………………………………………...?
1. AO Causes loss of control.
2. BO Improves lift performance.
3. CO Is used to prevent asymmetric yaw.
4. DO Is not possible.
156164 The diagram (Fig.1), includes?
1. AO Split flap
2. BO Double slotted plain flaps.
3. CO Leading edge flaps
4. DO Double slotted fowler flaps.
157165 The diagram (Fig.2), includes?
1. AO Slat and plain flap.
2. BO Drooped leading edge and plain flap.
3. CO Leading edge flap.
4. DO Double slotted split flaps.
158166 Flap asymmetry causes…………………………………………….?
1. AO Roll and yaw.
2. BO Roll.
3. CO Roll, pitch and yaw.
4. DO None of the above.
159167 Trailing edge flap deployment………….……………………...
pitch attitude required in take-off and landing?
1. AO Decreases stalling speed and stalling angle of attack.
2. BO Increases stalling speed and stalling angle of attack.
3. CO Decreases stalling speed and angle of incidence.
4. DO Improves stability.
160168 Trailing edge flap deployment……………………………………………..
pitch attitude required in take-off and landing?
1. AO Decreases,
2. BO Increases.
3. CO Does not affect.
4. DO Increases or decreases depending on weight
161169 Trailing edge flap deployment………………….power required?
1. AO Increases.
2. BO Decreases.
3. CO Does not affect.
4. DO Increases or decreases depending on C of G position.
162170 Deployment of flaps………………………………………………….?
1. AO Decreases lateral stability.
2. BO Increases longitudinal stability.
3. CO Decreases longitudinal stability.
4. DO Increases lateral stability.
163171 Trailing edge flap deployment...................................... ?
1. AO Decreases stalling angle.
2. BO Increases stalling angle.
3. CO Does not affect stalling angle,
4. DO Increases or decreases stalling angle depending on C of G position.
164172 What effect does increasing load factor have on power required at any given aircraft eweight and TAS?
1. AO Increases in direct proportion to load factor.
2. BO .No effect.
3. CO Decreases in direct proportion to load factor,
4. DO Power required is inversely proportional to load factor.
165173 What effect will increasing aircraft weight have on minimum drag speed (Vmd) and speed stability,
1. AO Increase, Decrease.
2. BO Increase, Increase.
3. CO Decrease, Increase.
4. DO Decrease, Decrease.
166174 What effect will lowering the landing gear have on VMD and speed stability?
1. AO Decrease, Increase,
2. BO Increase, Increase.
3. CO Increase, Decrease.
4. DO Decrease, Decrease.
167175 What is the relationship between Di and Dp at speeds below VMD?
1. AO Di is greater than Dp.
2. BO Di is less than Dp.
3. CO Di = Dp.
4. DO Di = DP =DTOTAL
168176 Complete the following statement.
As airspeed changes from VMD to CLMAX………………………………..increases and………………. decreases.
1. AO DI, DP.
2. BO DP, DI.
3. CO DTOTAL DP.
4. DO D TOTAL DI.
169177 Which of the following definitions of Dp is the most accurate?
1. AO It is made up of friction, form and interference drag,
2. BO It is made up of form, friction and induced drag.
3. CO It is made up of friction, induced and shock drag.
4. DO It is made up of interference, shock and form drag.
170178 What causes wing tip vortices?
1. AO High pressure air leaking from below the wings.
2. BO Pressure differences in front of and behind the wings.
3. CO Spanwise flow from tip to root under the wings,
4. DO Spanwise flow from root to tip above the wings.
171179 Which of the following occur at Vmd?
1. AO Minimum drag and greatest L/D ratio.
2. BO Minimum power required and best L/D) ratio.
3. CO Minimum angle of attack and best rate of climb.
4. DO Minimum drag and greatest jet propeller aircraft range.
172180 In what direction does the drag force act?
1. AO Parallel but opposite to the direction of flight.
2. BO Parallel to relative airflow.
3. CO Parallel to lift,
4. DO Parallel to weight.
173181 In what direction does lift act?
1. AO At right angles to the flight path.
2. BO Straight up.
3. CO At right angles to the relative airflow.
4. DO At right angles to thrust.
174182 The majority of lift is produced by?
1. AO Low pressure above the wing.
2. BO High pressure below the wing.
3. CO Increased velocity below the wing.
4. DO Increased density below the wing.
175183 What proportion of total drag is made up of induced drag when flying at VMD?
1. AO 50%
2. BO 75%
3. CO 25%
4. DO 100%
176184 All other factors being equal, minimum drag is……………………………………………...?
1. AO Proportional to weight.
2. BO Constant.
3. CO A function of density altitude.
4. DO A function of pressure altitud
177185 If air density is reduced by a factor of 4, by what factor will drag alter?
1. AO Decrease by a factor of 4.
2. BO Decrease by a factor of 2.
3. CO Increase by a factor of 4.
4. DO Decrease by a factor of 16.
178186 Which of the following, causes induced drag (Di) ?
1. AO Downwash of airflow over the trailing edge caused by wing tip vortices.
2. BO Shock waves above and below the wing.
3. CO Friction due to the air passing over the wing.
4. DO Upwash of airflow over the trailing edge caused by wingtip vortices.
179187 Which of the following is responsible for the creation of induced drag?
1. AO Angle of attack, camber, wing area and airspeed.
2. BO Pitch angle, camber, wing area and airspeed.
3. CO Pitch angle, camber, wing area and angle of attack.
4. DO Airspeed, wing area and pitch angle.
180188 Entering ground effect causes?
1. AO Downwash is reduced.
2. BO Low pressure below the wings reduces lift
3. CO Downwash is increased.
4. DO The aircraft slows down.
181189 In what way does ground effect influence induced drag?
1. AO Decreases it.
2. BO Increases it.
3. CO No effect.
4. DO Angles it aft.
182191 What will be the effect of raising the undercarriage of an aircraft?
1. AO Decreased profile drag and lower speed stability.
2. BO Increased induced drag due to more efficient lift
  production.
3. CO Decreased induced drag due to less efficient lift
  production.
4. DO Increased profile drag and greater speed stability.
183192 How will power required vary when leaving ground effect?
1. AO increase.
2. BO No change.
3. CO Decrease.
4. DO Decrease or increase depending on airspeed.
184193 In what ways are Di and Dp proportional to V?
1. AO (1/V)2 (V)2
2. BO (V)3 (1/V)3
3. CO Inversely.
4. DO (V)2 (1/V)2
185194 How does total drag vary with air density?
1. AO Directly.
2. BO Constant.
3. CO Inversely.
4. DO Conversely.
186195 How does retraction of flaps affect induced drag if IAS remains constant?
1. AO Decreases.
2. BO Increases.
3. CO Constant.
4. DO Increase or decrease depending on speed.
187196 ……………………………………………………….causes induced drag?
1. AO The generation of lift.
2. BO Angle of attack.
3. CO Aspect ratio.
4. DO Boundary layer separation.
188197 Entering ground effect……………………………..power required?
1. AO Decreases,
2. BO Increases.
3. CO Does not affect,
4. DO Increases or decreases depending on height.
189198 Increasing air temperature will......................................?
1. AO Decrease lift at any given CL and TAS.
2. BO Increase the gradient of the lift slope
3. CO Decrease CL max.
4. DO Increase profile drag.
190199 Increasing humidity will………………………………………………………...?
1. AO Increase required CL,
2. BO Increase CL max.
3. CO Decrease stalling speed,
4. DO Increase profile drag.
191200 Which of the following statements are true?
1. Increasing aspect ratio reduces induced drag.
2. Increasing sweep back angle reduces induced drag.
3. Increasing EAS increases induced drag.
4. Increasing CL increases induced drag.
1. AO 1 and 4.
2. BO 1,2 and 3.
3. CO 1,3 and 4.
4. DO 2,3 and 4.
192201 ……………………………………………………………………………..aircraft weight will………………………………………………………………………ground effect?
1. AO Increasing, increase.
2. BO Increasing, decrease.
3. CO Decreasing, increase.
4. DO Decrease, diminish.
193202 ……………………………………………………………………….landing speed at constant weight will……………………………….ground effect?
1. AO Increasing,………………………………………..decrease.
2. BO Increasing,………………………………………increase.
3. CO Decreasing,…………………………………….stabilize,
4. DO Decreasing,……………………………………decrease
194203 Increasing load factor will…………………………………..Dp,………………………VMD and………………………………..speed dtability.
1. AO Not affect, Increase, Decrease,
2. BO Increase, Increase, Increase.
3. CO Decrease, Decrease, Decrease,
4. DO Not affect, Decrease, Increase
195204 Why might trim tabs be employed in power assisted flying controls?
1. AO To reduce control forces to zero,
2. BO To enable control to be maintained following hydraulic failure.
3. CO To prevent overstressing of hydraulic actuators.
4. DO To provide better sability.
196205 How is control mass balance achieved?
1. AO By fitting weights onto or in front and above the leading edge.
2. BO By fitting weight aft of the hinge.
3. CO By fitting weights into the tip cap.
4. DO By fitting a extra weights to the aft of fuselage.
197206 In a climbing turn the ................wing is likely to stall..... ……...causing the aircraft to.. .......and yaw .......... the turn?
1. AO Outer first roll out of.
2. BO Outer last pitch in to.
3. CO Inner first roll in to.
4. DO Inner last pitch out of.
198207 In a descending turn the ......... wing is likely to stall...... causing the aircraft to……
...and yaw ............'the turn?
1. AO .Inner first roll in to.
2. BO .Outer last pitch in to.
3. CO Outer first roll out of.
4. DO .Inner last pitch out of.
199208 A swept............................wing is prone to..............................all due to separation of boundary layer air at the...............?
1. AO Back tip tips
2. BO Forward root roots
3. CO Back tip roots,
4. DO Forward root tips.
200209 Straight wings are prone to pitch..................in low speed stall and pitch........................in high speed stall?
1. AO Down up then down.
2. BO Down up.
3. CO Up up.
4. DO d Up down then bank.

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Descrição: POF EXAM PREP CMPLT
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