Commercial Pilot Ch1

Front 1

One of the main functions of flaps during the approach and landing is to

Back 1

provide the same amount of lift at a slower airspeed

Front 2

Which is true regarding the use of flaps during level turns

Back 2

the raising of flaps increases the stall speed

Front 3

A rectangular wing, as compared to other wing planforms, has a tendency to stall first at the

Back 3

wing root, with the stall progression toward the wingtip

Front 4

The angle of attack of a wing directly controls the

Back 4

distribution of pressure acting on the wing

Front 5

Frost covering the upper surface of an airplane wing usually will cause

Back 5

the airplane to stall at an angle of attack that is lower than normal

Front 6

By changing the angle of attack of a wing, the pilot can control the airplane's

Back 6

lift, airspeed, and drag

Front 7

The critical angle of attack is exceeded when

Back 7

a stall occurs

Front 8

The angle of attack at which a wing stalls remains constant regardless of

Back 8

weight, dynamic pressure, bank angle, or pitch attitude

Front 9

the need to slow an aircraft below Va is brought about by following weather phenomenon

Back 9

turbulence which causes an increase in stall speed

Front 10

Stall speed is affected by

Back 10

weight, load factor, and power

Front 11

An airplane will stall at the same

Back 11

angle of attack regardless of the attitude with relation to the horizon

Front 12

In rapid recovery from a dive, the effects of load factor would cause the stall speed to

Back 12

increase

Front 13

The stalling speed of an airplane is most affected by

Back 13

variations in airplane loading

Front 14

(Refer to figure 2 below) Select the correct statement regarding stall speeds

Back 14

power-on stalls occur at lower airspeeds in shallower banks

Front 15

(Refer to figure 2) Select the correct statement regarding stall speeds. The airplane will stall

Back 15

10 knots higher in a power-on, 60' bank, with gear and flaps up, than with gear and flaps down

Front 16

Recovery from a stall in any airplane becomes more difficult when its

Back 16

center of gravity moves aft

Front 17

In small airplanes, normal recovery from spins may become difficult if the

Back 17

CG is too far rearward, and rotation is around the CG

Front 18

Which statement is true relative to changing angle of attack

Back 18

an increase in angle of attack will increase drag

Front 19

To generate the same amount of lift as altitude is increased, an airplane must be flown at

Back 19

a higher true airspeed for any given angle of attack

Front 20

As angle of bank is increased, the vertical component of lift

Back 20

decreases and the horizontal component of lift increases

Front 21

Which is true regarding the forces acting on an aircraft in a steady-state descent? the sum of all

Back 21

forward forces is equal to the sum of all rearward forces

Front 22

during the transition from straight-and-level flight to a climb, the angle of attack is increased and lift

Back 22

is momentarily increased

Front 23

What changes in airplane longitudinal control must be made to maintain altitude while the airspeed is being decreased

Back 23

increase the angle of attack to compensate for the decreasing lift

Front 24

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

Back 24

There is a corresponding indicated airspeed required for every angle of attack to generate sufficent lift to maintain altitude

Front 25

In theory, if the airspeed of an airplane is doubled while in level flight, parasite drag will become

Back 25

four times greater

Front 26

As airspeed decreases in level flight below that speed for maximum lift/drag ratio, total drag of an airplane

Back 26

increases because of increased induced drag

Front 27

Which performance is characteristic of flight at maximum lift/drag ratio in a propeller-driven airplane? maximum

Back 27

range and maximum distance glide

Front 28

In theory, if the angle of attack and other factors remain constant and the airspeed is doubled, the lift produced at the higher speed will be

Back 28

four times greater than at the lower speed

Front 29

An aircraft wing is designed to produce lift resulting from a difference in the

Back 29

higher air pressure below the wing's surface and lower air pressure above the wing's surface

Front 30

(Refer to figure 3 on page 33) if an airplane glides at an angle of attack of 10', how much altitude will it lose in 1 mile

Back 30

480 mile

Front 31

(Refer to figure 3 below) how much altitude will this airplane lose in 3 statute miles of gliding at an angle of attack of 8'?

Back 31

1,320 feet

Front 32

(refer ti figure 3 above) The L/D ratio at a 2' angle of attack is approximately the same as the L/D ratio for a

Back 32

16.5' angle of attack

Front 33

Lift on a wing is most properly defined as the

Back 33

force acting perpendicular to the relative wind

Front 34

(Refer to figure 1 above) At an airspeed represented by point B, in steady flight, the pilot can expect to obtain the airplane's maximum

Back 34

glide range

Front 35

(Refer to figure 1 above) at the airspeed represented by point A, in steady flight, the airplane will

Back 35

have its maximum L/D ratio

Front 36

On a wing, the force of lift acts perpendicular to and the force of drag acts parallel to the

Back 36

flightpath

Front 37

Which statement is true regarding the opposing forces acting on an airplane in steady-state level flight?

Back 37

these forces are equal

Front 38

An airplane leaving ground effect will

Back 38

experience an increase in induced drag and require more thrust

Front 39

To produce the same lift while in ground effect as when out of ground effect, the airplane requires

Back 39

a lower angle of attack

Front 40

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

Back 40

increase, and induced drag will decrease

Front 41

Longitudinal stability involves the motion of the airplane controlled by its

Back 41

elevator

Front 42

Longitudinal dynamic instability in an airplane can be identified by

Back 42

pitch oscillations becoming progressively steeper

Front 43

If the airplane attitude remains in a new position after the elevator control is pressed forward and released, the airplane displays

Back 43

neutral longitudinal static stability

Front 44

If the airplane attitude initially tends to return to its original position after the elevator control is pressed forward and released, the airplane displays

Back 44

positive static stability

Front 45

If an airplane is loaded to the rear of its CG range, it will tend to be unstable about its

Back 45

lateral axis

Front 46

If airspeed is increased during a level turn, what action would be necessary to maintain altitude? the angle of attack

Back 46

must be decreased or angle of bank increased

Front 47

If a standard rate turn is maintained, how long would it take to turn 360'

Back 47

2 minutes

Front 48

While holding the angle of bank constant in a level turn, if the rate of turn is varied the load factor would

Back 48

remain constant regardless of air density and the resultant lift vector

Front 49

To increase the rate of turn and at the same time decrease the radius, a pilot should

Back 49

Increase the bank and decrease airspeed

Front 50

Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude?

Back 50

for a specific angle of bank and airspeed, the rate and radius of turn will not vary

Front 51

While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed will

Back 51

decrease the rate of turn resulting in no change in load factor

Front 52

Why is it necessary to increase back elevator pressure to maintain altitude during a turn? to compensate for the

Back 52

loss of the vertical component of lift

Front 53

To maintain altitude during a turn, the angle of attack must be increased to compensate for the decrease in the

Back 53

vertical component of lift

Front 54

The ratio between the total airload imposed on the wing and the gross weight of an aircraft in flgiht is known as

Back 54

load factor and directly affects stall speed

Front 55

Load factor is the lift generated by the wings of an aircraft at any given time

Back 55

divided by the total weight of the aircraft

Front 56

For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn

Back 56

is constant and the stall speed increases

Front 57

Airplane wing loading during a level coordinated turn in smooth air depends upon the

Back 57

angle of bank

Front 58

(Refer to figure 4 below) What increases in load factor would take place if the angle of bank were increased from 60' to 80'

Back 58

4 G's

Front 59

(Refer to figure 4 below) What is the stall speed of an airplane under a load factor of 2 G's if the unaccelerated stall speed is 60 knots

Back 59

84 knots

Front 60

If an aircraft with a gross weight of 2,000 pounds was subjected to a 60' constant-altitude bank, the total load would be

Back 60

4,000 pounds

Front 61

If the airspeed is increase from 90 knots to 135 knots during a level 60' banked turn, the load factor will

Back 61

remain the same but the radius of turn will increase

Front 62

Baggage weighting 90 knots pounds is placed in a normal category airplane's baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3.5 G's, the total load of baggage would be

Back 62

315 pounds and would not be excessive

Front 63

Which factor below is the best indication of positive or negative G's in an aircraft

Back 63

change in how heavy or light you feel in your seat

Front 64

Transonic airflow typically occurs in airplane speed regimes between Mach

Back 64

0.75 and 1.20

Front 65

Accelerating past critical Mach may result in the onset of compressibility effects such as

Back 65

control difficulties

Front 66

Acceleration past critical Mach speed may cause compressibility issues such as

Back 66

drag increases