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Quiz 3

Quiz 3. Aerodynamics. 1. [14] Gleim #: 1.7.40 -- Source: FTH Chap 17 If the airplane attitude remains in a new position after the elevator control is pressed forward and released, the airplane displays A. neutral longitudinal static stability. B. neutral longitudinal dynamic stability.

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Quiz 3

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  1. Quiz 3 Aerodynamics

  2. 1. [14] Gleim #: 1.7.40 -- Source: FTH Chap 17 If the airplane attitude remains in a new position after the elevator control is pressed forward and released, the airplane displays A. neutral longitudinal static stability. B. neutral longitudinal dynamic stability. C. positive longitudinal static stability.

  3. 2. [21] Gleim #: 1.9.56 -- Source: PHAK Chap 3 Airplane wing loading during a level coordinated turn in smooth air depends upon the A. rate of turn. B. true airspeed. C. angle of bank.

  4. 3. [24] Gleim #: 1.5.34 -- Source: FTH Chap 17 Lift on a wing is most properly defined as the A. reduced pressure resulting from a laminar flow over the upper camber of an airfoil, which acts perpendicular to the mean camber. B. force acting perpendicular to the relative wind. C. differential pressure acting perpendicular to the chord of the wing.

  5. 4. [31] Gleim #: 1.8.49 -- Source: FTH Chap 17 While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed will A. decrease the rate of turn resulting in a decreased load factor. B. decrease the rate of turn resulting in no change in load factor. C. increase the rate of turn resulting in no change in load factor.

  6. 5. [35] Gleim #: 1.1.2 -- Source: PHAK Chap 4 Which is true regarding the use of flaps during level turns? A. The raising of flaps increases the stall speed. B. The lowering of flaps increases the stall speed. C. Raising flaps will require added forward pressure on the yoke or stick.

  7. 6. [48] Gleim #: 1.5.21 -- Source: FTH Chap 17 During the transition from straight-and-level flight to a climb, the angle of attack is increased and lift A. remains the same. B. is momentarily increased. C. is momentarily decreased.

  8. 7. [63] Gleim #: 1.5.36 -- Source: FTH Chap 17 Which statement is true regarding the opposing forces acting on an airplane in steady-state level flight? A. Thrust is greater than drag and weight and lift are equal. B. These forces are equal. C. Thrust is greater than drag and lift is greater than weight.

  9. 8. [70] Gleim #: 1.8.48 -- Source: FTH Chap 17 Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude? A. To maintain a steady rate of turn, the angle of bank must be increased as the airspeed is decreased. B. For a specific angle of bank and airspeed, the rate and radius of turn will not vary. C. The faster the true airspeed, the faster the rate and larger the radius of turn regardless of the angle of bank.

  10. 9. [92] Gleim #: 1.6.37 -- Source: FTH Chap 17 An airplane leaving ground effect will A. experience an increase in induced drag and require more thrust. B. require a lower angle of attack to maintain the same lift coefficient. C. experience a reduction in ground friction and require a slight power reduction.

  11. 10. [116] Gleim #: 1.7.44 -- Source: FTH Chap 17 If an airplane is loaded to the rear of its CG range, it will tend to be unstable about its A. lateral axis. B. longitudinal axis. C. vertical axis.

  12. 11. [121] Gleim #: 1.9.55 -- Source: PHAK Chap 3 For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn A. is constant and the stall speed decreases. B. varies with the rate of turn. C. is constant and the stall speed increases.

  13. 12. [138] Gleim #: 1.7.41 -- Source: FTH Chap 17 Longitudinal stability involves the motion of the airplane controlled by its A. ailerons. B. rudder. C. elevator.

  14. 13. Jeppesen, pg 12-36 For any particular airfoil, stall always occurs at the same angle of attack regardless of weight, load factor, A. attitude and thrust. B. and airspeed. C. all of the above.

  15. 14. Jeppesen, pg 12-40 There are three phases to a spin. They include A. the incipient phase, the fully developed spin, and the spin recovery phase. B. the entry phase, the fully developed spin, and the low phase. C. the entry phase, the incipient spin, and the fully developed spin.

  16. 15. Jeppesen, pg 12-16 If you fly the airplane at L/Dmax, you will A. attain the greatest range. B. attain the longest endurance. C. attain the both the greatest rangeand the longest endurance.

  17. 1. [14] Gleim #: 1.7.40 -- Source: FTH Chap 17 If the airplane attitude remains in a new position after the elevator control is pressed forward and released, the airplane displays A. neutral longitudinal static stability. B. neutral longitudinal dynamic stability. C. positive longitudinal static stability.

  18. 2. [21] Gleim #: 1.9.56 -- Source: PHAK Chap 3 Airplane wing loading during a level coordinated turn in smooth air depends upon the A. rate of turn. B. true airspeed. C. angle of bank.

  19. 3. [24] Gleim #: 1.5.34 -- Source: FTH Chap 17 Lift on a wing is most properly defined as the A. reduced pressure resulting from a laminar flow over the upper camber of an airfoil, which acts perpendicular to the mean camber. B. force acting perpendicular to the relative wind. C. differential pressure acting perpendicular to the chord of the wing.

  20. 4. [31] Gleim #: 1.8.49 -- Source: FTH Chap 17 While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed will A. decrease the rate of turn resulting in a decreased load factor. B. decrease the rate of turn resulting in no change in load factor. C. increase the rate of turn resulting in no change in load factor.

  21. 5. [35] Gleim #: 1.1.2 -- Source: PHAK Chap 4 Which is true regarding the use of flaps during level turns? A. The raising of flaps increases the stall speed. B. The lowering of flaps increases the stall speed. C. Raising flaps will require added forward pressure on the yoke or stick.

  22. 6. [48] Gleim #: 1.5.21 -- Source: FTH Chap 17 During the transition from straight-and-level flight to a climb, the angle of attack is increased and lift A. remains the same. B. is momentarily increased. C. is momentarily decreased.

  23. 7. [63] Gleim #: 1.5.36 -- Source: FTH Chap 17 Which statement is true regarding the opposing forces acting on an airplane in steady-state level flight? A. Thrust is greater than drag and weight and lift are equal. B. These forces are equal. C. Thrust is greater than drag and lift is greater than weight.

  24. 8. [70] Gleim #: 1.8.48 -- Source: FTH Chap 17 Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude? A. To maintain a steady rate of turn, the angle of bank must be increased as the airspeed is decreased. B. For a specific angle of bank and airspeed, the rate and radius of turn will not vary. C. The faster the true airspeed, the faster the rate and larger the radius of turn regardless of the angle of bank.

  25. 9. [92] Gleim #: 1.6.37 -- Source: FTH Chap 17 An airplane leaving ground effect will A. experience an increase in induced drag and require more thrust. B. require a lower angle of attack to maintain the same lift coefficient. C. experience a reduction in ground friction and require a slight power reduction.

  26. 10. [116] Gleim #: 1.7.44 -- Source: FTH Chap 17 If an airplane is loaded to the rear of its CG range, it will tend to be unstable about its A. lateral axis. B. longitudinal axis. C. vertical axis.

  27. 11. [121] Gleim #: 1.9.55 -- Source: PHAK Chap 3 For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn A. is constant and the stall speed decreases. B. varies with the rate of turn. C. is constant and the stall speed increases.

  28. 12. [138] Gleim #: 1.7.41 -- Source: FTH Chap 17 Longitudinal stability involves the motion of the airplane controlled by its A. ailerons. B. rudder. C. elevator.

  29. 13. Jeppesen, pg 12-36 For any particular airfoil, stall always occurs at the same angle of attack regardless of weight, load factor, A. attitude and thrust. B. and airspeed. C. all of the above.

  30. 14. Jeppesen, pg 12-40 There are three phases to a spin. They include A. the incipient phase, the fully developed spin, and the spin recovery phase. B. the entry phase, the fully developed spin, and the low phase. C. the entry phase, the incipient spin, and the fully developed spin.

  31. 15. Jeppesen, pg 12-16 If you fly the airplane at L/Dmax, you will A. attain the greatest range. B. attain the longest endurance. C. attain the both the greatest rangeand the longest endurance.

  32. 1. [14] Gleim #: 1.7.40 -- Source: FTH Chap 17 If the airplane attitude remains in a new position after the elevator control is pressed forward and released, the airplane displays A. neutral longitudinal static stability. B. neutral longitudinal dynamic stability. C. positive longitudinal static stability.

  33. 1. [14] Gleim #: 1.7.40 -- Source: FTH Chap 17 If the airplane attitude remains in a new position after the elevator control is pressed forward and released, the airplane displays A. neutral longitudinal static stability. B. neutral longitudinal dynamic stability. C. positive longitudinal static stability.

  34. 2. [21] Gleim #: 1.9.56 -- Source: PHAK Chap 3 Airplane wing loading during a level coordinated turn in smooth air depends upon the A. rate of turn. B. true airspeed. C. angle of bank.

  35. 2. [21] Gleim #: 1.9.56 -- Source: PHAK Chap 3 Airplane wing loading during a level coordinated turn in smooth air depends upon the A. rate of turn. B. true airspeed. C. angle of bank.

  36. 3. [24] Gleim #: 1.5.34 -- Source: FTH Chap 17 Lift on a wing is most properly defined as the A. reduced pressure resulting from a laminar flow over the upper camber of an airfoil, which acts perpendicular to the mean camber. B. force acting perpendicular to the relative wind. C. differential pressure acting perpendicular to the chord of the wing.

  37. 3. [24] Gleim #: 1.5.34 -- Source: FTH Chap 17 Lift on a wing is most properly defined as the A. reduced pressure resulting from a laminar flow over the upper camber of an airfoil, which acts perpendicular to the mean camber. B. force acting perpendicular to the relative wind. C. differential pressure acting perpendicular to the chord of the wing.

  38. 4. [31] Gleim #: 1.8.49 -- Source: FTH Chap 17 While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed will A. decrease the rate of turn resulting in a decreased load factor. B. decrease the rate of turn resulting in no change in load factor. C. increase the rate of turn resulting in no change in load factor.

  39. 4. [31] Gleim #: 1.8.49 -- Source: FTH Chap 17 While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed will A. decrease the rate of turn resulting in a decreased load factor. B. decrease the rate of turn resulting in no change in load factor. C. increase the rate of turn resulting in no change in load factor.

  40. 5. [35] Gleim #: 1.1.2 -- Source: PHAK Chap 4 Which is true regarding the use of flaps during level turns? A. The raising of flaps increases the stall speed. B. The lowering of flaps increases the stall speed. C. Raising flaps will require added forward pressure on the yoke or stick.

  41. 5. [35] Gleim #: 1.1.2 -- Source: PHAK Chap 4 Which is true regarding the use of flaps during level turns? A. The raising of flaps increases the stall speed. B. The lowering of flaps increases the stall speed. C. Raising flaps will require added forward pressure on the yoke or stick.

  42. 6. [48] Gleim #: 1.5.21 -- Source: FTH Chap 17 During the transition from straight-and-level flight to a climb, the angle of attack is increased and lift A. remains the same. B. is momentarily increased. C. is momentarily decreased.

  43. 6. [48] Gleim #: 1.5.21 -- Source: FTH Chap 17 During the transition from straight-and-level flight to a climb, the angle of attack is increased and lift A. remains the same. B. is momentarily increased. C. is momentarily decreased.

  44. 7. [63] Gleim #: 1.5.36 -- Source: FTH Chap 17 Which statement is true regarding the opposing forces acting on an airplane in steady-state level flight? A. Thrust is greater than drag and weight and lift are equal. B. These forces are equal. C. Thrust is greater than drag and lift is greater than weight.

  45. 7. [63] Gleim #: 1.5.36 -- Source: FTH Chap 17 Which statement is true regarding the opposing forces acting on an airplane in steady-state level flight? A. Thrust is greater than drag and weight and lift are equal. B. These forces are equal. C. Thrust is greater than drag and lift is greater than weight.

  46. 8. [70] Gleim #: 1.8.48 -- Source: FTH Chap 17 Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude? A. To maintain a steady rate of turn, the angle of bank must be increased as the airspeed is decreased. B. For a specific angle of bank and airspeed, the rate and radius of turn will not vary. C. The faster the true airspeed, the faster the rate and larger the radius of turn regardless of the angle of bank.

  47. 8. [70] Gleim #: 1.8.48 -- Source: FTH Chap 17 Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude? A. To maintain a steady rate of turn, the angle of bank must be increased as the airspeed is decreased. B. For a specific angle of bank and airspeed, the rate and radius of turn will not vary. C. The faster the true airspeed, the faster the rate and larger the radius of turn regardless of the angle of bank.

  48. 9. [92] Gleim #: 1.6.37 -- Source: FTH Chap 17 An airplane leaving ground effect will A. experience an increase in induced drag and require more thrust. B. require a lower angle of attack to maintain the same lift coefficient. C. experience a reduction in ground friction and require a slight power reduction.

  49. 9. [92] Gleim #: 1.6.37 -- Source: FTH Chap 17 An airplane leaving ground effect will A. experience an increase in induced drag and require more thrust. B. require a lower angle of attack to maintain the same lift coefficient. C. experience a reduction in ground friction and require a slight power reduction.

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