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Module 8 Set 6 AST

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1
To fly an aircraft straight and level at a low airspeed the aircraft must be flown with the wings
  • Close to the negative lift angle
  • At an angle of attack close to zero degrees
  • At a large angle of attack
2
If an aircraft is flying at constant speed yet is descending then thrust
  • Greater than drag
  • Equal or drag
  • Less than drag
3
When a tail plane has to produce a down-load balancing force to maintain level flight at the same speed
  • The aircraft will tend to reduce speed
  • The angle of attack must be increased to increase the lift
  • Downwash will increase on the stabilizer giving lead to wing tip vortices generation
4
In level flight, if a nose-down tendency occurs causing the tail plane to act as a down-load balance, the
  • Drag must be increased to reduce the lift
  • Angle of attack must be reduced to relieve the load on the control surface
  • Angle of attack has to increase to increase lift
5
An aircraft with a given weight, lift coefficient would be increased when
  • Fuel is used over a period of time
  • The speed of the aircraft is lowered
  • The aircraft is flown to a lower altitude
6
Two aircraft having the same lift drag ratio but with different weights start a glide from the same height
  • Both will cover the same distance in still air and land at the same elapsed time
  • The heavier aircraft, gliding at a higher equivalent airspeed will land first
  • Because of higher drag the heavier aircraft will land after the lighter aircraft
7
In a ‘power-on’ glide at a steady speed the thrust is
  • Exactly equal to drag
  • Greater than the drag
  • Less than the drag
8
When an airplane stalls, the movement of center of pressure will cause the
  • Aeroplane to rotate into a gliding attitude
  • Aeroplane to pitch nose up
  • Stall warning system to operate
9
To achieve maximum distance in a glide
  • The lift/drag ratio must be maximum
  • The gliding angle must be reduced
  • A high gliding speed is required
10
In a steady rate climb, the
  • Angle of climb is determined by the amount of excess thrust remaining after opposing drag
  • Rate of climb is determined by the amount of excess thrust remaining after opposing drag
  • Angle of climb is determined by the best lift/drag ratio
11
In a climb at steady speed the thrust is
  • Exactly equal to the drag
  • Greater than the drag
  • Less than the drag
12
An altitude known as service ceiling is when
  • A sustained positive vertical speed is no longer possible
  • The aircraft has reached a point where the maximum sustained positive vertical speed falls to 500 feet per minute
  • Level flight can be maintained with power reduced to flight idle
13
Zooming for altitude will exchange
  • Kinetic energy for potential energy
  • Potential energy for kinetic energy
  • Potential energy for total energy
14
Power available for climb will be at its maximum when the
  • Lift/drag ratio is maximum
  • Aircraft is flying at maximum indicated airspeed
  • Power output from the engine
15
As the turn radius is reduced during a maneuver the load factor will
  • Increase
  • Reduce
  • Remain constant
16
If an aircraft maintains a constant radius of turn but the speed is increased, the bank angle
  • Must be increased
  • Must be decreased
  • Will remain constant
17
An aircraft flying straight and level at a steady IAS begins a banked turn, to keep the IAS constant the engine power must
  • Be increased
  • Be decreased
  • Must remain the same
18
During a turn the lift force is resolved into
  • Centrifugal force and a force equal to lift
  • Centripetal force and a force equal and opposite to weight
  • A force acting opposite to thrust and a force opposing the tendency slip
19
To achieve a minimum radius turn the maximum value of the product of lift coefficient and angle of attack must be obtained, plus the
  • Wing loading must be as low as possible
  • Air density has to be low
  • Bank angle must be at a maximum
20
As an aircraft pulls out of a dive, the load factor will be
  • Increasing in a positive sense
  • Negative and increasing
  • At zero as the positive and negative values cancel each other out
21
Wing loading is the ratio of the
  • Total aircraft weight to the wing area
  • Weight of the wing to the area of the wing
  • Lift to the aircraft weight
22
The ‘Rolling G limit’ will be
  • Higher than the ordinary g limit
  • The same as the ordinary g limit
  • Lower than the ordinary g limit
23
The relationship of forces on an aircraft is such that
  • Lift/drag couple is balanced by the thrust/weight couple
  • Nose up tendency of the thrust/drag couple is counteracted by the lift/weight couple
  • Thrust/drag couple will produce an unacceptable nose down attitude if not opposed by lift
24
The lift/weight turning moment of an aircraft is normally arranged to give a
  • Nose up effect
  • Nose down effect
  • Horizontal effect
25
When extension flap are deployed
  • Centre of pressure moves rearward causing nose down pitch
  • Centre of pressure moves forward causing pitch up movement
  • The wing area is increased but the lift coefficient reduced
26
When a trailing edge flap is in its landing position the wing lift is
  • Decreased and its drag increased
  • Increased and its drag decreased
  • Increased and its drag increased
27
The use of high lift devices on an airplanes wing during the landing phase of flight causes induced drag to
  • Decrease, requiring a decrease in engine power
  • Increase, requiring an increase in engine power
  • Decrease, requiring an increase in engine power
28
Deploying slotted extension flaps will
  • Increase lift coefficient, increase wing area and increase stalling speed
  • Decrease stalling speed, decrease lift coefficient and increase wing area
  • Increase wing area, increase lift coefficient and lower stalling speed
29
Operation of slats as lift augmentation devices is achieved
  • An acceleration of air through the slot between the slats and aero foil at high angle of attack to delay stall by maintaining a smooth over wing flow
  • An deceleration of air over the upper surface of the aero foil increasing the ratio of lift pressure to prevent inherent stall
  • Increasing the angle of attack and increasing the wing camber to add additional lift at low speed with no additional drag
30
Leading edge slats will cause the transition point to move
  • Rearwards due to increased velocity
  • Rearwards due to decreased velocity
  • Forwards due to decreased velocity
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