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Symptom of an airplane in the transition phase is usually:

Among the symptoms of a stalled airplane are usually:

Plane vibration or controls vibration; airspeed increase.

Rate of descent reduction; airspeed increase.

Pitch-down movement; rate of descent reduction.

Interference drag is caused by:

An airflow distortion at places where aircraft components join together.

Interference of drag induced at the airfoil.

Formation of vortices at airfoil tips.

Wave interference in subsonic flows.

Pulling the yoke causes:

Increase in aircraft load factor "n".

Reduction in aircraft load factor "n".

Increase in the coefficient of drag, which causes a reduction in load factor "n".

Change in load factor "n" value from positive to negative.

During the stability analysis of plane it is necessary to take into account:

The balance of forces and moments acting on the plane.

The balance of forces acting on an airplane.

The balance of moments acting on the plane.

Only the mass distribution within the plane.

When you yaw the airplane, the powerplant giroscopic moment:

Causes pitch.

Causes additional yaw.

Does not cause a significant change.

Causes roll.

When you pitch the airplane, the powerplant giroskopic moment:

Causes yaw.

Causes roll.

Causes additional pitch.

Does not cause additional changes.

During the approach to landing on an airplane with a variable pitch:

After the reduction of manifold pressure the propeller shall be set to fine pitch.

After the reduction of manifold pressure the propeller shall be set to coarse pitch.

After setting the propeller to fine pitch the mainfold pressure shall be reduced.

After setting the propeller to fine pitch the mainfold pressure shall be increased.

When you perform an engine test before flight the advance ratio is:

Zero.

Greater than zero.

Less than zero.

Equal to Y.

When you roll the airplane, the powerplant giroscopic moment:

Does not cause any significant change.

Causes yaw.

Causes pitch.

Causes additional roll.

During 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:

Torque reaction.

Giroscopic torque.

Eccentric torque.

Driving torque.

During maneuvers the pilot operates in a feedback loop to respond to the received signals. What are those main signals?

Signals of the flight path location.

Vibration of controls.

Sound Impressions.

Load factors

Location of center of pressure on a symmetrical profile, with an increasing angle of attack:

Is constant.

Moves aft.

Moves forward.

Is not fixed and depends on the speed of flight.

Propeller slip is:

The difference between geometric and effective pitch.

The difference between effective and geometric pitch.

The difference between geometric pitch and advanced ratio.

The difference between effective speed and advanced ratio.

Dynamic stall differes from the static stall, because during the dynamic one:

There is a rapid change of wing angle of attack.

There is a slow change of wing angle of attack.

The airplane is dynamically stable.

The airplane is statically stable.

Stall is a state in which:

Flight takes place above critical angle of attack.

Flight takes place at a critical angle of attack.

Flight takes place at subcritical angle of attack.

The airplane does not respond to rudder deflection due to the low-speed.

Increase of the aircraft pitching moment "Delta M" resulting from the yoke movement is Delta M = Delta L * lH, where:

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.

lH-the distance between the wing aerodynamic center and and the horizontal tailplane aerodynamic center; Delta L - increase of the lift force on the elevator.

lH- the distance between the wing aerodynamic center and and the horizontal tailplane aerodynamic center; Delta L - increase of the aerodynamic force on the elevator.

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.

When considering the stability of the airplane in an Cartesian (XYZ) coordinate system, we assume that all three axes pass through:

Center of gravity of the airplane.

The aerodynamic center of aerofoil.

The aerodynamic center of the aircraft.

The neutral point of the plane.

The aircraft flies horizontally at economic speed. To establish horizontal fly with minimal speed (Vs) we should to do:

Reduce speed.

Push the aerodynamic center of the airfoil.

All answers are wrong.

Shift a neutral centre of plane balance.

An airplane during stall configuration is:

Unstable statically longitudinally and laterally

Only unstable statically longitudinally.

Only unstable statically laterally.

Statically stable laterally and longitudinally.

The plane in the spin phase is characterized by:

Static longitudinal unstability.

Increased static longitudinal stability.

Reduced static longitudinal stability.

Neutral static longitudinal stability.

Aircrafts used in general aviation are usually constructed that:

After developed going into a spin, it will be the steep spin.

After developed going into a spin, it will be the flat spin.

It is unable developed into a spin.

Immediately, followed self-removal recover from a spin.

The geometric Pitch of the propeller is

The theoretical distance moved forward in each complete revolution of the propeller.

The theoretical distance moved forward in each complete revolution when blades are set on angle of attack (AoA) alpha<0 °.

The theoretical distance moved forward in each complete revolution when blades are set on angle of attack (AoA) alpha>0 °.

The theoretical distance moved forward in each complete revolution when blades are set on angle of attack (AoA) alpha = ß.

Actual pitch propeller:

The actual distance moved forward in each complete revolution of propeller.

The actual distance moved forward in each complete revolution of propeller when blades are set on angle of attack (AoA) alpha = ß

The way which will take suitable choice point of the propeller during an one full revolution.

The propeller efficiency is equal zero only when:

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.

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.

Thrust of propeller is T = 0.

The advance ratio of "J" J=V/NxD where V=TAS in feet/sec, N=propeller rotation/sec, D=propeller diametr in inch.

The state of balance, when the mass is usually existing and to which always returns after being displaced from a given equilibrium position is named:

Static stability.

Statically unstable.

Statically neutral.

Dynamic stability.

Dynamic lateral stability mainly depends from:

The dihedral - the fin and rudder areas - the distance between tailplane centre of pressure (CP) and centre of gravity (CG).

The dihedral - the fin and rudder areas - the tailplane areas.

The fin and rudder areas - the tailplane areas - the distance between tailplane centre of pressure (CP) and centre of gravity (CG).

The distance between tailplane centre of pressure (CP) and centre of gravity (CG) - the dihedral.

Dynamic longitudinal stability mainly depends from:

The layout of plane masses - the fin and the rudder areas - the distance between tailplane centre of gravity (CG) and centre of gravity (CG).

The layout of plane masses - the size of stabilizer - the size of fin and rudder.

The area of stabilizer - the size of fin and stabilizer- the distance between tailplane centre of pressure (CP) and centre of gravity (CG).

The area of fin and rudder - the distance between tailplane centre of pressure (CP) and centre of gravity and the layout of plane masses.

Dynamic stability is:

The ability to self-balance return of the aircraft to given equilibrium position after cessation of interference.

The ability to maintain balance and prevent of its change.

The ability to change the steady-state flight under an affect of the suitable action of the control.

The ability to maintain control of the aircraft which is operate under external dynamic loads.

Static directional stability depends from:

The fin and rudder area - the distance of the empennage from the center of gravity.

The the fin and rudder area - the wing area.

The tailplane position from the centre of gravity (CG) - the load of the aircraft.

The wing surface - the load of the aircraft.

Static longitudinal stability mainly depends from:

Position of the centre of gravity (CG) of the airplane - the tailplane area and the tailplane position from the centre of gravity (CG).

Position of the centre of gravity (CG) of the airplane - the tailplane area and of the fin and rudder area.

The tailplane area - the fin and rudder area - the tailplane position from the centre of gravity (CG).

The fin and rudder area - the tailplane position from the centre of gravity (CG) - the position of the centre of gravity (CG) of the airplane.

Static lateral stability mainly depends from:

The dihedral, the area of the fin and rudder, the high wing or low-wing position.

The dihedral, the area of the fin and rudder, the position of centre gravity (CG) of the airplane.

The area of the fin and rudder, the position of centre gravity (CG) of the airplane- or a the high wing or lowwing position.

The centre of gravity (CG) of the airplane, the high wing or low-wing position and the dihedral.

Static stability is:

The initial tendency that an aircraft displays after being displaced from a given equilibrium position.

The ability to change the a given equilibrium position by the influence of suitable flying control surface.

Ability to maintain an aircraft control inflenced by external dynamic forces.

The ability to self-balance equilibrium position return of the aricraft, when interference will stop.

A controllability is:

The ability to alter of the fixed flight by using of the flying control surfaces.

The ability to perform large movements with use of the control column and ruddler.

The ability to self-balance return to equilibrium when will stop operate interferences.

The ability to maintain balance and prevent of its change.

The ratio of work done by the propeller to the power consumed by a propeller from the engine is called:

The propeller efficiency.

The propeller-feed.

The slipslipping Propeller.

The propeller pitch.

The quatient of airspeed TAS to Revolution per Minute (RPM) of the propeller blade cross-section is called:

The advance ratio of "J" J=V/NxD where V=TAS in feet/sec, N=propeller rotation/sec, D=propeller diametr in inch.

The geometric pitch.

The effective pitch.

The teoretical distance moved.

Propeller of aircraft, in order to maximize of efficiency should to be:

Twisted geometrically so that the angle of attack of consecutive blade cross-sections during of the flight was similar.

Twisted geometrically so that the angle of attack of consecutive blade crosssections increase with distance from the axis of the propeller rotation.

Twisted geometrically so that the angle of attack of consecutive blade crosssections decrease as the distance from the axis of the propeller rotation.

Twisted geometrically so that the angle of attack of consecutive blade crosssections is similar to the critical angle of attack (AoA).

In order to recovery of the plane from autorotation (spin) it is necesary:

Push down the full stick, apply full opposite rudder into the direction of rotation.

Apply full opposite rudder into the rotation of the spin, pull up the stick.

Apply roll ailerons into the opposite direction of roll, pull up the stick.

Apply roll ailerons into the opposite direction of roll, push down the stick.

Increase the lift on the wing by push down of the stick or control column.

Increase the lift on the wing by pull up of the stick or control column.

Reduce the lift on the wing by pull up of the stick or control column.

Reduce the lift on the wing by push down of the stick or control column.

In order to recovery of the plane from the spin in following sequence:

Push 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.

Apply 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.

Apply 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.

Apply 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.

In order to reduce the inclination of the plane:

The stick shall to be pulled.

The elevator or stabilator should to be pushed downward.

The vector of incease of the lift on the elevator or stabilator must to have into up direction.

The increase of the pitching moment of the aircraft must to have a positive value.

PL080 - Principles of Flight PPL(A)

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PL080 - Principles of Flight PPL(A)

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