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In the fixed turn of plane the load factor "n" is:

n>1

n=1

n=0

0<n<1

n>1

n=1

n=0

0<n<1

As a achieving result of the glide-angle:

The L/D ratio will achieve the maximum of value.

The proportional increase of CL will not increse from of the proportional increase of Cd.

The proportional increase in Cx will be the same as the proportional increase in Sun

The proportional increse of Cx will be greather then the proportional increse od Cl.

The L/D ratio will achieve the maximum of value.

The proportional increase of CL will not increse from of the proportional increase of Cd.

The proportional increase in Cx will be the same as the proportional increase in Sun

The proportional increse of Cx will be greather then the proportional increse od Cl.

As a result of a slight increase of the angle of attack (AoA) over glide-angle:

The L/D ratio of airfoil will increase.

The ratio of D/L will increase.

The ratio of L/D will will not change.

The ratio of L/D will will decrease.

The L/D ratio of airfoil will increase.

The ratio of D/L will increase.

The ratio of L/D will will not change.

The ratio of L/D will will decrease.

As a result of a slightly increase the angle of attack (AoA) over glide-angle:

The L/D ratio of airfoil will increase.

The L/D ratio of airfoil will decrease.

The L/D ratio of airfoil will not change.

The D/L ratio of airfoil will increase.

The L/D ratio of airfoil will increase.

The L/D ratio of airfoil will decrease.

The L/D ratio of airfoil will not change.

The D/L ratio of airfoil will increase.

Aileron deflection to the left during the stall will cause:

Roll of the plane to the right and start autorotation.

Roll of the plane to the left.

Roll of the plane to the right till the return of the stick into the neutral position.

Roll of the plane to the left till to the return of the stick into the neutral position.

Roll of the plane to the right and start autorotation.

Roll of the plane to the left.

Roll of the plane to the right till the return of the stick into the neutral position.

Roll of the plane to the left till to the return of the stick into the neutral position.

Flap deflection is usually accompanied by

Increase of the Cz, increase of the Cx and decrease of the L/D ratio.

Increase of the Cz, increase of the Cx and increase of the L/D ratio.

Increase of the Cz, increase of the Cx not changed of the L/D ratio.

Displacement of the neutral balance center of the plane.

Increase of the Cz, increase of the Cx and decrease of the L/D ratio.

Increase of the Cz, increase of the Cx and increase of the L/D ratio.

Increase of the Cz, increase of the Cx not changed of the L/D ratio.

Displacement of the neutral balance center of the plane.

A graph the allegiance of the CD as a function of the CL Cl = f (Cx) performed on the basis of measurements during a flight, is called:

The Drag Polar of the aircraft.

The speed polar of the aircraft.

The wing polar.

The airfoil polar.

The Drag Polar of the aircraft.

The speed polar of the aircraft.

The wing polar.

The airfoil polar.

Which property is related to a decrease of airflow in the boundary layer of airofoil?

The viscous of the air.

The air density.

The stagnacy of the air.

The air ballance.

The viscous of the air.

The air density.

The stagnacy of the air.

The air ballance.

It is recommended that the change of cruising power to nominal (controllable pitch propeller (CPP) or variable pitch propeller) is made as follows:

First increasing of a propeller pitch and then increase of the throttle.

First reducing of the throttle then increasing of the propeller pitch.

Increasing of the propeller pitch, and then reducing of the throttle.

Increasing throttle and then decrease of the propeller pitch.

First increasing of a propeller pitch and then increase of the throttle.

First reducing of the throttle then increasing of the propeller pitch.

Increasing of the propeller pitch, and then reducing of the throttle.

Increasing throttle and then decrease of the propeller pitch.

It is recommended that the change of take off power to nominal (controllable pitch propeller (CPP) or variable pitch propeller) is made as follows:

First reducing of the throttle next increasing the propeller pitch.

First increasing the propeller pitch next reducing the throttle.

Increase throttle next decrease the propeller pitch.

Reducing of propeller pitch next increase the throttle.

First reducing of the throttle next increasing the propeller pitch.

First increasing the propeller pitch next reducing the throttle.

Increase throttle next decrease the propeller pitch.

Reducing of propeller pitch next increase the throttle.

An aircraft static margin of a static longitudinal stability this is:

The distance between the Center of Gravity of the aircraft and the Neutral Point.

The distance between the Center of Gravity of the airplane and aerodynamic center (AC).

The distance between the Neutral balance center and the aerodynamic center (AC).

The distance between the aerodynamic center of control surface and the aerodynamice center of the wing.

The distance between the Center of Gravity of the aircraft and the Neutral Point.

The distance between the Center of Gravity of the airplane and aerodynamic center (AC).

The distance between the Neutral balance center and the aerodynamic center (AC).

The distance between the aerodynamic center of control surface and the aerodynamice center of the wing.

The ability to self-acting return of airplane into equilibrium position after cessation of disturbance is called:

The Dynamic Stability.

The static stability.

The Static Controllability.

The Dynamic controllability.

The Dynamic Stability.

The static stability.

The Static Controllability.

The Dynamic controllability.

An aerodynamic twist angle of a wing is characterized by:

On the tips od the wings there are airfoils, where the separated airflow leaving the wing for Absolute Angle of Attack (Absolute AoA) is less intense.

Tips of wings are twistet down when speed is equal to 0.

Tips of wings are curved up during in flight.

On the tips od the wings there are airfoils, where the separated airflow leaving the wing for Absolute Angle of Attack (Absolute AoA) is less intense.

Tips of wings are twistet down when speed is equal to 0.

Tips of wings are curved up during in flight.

A geometric twist of a wing is characterized by:

Geometric chord profiles in subsequent sections do not lie in one plane.

Tips of wings are twistet down when speed is equal to 0.

Tips of wings are curved up during in flight.

On the tips od the wings there are airfoils, where the separated airflow leaving the wing for Absolute Angle of Attack (Absolute AoA) is less intense.

Geometric chord profiles in subsequent sections do not lie in one plane.

Tips of wings are twistet down when speed is equal to 0.

Tips of wings are curved up during in flight.

On the tips od the wings there are airfoils, where the separated airflow leaving the wing for Absolute Angle of Attack (Absolute AoA) is less intense.

Increasing the unit loading of the planform area causes:

Take off and landing distance extending- increase of minimal speed (Vs)- decrease in maximal climbing rate(RoCmax).

Take off and landing distance - increse in minimal speed(Vs) - decrease in maximal climbing rate(RoCmax).

Take off and landing distance extending - decrease of minimal speed(Vs) - decrease in maximal climbing rate(RoCmax).

Take off and landing distance extending - increase in minimal speed(Vs) - increase in maximal climbing rate(RoCmax).

Take off and landing distance extending- increase of minimal speed (Vs)- decrease in maximal climbing rate(RoCmax).

Take off and landing distance - increse in minimal speed(Vs) - decrease in maximal climbing rate(RoCmax).

Take off and landing distance extending - decrease of minimal speed(Vs) - decrease in maximal climbing rate(RoCmax).

Take off and landing distance extending - increase in minimal speed(Vs) - increase in maximal climbing rate(RoCmax).

Are cambered aerofoils much more "sensitive" to contamination than laminar profiles?

No.

No, but only for small angles of attack.

Yes.

Yes, but only at high angles of attack.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

No.

No, but only for small angles of attack.

Yes.

Yes, but only at high angles of attack.

To prevent airleron flutter it is necessary to:

Increase the bending rigidity of the wing and apply mass balance to the aileron.

Apply aerodynamic balance - move the wing CoG closest to the axis of torsion.

Apply balance tab and increase the torsional rigidity of the wing.

Apply anti-balance tab and aileron mass balance.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

Increase the bending rigidity of the wing and apply mass balance to the aileron.

Apply aerodynamic balance - move the wing CoG closest to the axis of torsion.

Apply balance tab and increase the torsional rigidity of the wing.

Apply anti-balance tab and aileron mass balance.

To prevent bending-torsional flutter it is necessary to:

Increase the torsional rigidity of the wing and move the wing CoG closest to the axis of torsion.

Apply aerodynamic balance - move the wing CoG closest to the axis of torsion.

Apply balance tab and increase the torsional rigidity of the wing.

Apply anti-balance tab and aileron mass balance.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

Increase the torsional rigidity of the wing and move the wing CoG closest to the axis of torsion.

Apply aerodynamic balance - move the wing CoG closest to the axis of torsion.

Apply balance tab and increase the torsional rigidity of the wing.

Apply anti-balance tab and aileron mass balance.

To prevent airleron reversal it is necessary to:

Increase the torsional rigidity of the wing.

Apply aerodynamic ballance.

Apply balance tab.

Apply anti-balance tab.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

Increase the torsional rigidity of the wing.

Apply aerodynamic ballance.

Apply balance tab.

Apply anti-balance tab.

To prevent buffeting it is necessary to:

Use the T-tail configuration and carefully design wing-fuselage joint.

Use the T-tail configuration and trim tab.

Use trim tab and carefully design wing-fuselage joint.

Increase the bending and torsional rigidity of the tailplane.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

Use the T-tail configuration and carefully design wing-fuselage joint.

Use the T-tail configuration and trim tab.

Use trim tab and carefully design wing-fuselage joint.

Increase the bending and torsional rigidity of the tailplane.

An aerodynamic leading edge is a line joining the points of airfoil where:

Airflow velocity is zero and the pressure equals stagnation pressure.

Airflow velocity is zero.

The pressure is greater than the stagnation pressure.

Airflow velocity is zero and the pressure is at its minimum value.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

Airflow velocity is zero and the pressure equals stagnation pressure.

Airflow velocity is zero.

The pressure is greater than the stagnation pressure.

Airflow velocity is zero and the pressure is at its minimum value.

Lack of airlerons mass balance during high-speed flight is a direct cause of:

Aileron flutter.

Bending- torsional flutter.

Airleron reversal.

Wing torsional divergence.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

Aileron flutter.

Bending- torsional flutter.

Airleron reversal.

Wing torsional divergence.

Buffeting means:

Shaking of control surfaces.

Bending- torsional vibrations.

Aileron flatter.

Tailplane flatter.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

Shaking of control surfaces.

Bending- torsional vibrations.

Aileron flatter.

Tailplane flatter.

An object moves with the speed V on a circular track. A double increase of the object's speed will cause the following:

Angular speed "Omega" doubles - centripetal accelaration "ar" increases four times.

Angular speed "Omega" doubles - centripetal accelaration "ar" doubles.

Angular speed "Omega" increases four times - centripetal accelaration "ar" increases four times.

Angular speed "Omega" increases four times - centripetal accelaration "ar" doubles.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

Angular speed "Omega" doubles - centripetal accelaration "ar" increases four times.

Angular speed "Omega" doubles - centripetal accelaration "ar" doubles.

Angular speed "Omega" increases four times - centripetal accelaration "ar" increases four times.

Angular speed "Omega" increases four times - centripetal accelaration "ar" doubles.

An object moves with the speed V on a circular track. A double increase of the track's radius will cause the following:

Angular speed "Omega" decreases by half - the object's full period path doubles - centripetal accelaration "ar" decreases by half.

Angular speed "Omega" decreases by half - the object's full period path decreases by half - centripetal accelaration "ar" decreases by half.

Angular speed "Omega" decreases by half - the object's full period path doubles - centripetal accelaration "ar" doubles.

Angular speed "Omega" decreases by half - the object's full period path double - centripetal accelaration "ar" stays constant.

Commandes clavier:

= tourner,

= avant/arrière,

= faire défiler

Angular speed "Omega" decreases by half - the object's full period path doubles - centripetal accelaration "ar" decreases by half.

Angular speed "Omega" decreases by half - the object's full period path decreases by half - centripetal accelaration "ar" decreases by half.

Angular speed "Omega" decreases by half - the object's full period path doubles - centripetal accelaration "ar" doubles.

Angular speed "Omega" decreases by half - the object's full period path double - centripetal accelaration "ar" stays constant.

An object moves with the speed "V" on a circular track with radius "R". The resultant acceleration vector is always directed:

Towards the track center.

Towards the outside of the track.

Tangent to the circle.

Towards the track center.

Towards the outside of the track.

Tangent to the circle.

Static pressure at the separation point (change from laminar flow to turbulent flow) is:

Minimal on the upper surface and maximal on the bottom surface.

Maximal on the upper surface and mnimal at the bottom surface.

Minimal on the upper surface ana minimal on the bottom surface.

Maximal on the upper surface and maximal on the bottom surface.

Minimal on the upper surface and maximal on the bottom surface.

Maximal on the upper surface and mnimal at the bottom surface.

Minimal on the upper surface ana minimal on the bottom surface.

Maximal on the upper surface and maximal on the bottom surface.

What does "the universal gas law" mean?

Relation between static pressure, density, temperature and gas constant p=rho*g*R*T [Pa].

Relation between the air pressure and its temperature

Equation of a balance between the air pressure and its humidity.

Equation of the balance between the air pressure and earth acceleration

Relation between static pressure, density, temperature and gas constant p=rho*g*R*T [Pa].

Relation between the air pressure and its temperature

Equation of a balance between the air pressure and its humidity.

Equation of the balance between the air pressure and earth acceleration

What dose the term " controllability " of a flying object ( plane, helicopter, glider, hang-glider etc) mean?

Ability of the object to "respond" to control impulses induced by the pilot.

Assurance that acrobatic exercises are permitted.

Assurance that the object's performance is as designed.

Assurance that the object is statically and dynamically stable.

Ability of the object to "respond" to control impulses induced by the pilot.

Assurance that acrobatic exercises are permitted.

Assurance that the object's performance is as designed.

Assurance that the object is statically and dynamically stable.

What does "stagnation pressure" mean?

The difference between the dynamic and static pressure.

The highest measured pressure.

The lowest measured pressure.

The sum of a dynamic and static pressure.

The difference between the dynamic and static pressure.

The highest measured pressure.

The lowest measured pressure.

The sum of a dynamic and static pressure.

PL080 - Principles of Flight PPL(A)

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