PL080 - Principles of Flight PPL(A)

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This flashcard set delves into the principles of flight for private pilots, covering key concepts like aerodynamics, aircraft stability, and control. It explores how factors such as angle of attack, air pressure, and wing design influence flight dynamics, including speed, drag, and lift. The set is particularly useful for aspiring pilots and aviation enthusiasts seeking to understand the fundamental physics behind aircraft maneuverability and performance.

Cartes-fiches

370

Utilisateurs

Langue

Anglais

Catégorie

Technique

Niveau

Autres

Créé / Mis à jour

28.04.2022 / 11.05.2022

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Flashcards

Interference drag is caused by:

The fact that airflow is greatly disturbed where various components join togeather.

Interference between slot drag from various airframe parts.

Formation of vortices at wing tips.

Wave interference in subsonic flows.

Form drag depends only on the shape of the body:

False, form drag also depends on the body position in airflow.

Always true.

False, form drag does not depend on the shape of the body.

Is true only for the airfoil.

Aerofoil skin friction drag in cruise flight angles of attack is the smallest when the airflow is:

Laminar.

Turbulent.

Spanwise.

Lilienthal.

Skin friction drag of laminar airflow compared to turbulent air flow is:

Lower.

Is always higher.

The same for a perfectly clean surface, in other cases higher.

Always the same.

Drag which is due to vortices at wing tips caused by equalizing air pressure on the upper and lower surfaces is called:

Induced drag.

Interference drag.

Wave resistance.

Rotational drag.

All-moving tailplane is a horizontal stabilizer and elevator:

TRUE.

FALSE.

True, but only if the airframe is statically unstable.

true, but only if the airframe is dynamically unstable.

What will happen after exceeding speed which is limited by wing torsional rigidity:

Wings will twist (critical damage).

Flutter.

Buffeting.

Ailerons reversal.

After aileron deflection at high speed arise:

Wing twisting momentum, which causes an increase in wing angle of attack.

Wing twisting momentum, which reduces the wing angle of attack.

An additional lift force, which causes only bending of the wings, without twist.

An additional lift force, which causes only a roll, with no effect on the twisting and bending the wing.

During spin entry, the wing, which has higher angle of attack:

Produces less lift than the wing with smaller angle of attack.

Produces more lift than the wing with smaller angle of attack.

Produces the lift as the wing with smaller angle of attack.

Does not produce lift, but only drag.

The location of Centre of Pressure on asymmetrical aerofoil withincreasing angle of attack:

Moves forward.

Moves aft.

Is constant and does not depend on flight speed.

Is constant, but depends on the flight speed.

The location of Centre of Pressure on reflex-cambered aerofoil withincreasing angle of attack:

Moves aft.

Is constant.

Moves forward.

Is constant, but depends on the flight speed.

Fowler flaps are used to:

Reduce Vmin.

Reduce drag at low speed.

Improve the controllability in the full range of angles of attack.

Improve the stability of the full range of angles of attack.

Wing area which generates lift is:

Wing planform.

The lower surface of the wing.

Product of wing span and chord.

Product of the Mean Geometric Chord and wing aspect ratio.

The reson of skid in turn can be:

Too small bank angle or too high angular velocity.

Too high bank angle or too small angular velocity.

Too high bank angle or too high angular velocity.

Too small bank angle or too small angular velocity.

The reson of slip in turn can be:

Too high bank angle or too small angular velocity.

Too high bank angle or too high angular velocity.

Too small bank angle or too small angular velocity.

Too small bank angle or too high angular velocity.

Design manoeuvering speed "Va" is:

The maximum speed at which you can still use the full controls deflection without exceeding the maximum airframe load.

The maximum flight speed in turbulent air.

The maximum flight speed in calm air.

The speed to which all kinds of manoeuvres are permitted.

Speed for rough air operations, VRA is:

The maximum flight speed in turbulent air.

The maximum flight speed in calm air.

The speed to which all kinds of manoeuvres are permitted.

Laminar aerofoil are those of which:

The maximum thickness of the profile is in the range 50% -70% of the chord.

The maximum thickness of the profile is in the range of 20% -40% of the chord.

For medium and high-speed flow there is no transition from laminar to turbulent airflow.

The transition point from laminar flow around turbulence occurs in the posterior part of the profile.

The straight line joining leading and trailing edge of the wing aerofoil is:

The Chord line.

The Aerodynamic Chord line.

The mean aerodynamic chord.

Average Thickness.

Dynamic stall differs from the static because during the dynamic stall:

There is a rapid change in wing angle of attack.

There is a slow change in wing angle of attack.

Aircraft remains dynamically stable.

Aircraft remains statically stable.

Static stall is characterized by:

A slow change of angle of attack of the wing.

A rapid change of angle of attack of the wing.

Aircraft remains statically stable.

An increase in static stability.

Airflow around the wing tips due to equalizing pressure on the upper and lower surfaces creates vortices, which:

Are greater when lift is greater.

Are greater when flight speed is higher.

Are greater when lift is samller.

Are greater when the attack angle of the wing is smaller.

Forward movement of Center of gravity:

Decreases possibility of a flat spin entry

Increases possibility of a flat spin entry.

Facilitates spin entry.

Makes recovery from a spin more difficult.

Aft movement of Center of gravity:

Facilitates spin entry.

Makes spin entry more difficult.

Decreases possibility of a flat spin entry.

Facilitates spin recovery.

With increasing angle of incidence of the wings:

Increases the difference of lift produced on both wings during the slip.

Lateral controlability is increasing.

Lateral static stability decreases.

Minimum speed decreases.

With increasing bank angle in coordinated turn G-force:

Increases.

Decreases.

Does not change.

Gforce does not depend on bank angle, but on the airspeed.

The cause of buffeting is:

A high-frequency instability, caused by airflow separation or shock wave oscillations from one object striking another. It is caused by a sudden impulse of load increasing.

Torsional vibrations of control surfaces.

Flutter of control surfaces.

Phenomenon known as torsional divergence of control surfaces.

Increase of lift force on the elevator caused by the movement of yoke or stick is:

Positive if we move yoke forward.

Negative if we move yoke forward.

Is always positive.

Is always negative.

The point on aerofoil, which is locatede the most aft to the direction of flight is:

Trailing edge.

Leading edge.

Back edge.

Front edge.

The point on aerofoil, which is located the most forward to the direction of flight is:

Leading edge.

Trailing edge.

Arrow.

Front edge.

The point, where the line of resultant aerodynamic force intersects the chord line is:

Centre of Pressure.

Aerodynamic center.

Profile center.

Geometric center.

Point with respect to which the aerodynamic moment does not depend on the angle of attack (in a large range of changes of the angle of attack) is:

Aerodynamic center.

Centre of Pressure.

Profile center.

Geometric centre.

The difference of increase of drag forces resulting from the aileron deflection by the same angle but in opposite directions gives:

Adverse yaw.

A favorable deflection.

Adverse roll.

A favorable yaw.

Differential aileron deflection is used to:

Neutralize adverse yaw.

Increase roll moment.

Reduce aileron hinge moment.

Reduce forces necessary for aileron deflection.

The movement of the aircraft during flight is described by:

Three axes OX, OY, OZ.

Two axes OX and OY.

One axis OX.

Four axes OW, OX, OY, OZ.

Drag force of the wing moving down in the spin entry phase is:

Greater than the drag force on the opposite wing.

Smaller than the drag force on the opposite wing.

The same as the drag force on the opposite wing.

slightly less than the drag force on the opposite wing.

The force generated by the pressure difference before and after the body flowed by the air is:

Form drag.

Skin friction drag.

Induced drag.

Interference drag.

Aerodynamic forces depend on the air density. How do they change when the density decreases?

They decrease with the decreasing density.

They increase inverse proportionally to the decreasing density.

They remain the same, regardless of air density.

They change proportionally to the square of the density.

Slats are used to:

Increase Czmax.

Reduce the drag force at low speeds.

Improve the controllability in the full range of angles of attack.

Improve the stability of the full range of angles of attack.

Vertical stabilizer is primarily responsible for stability:

Directional.

Longitudinal.

Lateral.

Vertical.

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PL080 - Principles of Flight PPL(A)

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