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.

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370

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Sprache

Englisch

Kategorie

Technik

Stufe

Andere

Erstellt / Aktualisiert

28.04.2022 / 11.05.2022

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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.

Horizontal stabilizer is primarily responsible for following stability:

Longitudinal.

Lateral.

Horizontal.

Directional.

Dynamic lateral stability concerns:

Rolling and yawing.

Only pitching.

Only rolling.

Only tilting.

Longitudinal dynamic stability concerns:

Pitching.

Rolling.

Yawing.

Yawing and rolling.

Dutch roll concerns:

Directional and lateral stability.

Directional stability.

Lateral stability.

Longitudinal dynamic stability

Static directional stability concerns:

Yawing.

Yawing and rolling.

Pitching.

Rolling.

Static longitudinal stability concerns:

Pitching.

Rolling.

Yawing.

Yawing and rolling.

Static Lateral Stability of concerns:

Rolling.

Yawing.

Yawing and rolling.

Pitching.

The ratio of the distance traveled in that time is:

The average speed.

The average acceleration.

Instantaneous velocity.

Instantaneous acceleration.

The ratio of the surface of the wing span is:

The Mean Geometric Chord.

Aspect ratio.

Convergence.

The Angle of Sweepback.

Change of the velocity at time t to time t is:

The average acceleration.

Distance traveled by the body at time t.

Change in kinetic energy of the body.

Instantaneous acceleration.

Maximum Thickness:

The maximum distance between the mean camber line and the chord line.

The minimum distance between the mean camber line and the chord line.

The maximum distance between the upper and lower surface of airfoil.

The maximum distance between the upper surface of aerofoil and the mean aerodynamic chord.

The Mean Camber Line:

The line drawn equidistant between the upper and lower surfaces of an aerofoil.

A straight line connecting leading and trailing edge.

A line connecting front points of aerofoil.

A line connecting back points of aerofoil.

The average angular acceleration in a rotating movement is:

Directly proportional to the increase of angular velocity during the measurement -inversely proportional to the time of measurement.

Directly proportional to the increase of angular velocity during the measurement -directly proportional to the time of measurement.

Inversely proportional to the increase of angular velocity during the measurement -inversely proportional to the time of measurement.

Inversely proportional to the increase of angular velocity during the measurement -directly proportional to the time of measurement.

The aerodynamic center is the 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).

Where the line of the resultant aerodynamic force intersects with the chord line.

Equidistant from the leading and the trailing edge.

Which in a large range of changes of the angle of attack coincides with the geometrical centre of aerofoil.

The aerodynamic center wiith the increase of angle of attack:

In a large range of changes of the angle of attack does not change its position.

Moves forward.

Moves aft.

Does not change its position in the full range of changes the angle of attack.

Center of Pressure (CP) is a point:

Positioned on chord aerodinamic force the intersection of the Total Reaction (Tr) of the chord line.

Reletive to the aerodynamic torque does not depend on the angle of attack (in a large range of changes in the angle of attack).

At the same distance from the leading edge and the trailing edge of profile.

Which has a large range of changes of the angle of attack and coincides with the geometrical profile.

Change suppression of flight parameters has an affect:

Dynamic stability.

Static stability.

Increased static stability.

Neutral static stability.

Buffeting of the tail surfaces is otherwise known as:

Buffeting.

Pre-stall buffet.

Ailerons flutter.

Tail flutter.

The negative slant of wing causes:

Reduction in the longitudinal static stability.

Increase of the longitudinal static stability.

Reduction of the static longitudinal stability at positive angles of attack, and the increase in the negative.

Increase of the longitudinal static stability at positive angles of attack, and reduction on the negative.

Tail of the direction designed to rotate the airframe towards:

Z- yaw axis.

X- roll axis.

Y- lateral axis.

X- roll axis and the y lateral axis.

Tail height designed to rotate the airframe towards:

Y- lateral axis.

Z- yaw axis.

X- roll axis.

Z- yaw axis and the x roll axis.

To eliminate of the aileron torque resistance as principle we use:

Lift augmentation system differential aileron deflection.

Extra-aileron deflection flap- aileron.

Aileron deflection by exactly the same angle.

The lowest aileron deflection.

In everyday life we meet the state of stability:

fixed -neutral- unstable

fixed -unstable- mobile

fixed- neutral- mobile

indifferent- indifferent- unstable

In which conditions, the density altitude is equal to the standard altitude accordirng to ISA ?

In The conditions which are equal with the table ISA.

In tropical conditions.

In the Arctic conditions.

When the standard height equals the height of the airport elevation.

In what proportion to the air density are depends aerodynamic forces on the aerofoil?

Proportionately.

Inversely.

In proportion to the square of the density.

They are independent upon the air density.

In Which group that is device, which doesn't serve to reduce of the forces that the pilot to must execute on the control column?

Anti balance/ trim tab - Flettner.

Mass balance.

Aerodynamic balance- balance spring.

Hydraulic amplifier-Anti balance tab.

In normal flying conditions the controls forces are:

Always proportionally suitable to traffic changes or state of flight.

Always proportional suitable to the altitude and flight speed.

Independent from the flight speed.

Independent upon induced changes in movement or changes in flight.

In The profiles of normal, arcuate line-shaped frame, with an increase in angle of attack aerodynamic resultant force:

Moves forward along the chord.

Moves back along the chord.

For alpha<0 moves forward along the chord, and for alpha>0 moves along the chord to the rear.

Does not move along the chord.

In static profiles, with increased angle of attack aerodynamic resultant force:

Moves back along the chord.

For alpha<0 moves forward along the chord, and for alpha>0 moves along the chord to the rear.

Does not move along the chord.

Moves forward along the chord.

In the symmetric profiles for the angle of attack alpha = 0 °:

The geometric chord of the profile chord coincides with an aerodynamic profile.

The geometric chord of the profile does not match the profile aerodynamic chord.

Geometric chord of the profile coincides with the aerodynamic mean chord other Profile

Geometric chord of the profile does not coincide with the aerodynamic mean chord of the profile.

In the profiles of symmetric, with an increase in angle of attack aerodynamic resultant force:

Does not move along the chord.

Moves forward along the chord.

Moves back along the chord.

For alpha<0 moves forward along the chord, and for alpha> 0 moves along the chord to the rear.

In the conventional solution, vertical tail Ionsists of:

Vertical stabilizer being the front immovable part of a direction rudder which is the rear movable part.

Vertical stabilizer beint the from immovable part of a height rudder - being the back movable part.

Vertical stbilizer as rear immovable part of the directional rudder being the front movable part.

Vertical stabilizer as front movable part of the directional rudder being rear immovable part.

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