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

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Erstellt / Aktualisiert

28.04.2022 / 11.05.2022

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Angle of attack of the airfoil profile which is concave-convex shaped, for which there is no induced drag created has the value:

Negative.

Positive.

Zero.

Critical

Angle of attack of profile is the angle between:

Geometrical profile chord and the direction of undisturbed airflow.

Aerodynamic profile chord and velocity vector.

Geometrical profile chord and direction of descent vector.

The mean camber line and velocity vector.

Angle between the chord line and the direction of undisturbed airflow is:

Profile angle of attack.

Profile convergence angle.

Dihedral angle.

Sweepback angle.

When altitude indicated on the ground by the pressure altimeter is a pressure altitude equal to the elevation of the airport?

When ambient air conditions are the same as specified in the International Standard Atmosphere table.

In the tropical conditions.

When the radio altimeter indicates 0.

In the arctic conditions.

Flaps 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 in the full range of angles of attack.

Compensation aerodynamic rudder is designed to:

Reduce control forces.

Balance the control surface in neutral position.

It act as mass balance of control surface.

Increase control forces.

Aerodynamic compensation of rudder is also called aerodynamic balance of the rudder.

TRUE.

FALSE.

True, but only if the rudder mass balance has not been applied.

True, but only if rudder trim tab has not been applied.

Flat spin is:

More dangerous than the steep.

Slightly less dangerous than the steep.

Same dangerous as the steep spin.

A lot less dangerous than the steep.

Critical flutter speed is the speed for which:

Vibration excitating forces are equal damping forces.

Vibration excitating forces are larger than the damping forces.

Vibration excitating forces are smaller than the damping forces.

Forces damping self- excited vibrations disappear.

Which axis is called normal axis?

OZ-axis?

OX-axis?

Axis OY?

Such names are not used.

Which axis of the coordinate system is called the longitudinal axis?

OX-axis?

Axis OY?

OZ-axis?

Such names are not used.

Which axis is called the lateral axis?

Axis OY?

OZ-axis?

Axis OX?

Such names are not used.

Which devices are not lift augmentation wing devices?

Increasing Cz max by reducing induced air flow, such as winglets.

Acting against flow separation on upper wing side on small angle of attack.

Changing effective aerodynamic angle of attack.

Increasing wing surface.

What is a potential energy?

The product of weight and body height - unit joule [J].

The product of mass and body height-unit joule [J].

The product of weight and body height-unit Watt [W].

The product of mass and body height-unit Watt [W].

The curve representing the shape of wings as seen from above is:

The planform of the wing.

The outline of the profile.

The Mean Camber line.

The Mean Chord line.

The line connecting the most front points of aerofoil is:

Leading edge.

Trailing edge.

The chord line.

The Mean Camber line.

The line connecting the most rear points of aerofoil is:

Trailing edge.

Leading edge.

The chord line.

The Mean Camber line.

The line drawn equidistant between the upper and lower surfaces of an aerofoil is called:

The Mean Camber line.

The Chord line.

Maximum Camber.

Maximum Thickness.

Flight takes place on the angle of attack, for which the coefficient of drag "Cx" is the minimum. As a result of a small increase in angle of attack:

The percentage increase of "Cz" is greater than the percentage increase of "Cx".

The percentage increase of "Cx" is greater than the percentage increase of "Cz".

The percentage increase of "Cx" is the same as the percentage increase of "Cz".

L/D ratio of the airframe will not change.

"Frise" ailerons-type are used to:

Neutralize adverse yaw.

Increase banking momentum.

Reduce skin friction drag.

Reduce form drag during aileron deflection.

"Frise" ailerons-type are used to:

OX axis.

OY axis.

OZ axis.

OZ axis and OY axis.

The never exceed speed "VNE"is:

The greatest speed with which you can make a flight in calm air.

Velocity, to which no restrictions in the use of the aircraft is provided according to its intended purpose.

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

The maximum flight speed in turbulent air.

Maximum effeciency of profile:

Is a constant value characteristic for the profile and corresponds to the maximum Cz/Cx ratio.

Varies depending on the angle of attack.

Always increases with increasing angle of attack.

Always increases with decreasing angle of attack.

The maximum speed of flight in turbulent air is:

VRA.

VNE.

VNO.

VA.

The maximum speed at which you can still use the full controls deflection without exceeding the maximum airframe load is determined as:

VA.

VRA.

VNE.

VNO.

Lift augmentation is used to:

Increase Czmax.

Reduce 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.

The minimum value of Cx coefficient we can obtain for the angle of attack equal 0°.

Is true only for symmetric profiles.

Always true.

Is always false.

True but only for asymmetrical profiles.

Aerodynamic momentum measured from the aerodynamic center in flight speed range:

Almost does not depend on the angle of attack, but it is proportional to the square of airspeed.

Is proportional to the square of the angle of attack and flight speed.

Almost does not depend on the angle of attack and flight speed.

Is constant and does not depend on the angle of attack and flight speed.

Aileron adverse yaw is because:

Drag of aileron deflected downwards is greater than the drag of aileron deflected upwards.

Drag of aileron deflected downwards is lower than the drag of aileron deflected upwards.

Aileron deflection is accompanied by a hinge momentum, which causes the the adverse yaw.

Aileron deflection is accompanied by increase of induced drag.

On the lower surface of the wing air flow is deflected towards wing tip:

The greater angle when closer to the wing tip.

The greater angle when closer to the center of the wing.

At constant angle at any wing point, but it depends on the angle of attack.

At constant angle at any wing point, but it depends on the speed of flight.

On the upper surface of the wing air flow is deflected towards wing root:

The greater angle when the angle of attack is greater.

The smaller angle when the angle of attack is greater.

At constant angle at any wing point, but it depends on the angle of attack.

At constant angle at any wing point, but it depends on the speed of flight.

At what altitude, density of the air in ISA atmosphere is equal to one-fourth of the ISA density at sea level?

12200 m.

11000 m.

10000 m.

13330 m.

At what altitude, density of the air in ISA atmosphere is equal to the ISA density at sea level?

0 m.

100 m.

17,5 m.

At what altitude, density of the air in ISA atmosphere is equal to half of the ISA density at sea level?

FL180

FL250

FL100

FL050

On what altitude pressure is equal to half of pressure at sea level in ISA atmosphere?

FL180.

FL250.

FL100.

FL050.

Air flow around the wing is deflected towards:

Deflected towards the wing root on the upper surface - Deflected towards the wing tip on the lower surface. E1633+SUM(SUM(D494:D1632))

Deflected towards the wing root on the lower surface - deflected towards the wing tip on the upper surface.

Deflected towards the wing root on the lower and upper surface.

Deflected towards the wing tip on the lower and upper surface.

The maximum distance between the upper and lower surfaces of the aerofoil is:

Maximum Thickness.

Height of profile.

Maximum Thickness Chord Ratio.

Profile height ratio.

The highest speed at which you can fly in calm air is:

VNE.

VNO.

VA.

VRA.

Momentum relative to normal, which arises from the aileron deflection by the same angle in opposite directions is called:

Adverse yaw.

Roll momentum.

Dutch roll.

Aileron hinge moment.

Dutch roll is one of the types of instability:

Directional dynamic.

Directional static.

Lateral dynamic.

Lateral static.

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PL080 - Principles of Flight PPL(A)

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