Lernkartei 081 POF Fragen

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Sprache	Deutsch
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Erstellt / Aktualisiert	05.06.2025 / 06.06.2025
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The induced angle of attack is the result of:

A large local angle of attack in a two dimensional flow

Change in direction of flow due to the effective angle of attack

Downwash due to flow separation

Downwash due to tip vortices

A large local angle of attack in a two dimensional flow

Change in direction of flow due to the effective angle of attack

Downwash due to flow separation

Downwash due to tip vortices

The coefficient of induced drag (CDi) is proportional to the ratio of:

CL² and S (wing surface)

CL and b (wing span)

CL² and AR

CL and CD

CL² and S (wing surface)

CL and b (wing span)

CL² and AR

CL and CD

In which phase of the takeoff is the aerodynamic effect of ice located on the wing leading edge most critical?

All phases of the takeoff are equally critical

The last part of the rotation

During climb with all engines operating

The takeoff run

All phases of the takeoff are equally critical

The last part of the rotation

During climb with all engines operating

The takeoff run

Parasite drag is,

directly proportional to indicated airspeed squared

directly proportional to the square root of the indicated airspeed

inverse proportional to true airspeed

directly proportional to ground speed squared

directly proportional to indicated airspeed squared

directly proportional to the square root of the indicated airspeed

inverse proportional to true airspeed

directly proportional to ground speed squared

Which statement is correct?

Flap extension has no effect on the minimum rate of descent as this is only affected by TAS

Flap extension reduces the stallspeed, which increases the maximum glide distance

Flap extension reduces the maximum lift/drag ratio thus reducing the minimum rate of descent

Spoiler extension increases the stall speed, the minimum rate of descent and the minimum angle of descent

Flap extension has no effect on the minimum rate of descent as this is only affected by TAS

Flap extension reduces the stallspeed, which increases the maximum glide distance

Flap extension reduces the maximum lift/drag ratio thus reducing the minimum rate of descent

Spoiler extension increases the stall speed, the minimum rate of descent and the minimum angle of descent

If the increased downwash at the tail plane due to lowering trailing edge flaps is considered in isolation:

A nose down pitching moment will be generated

A nose up pitching moment will be generated

The direction of the pitch change will depend on the initial direction of the tail load

Tail plane angle of attack will be decreased causing a nose up pitching moment

A nose down pitching moment will be generated

A nose up pitching moment will be generated

The direction of the pitch change will depend on the initial direction of the tail load

Tail plane angle of attack will be decreased causing a nose up pitching moment

The induced drag coefficient, CDi is proportional with:

Square root (CL)

CLmax

CL2

CL

Square root (CL)

CLmax

CL2

CL

The purpose of fillet on a wing is to …

reduce interference drag

increase skin friction drag

increase lift

reduce induced drag

reduce interference drag

increase skin friction drag

increase lift

reduce induced drag

Which statement about an aeroplane entering ground effect is correct?1. The downwash angle decreases.2. The induced AoA decreases.

1. is correct; 2. is correct

1. is incorrect; 2. is incorrect

1. is correct; 2. is incorrect

1. is incorrect; 2. is correct

1. is correct; 2. is correct

1. is incorrect; 2. is incorrect

1. is correct; 2. is incorrect

1. is incorrect; 2. is correct

In order to maintain straight and level flight at a constant airspeed, whilst the flaps are being retracted, the angle of attack will …

increase

remain constant

decrease

increase or decrease depending on type of flap

increase

remain constant

decrease

increase or decrease depending on type of flap

Given an aeroplane in steady, straight and level flight at low speed. Considering the effects of centre of gravity location and thrust, the highest value of wing lift occurs at:

Aft CG and take-off thrust

Aft CG and idle thrust

Forward CG and idle thrust

Forward CG and take-off thrust

Aft CG and take-off thrust

Aft CG and idle thrust

Forward CG and idle thrust

Forward CG and take-off thrust

The lift and drag forces, acting on a wing cross section:

Vary linearly with the angle of attack

Are proportional to each other, independent of angle of attack

Are normal to each other at just one angle of attack

Depend on the pressure distribution about the wing cross section

Vary linearly with the angle of attack

Are proportional to each other, independent of angle of attack

Are normal to each other at just one angle of attack

Depend on the pressure distribution about the wing cross section

In flight you lower the trailing edge flaps fully down, the …

stalling angle increases and the L/D ratio reduces

stalling angle reduces and the LM ratio increases

wing CP moves forward and the L/D ratio increases

wing CP moves aft and the L/D ratio decreases

stalling angle increases and the L/D ratio reduces

stalling angle reduces and the LM ratio increases

wing CP moves forward and the L/D ratio increases

wing CP moves aft and the L/D ratio decreases

Which ratio is defined as the "aspect ratio" of a wing?

Square of the span and the gross wing area

Square of the span and the mean chord

Square of the span and the net wing area

Ratio between wing span and gross wing area

Square of the span and the gross wing area

Square of the span and the mean chord

Square of the span and the net wing area

Ratio between wing span and gross wing area

The span-wise flow on an unswept wing is from:

The lower surface via the trailing edge to the upper wing surface

The upper surface via the trailing edge to the lower wing surface

The lower to the upper surface via the wing tip

The upper surface via the leading edge to the lower wing surface

The lower surface via the trailing edge to the upper wing surface

The upper surface via the trailing edge to the lower wing surface

The lower to the upper surface via the wing tip

The upper surface via the leading edge to the lower wing surface

A downward adjustment of a trim tab in the longitudinal control system has the following effect:

The stick position stability increases

The stick position stability remains constant

The stick force stability remains constant

The stick force stability decreases

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

The stick position stability increases

The stick position stability remains constant

The stick force stability remains constant

The stick force stability decreases

A negative tail stall is:

Flow reversal on the fin leading to flow re-attachment

Flow separation at the rear of the lower surface of the wing

A typical aerodynamic problem for canards

A sudden reduction in the downward aerodynamic force on the tailplane

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

Flow reversal on the fin leading to flow re-attachment

Flow separation at the rear of the lower surface of the wing

A typical aerodynamic problem for canards

A sudden reduction in the downward aerodynamic force on the tailplane

A pitch up could be caused by:

Forward movement of the centre of pressure

A reduction in varying loads due to g-force

Lateral movement of the centre of gravity

Forward movement of the centre of gravity

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

Forward movement of the centre of pressure

A reduction in varying loads due to g-force

Lateral movement of the centre of gravity

Forward movement of the centre of gravity

A wing stalling angle is:

Increased in a high rate of turn.

Decreased in any turn.

Unaffected by a turn.

Decreased in a high rate of turn.

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

Increased in a high rate of turn.

Decreased in any turn.

Unaffected by a turn.

Decreased in a high rate of turn.

An aeroplane climbs to cruising level with a constant pitch attitude and maximum climb thrust (assume no supercharger). How do the following variables change during the climb? (gamma = flight path angle)

Gamma remains constant, angle of attack remains constant, IAS decreases

Gamma decreases, angle of attack increases, IAS remains constant

Gamma decreases, angle of attack increases, IAS decreases

Gamma decreases, angle of attack remains constant, IAS decreases

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

Gamma remains constant, angle of attack remains constant, IAS decreases

Gamma decreases, angle of attack increases, IAS remains constant

Gamma decreases, angle of attack increases, IAS decreases

Gamma decreases, angle of attack remains constant, IAS decreases

An aeroplane has static directional stability in a side-slip to the right, initially the:

Nose of the aeroplane tends to move to the left.

Nose of the aeroplane tends to move to the right.

Nose of the aeroplane will remain in the same direction.

Right wing tends to go down.

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

Nose of the aeroplane tends to move to the left.

Nose of the aeroplane tends to move to the right.

Nose of the aeroplane will remain in the same direction.

Right wing tends to go down.

An aeroplane performs a right turn, the slip indicator is left of neutral. One way to co-ordinate the turn is to apply:

Less right bank

More right rudder

A higher turn-rate

More left rudder

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

Less right bank

More right rudder

A higher turn-rate

More left rudder

An aeroplane's sideslip angle is defined as the angle between the:

Speed vector and normal axis

Speed vector and the horizontal plane

Speed vector and the plane of symmetry

Lateral axis and the horizontal plane

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

Speed vector and normal axis

Speed vector and the horizontal plane

Speed vector and the plane of symmetry

Lateral axis and the horizontal plane

An aircraft has a stick force/g of 4 lb/g with the CG on the aft limit. With the CG on the forward limit it's at 12 lb/g. To perform a 3g turn with the CG in the middle of the CG range the stick force would be:

16 lb

18 lb

24 lb

8 lb

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

16 lb

18 lb

24 lb

8 lb

Blade angle of a propeller is defined as the angle between:

The thrust line and propeller torque

The chord line and plane of rotation

The angle of attack and chord line

The angle of attack and line of thrust

Tastatur-Befehle:

= drehen,

= vor-/rückwärts,

= scrollen

The thrust line and propeller torque

The chord line and plane of rotation

The angle of attack and chord line

The angle of attack and line of thrust

By what percentage does VA (EAS) change when the aeroplane's weight decreases by 10%?

10% lower

No change

19% higher

5% lower

10% lower

No change

19% higher

5% lower

C.P. of wing is forward of C.G. In which direction must the stabiliser be deflected for level flight?

Between 125 to 236 Kt up, from 237 Kt and higher down

Up

No influence

Down

Between 125 to 236 Kt up, from 237 Kt and higher down

Up

No influence

Down

Dihedral angle is the ...

upward and outward inclination of the main planes to the horizontal datum

angle between the main plane and the longitudinal axis

angle between the quarter chord line and the horizontal datum

angle measured between the main plane and the normal axis

upward and outward inclination of the main planes to the horizontal datum

angle between the main plane and the longitudinal axis

angle between the quarter chord line and the horizontal datum

angle measured between the main plane and the normal axis

Due to a vertical up-gust, the gust load factor increases when:

Altitude increases.

The gradient of the CL-alpha graph increases.

Wing loading increases.

Weight increases.

Altitude increases.

The gradient of the CL-alpha graph increases.

Wing loading increases.

Weight increases.

During a climbing turn to the right, which statement is correct?

The angle of attack of both wings is the same.

The angle of attack of the left wing is smaller than the angle of attack of the right wing.

The stall angle of attack of the left wing will be larger than the corresponding angle for the right wing.

The angle of attack of the left wing is larger than the angle of attack of the right wing.

The angle of attack of both wings is the same.

The angle of attack of the left wing is smaller than the angle of attack of the right wing.

The stall angle of attack of the left wing will be larger than the corresponding angle for the right wing.

The angle of attack of the left wing is larger than the angle of attack of the right wing.

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