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#3205. What is the relationship of lift, drag, thrust, and weight when the airplane is in straight-and-level flight?

A- Lift equals weight and thrust equals drag.

B- Lift, drag, and weight equal thrust.

C- Lift and weight equal thrust and drag.

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#3204. The term ‘angle of attack’ is defined as the angleA- between the wing chord line and the relative wind.B- between the airplane’s climb angle and the horizon.C- formed by the longitudinal axis of the airplane and the chord line of the wing.

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#5199. The angle of attack of a wing directly controls the

A- angle of incidence of the wing.

B- amount of airflow above and below the wing.

C- distribution of positive and negative pressure acting on the wing.

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#5204. The angle of attack at which a wing stalls remains constant

regardless ofA- weight, dynamic pressure, bank angle, or pitch attitude.B- dynamic pressure, but varies with weight, bank angle, and pitch attitude.C- weight and pitch attitude, but varies with dynamic pressure and bank angle.

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#3316. During an approach to a stall, an increased load factor will cause

the airplane to

A- stall at a higher airspeed.

B- have a tendency to spin.

C- be more difficult to control.

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#5219. Which is true regarding the force of lift in steady, unaccelerated

flight?A- At lower airspeeds the angle of attack must

be less to generate sufficient lift to maintain altitude.

B- There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift to maintain altitude.C- An airfoil will always stall at the same indicated airspeed; therefore, an increase in weight will require an increase in speed to generate sufficient lift to maintain altitude.

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#5153. For a given angle of bank, in any airplane, the load factor imposed

in a coordinated constant-altitude turn

A- is constant and the stall speed increases.

B- varies with the rate of turn.

C- is constant and the stall speed decreases.

Comm.

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#3216. If an airplane weighs 4,500 pounds, what

approximate weight would the airplane

structure be required to support during a 45 degree banked

turn while maintaining altitude?

A- 4,500 pounds.

B- 6,750 pounds.

C- 7,200 pounds.

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#5195. To maintain altitude during a turn, the angle of attack must be increased to compensate for the

decrease in the

A- forces opposing the resultant component of drag.

B- vertical component of lift.

C- horizontal component of lift.

Comm.

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#3311. The angle of attack at which an airplane wing stalls

willA- increase if the CG is moved forward.

B- change with an increase in gross weight.

C- remain the same regardless of gross weight.

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#5221. What is the stall speed of an airplane under a load factor of 2 G’s if the un-accelerated stall speed is 60 knots?(Use fig. 4)

A- 66 knots. B- 74 knots. C- 84 knots.

Comm.

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#3220. What is one purpose of wing flaps?

A- To enable to pilot to make steeper approaches to a landing without increasing airspeed.

B- To relieve the pilot of maintaining continuous pressure on the controls.

C- To decrease wing area to vary the lift.

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#3303. Which aileron positions should a pilot generally use when

taxiing in strong quartering headwinds?

A- Aileron up on the side from which the wind is blowing.

B- Aileron down on the side from which the wind is blowing.

C- Ailerons neutral.

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#5656. While taxiing a light, high-wing airplane during

strong quartering tailwinds, the aileron

control should be positioned

A- neutral at all times.

B- toward the direction from which the wind is blowing.

C- opposite the direction from which the wind is blowing.

Comm.

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#5227. Longitudinal dynamic instability in an airplane can be

identified byA- bank oscillations becoming

progressively steeper.

B- pitch oscillations becoming progressively steeper.

C- Trilatitudinal roll oscillations becoming progressively steeper.

Comm.

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#3305. How should the flight controls be held while taxiing a

tricycle-gear equipped airplane

into a left quartering headwind?

A- Left aileron up, elevator neutral.

B- Left aileron down, elevator neutral.

C- Left aileron up, elevator down.

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#5237. The reason for variations in geometric pitch (twisting) along a

propeller blade is that it

A- permits a relatively constant angle of incidence along its length when in cruising flight.

B- prevents the portion of the bade near the hub from stalling during cruising flight.

C- permits a relatively constant angle of attack along its length when in cruising flight.

Comm.

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#3209. When does P-factor cause the airplane to yaw to

the left?

A- When at low angles of attack.

B- When at high angles of attack.

C- When at high airspeeds.

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#3223. One purpose of the dual ignition system on an aircraft

engine is to provide for

A- improved engine performance.

B- uniform heat distribution.

C- balanced cylinder head pressure.

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#3653. How is engine operation controlled on

an engine equipped with a constant-speed

propeller?

A- The throttle controls power output as registered on the manifold gauge and the propeller control regulates engine RPM.

B- The throttle controls power output as registered on the manifold pressure gauge and the propeller control regulates a constant blade angle.

C- The throttle controls engine RPM as registered on the tachometer and the mixture control regulates the power output.

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#5174. If the ground wire between the magneto and the ignition switch

becomes disconnected, the most noticeable result will be that the

engine

A- will not operate on the left magneto.B- cannot be started with the switch in the ‘ON’

position.C- cannot be shut down by turning the switch to

the ‘OFF’ position.

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#5184. In aircraft equipped with constant-speed propellers and normally-aspirated engines, which procedure should be used to avoid

placing undue stress on the engine components?

A- When power is being decreased, reduce the RPM before reducing the manifold pressure.

B- When power is being increased, increase the RPM before increasing the manifold pressure.

C- When power is being increased or decreased, the RPM should be adjusted before the manifold pressure.

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#3244. For internal cooling, reciprocating aircraft engines are especially dependent on

A- a properly functioning thermostat.

B- air flowing over the exhaust manifold.

C- the circulation of lubricating oil.

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#3238. Detonation occurs in a reciprocating aircraft engine when

A- the spark plugs are fouled or shorted out or the wiring is defective.

B- hot spots in the combustion chamber ignite the fuel/air mixture in advance of normal ignition.

C- the unburned charge in the cylinders explodes instead of burning normally.

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#5667. To develop maximum power and thrust, a constant-speed

propeller should be set to a blade angle that will produce a

A- large angle of attack and low RPM.

B- small angle of attack and high RPM.

C- large angle of attack and high RPM.

Comm.

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#3240. The uncontrolled firing of the fuel/air charge in advance of normal spark

ignition is known asA- combustion.B- pre-ignition.

C- detonation.

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#3224. On aircraft equipped with fuel pumps, the practice of running a fuel tank dry before switching tanks is considered unwise becauseA- the engine-driven fuel pump or electric fuel boost pump may draw air into the system and cause vapor lock.B- the engine-driven fuel pump is lubricated by fuel and operating on a dry tank may cause pump failure.C- any foreign matter in the tank will be pumped into the fuel system.

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#3226. The basic purpose of adjusting the fuel/air mixture control at altitude is toA- decrease the amount of fuel in the

mixture in order to compensate for increased air density.

B- decrease the fuel flow in order to compensate for decreased air density.C- increase the amount of fuel in the

mixture to compensate for the decrease in pressure and density of the air.

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#5609. Unless adjusted, the fuel/air mixture becomes richer with an increase

in altitude because the amount of fuelA- decreases while the volume of air

decreases.B- remains constant while the volume of

air decreases.C- remains constant while the density of

air decreases.

Comm.

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#5767. Which is true regarding preheating an aircraft during cold

weather operations?

A- The cabin area as well as the engine should be preheated.

B- The cabin area should not be preheated with portable heaters.

C- Hot air should be blown directly at the engine through the air intakes.

Comm.

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#3229. Which condition is most favorable to the development of

carburetor icing?A- Any temperature below freezing and a

relative humidity of less than 50 percent.

B- Temperature between 32 and 50 degrees F and low humidity.

C- Temperature between 20 and 70 degrees F and high humidity.

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#3234. Generally speaking, the use of carburetor heat

tends toA- decrease engine

performance.

B- increase engine performance.

C- have no effect on engine performance.

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#5768. If necessary to take off from a slushy runway, the freezing of

landing gear mechanisms can be minimized by

A- recycling the gear.

B- delaying gear retraction.

C- increasing the airspeed to “Vle” before retraction.

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#3711. The most important rule to remember in the event of a power

failure after becoming airborne is to

A- immediately establish the proper gliding attitude.

B- quickly check the fuel supply for possible fuel exhaustion.

C- determine the wind direction to plan for the forced landing.

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