ATPL (Philippines) - Aircraft General Knowledge 3

46. Which is a purpose of wing-mounted vortex generators?

A. Reduce the drag caused by supersonic flow over portions of the wing.

B. Increase the onset of drag divergence and aid in aileron effectiveness at high speed.

C. Break the airflow over the wing so the stall will progress from the root out to the tip of the wing.

A. Reduce the drag caused by supersonic flow over portions of the wing.

47. Which is a purpose of wing-mounted vortex generators?

A. Delays the onset of drag divergence at high speeds and aids in maintaining aileron effectiveness at high speeds.

B. Breaks the airflow over the wing so the stall will progress from the root out to the tip of the wing.

C. Increase the onset of drag divergence and aid in aileron effectiveness at low speed.

A. Delays the onset of drag divergence at high speeds and aids in maintaining aileron effectiveness at high speeds.

48. What affects indicated stall speed?

A. Weight, load factor, and power.

B. Load factor, angle of attack, and power.

C. Angle of attack, weight, and air density.

A. Weight, load factor, and power.

49. How can turbulent air cause an increase in stalling speed of an airfoil?

A. An abrupt change in relative wind.

B. A decrease in angle of attack.

C. Sudden decrease in load factor.

A. An abrupt change in relative wind.

50. Airflow separation over the wing can be delayed by using vortex generators,

A. directing high pressure air over the top of the wing or flap through slots and making the wing surface smooth.

B. directing a suction over the top of the wing or flap through slots and making the wing surface smooth.

C. making the wing surface rough and/or directing high pressure air over the top of the wing or flap through slots.

C. making the wing surface rough and/or directing high pressure air over the top of the wing or flap through slots.

51. How does VS (KTAS) change with altitude?

A. Remains the same.

B. Varies directly with altitude.

C. Varies inversely with altitude.

B. Varies directly with altitude.

52. Stall warning devices must sense

A. static pressure.

B. pressure distribution.

C. dynamic pressures.

B. pressure distribution.

53. An airplane stall warning device must sense

A. relative wind.

B. coincident wind.

C. angle of attack.

A. relative wind.

54. An aircraft in a steady state, constant altitude turn

A. exhibits normal airspeed indication errors.

B. experiences no changes in stall speeds.

C. experiences higher stall speeds.

C. experiences higher stall speeds.

55. Fundamental recovery from a stall requires

A. increasing power.

B. increasing airspeed.

C. decreasing the angle of attack.

C. decreasing the angle of attack.

56. The stall speed of an airplane

A. is constant regardless of weight or airfoil configuration.

B. is affected by weight and bank angle.

C. is not affected by dynamic pressures and lift coefficient.

B. is affected by weight and bank angle.

57. What is load factor?

A. Lift multiplied by the total weight.

B. Lift subtracted from the total weight.

C. Lift divided by the total weight.

C. Lift divided by the total weight.

58. If an aircraft with a gross weight of 2,000 pounds were subjected to a total load of 6,000 pounds in flight, the load factor would be

A. 2 Gs.

B. 3 Gs.

C. 9 Gs.

B. 3 Gs.

59. For a given angle of bank, the load factor imposed on both the aircraft and pilot in a coordinated constant-altitude turn

A. is directly related to the airplane's gross weight.

B. varies with the rate of turn.

C. is constant.

C. is constant.

60. Upon which factor does wing loading during a level coordinated turn in smooth air depend?

A. Rate of turn.

B. Angle of bank.

C. True airspeed.

B. Angle of bank.

61. What result does a level turn have on the total lift required and load factor with a constant airspeed?

A. Lift required remains constant, and the load factor increases.

B. Both total lift required and load factor increase.

C. Lift required increases, and the load factor decreases.

B. Both total lift required and load factor increase.

84. At which speed will increasing the pitch attitude cause an airplane to climb?

A. Low speed.

B. High speed.

C. Any speed.

B. High speed.

85. At what speed, with reference to L/DMAX, does maximum rate-of-climb for a jet airplane occur?

A. A speed greater than that for L/DMAX.

B. A speed equal to that for L/DMAX.

C. A speed less than that for L/DMAX.

A. A speed greater than that for L/DMAX.

86. What effect does an increase in airspeed have on a coordinated turn while maintaining a constant angle of bank and altitude?

A. The rate of turn will decrease resulting in a decreased load factor.

B. The rate of turn will increase resulting in an increased load factor.

C. The rate of turn will decrease resulting in no changes in load factor.

C. The rate of turn will decrease resulting in no changes in load factor.

87. If no corrective action is taken by the pilot as angle of bank is increased, how is the vertical component of lift and sink rate affected?

A. Lift increases and the sink rate increases.

B. Lift decreases and the sink rate decreases.

C. Lift decreases and the sink rate increases.

C. Lift decreases and the sink rate increases.

88. What is the relationship of the rate of turn with the radius of turn with a constant angle of bank but increasing airspeed?

A. Rate will decrease and radius will increase.

B. Rate will increase and radius will decrease.

C. Rate and radius will increase.

A. Rate will decrease and radius will increase.

89. How can the pilot increase the rate of turn and decrease the radius at the same time?

A. Steepen the bank and increase airspeed.

B. Steepen the bank and decrease airspeed.

C. Shallow the bank and increase airspeed.

B. Steepen the bank and decrease airspeed.

90. During a skidding turn to the right, what is the relationship between the component of lift and centrifugal force?

A. Centrifugal force is less than the horizontal lift component, and the load factor is increased.

B. Centrifugal force is greater than the horizontal lift component.

C. Centrifugal force and the horizontal lift component are equal, and the load factor is decreased.

B. Centrifugal force is greater than the horizontal lift component.

91. Why must the angle of attack be increased during a turn to maintain altitude?

A. Compensate for loss of vertical component of lift.

B. Increase the horizontal component of lift equal to the vertical component.

C. Compensate for increase in drag.

A. Compensate for loss of vertical component of lift.

92. Describe dynamic longitudinal stability.

A. Motion about the longitudinal axis.

B. Motion about the lateral axis.

C. Motion about the vertical axis.

B. Motion about the lateral axis.

93. What is a characteristic of longitudinal instability?

A. Pitch oscillations becoming progressively greater.

B. Bank oscillations becoming progressively greater.

C. Aircraft constantly tries to pitch down.

A. Pitch oscillations becoming progressively greater.

94. Identify the type stability if the aircraft attitude remains in the new position after the controls have been neutralised.

A. Negative longitudinal static stability.

B. Neutral longitudinal dynamic stability.

C. Neutral longitudinal static stability.

C. Neutral longitudinal static stability.

95. Identify the type stability if the aircraft attitude tends to move farther from its original position after the controls have been neutralised.

A. Negative static stability.

B. Positive static stability.

C. Negative dynamic stability.

A. Negative static stability.

96. Identify the type stability if the aircraft attitude tends to return to its original position after the controls have been neutralised.

A. Positive dynamic stability.

B. Positive static stability.

C. Neutral dynamic stability.

B. Positive static stability.

97. What are some characteristics of an airplane loaded with the CG at the aft limit?

A. Lowest stall speed, highest cruise speed, and least stability.

B. Highest stall speed, highest cruise speed, and least stability.

C. Lowest stall speed, lowest cruise speed, and highest stability.

A. Lowest stall speed, highest cruise speed, and least stability.

98. What characteristic should exist if an airplane is loaded to the rear of its CG range?

A. Sluggish in aileron control.

B. Sluggish in rudder control.

C. Unstable about the lateral axis.

C. Unstable about the lateral axis.

99. An airplane loaded with the CG at the aft limit will

A. fly more efficiently.

B. be very unbalanced in lateral control forces.

C. feel heavy in the longitudinal axis.

A. fly more efficiently.

100. What effect does an uphill runway slope have upon takeoff performance?

A. Increases takeoff distance.

B. Decreases takeoff speed.

C. Decreases takeoff distance.

A. Increases takeoff distance.

101. What effect does landing at high elevation airports have on groundspeed with comparable conditions relative to temperature, wind, and airplane weight?

A. Higher than at low elevation.

B. Lower than at low elevation.

C. The same as at low elevation.

A. Higher than at low elevation.

102. Which condition reduces the required runway for takeoff?

A. Higher-than-recommended airspeed before rotation.

B. Lower-than-standard air density.

C. Increased headwind component.

C. Increased headwind component.

103. Which performance factor decreases as airplane gross weight increases, for a given runway?

A. Critical engine failure speed.

B. Rotation speed.

C. Accelerate-stop distance.

A. Critical engine failure speed.

104. Under which condition during the landing roll are the main wheel brakes at maximum effectiveness?

A. When wing lift has been reduced.

B. At high groundspeeds.

C. When the wheels are locked and skidding.

A. When wing lift has been reduced.

116. Approaching the runway 1° below glidepath can add how many feet to the landing distance?

A. 250 feet.

B. 500 feet.

C. 1,000 feet.

B. 500 feet.

118. Arriving over the runway 10 knots over VREF would add approximately how many feet to the dry landing distance?

A. 800 feet.

B. 1,700 feet.

C. 2,800 feet.

C. 2,800 feet.

119. You are rolling out after touchdown and decide you really need to abort your landing, and takeoff. Your airplane is at 116 knots and your engines have spooled down to 71% idle. You need a V2 of 142 to safely lift off and climb. The airplane will require 6 seconds to accelerate after the engines spool up to takeoff thrust, which requires 4 seconds. How much runway will you require for a safe landing abort from your decision point? (Use an average of 129 knots ground speed.)

A. 1,738 feet.

B. 2,178 feet.

C. 3,601 feet.

B. 2,178 feet.Answer (B) is correct.

Given that 1 NM = 6,076.1 feet, use the following formula to determine the distance covered during the 10 seconds required for the engines to spool up to takeoff thrust and for the airplane to accelerate to V2:

120. One typical takeoff error is

A. delayed rotation which may extend the climb distance.

B. premature rotation which may increase takeoff distance.

C. extended rotation which may degrade acceleration.

B. premature rotation which may increase takeoff distance.

121. Excessive takeoff speeds may result in approximately a

A. 4% takeoff distance increase for each 1% of additional takeoff speed.

B. 1% takeoff distance increase for each 2% of additional takeoff speed.

C. 2% takeoff distance increase for each 1% of additional takeoff speed.

2% takeoff distance increase for each 1% of additional takeoff speed.

122. Given the following, what is the single-engine climb or descent performance?

Pressure altitude

3,000 ft

Temperature (OAT)

+35 °C

Figure 41. - Single-Engine Climb Performance.

A. 175 ft/min descent.

B. 100 ft/min descent.

C. 350 ft/min climb.

B. 100 ft/min descent.

123. You touchdown long with a speed of 145 knots on a 9,001 foot runway and the braking is not working, so you decide to takeoff and climbout. The engines require 5 seconds to spool up and then the airplane requires 10 seconds of acceleration to liftoff again. The 5,000 foot markers flash by. Do you have enough runway to liftoff? (Use 142 knots for average groundspeed due to the tailwind.)

A. Yes, there will be a margin of about 850 feet with almost 3 seconds of decision time.

B. Yes, there will be a margin of almost 1,401 feet which allows about 5.8 seconds of decision time.

C. No, the runway is 1,104 feet too short and my decision is about 3 seconds too late.

B. Yes, there will be a margin of almost 1,401 feet which allows about 5.8 seconds of decision time.

124. What should a pilot do to maintain "best range" airplane performance when a tailwind is encountered?

A. Increase speed.

B. Maintain speed.

C. Decrease speed.

C. Decrease speed.