CHAPTER 12 FLIGHT MECHANICS (ATPL OXFORD)

1. In straight and level powered flight the following principal forces act on an aircraft:
a.thrust, lift, weight.
b.thrust, lift, drag, weight.
c.thrust, lift, drag.
d.lift, drag, weight.

b.thrust, lift, drag, weight.

2. For an aircraft in level flight, if the wing CP is aft of the CG and there is no thrust/drag couple, the tailplane load must be:
a.upward
b.downward
c.zero
d.forward

b.downward

3. When considering the forces acting upon an aeroplane in straight-and-level flight at constant airspeed, which statement is correct?
a.weight acts vertically toward the centre of the Earth
b.lift acts perpendicular to the chord line and must be greater than weight
c.thrust acts forward parallel to the relative wind and is greater than drag
d.lift acts in the opposite direction to the aircraft weight

a.weight acts vertically toward the centre of the Earth

4. The horizontal stabilizer usually provides a download in level flight because:
a.the main plane lift is always positive
b.the lift/weight and thrust/drag couples combine to give a nose down pt
c.the lift produced is greater than required at high speed
d.this configuration gives less interference

b.the lift/weight and thrust/drag couples combine to give a nose down pitch

5. The reason a light general aviation aircraft tends to nose down during power reduction is that the:
a.thrust line acts horizontally and above the force of drag
b.centre of gravity is located forward of the centre of pressure
c.centre of pressure is located forward of the centre of gravity
d.force of drag acts horizontally and above the thrust line

b.centre of gravity is located forward of the centre of pressure

6. To give the best obstacle clearance on take off, take off should be made with:
a.flaps partially extended and at best rate of climb speed (Vy).
b.flaps partially extended and at best angle of climb speed (Vx).
c.flaps retracted and at best rate of climb speed (Vy).
d.flaps retracted and at best angle of climb speed (Vx).

d.flaps retracted and at best angle of climb speed (Vx).

7. The angle of climb is proportional to:
a.the amount by which the lift exceeds the weight.
b.the amount by which the thrust exceeds the drag.
c.the amount by which the thrust exceeds the weight.
d.the angle of attack of the wing.

b.the amount by which the thrust exceeds the drag.

8. In a climb at a steady speed, the thrust is:
a.equal to the aerodynamic drag.
b.greater than the aerodynamic drag.
c.less than the aerodynamic drag.
d.equal to the weight component along the flight path.

b.greater than the aerodynamic drag.

10. Assume that after take-off a turn is made to a downwind heading. In regard to the ground, the aeroplane will climb at:
a.a greater rate into the wind than downwind
b.a steeper angle downwind than into the wind
c.the same angle upwind or downwind
d.a steeper angle into the wind than downwind

d.a steeper angle into the wind than downwind

9. A constant rate of climb in an aeroplane is determined by:
a.wind speed
b.the aircraft weight
c.excess engine power
d.excess airspeed

c.excess engine power

11. What effect does high density altitude have on aircraft performance?
a.It increases takeoff performance
b.It increases engine performance
c.It reduces climb performance

c.It reduces climb performance

12. During a steady climb the lift force is:
a.less than the weight.
b.exactly equal to the weight.
c.equal to the weight plus the drag.
d.greater than the weight.

a.less than the weight

13. In a steady climb the wing lift is:
a.equal to the weight
b.greater than the weight
c.equal to the weight component perpendicular to the flight path
d.equal to the vertical component of weight

c.equal to the weight component perpendicular to the flight path

14. During a glide the following forces act on an aircraft:
a.lift, weight, thrust.
b.lift, drag, weight.
c.drag, thrust, weight.
d.lift and weight only.

b.lift, drag, weight.

15. For a glider having a maximum L/D ratio of 20 : 1, the flattest glide angle that could be achieved in still air would be:
a.1 ft in 10 ft
b.1 ft in 20 ft
c.1 ft in 40 ft
d.1 ft in 200 ft

b.1 ft in 20 ft

16. To cover the greatest distance when gliding the gliding speed must be:
a.near to the stalling speed.
b.as high as possible within VNE limits.
c.about 30% faster than Vmd.
d.the one that gives the highest L/D ratio.

d.the one that gives the highest L/D ratio.

17. If the weight of an aircraft is increased the maximum gliding range:
a.decreases.
b.increases.
c.remains the same, and rate of descent is unchanged.
d.remains the same, but rate of descent increases.

d.remains the same, but rate of descent increases.

18. When gliding into a headwind, the ground distance covered will be:
a.less than in still air.
b.the same as in still air but the glide angle will be steeper.
c.the same as in still air but the glide angle will be flatter.
d.greater than in still air.

a.less than in still air.

19. During a 'power-on' glide the forces acting on an aircraft are:
a.lift, drag and weight.
b.lift, thrust and weight.
c.lift, drag, thrust and weight.
d.lift and weight only.

c.lift, drag, thrust and weight.

20. If airbrakes are extended during a glide, and speed maintained, the rate of descent will:
a.increase and glide angle will be steeper.
b.increase, but glide angle will remain the same.
c.decrease.
d.remain the same.

a.increase and glide angle will be steeper.

21. An aircraft has a L/D ratio of 16:1 at 50 kt in calm air. What would the approximate GLIDE RATIO be with a direct headwind of 25 kt?
a.32:1
b.16:1
c.8:1
d.4:1

b.16:1

22. During a turn the lift force may be resolved into two forces, these are:
a.a force opposite to thrust and a force equal and opposite to weight.
b.centripetal force and a force equal and opposite drag.
c.centripetal force and a force equal and opposite weight.
d.centrifugal force and a force equal and opposite thrust.

c.centripetal force and a force equal and opposite weight.

23. In a turn at a constant IAS, compared to straight and level flight at the same IAS:
a.the same power is required because the IAS is the same.
b.more power is required because the drag is greater.
c.more power is required because some thrust is required to give the centripetal force.
d.less power is required because the lift required is less.

b.more power is required because the drag is greater.

24. In a turn at a given TAS and bank angle:
a.only one radius of turn is possible.
b.the radius can be varied by varying the pitch.
c.the radius can be varied by varying the yaw.
d.two different radii are possible, one to the right and one to the left.

a.only one radius of turn is possible.

25. As bank angle is increased in a turn at a constant IAS, the load factor will:
a.increase in direct proportion to bank angle.
b.increase at an increasing rate.
c.decrease.
d.remain the same.

b.increase at an increasing rate.

26. Skidding outward in a turn is caused by:
a.insufficient rate of yaw.
b.too much bank.
c.too much nose up pitch.
d.insufficient bank

d.insufficient bank

27. For a turn at a constant IAS if the radius of turn is decreased the load factor will:
a.increase.
b.decrease but bank angle will increase.
c.decrease but bank angle will decrease.
d.remain the same.

a.increase.

28. An aircraft has a stalling speed in level flight of 70 kt IAS. In a 60° balanced turn the stalling speed would be:
a. 76 kt.
b. 84 kt.
c. 99 kt.
d. 140 kt

c. 99 kt.

29. An increase in airspeed while maintaining a constant load factor during a level, coordinated turn would result in:
a.an increase in centrifugal force
b.the same radius of turn
c.a decrease in the radius of turn
d.an increase in the radius of turn

d.an increase in the radius of turn

30. How can the pilot increase the rate of turn and decrease the radius at the same time?
a.shallow the bank and increase airspeed
b.steepen the bank and increase airspeed
c.steepen the bank and decrease airspeed

c.steepen the bank and decrease airspeed

31. If an aircraft with a gross weight of 2,000 kg were subjected to a total load of 6,000 kg in flight, the load factor would be:
a.9 G's
b.2 G's
c.6 G's
d.3 G's

d.3 G's

32. Why must the angle of attack be increased during a turn to maintain altitude?
a.Compensate for increase in induced drag.
b.Increase the horizontal component of lift equal to the vertical component.
c.Compensate for loss of vertical component of lift.
d.To stop the nose from dropping below the horizon and the airspeed increasing.

c.Compensate for loss of vertical component of lift.

33. Two aircraft of different weight are in a steady turn at the same bank angle:
a.the heavier aircraft would have a higher "g" load
b.the lighter aircraft would have a higher "g" load
c.they would both have the same "g" load

c.they would both have the same "g" load

34. For a multi-engined aircraft, VMCG is defined as the minimum control speed on the ground with one engine inoperative. The aircraft must be able to:
a.abandon the take off.
b.continue the take off or abandon it.
c.continue the take off using primary controls only.
d.continue the take off using primary controls and nosewheel steering.

c.continue the take off using primary controls only.

35. What criteria determines which engine is the "critical" engine of a twin-engine aeroplane?
a.the one with the centre of thrust farthest from the centerline of the fuselage
b.the one with the centre of thrust closest to the centerline of the fuselage
c.the one designated by the manufacturer which develops most usable thrust
d.the failure of which causes the least yawing moment

b.the one with the centre of thrust closest to the centerline of the fuselage

36. Following failure of the critical engine, what performance should the pilot of a light, twin-engine
aeroplane be able to maintain at V MCA?
a.Heading, altitude, and ability to climb 50 ft/min
b.Heading only
c.Heading and altitude

b.Heading only