Aircraft Structures and Design - Part 3 (Q&A)

b

In NACA 653-421, what is the designation of 5?

a. Design lift coefficient

b. Minimum pressure

c. Maximum thickness

b

Wing weight is approximately ____ percent of the gross weight.

a. 10

b. 15

c. 20

a

What is the velocity for the Design Cruising Speed?

a. 0.9Vmax

b. 1.4Vc

c. 1.5 Vc

a

The propeller diameter varies ________ with BHP.

a. Directly

b. Inversely

c. The same

c

The angle of attack at maximum lift to drag ratio is indicative of what?

a. Cruising speed

b. Top speed

c. Cruising angle

a

The gust load factor for cruising speed at 20000' and below is ________.

a. 50fps

b. 66fps

c. 25fps

a

Restricted speed is equal to

a. 1.1Vs

b. 2Vsf

c. Vm

c

Propellers on seaplane should clear the water by at least _______ when the plane is at rest.

a. 16in

b. 17in

c. 18in

a

The angle of attack at which the aircraft stalls varies ________ with gross weight

a. The same

b. Directly

c. Inversely

c

It is also known as the asymmetrical propeller loading which usually occurs at high AoA.

a. Load factor

b. G factor

c. P factor

b

Maximum loads anticipated on the airplane during its lifetime of service.

a. Load factor

b. Limit load

c. Maximum load

a

Are equal to the limit loads multiplied by a factor of safety.

a. Ultimate design load

b. Safety load

c. Minimum load

b

An aircraft wing configuration with a prominent bend in the wing inner section towards the wing root.

a. droop wing

b. gull wing

c. delta wing

c

For standard normal category airplane the negative maneuvering limit load factor is

a. -1.7

b. -1.8

c. -1.9

b

For standard utility category airplane the positive limit load factor with flaps fully extended at VF is

a. 1.1

b. 2.2

c. 3.3

a

For standard acrobatic category aircraft the limit load factor with flaps fully extended at VF and considering only the vertical wing load is

a. 0.0

b. 1.1

c. 2.2

a

For standard acrobatic airplane the negative maneuvering limit load factor is

a. -3.0

b. -2.0

c. -1.0

c

For standard normal category airplane the positive maneuvering limit load factor is

a. 3.4

b. 3.6

c. 3.8

b

For conventional, single engine airplane of 6,000 pounds or less maximum weight, the minimum design maneuvering speed is given by

a. 12.5 (n₁ w/s)^0.5

b. 17.0 (n₁ w/s)^0.5

c. 19.5 (n₁ w/s)^0.5

a

For conventional, single engine airplane of 6,000 pounds or less maximum weight, the minimum design flap speed is given by

a. 12.5 (n₁ w/s)^0.5

b. 17.0 (n₁ w/s)^0.5

c. 19.5 (n₁ w/s)^0.5

c

For conventional, single engine airplane of 6,000 pounds or less maximum weight, the maximum design dive speed is given by

a. 17.0 (n₁ w/s)^0.5

b. 19.5 (n₁ w/s)^0.5

c. 27.3 (n₁ w/s)^0.5

a

For any category airplane of gross weight of 3,000 pounds or less the constant k value in determining the landing reaction is

a. 0.25

b. 0.33

c. 0.34

b

For any category airplane of gross weight of 6,000 pounds or greater the constant k value in determining the landing reaction is

a. 0.25

b. 0.33

c. 0.34

b

During basic landing condition, the reaction forces can be referred at

a. Center of pressure and thrust line

b. Center of gravity and thrust line

c. Center of gravity and to any point within the wing

b

For the design maneuvering wing loading less than 47 and AR of 2.0 for vertical tail, the average surface loading is given by

a. 3.65 (n₁ w/s)^0.5

b. 3.66 (n₁ w/s)^0.5

c. 3.67 (n₁ w/s)^0.5

a

For the design maneuvering wing loading for horizontal tail either up or down, the average surface loading is given by

a. 4.8 + 0.534 (n₁ w/s)

b. 5.8 + 0.535 (n₁ w/s)

c. 6.8 + 0.536 (n₁ w/s)

a

For the design maneuvering wing loading greater than 47, the average surface loading for vertical tail is given by

a. 0.534 (n₁ w/s)

b. 0.535 (n₁ w/s)

c. 0.536 (n₁ w/s)

b

For the design maneuvering wing loading for aileron, the average surface loading is given by

a. 0.455 (n₁ w/s)

b. 0.466 (n₁ w/s)

c. 0.477 (n₁ w/s)

b

The point of an airfoil through which lift acts is the

a. Center of gravity

b. Center of pressure

c. Midpoint of the chord

b

The lift of an airplane is a function of

a. Coefficient of lift, density, wing area and rate of climb squared

b. Coefficient of lift, density, wing area and velocity squared

c. Coefficient of lift, density, wing loading and velocity squared

c

An instrument used by the pilot during all phases of flight from take-off, climb, descent and landing in order to maintain required airspeed

a. Rate of climb indicator

b. Turn and bank indicator

c. Airspeed indicator

a

Is the airspeed read directly from the airspeed indicator on an aircraft

a. True airspeed

b. Indicated airspeed

c. Ground airspeed

b

Is the airspeed of an aircraft relative to the air mass in which it flies

a. True airspeed

b. Indicated airspeed

c. Ground airspeed

a

It is the relative angle of incidence between the two wings of a bi-plane

a. Decalage

b. Gap

c. Stagger

c

It is used to attain acceptable interference drag with a circular fuselage in a high and low wing arrangement

a. Struts

b. Panels

c. Fairings

a

Which of the following statement is correct

a. Excessive dihedral effect produces Dutch roll

b. Positive geometric dihedral angle is required to avoid an excess of effective dihedral

c. To counter a Dutch roll tendency the vertical tail area must be decreased

b

Which of the following statement is correct

a. The wing incidence angle is the pitch angle of the wing with respect to the rudder

b. The wing incidence angle is the pitch angle of the wing with respect to the fuselage

c. The wing incidence angle is the pitch angle of the wing with respect to the aileron

b

It is the actual change in airfoil angle of incidence, usually measured with respect to the root airfoil

a. Aerodynamic twist

b. Geometric twist

c. Airfoil twist

b

Which of the following statement is correct

a. Fat airfoils (round leading edge and t/c greater than about 14%) stall from the Leading edge

b. Inner airfoils stall from the leading edge

c. Inner airfoils stall from the trailing edge

a

It is the actual distance the aircraft travels from the time the wheels the first touch to the time the aircraft comes to a complete stop

a. Landing ground roll

b. Take-off

c. Landing field length

a

Which of the following statement is correct

a. An aircraft with a higher T/W will accelerate more quickly, climb more rapidly, reach a higher maximum speed and sustain higher turn rates

b. Thrust-to‐Weight ratio is constant

c. Thrust‐to‐Weight ratio does not affect the performance of the aircraft

b

It is the maximum speed for lowering and retracting the under carriage

a. VF

b. VLO

c. VLE

b

It is the minimum control speed at which it is possible to maintain directional control during take‐off when the engine fails and the wheels are still on the runway

a. VMCA

b. VMCG

c. VNE

b

The best rate of climb speed is the airspeed which delivers the greatest gain in altitude the shortest possible time

a. VX

b. VY

c. VZ

a

The rise of an airfoil from root to tip

a. Dihedral

b. Anhedral

c. Decalage

b

The maximum lift‐to‐drag ratio for the CP‐1 is 13.6. Calculate the minimum glide angle measured along the ground covered by the CP‐1 in a power‐off glide that starts at an altitude of 10,000 ft. (Propeller Aircraft)

a. 3.2°

b. 4.2°

c. 5.2°

a

The maximum lift‐to‐drag ratio for the CP‐1 is 13.6. Calculate the maximum range measured along the ground covered by the CP‐1 in a power‐off glide that starts at an altitude of 10,000 ft. (Propeller Aircraft)

a. 25.6 miles

b. 26.6 miles

c. 24.6 miles

c

Which of the following statement is correct

a. Maximum endurance for a propeller driven airplane occurs when the airplane is flying at maximum power required

b. Maximum endurance for a propeller driven airplane occurs when the airplane is flying at a velocity such that CL^3/2/CD is minimum

c. Maximum range for a propeller driven airplane occurs when the airplane is flying at a velocity such that CL/CD is maximum