AERODYNAMICS

AERODYNAMICS

Bernoulli's Principal
Lift & Lift Equation
Stall & Stall
Characteristics
Factors Affecting
Performance
Climbing Performance
Gliding Performance

Turning
Performance
Takeoff & Landing
Performance
Stability
Vg Diagram
Torque & P Factor
Spins

BERNOULLIS PRINCIPAL
Bernoullis principal is best described using
which effect?
a. Coriolis effect.
b. Venturi effect.
c. Neither a nor b

BERNOULLIS PRINCIPAL
Bernoullis principal is best described using
which effect?
VENTURI EFFECT

BERNOULLIS PRINCIPAL
Concerning the Venturi effect, as the crosssectional area of a tube is reduced, the
velocity of the airflow through the tube
must-a. Decrease
b. Increase
c. Remain the same

BERNOULLIS PRINCIPAL
Concerning the Venturi effect, as the crosssectional area of a tube is reduced, the
velocity of the airflow through the tube
must--

BEROUNILLIS PRINCIPAL
As the velocity of the air moving through a
venturi increases-a. Static pressure decreases
b. Static pressure increses
c. Static pressure is difficult to measure and
therefore an increase or decrease is considiered
neglible.

BEROUNILLIS PRINCIPAL
As the velocity of the air moving through a
venturi increases--

BEROUNILLIS PRINCIPAL
Static pressure is defined as-a. Compressed air containing positively
charged ions.
b. The atmospheric pressure of the air through
which an airplane is flying.
c. The pressure of a fluid resulting from its
motion.

BEROUNILLIS PRINCIPAL
Static pressure is defined as--

The atmospheric pressure of the air

through which an airplane is flying.

BEROUNILLIS PRINCIPAL
Dynamic pressure is defined as-a. Compressed air containing positively charged
ions.
b. The atmospheric pressure of the air through
which the airplane is moving.
c. The pressure of a fluid resulting from its
motion.
d. None of the above.

BEROUNILLIS PRINCIPAL
Dynamic pressure is defined as--

The pressure of a fluid resulting

from its motion.

LIFT
Relative wind is-a. The air in motion that is equal and opposite the
flight path velocity of the airfoil.
b. The angle measured between the resultant
relative wind and the chord.
c. The angle between the airfoil chord line and
the longitudinal axis of the airplane.
d. None of the above.

LIFT
Relative wind isThe air in motion that is equal to and
opposite the flight-path velocity of the
airfoil.

LIFT
Angle of Attack is the angle measured
between the resultant relative wind and
the chord
a. True
b. False

LIFT
Angle of Attack is the angle measured
between the resultant relative wind and
the chord

a. True
b. False

LIFT
Center of Pressure is defined as:
a. The point along the mean camber line
where all aerodynamic forces are
considered to act.
b. The point along the chord line of an airfoil
through which lift is considered to act.
c. The point along the chord line on an airfoil
through which all aerodynamic forces are
considered to act.

LIFT
Center of Pressure is defined as:

The point along the chord line on an

airfoil through which all aerodynamic
forces are considered to act.

LIFT
Aerodynamic center is the point along the
chord line of an airfoil through which all
aerodynamic forces are considered to act.
a. True
b. False

LIFT
Aerodynamic center is the point along the
chord line of an airfoil through which all
aerodynamic forces are considered to act.

a. True
b. False

LIFT
Lift is defined as-a. the component of the total aerodynamic
force that acts at right angles to drag.
b. the component of the total aerodynamic
force that acts at right angles to the RRW.
c. Neither a nor b are true.

LIFT

LIFT
The component of the total aerodynamic
force that acts at right angles to the
resultant relative wind

LIFT
The two factors that most affect the
coefficient of lift and the coefficient of drag
are:
a. weight & balance
b. thrust & air density
c. shape of the airfoil & angle of attack

LIFT
The two factors that most affect the
coefficient of lift and the coefficient of drag
are:

Shape of the airfoil & angle of attack

LIFT
L= CL 1/2p S V2
L ~ Lift force
CL ~ Coefficient of lift
p(rho) ~ density of the air in slugs
S ~ total wing area in square feet
V ~ airspeed (in feet per second)

DRAG
D= CD 1/2p S V2
D ~ Drag force
CD ~ Coefficient of lift
p(rho) ~ density of the air in slugs
S ~ total wing area in square feet
V ~ airspeed (in feet per second)

DRAG
TWO TYPES OF DRAG:

PARASITE
INDUCED

DRAG

PARASITIC DRAG
Drag

that is produced by non-lifting

portions of the airframe. There are 3
components of parasitic drag:
Form D.rag
Skin Friction Drag.
Interference Drag.

DRAG

FORM DRAG- The portion of drag that is generated because of

the shape of the airplane.
Generated in the turbulent areas of airflow
where slipstream does not conform to aircraft
shape.
Varies directly with the airspeed.

DRAG

SKIN-FRICTION DRAG- The boundary layer air creates stagnant layer of

air molecules.
Drag is created when the slipstream comes in
contact with this stagnant flow.
Varies directly with the airspeed.

DRAG

INTERFERENCE DRAG- Created by the collision of airstreams.

Causes eddy currents, restrictions, and
turbulence to smooth flow.
Varies directly with the airspeed.

DRAG
INDUCED DRAG
Drag created as a result of the production of
lift.
Induced drag creates wingtip vortices and
vertical velocities.
Varies inversely with the airspeed.

DRAG
Total drag is that component of the total
aerodynamic force parallel to the
___________ that tends to retard the motion of
the aircraft.
a. chord line
b. center of pressure
c. relative wind
d. none of the above

DRAG
Total drag is that component of the total
aerodynamic force parallel to the
RELATIVE WIND that tends to retard
the motion of the aircraft.

DRAG
An airfoil with a higher lift to drag ratio is
more efficient than an airfoil with a lower
lift to drag ratio.
a. True
b. False

DRAG
An airfoil with a higher lift to drag ratio is
more efficient than an airfoil with a lower
lift to drag ratio.
a. True
b. False

STALL & STALL

CHARACTERISTICS
A stall occurs when:
a. The airplane enters the region of reverse
command.
b. The airplane is flown above CL max.
c. The airfoil is flown at an angle of attack
greater than that for maximum lift.
d. None of the above.

STALL & STALL

CHARACTERISTICS
A stall occurs when:
The airfoil is flown at an angle of
attack greater than that for
maximum lift.

STALL & STALL

CHARACTERISTICS
An aerodynamic stall occurs when an
increase in the angle of attack results in a
loss of lift and is due to:
a. low airspeed
b. density altitude
c. seperation of boundary-layer air.

STALL & STALL

CHARACTERISTICS
An aerodynamic stall occurs when an
increase in the angle of attack results in a
loss of lift and is due to:

Separation of Boundary Layer Air

STALL & STALL

CHARACTERISTICS
When the boundary layer separates, turbulence
occurs between the boundary layer and the surface
of the wing. This results in-a. an increase in dynamic pressure above the wing.
b. an increase in the static pressure above the wing.
c. Neither a or b

STALL & STALL

CHARACTERISTICS
When the boundary layer separates, tubulence
occurs between the boundary layer and the surface
of the wing. This results in-An increase in the static pressure above the wing

STALL & STALL

CHARACTERISTICS
Increasing the AOA beyond the boundary-layer
separation point will result in-a. a further increase in lift.
b. the boundary-layer separation point moving forward
on the airfoil.
c. a decreased top surface area of the wing available to
produce lift.
d. b and c

STALL & STALL

CHARACTERISTICS
Increasing the AOA beyond the boundary-layer
separation point will result in--

The boundary-layer separation point

moving forward leaving a smaller wing
surface area available to develop lift.

STALL & STALL

CHARACTERISTICS
Designing the wing to stall from the
wingtips progressively inboard toward the
root section is a desirable airplane design
characteristic.
a. True
b. False

STALL & STALL

CHARACTERISTICS
Three reasons why airplane wings are
designed to stall root first:

Impending stall warning over elevator

Lessens severity by preventing sudden stall

Allows better lateral control

STALL & STALL

CHARACTERISTICS
Define Geometric Twist-a. A method used to counteract torque.
b. That stupid lemon they always ruin your
Corona with.
c. The twist of an airfoil having different
geometric angles of attack at different
spanwise locations.

STALL & STALL

CHARACTERISTICS
GEOMETRIC TWIST
The twist of an airfoil having different
geometric angles of attack at different
spanwise locations.
Root has greater angle of incidence than tip
Root operates at an aerodynamically lower
of attack.

STALL & STALL

CHARACTERISTICS
Aerodynamic Twist is accomplished by-a. Varying the angle of incidence along the wing.
b. The addition of leading-edge slots.
c. Designing different values of CL maximum along
the span of the wing.
d. Adding full top rudder during the execution of an
aileron roll.

STALL & STALL

CHARACTERISTICS
Aerodynamic Twist is accomplished by-Designing different values of CL maximum
along the span of the wing.

STALL & STALL

CHARACTERISTICS

WITH 100% ACCURACY,

STATE THE PURPOSE OF THE
STALL STRIP

STALL & STALL

CHARACTERISTICS
The stalling speed of an airplane is
affected by its weight.
a. True
b. False

STALL & STALL

CHARACTERISTICS
The stalling speed of an airplane is affected by its
weight.
a. True
b. False

STALL & STALL

CHARACTERISTICS
THE STALL-SPEED EQUATION
Vs =

2W
CL p S

STALL & STALL

CHARACTERISTICS
Altitude does not affect the stall speed of an
aircraft.
a.True
b.False

STALL & STALL

CHARACTERISTICS
Altitude does not affect the stall speed of an
aircraft.
a.True
b.False

STALL & STALL

CHARACTERISTICS
THE STALL-SPEED EQUATION
Vs =

2W
CL p S

STALL & STALL

CHARACTERISTICS
As flaps are lowered, CL MAXIMUM
_____________.
a. Decreases
b. Increases
c. Becomes Cmax

STALL & STALL

CHARACTERISTICS
As flaps are lowered, CL MAXIMUM
_____________.
a. Decreases
b. Increases
c. Becomes Cm

STALL & STALL

CHARACTERISTICS
THE STALL-SPEED EQUATION
Vs =

2W
CL p S

STALL & STALL

CHARACTERISTICS
Load Factor is the lift the aircraft is required
to develop, divided by the weight of the
aircraft (n = L/W). An increase in load factor
will result in an increase in stall speed.
a. True
b. False

STALL & STALL

CHARACTERISTICS
TRUE
Vs =

2nW
Clmax p S

STALL & STALL

CHARACTERISTICS
If stalling speed is directly
proportional to the the square root
of the load factor then . . . .

STALL & STALL

CHARACTERISTICS
What is Vs for a C-12 in a 60 degree bank?
Accelerated Stall Speed = Vs

STALL & STALL

CHARACTERISTICS
The airplane can fly slower with more
thrust applied.
a. True
b. False

STALL & STALL

CHARACTERISTICS
TRUE
Vs =

2(nW - T sin a )
Clmax p S

STALL & STALL

CHARACTERISTICS
THINGS TO REMEMBER ABOUT THRUST
The angle between thrust vector & RW is the AOA
The thrust vector is considered to act along chord
There is a vertical component of thrust that acts
parallel to lift and is expressed as T sin a.
L + T sin a - nW = 0
The vertical component of thrust reduces stall speed

PERFORMANCE FACTORS
Identify the factor that most affects an
aircrafts ability to climb.
a. Drag
b. Lift
c. Excess Power
d. Thrust

PERFORMANCE FACTORS
Identify the factor that most affects an
aircrafts ability to climb.

EXCESS POWER

PERFORMANCE FACTORS
During climb, lift operates perpendicular to:
a. drag.
b. the flight path.
c. weight
d. thrust

PERFORMANCE FACTORS
During climb, lift operates perpendicular to:
a. drag.
b. the flight path.
c. weight
d. thrust

PERFORMANCE FACTORS
During climb with the flight path inclined,
lift is acting partially rearward resulting in
an increase in-a. parasite drag
b. profile drag
c. induced drag

PERFORMANCE FACTORS
During climb with the flight path inclined,
lift is acting partially rearward resulting in
an increase in-a. parasite drag
b. profile drag
c. induced drag

PERFORMANCE FACTORS
Weight always acts perpendicular to the earths
surface. With this in mind, which statement is
correct during climb?
a. Thrust must overcome drag and gravity.
b. Weight is not perpendicular to the RW.
c. Weight acts perpendicular to thrust
d. Both a & b
e. Both b & c

PERFORMANCE FACTORS
Weight always acts perpendicular to the earths
surface. With this in mind, which statement is
correct during climb?
a. Thrust must overcome drag and gravity.
b. Weight is not perpendicular to the RW.
c. Weight acts perpendicular to thrust
d. Both a & b
e. Both b & c

PERFORMANCE FACTORS
POWER REQUIRED FOR CLIMB
T = D + W sin y
T ~ Thrust
D ~ Drag
W ~ Weight
sin y ~ angle of climb

PERFORMANCE FACTORS
Best angle of climb speed (Vx) listed in the operators
manual-a. provides the best obstacle clearance performance.
b. is a safe best angle of climb speed.
c. is greater than the true best angle of climb speed.
d. a & b
e. b & c

PERFORMANCE FACTORS
Best angle of climb speed (Vx) listed in the operators
manual-a. provides the best obstacle clearance performance.
b. is a safe best angle of climb speed.
c. is greater than the true best angle of climb speed.
d. a & b

e. b & c

PERFORMANCE FACTORS
FACTORS AFFECTING ANGLE OF CLIMB

ALTITUDE

WEIGHT

WIND

PERFORMANCE FACTORS
FACTORS AFFECTING ANGLE OF CLIMB
(ALTITUDE)
Thrust available (TA) decreases with increase in altitude.
Thrust required (TR) remains same at all altitudes.
sin y must decrease to compensate for decreasing TA

ABSOLUTE CEILING
TA = TR and sin y = 0

PERFORMANCE FACTORS
FACTORS AFFECTING ANGLE OF CLIMB
(WEIGHT)
An increase results in an increase of TR.
An increase results in decrease of excess TA.
An increase results in shallower angle of climb.

PERFORMANCE FACTORS
FACTORS AFFECTING ANGLE OF CLIMB
(WIND)
Affects the angle the aircraft climbs over the ground.
Affects the horizontal distance covered across ground.

PERFORMANCE FACTORS
FACTORS AFFECTING RATE OF CLIMB

ALTITUDE

WEIGHT

PERFORMANCE FACTORS
FACTORS AFFECTING RATE OF CLIMB
(ALTITUDE)
HPA decreases with increase in altitude.
HPR remains relatively constant.
ROC decreases with increase in altitude.

ABSOLUTE CEILING
HPA = HPR & ROC = 0 FEET

PERFORMANCE FACTORS
FACTORS AFFECTING RATE OF CLIMB
(WEIGHT)
Increase in weight results in increase in HPR.
Increase in weight results in decrease in excess HPA.

PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
An airplane will descend when-a.
b.
c.
d.

Weight exceeds lift.

Lift exceeds thrust.
Thrust exceeds drag.
All of the above.

PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
An airplane will descend when--

a. Weight exceeds lift.

b. Lift exceeds thrust.
c. Thrust exceeds drag.
d. All of the above.

PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
What affect does weight have on the maximum-glide
distance?
a. Increase in weight shortens gliding distance.
b. Increase in weight lengthens gliding distance
c. Weight has no affect on gliding distance.

PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES

PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
Maximum gliding distance is attained-a. At Clmas
b. At its minimum glide angle.
c. At its maximum glide angle.
d. None of the above.

PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
Maximum gliding distance is attained-a. At Clmas

b. At its minimum glide angle.

c. At its maximum glide angle.
d. None of the above.

PERFORMANCE FACTORS
FACTORS AFFECTING GLIDES
Minimum glide angle corresponds to the same
angle that will produce-a. Clmax
b. Vref
c. L/Dmax
d. All of the above

PERFORMANCE FACTORS

PERFORMANCE FACTORS
TURNING FORCES
The force(s) that turns the aircraft is-a. Centrifugal force.
b. Centripetal force.
c. The lift force.
d. All of the above.

PERFORMANCE FACTORS
TURNING FORCES
The force(s) that turns the aircraft is-a. Centrifugal force.
b. Centripetal force.
c. The lift force.
d. All of the above.

PERFORMANCE FACTORS
TURNING FORCES
The apparent increase in weight during a turn
is caused by which force(s)?
a. Centripetal
b. Lift
c. Centrifugal

PERFORMANCE FACTORS
TURNING FORCES
The apparent increase in weight during a turn
is caused by which force(s)?
a. Centripetal
b. Lift
c. Centrifugal

PERFORMANCE FACTORS
TURNING FORCES
During the turn, lift is divided into two
components that act at right angles to each
other.
Vertical
Component
of Lift

Horizontal
Component
of Lift

PERFORMANCE FACTORS
TURNING FORCES
The force opposing the vertical
component is __________, and the force
opposing the horizontal component is
_________.
a. drag, thrust
b. centripetal, centrifugal
c. centrifugal, centripetal
d. weight, centrifugal

PERFORMANCE FACTORS
TURNING FORCES
The force opposing the vertical
component is weight, and the force
opposing the horizontal component is
centrifugal.

PERFORMANCE FACTORS
Three Factors That Limit Radius of Turn

AERODYNAMIC LIMIT OF PERFORMANCE

STRUCTURAL LIMIT OF PERFORMANCE

POWER LIMIT OF PERFORMANCE

PERFORMANCE FACTORS
Three Factors That Limit Radius of Turn
AERODYNAMIC
Occurs when airplane turns at its stall velocity

STRUCTURAL
Occurs when aircraft turns at its max load limit

POWER
TR cannot overcome induced drag

PERFORMANCE FACTORS

Banking an aircraft into a level turn does

not change the amount of lift.

Division of lift reduces amount of lift to

overcome weight.

Increasing AOA increases total lift and until

vertical component equals weight again.

PERFORMANCE FACTORS
TAKEOFF & LANDING
When close to runway the airplane
experiences ground effect. This
phenomenon-a. is a cushion of air.
b. is cancelled out with approach flaps.
c. reduces induced drag.
d. a & c

PERFORMANCE FACTORS
TAKEOFF & LANDING
When close to runway the airplane
experiences ground effect. This
phenomenon-a. is a cushion of air.
b. is cancelled out with approach flaps.
c. reduces induced drag.
d. a & c

PERFORMANCE FACTORS
Ground Effect Reduces Induced Drag:
Drag

1.4% @ 1 wingspan

23.5% @ 1/4 wingspan

47.6% @ 1/10 wingspan

PERFORMANCE FACTORS
TAKEOFF & LANDING
During takeoff roll the aircraft must
overcome the sum of the horizontal forces in
order to accelerate. These forces are:
a. Drag
b. Friction
c. Propeller slippage
d. All of the above
e. a & b

PERFORMANCE FACTORS
TAKEOFF & LANDING
During takeoff roll the aircraft must
overcome the sum of the horizontal forces
in order to accelerate. These forces are:

DRAG
&
FRICTION

PERFORMANCE FACTORS
TAKEOFF & LANDING
For a given altitude and RPM, the thrust
from a propeller-driven airplane
___________ as velocity increases during
the takeoff roll.
a. remains unchanged
b. decreases
c. increases

PERFORMANCE FACTORS
TAKEOFF & LANDING

For a given altitude and RPM, the

thrust from a propeller-driven
airplane decreases as velocity
increases during the takeoff roll.

PERFORMANCE FACTORS
TAKEOFF & LANDING

Takeoff distance is directly proportional to

takeoff velocity squared.

Takeoff velocity is a function of stalling speed.

Takeoff speed is 1.2 x Vso

Flaps 40%
40%
Flaps
ImproveL/D
L/Dratio
ratio
Improve
IncreaseCCLmax
Increase
Lmax
DecreaseVVss
Decrease
DecreaseVVloflof
Decrease

DecreaseTakeoff
TakeoffDistance
Distance
Decrease

PERFORMANCE FACTORS
1. An increase in Density Altitude results in an
increase in takeoff distance.
2. This increase is due to the additional IAS
required to develop the same amount of lift
required at a lower Density Altitude.
a. 1 & 2 are correct.
b. neither 1 nor 2 are correct.
c. only 1 is correct
d. only 2 is correct

PERFORMANCE FACTORS
1. An increase in Density Altitude results in
an increase in takeoff distance.
2. This increase is due to the additional IAS
required to develop the same amount of lift
required at a lower Density Altitude.
a. 1 & 2 are correct.
b. neither 1 nor 2 are correct.

c. only 1 is correct
d. only 2 is correct

PERFORMANCE FACTORS
TAKEOFF & LANDING
Forces

that comprised acceleration during

takeoff are reversed for landings.

Deceleration
Primary

forces are reversed.

concern is dissipation of kinetic

energy.

PERFORMANCE FACTORS
TAKEOFF & LANDING
Residual thrust of the propellers must be
overcome during landing. This is overcome
with:
a. Flaps
b. Speed brakes
c. Reverse thrust
d. Braking

PERFORMANCE FACTORS
TAKEOFF & LANDING
Residual thrust of the propellers must be
overcome during landing. This is overcome
with:

REVERSE THRUST

PERFORMANCE FACTORS
TAKEOFF & LANDING
Aerodynamic braking creates a net
deceleration force by:
a. Adding more flat-plate drag surface area
to the slipstream.
b. Increasing induced drag.
c. Shifting weight of airplane to the tires
and thereby increasing rolling friction.

PERFORMANCE FACTORS
TAKEOFF & LANDING
Aerodynamic braking creates a net deceleration
force by:
a. Adding more flat-plate drag surface area to
the slipstream.
b. Increasing induced drag.
c. Shifting weight of airplane to the tires and
thereby increasing rolling friction.

PERFORMANCE FACTORS
TAKEOFF & LANDING
The net deceleration force of aerodynamic
braking is most effective-a. During the last half of the landing roll.
b. During the first half of the landing roll.
c. Throughout the entire landing roll.

PERFORMANCE FACTORS
TAKEOFF & LANDING
The net deceleration force of aerodynamic
braking is most effective-a. During the last half of the landing roll.
b. During the first half of the landing

roll.
c. Throughout the entire landing roll.

PERFORMANCE FACTORS
TAKEOFF & LANDING
The net deceleration force of wheel braking
is most effective-a. During the last half of the landing roll.
b. During the first half of the landing roll.
c. Throughout the entire landing roll.

PERFORMANCE FACTORS
TAKEOFF & LANDING
The net deceleration force of wheel braking
is most effective-a. During the last half of the landing

roll.
b. During the first half of the landing roll.
c. Throughout the entire landing roll.

PERFORMANCE FACTORS
TAKEOFF & LANDING
Which deceleration force is the most
effective during landing?
a. Aerodynamic braking
b. Wheel braking (friction)
c. Reverse thrust

PERFORMANCE FACTORS
TAKEOFF & LANDING
Which deceleration force is the most
effective during landing?

PERFORMANCE FACTORS
TAKEOFF & LANDING
The speed at which hydroplaning occurs is
dependent upon:
a. Flap setting
b. Aircraft weight
c. Water depth
d. Tire pressure
e. Tread design

PERFORMANCE FACTORS
TAKEOFF & LANDING
The speed at which hydroplaning occurs is
dependent upon:
a. Flap setting
b. Aircraft weight
c. Water depth
d. Tire pressure
e. Tread design

PERFORMANCE FACTORS
TAKEOFF & LANDING
HYDROPLANING SPEED

TP (9)

INCREASE LANDING

DECREASE LANDING

NO WINDS

HEADWIND

NO FLAPS

FULL FLAPS

FULL BRAKING

FULL REVERSE

DRY RUNWAY

LOW WEIGHT

NO BRAKES
NO REVERSE

HYDROPLANING

HIGH WEIGHT

STABILITY
THREE TYPES OF STABILITY

Positive Static Stability

Negative Static Stability

Neutral Static Stability

STABILITY
An object possesses _______ _______
_______ if it tends to return to its
equilibrium position after it has been
moved.
a. positive dynamic stability
b. positive static stability
c. desirable static stability

STABILITY
POSITITVE STATIC STABILITY
An object possesses positive static stability
if it tends to return to its equilibrium
position after it has been moved.

STABILITY
If an object that has been displaced tends to return to
its equilibrium position through a series of
diminishing oscillations, it is said to have-a. Negative static and negative dynamic stability.
b. Neutral static and neutral dynamic stability.
c. Positive static and positive dynamic stability.

STABILITY
If an object that has been displaced tends to return to
its equilibrium position through a series of
diminishing oscillations, it is said to have-a. Negative static and negative dynamic stability.
b. Neutral static and neutral dynamic stability.
c. Positive static and positive dynamic stability.

STABILITY
The overall static stability of the aircraft
along the longitudinal axis depends on
the position of the Center of Gravity
( CG) in relation to the Aerodynamic
Center (AC).

STABILITY
In order for positive static and dynamic
stability to exist along the longitudinal axis,
which of the following statements is true?
a. The AC must be ahead of the CG
b. The AC must be behind of the CG
c. The AC and CG must always be the same

STABILITY
In order for positive static and dynamic
stability to exist along the longitudinal axis,
which of the following statements is true?
a. The AC must be ahead of the CG
b. The AC must be behind of the CG
c. The AC and CG must always be the same

STABILITY
Which of the following methods is
employed to improve stability about the
longitudinal axis?
a. Symmetrical horizontal stabilizer
b. Differential Ailerons
c. Dihedral

STABILITY
Which of the following methods is
employed to improve stability about the
longitudinal axis?

DIHEDRAL

TORQUE
Torque is the rotation of the aircraft in a
direction opposite the rotation of the
propellers. It is best described by:
a. Newtons first law of motion.
b. The coriolis effect
c. Newtons third law of motion.

TORQUE
Torque is the rotation of the aircraft in a
direction opposite the rotation of the
propellers. It is best described by:
a. Newtons first law of motion.
b. The coriolis effect
c. Newtons third law of motion.

P FACTOR
P Factor is most noticeable-a. during takeoff roll.
b. during long flights with a inoperative
relief tube.
c. during high angles of attack and high
power settings.

P FACTOR
P Factor is most noticeable-a. during takeoff roll.
b. during long flights with a inoperative
relief tube.
c. during high angles of attack and high

power settings.

SLIPSTREAM ROTATION
Slipstream rotation is caused by the
spiraling airflow from the propellers.
a. True
b. False

SLIPSTREAM ROTATION
Slipstream rotation is caused by the
spiraling airflow from the propellers.
a. True
b. False

SLIPSTREAM ROTATION
The pilot must correct for slipstream
rotation by-a. Adding left aileron.
b. Reducing power on #1 engine
c. Adding the appropriate amount of rudder
to prevent the yaw.

SLIPSTREAM ROTATION
The pilot must correct for slipstream
rotation by-a. Adding left aileron.
b. Reducing power on #1 engine
c. Adding the appropriate amount of
rudder to prevent the yaw.

SPINS

A spin is a stall that is aggravated with

a turning & yawing condition.

SPIN
ONE WING STALLS

YAW BEGINS

ROLL BEGINS

SPIN

SPIN
RECOVERY

POWER
OFF
FULL
RUDDER
FORWARD
YOKE
AILERONS
NEUTRAL
RECOVERY

AERODYNAMICS

THE END