technical general (question bank) CPL/ATPL DGCA-India /JAA/ FAA

 
The four forces acting on an airplane in flight are
 
a. lift, weight, thrust, & drag
 
b. lift, weight, gravity, & thrust
 
c. lift, gravity, power, & friction
 

By changing the angle of attack of a wing, the pilot can control the
t he airplane’s
 
a. lift, airspeed, & drag
 
b. lift, airspeed, & CG
 
c. lift & airspeed but not drag
 

The angle of attack of a wing directly controls the

 
a. angle of incidence of the wing
 
b. amount of airflow above & below the wing
 
c. distribution of pressures acting on the wing
 

When the angle of attack of a symmetrical airfoil is increased, the center of pressure will
 
a. have very limited movement
 
b. move aft along the airfoil surface
 
c. remain unaffected
 

5. In theory, if the angle of attack & oth

other
er factors remain constant & the airspeed is doubled,
the lift produced at the higher speed will be
 
a. the same as at the lower speed
 

 
b. two times greater than at the lower speed
 
c. four times greater than at the lower speed
 

6. Which statem
statement
ent is true, regarding the opposing
opposing forces acting on an airplane
 
in steady-state level flight?
 
a. These forces are equal
 
b. Thrust is greater than drag & weight & lift are equal
 
c. Thrust is greater than drag & lift is greater than weight
 

6. To generate the same amount of lift as altitude is increased, an airplane must be

 
flown at
 
a. the same true airspeed regardless of angle of attack
 
b. a lower true airspeed & a greater angle of attack
 
c. a higher true airspeed for any given angle of attack
 

7. What changes in airplane longitudinal control must be made to maintain altitude

 
while the airspeed is being decreased?
 
a. Increase the angle of attack to produce more lift than drag
 
b. Increase the angle of attack to compensate for the decreasing lift
 
c. Decrease the angle of attack to compensate for the increasing drag

8. In theory, if the airspeed of an airplane is doubled while in level flight, parasite

 
 

  drag will become

 
a. twice as great
 
b. half as great
 
c. four times greater
 

9. As airspeed decreases in level flight below that speed for maximum lift/drag ratio,
 
total drag of an airplane
 
a. decreases because of lower parasite drag
 
b. increases because of increased induced drag
 
c. increases because of increased parasite drag
 

10. During the trans

transition
ition from straight-&-level flight to a c
climb,
limb, the angle of attac
attack
k is
 
increased & lift
 
a. is momentarily decreased
 
b. remains the same

 
c. is momentarily increased
 

11. Lift on a wing is most properly defined as the

 
a. force acting perpendicular to the relative wind
 
b. differential pressure acting perpendicular to the chord of the wing
 
c. reduced pressure resulting from a laminar flow over the upper camber of an airfoil, which
acts perpendicular to the mean camber
 

  12. An aircraft wing is designed to produce lift resulting from a difference in the
 
a. negative air pressure below & a vacuum above the wing’s surface
 
b. vacuum below the wing’s surface & greater air pressure above the wing’s surface
 
c. higher air pressure below the wing’s surface & lower air pressure above the wing’s surface
 

13. 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 ton generate sufficient lift to maintain altitude
alti tude

14. Which statement is the relative to changing angle of attack?

 

a. A decrease in angle of attack will increase pressure below the wing , & decrease drag
 
b. An increase in angle of attack will increase drag
 
c. An increase in angle of attack will decrease pressure below the wing, & increase drag
 

15. On a wing, the force of lift acts perpendicular to & the force of d
drag
rag ac
acts
ts pa
parallel
rallel to the
 
a. chord line
 
b. flightpath
 
c. longitudinal axis
 

16. Which is true regarding the forces acting on a

an
n aircraft in a steady-state descent? The sum
of all
 
a. upward forces is less than the sum of all downward forces
 
b. rearward force
forces
s is greater than the sum of all forward forces
 
c. forward forces is equ
equal
al to the sum of all rearward forc
forces
es
 

17. Which is true regarding aerodynamic drag?

 
a. Induced drag is created entirely by air resistance
 
b. All aerodynamic drag is created entirely by the production of lift
 
c. Induced drag is a by-product of lift & is greatly affected by changes is airspeed
 

18. Which maximum range factor decreases as weight decreases?

 
a. Altitude
 
b. Airspeed
 
c. Angle of attack

19. At the airspeed represented by point A, in steady flight, the airplane will
 
a. have its maximum L/D ratio
 
b. have its minimum L/D ratio
 
c. be developing its maximum coefficient of lift
 

20. At an airspeed represented by point B, in steady flight, the pilot can expect to obtain the
airplane’s maximum
 
 

a. endurance
 
b. glide range
 
c. coefficient of lift
 

21. If an airplane glides at an angle of attack of 10 deg, how much altitude will it lose in 1
mile?
 
a. 240 ft
 
b. 480 ft
 
c. 960 ft
 
22. How much altitude will this airplane lose in 3 miles of gliding at an angle of attack of 8
deg?
 
a. 440 ft
 
b. 880 ft
 
c. 1,320 ft
 

23. What performance is characteristic of flight at maximum lift/drag ratio in a propeller-

driven airplane? Maximum

 
a. gain in altitude over a given distance
 
b. range & maximum distance glide
 
c. coefficient of lift & minimum coefficient of drag
 

24. The L/D ratio at a 2 deg angle of attack is approximately the same as the L/D ratio for a
 
a. 9.75 deg angle of attack
 
b. 10.5 deg angle of attack
 
 

c. 16.5 deg angle of attack

25. The horizontal dashed line from point C to point E represents the
 
a. ultimate load factor
 
b. positive limit load factor
 
c. airspeed range for normal operations
 

26. The vertical line from point E to point F is represented on the airspeed indicator by the
 
a. upper limit of the yellow arc
 
b. upper limit of the green arc
 
c. blue radial line

27. In small airplanes, normal recovery from spins may become difficult if the
 
a. CG is too far rearward & rotation is around the longitudinal axis
 
b. CG is too far rearward & rotation is around the CG
 
c. spin is entered before the stall is fully developed

28. If an airplane is loaded to the rear of its CG range, it will tend to be unstable about its
 
a. vertical axis
 
b. lateral axis
 
c. longitudinal axis
 

29. An airplane will stall at the same

 
a. angle of attack regardless of the attitude with relation to the horizon
 

 
b. airspeed regardless of the attitude with relation to the horizon
 
c. angle of attack & attitude with relation to the horizon
 

30. Longitudinal stability involves the motion of the airplane controlled by its
 
a. rudder
 
b. elevator
 
c. ailerons
 

31. If the airplane attitude initially tends to return to its original position after the elevator
control is pressed forward & released, the airplane displays
 
a. positive dynamic stability
 
b. positive static stability
 
c. neutral dynamic stability
 

32. If the airplane attitude remains in a new position after the elevator control is p
pressed
ressed forward
& released, the airplane displays

 
a. neutral longitudinal static stability
 
b. positive longitudinal static stability
 
c. neutral longitudinal dynamic stability
 

32. Longitudinal dynamic instability in an airplane can be identified by

 
a. bank oscillations becoming progressively steeper
 
b. pitch oscillations becoming progressively steeper
 
 

c. Trilatitudinal roll oscillations becoming progressively steeper

 

33. Which is co
correct
rrect with respect to rate & radiu
radius
s of turn for an airplane flown in a coordinated
turn at a constant altitude?

a. For a specific angle of bank & airspeed, the rate & radius of turn will not vary
 
b. To maintain a steady rate of turn, the angle of b
bank
ank must be increased as the airspeed is
decreased
 
c. The faster the true airspeed, the faster the rate & larger the radius of turn regardless of the
angle of bank
 

33. 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
 

34. If airspeed is increased during a level turn, what action would be necessary to maintain
altitude? The angle of attack
 

a. & angle of bank must be decreased

 
b. must be increased or angle of bank decreased
 
c. must be decreased or angle of bank increased
 

35. For a given angle of bank, in any airplane, the load factor imposed in a coordinated
constant-altitude turn
 
a. is constant & the stall speed increases
 
 

b. varies with the rate of turn

 
c. is constant & the stall speed decreases
 

36. Airplane wing loading during a level coordinated turn in smooth air depends upon the
 
a. rate of turn
 
b. angle of bank
 
c. true airspeed
 

37. If the airspeed is increased from 90 knots to 135 knots during a level 60 deg banked
turn, the load factor will
 
a. increase as well as the stall speed
 
b. decrease & the stall speed will increase
 
c. remain the same but the radius of turn will increase
 

38. Select the correct statement regardless stall speeds

 
a. Power-off stalls occur at higher airspeeds with the gear & flaps down
 

b. In a 60 deg bank the airplane stalls at a lower airspeed with the gear up
 
c. Power- on stalls occur at lower airspeeds in shallower banks
 

39. Select the correct statement regarding stall speeds. The airplane will stall
 
a. 10 knots higher in a power-on 60 d
deg
eg b
bank
ank with gea
gearr & flaps up than w
with
ith gea
gearr & flaps down
 
b. 25 knots lower in power-off, flaps-up, 60 deg bank, than in a power-off, flaps-down, wings-
level configuration
 
c. 10 knots higher in a 45 deg bank, power-on stall than in a wing-level stall with flaps up
 
 

 
40. What is the stall speed of an airplane under a load factor of 2 Gs if the unaccelerated
stall speed is 60 knots?
 
a. 66 knots
 
b. 74 knots
 
c. 84 knots
 

41. To increase the rate of turn & at the same time decrease the radius, a pilot should
 
a. maintain the bank & decrease airspeed
 
b. increase the bank & decrease airspeed
 
c. Decrease the bank & Increase airspeed
 

42. As the angle of bank is increased, the vertical component of lift

a. decreases & the horizontal component of lift increases

 
b. increases & the horizontal component of lift decreases
 
c. decreases & the horizontal component of lift remains constant
 

43. Which is true regarding the use of flaps during level turns?
 
a. The lowering of flaps increases the stall speed
 
b. The raising of flaps increases the stall speed
 
c. Raising flaps will require added forward pressure on the yoke or stick
 

44. The ratio between the total airload imposed on the wing & the gross weight of an aircraft
in flight is known as
 
a. load factor & directly affects stall speed
 
 

b. aspect load & directly affects stall speed

 
c. load factor & has no relation with stall speed
 

45. Load factor is the lift generated by the wings of an aircraft at any given time
 
a. divided by the total weight of the aircraft
 
b. multiplied by the total weight of the aircraft
 
c. divided by the basic empty weight of the aircraft
 

46. In a rapid recovery from a dive, the effects of load factor would cause the stall speed to
 
a. increase
 
b. decrease
 
c. not vary
 

47. If an aircraft with a gross weight of 2,000 pounds was subjected to a 60 deg
 
constant-altitude bank, the total load would be
 
a. 3,000 pounds

 
b. 4,000 pounds
 
c. 12,000 pounds
 

48. While maintaining a constant angle of bank & altitude in a coordinated turn, an increase in
airspeed will
 
a. decrease the rate of turn resulting in a decreased load factor
 
b. decrease the rate of turn resulting in no change in load factor
 
c. increase the rate of turn resulting in no change in load factor
 

49. While holding the angle of bank constant in a level turn, if the rate of turn is varied the load
factor would
 
a. remain constant regardless of air density & the resultant lift vector
 
b. vary depending upon speed & air density provided the resultant lift vector varies
proportionately
 
c. vary depending upon the resultant lift vector
 

50. What increase in load factor would take place if the angle of bank were increased from 60
deg to 80 deg
 
a. 3 Gs
 
b. 3.5 Gs
 
c. 4 Gs
 

51. If an airplane category is listed as utility, it would mean that this airplane could be operated
in which of the following maneuvers?
 
a. Limited acrobatics, excluding spins
 

b. Limited acrobatics, including spins (if required)

 
c. Any maneuver except acrobatics or spins
 

52. Stall speed is affected by

 
a. weight, load factor, & power
 
b. load factor, angle of attack, & power
 
c. angle of attack, weight, & air density
 
 

53. The stalling speed of an airplane is most affected by

 
a. changes in air density
 
b. variations in flight altitude
 
c. variations in airplane loading
 

54. Recovery from a stall in any airplane becomes more difficult when is
 
a. center of gravity moves lift
 
b. center of gravity moves forward
 
c. elevator trim is adjusted nosedown
 

55. The need to slow an aircraft below VA is brought about by the following weather
phenomenon
 
a. High density altitude which increases the indicated stall speed
 
b. Turbulence which causes an increase in stall speed
 
c. Turbulence which causes a decrease in stall speed
 

56. The angle of attack at which a wing stalls remains constant regardless of
 
a. weight, dynamic pressure, bank angle, or pitch attitude
 
b. dynamic pressure, but varies with weight, bank angle, & pitch attitude
 
c. weight & pitch attitude, but varies with dynamic pressure & bank angle
 

57. One of the main functions of flaps during the approach & landing is to
 
a. decrease the angle of descent without increasing the airspeed
 
b. provide the same amount of lift at a slower airspeed
 

 
c. decrease lift, thus enabling a steeper-than-normal approach to be made
 

58. The primary purpose of wing spoilers is to decrease

 
a. the drag
 
b. landing speed
 
c. the lift of the wing
 

59. Both lift & drag would be increased when which of these devices are extended?
 
a. Flaps
 
b. Spoilers
 
c. Slats
 

60. A rectangular wing, as compared to other wing planforms, has a tendency to stall first at
the
 

a. wingtip, with the stall progression toward the wing root

 
b. wing root, with the stall progression toward the wing up
 
c. center trailing edge, with the stall progression outward toward the wing root & tip
 

61. A propeller rotating clockwise as seen from the rear, creates a spiraling slipstream. The
spiraling slipstream, along with torque effect, tends to rotate the airplane to the
 
a. right around the vertical axis, & to the left around the longitudinal axis
 
b. left around the vertical axis, & to the right around the longitudinal axis
 
 

c. left around the vertical axis, & to the left around the longitudinal axis
 

62. An airplane leaving ground effect will

 
a. experience a reduction in ground friction & require a slight power reduction
 
b. experience an increase in induced drag & require more thrust
 
c. require a lower angle attack to maintain the same lift coefficient
 

63. To produce the same lift while in ground effect as when out of ground effect, the airplane
requires
 
a. a lower angle of attack
 
b. the same angle of attack
 
c. a greater angle of attack
 

64. If the same angle of attack is maintained in ground effect as when out of ground effect, lift
will
 
a. increase, & induced drag will decrease
 
b. decrease, & parasite drag will increase

 
c. increase, & induced drag will increase
 

65. Choose the correct statement regarding wake turbulence

 
a. Vortex generation begins with the initiation of the takeoff roll
 
b. The primary hazard is loss of control because of induced roll
 
c. The greatest vortex strength is produced when the generating airplane airplane is heavy,
clean, & fast
 
 

 
66. During a takeoff made behind a departing large jet airplane, the pilot can minimize the
hazard of wingtip vortices by
 
a. being airborne prior to reaching the jet’s flightpath until able to turn clear of its wake
 
b. maintaining extra speed on take-off & climbout
 
c. extending the takeoff roll & not rotating until well beyond the jet’s rotation point
 

67. Which procedure should you follow to avoid wake turbulence if a large jet crosses your
course from left to right approximately 1 mile ahead & at your altitude?
 
a. Make sure you are slightly above the path of the jet
 
b. Slow your airspeed to VA & maintain altitude & course
 
c. Make sure you are slightly below the path of the jet & perpendicular to the course
 

68. To avoid possible wake turbulence from a large jet aircraft that has just landed prior to your
takeoff, at which point on the runway should you plan to become airborne?
 
a. Past the point where the jet touched down
 
b. At the point where the jet touched down, or just prior to this point
 

c. Approximately 500 feet prior to the point where the jet touched down
 

69. When landing behind a large aircraft, which procedure should be followed for vortex
avoidance?
 
a. Stay above its final approach flightpath all the way to touchdown
 
b. Stay below & to one side of its final approach flightpath
 
c. Stay well below its final approach flightpath & land at least 2,000 feet behind
 

70. During aerotow of glider that weighs 940 pounds, which towrope tensile strength
 

 
would require the use of safety links at each end of the rope?
 
a. 752 pounds
 
b. 1,500 pounds
 
c. 2,000 pounds
 

71. That portion of the glider’s total drag created by the production of lift is called
 
a. induced drag, & is not affected by changes in airspeed
 
b. induced drag, & is greatly affected by changes in airspeed
 
c. parasite drag, & is greatly affected by changes in airspeed
 

72. The best L/D ratio of a glider occurs when parasite drag is
 
a. equal to induced drag
 
b. less than induced drag
 
c. greater than induced drag

73. At a given airspeed, what effect will an increase in air density have on lift & drag
 
of a glider
 
a. Lift & drag will decrease
 
b. Lift will increase but drag will decrease 1,500 pounds
 
c. Lift & drag will increase
 

74. If the airspeed of a glider is increased from 45 MPH to 90 MPH, the parasite drag
 
 

  will be
 
a. two times greater
 
b. four times greater
 
c. six times greater
 

75. If the indicated airspeed of a glider is decreased from 90 MPH to 45 MPH, the
 
induced drag will be
 
a. four times less
 
b. two times greater
 
c. four times greater
 

76. Which is true regarding wing camber of a glider’s airfoil? The camber is

a. the same on both the upper & lower wing surface

 
b. less on the upper wing surface than it is on the lower wing surface
 
c. greater on the upper wing surface than it is on the lower wing surface
 

77. If the glider’s radius of turn is 175 feet at 40 MPH, what would the radius of turn
 
be if the TAS is increased to 80 MPH while maintaining a constant angle of bank?
 
a. 350 feet
 
b. 525 feet
 
c. 700 feet
 

78. With regard to the effects of spoilers & wing flaps, which is true if the glider’s
 
 

pitch attitude is held constant when such devices are being operated? (Disregard negative
flap angles above neutral position) Retracting flaps
 
a. will reduce the glider’s stall speed
 
b. or extending spoiler’s will increase the glider’s rate of descent
 
c. or extending spoiler’s will decrease the glider’s rate of descent
 

79. If the angle of attack is increased beyond the critical angle of attack, the wing
 
will no longer produce sufficient lift to support the weight of the glider
 
a. regardless of airspeed or pitch attitude
 
b. unless the airspeed is greater than the normal stall speed
 
c. unless the pitch attitude is on or below the neutral horizon
 

80. What force causes the glider to turn in flight?

 
a. Vertical component of lift
 

b. Horizontal component of lift

 
c. Positive yawing movement of the rudder
 

81. The best L/D ratio of a glider is a value that

 
a. varies depending upon the weight being carried
 
b. remains constant regardless of airspeed changes
 
c. remains constant & is independent of the weight being carried
 

82. A glide ratio of 22:1 with respect to the air mass will be
 
a. 11:1 in a tailwind & 44:1 in a headwind
 
b. 22:1 regardless of wind direction & speed
 
c. 11:1 in a headwind & 44:1 in a tailwind
 

83. Before shutdown, while at idle, the ignition key is momentarily turned OFF. The
 
engine continues to run with no interruption; this
 
a. is normal because the engine is usually stopped by moving the mixture to idle cut-off
 
b. should not normally happen. Indicates a magneto not grounding in OFF position
 
c. is an undesirable practice, but indicates that nothing is wrong
 

84. A way to detect a broken magneto primary groundling lead is to

 
a. idle the engine & momentarily turn the ignition off
 
b. add full power, while holding the brakes, & momentarily turn off the ignition
 
c. run on one magneto, lean the mixture, & look for a rise in manifold pressure
 

85. The most probable reason an engine continues to run after the ignition switch has
 
been turned off its
 
a. carbon deposits glowing on the spark plugs
 
b. a magneto ground wire is in contact with the engine casing
 
c. a broken magneto ground wire
 

86. If the ground wire between the magneto & the ignition switch becomes
 
 

  disconnected, the engine

 
a. will not operate on one magneto
 
b. cannot be started with the switch in the BOTH position
 
c. could accidentally start if the propeller is moved with fuel in the cylinder
 

87. Fouling of spark plugs is more apt to occur if the aircraft

 
a. gains altitude with no mixture adjustment
 
b. descends from altitude with no mixture adjustment
 
c. throttle is advanced very abruptly
 

88. The pilot controls the air/fuel ratio with the

 
a. throttle
 
b. manifold pressure
 
c. mixture control

89. Fuel/air ratio is the ratio between the

 
a. volume of fuel & volume of air entering the cylinder
 
b. weight of fuel & weight of air entering the cylinder
 
c. weight of fuel & weight of air entering the carburetor
 

90. The mixture control can be adjusted, which

 
a. prevents the fuel/air combination from becoming too rich at higher altitudes
 

 
b. regulates the amount of air flow through the carburetor’s venturi
 
c. prevents the fuel/air combination from becoming lean as the airplane climbs
 

91. The best power mixture is that fuel/air ratio at which

 
a. cylinder head temperatures are the coolest
 
b. the most power can be obtained for any given throttle setting
 
c. a given power can be obtained with the highest manifold pressure or throttle setting
 

92. What will occur if no leaning is made with the mixture control as the flight
 
altitude increases
 
a. The volume of air entering the carburetor dec
decreases
reases & the amount of fuel
  decreases
 
b. The density of air entering the carburetor decreases & the amount of fuel increases
 
c. The density of air entering the carburetor decreases & the amount of fuel remains constant
 

93. Unless adjusted, the fuel/air mixture becomes richer with an increase in altitude

 
because the amount of fuel
 
a. 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