RIVISION NO.

: INITIAL MAY 4, 2010

PPL EXAM

PPL – PRINCIPLES OF FLIGHT

1. As altitude increases, the indicated airspeed at which a given airplane stalls

in a particular configuration will:

remain the same regardless of altitude.

decrease as the true airspeed decreases.
decrease as the airspeed increases.

P26 # 10
2. An airplane will stall at the same:

angle of attack regardless of the altitude with relation to the horizon

airspeed regardless of the altitude with relation to the horizon
angle of attack and altitude with relation to the horizon

3. A turn coordinator provides an indicator of the:

Angle of bank up to but not exceeding 30°.

Attitude of the aircraft with reference to the longitudinal axis.
Movement of the aircraft about the yaw and roll axes.

4. How should a pilot determine the direction of bank from an attitude indicator
as the one illustrated?

By the direction of deflection of the banking scale (A).

By the relationship of the miniature airplane © to the deflected horizon
bar (B)
By the direction of deflection of the horizon bar (B).

5. The most important rule to remember in the event of a power failure after
becoming airborne is to:

quickly check the fuel supply for possible fuel axhaustion.

determine the wind direction to plan for the forced landing
immediately establish the proper gliding attitude and airspeed.

6. What force makes an airplane turn?

The vertical component of lift.

Centrifugal force.
The horizontal component of lift.

7. What does P-factor cause the airplane to yaw to the left?

When at high angles of attack.

When at low angles of attack.
When at high airspeeds.

8. Which basic flight maneuver increases the load factor on an airplane as

compared to straight-and-level flight?

Turns
Climbs
Stalls
9. One of the main functions of flaps during approach and landing is to:

decrease the angle of descent without increasing the airspeed.

increase the angle of descent without increasing the airspeed.
permit a touchdown at a higher indicated airspeed.

10. The wind condition that requires maximum caution when avoiding wake
turbulence on landing is a:

light, quartering headwind.

light, quartering tailwind.
strong headwind.

11. When landing behind a large aircraft, the pilot should avoid wake turbulence
by staying?

Above the large aircraft’s final approach path and landing beyond the
large aircraft’s touchdown point.
Below the large aircraft’s final approach path and landing before
aircraft’s touchdown point.
Above the large aircraft’s final approach path and landing before the large
aircraft’s touchdown point.

P27# 12
12. The stalling speed of an airplane is most affected by:

changes in air density

variations in flight altitude
variations in airplane loading

P29 # 21
13. During the Transition from straight-and-level flight to a climb, the angle of
attack is increased and lift:

is momentarily decreased
remains the same
is momentarily increased

P29 # 24
14. In theory, if the airspeed of an airplane is doubled while in level flight,
parasite drag will become:

twice as great
half as great
four times greater

P26 # 09
15. Stall speed is affected by:

weight, load factor, and power

load factor, angle of attack, and power
angle of attack, weight, and air density

P36 # 56
16. Airplane wing load during a level coordinated turn in smooth air depends
upon the:

rate of turn
angle of bank
true airspeed

P33 # 38
17. To produce the same lift while in ground effect as when out of ground effect,
the airplane requires:

a lower angle of attack

the same angle of attack
a greater angle of attack

P34 # 45
18. If airspeed is increased during a level turn, what action would be necessary
to maintain altitude? The angle of attack:

and angle of bank must be decreased

must be increased or angle of bank decreased
must be decreased or angle of bank increased

P34# 46
19. If a standard rate turn is maintained, how long would it take to turn 360°?

1 minute
2 minutes
3minutes

P35 # 48
20. To increase the rate of turn at the same time decrease the radius, a pilot
should:

maintain the bank and decreased airspeed

increase the bank and increase airspeed
increase the bank and decrease airspeed

25#2
1. Which is true regarding the use of flaps during level turns?

The lowering of flaps increases the stall speed

The raising of flaps increases the stall speed
Raising flaps will require added forward pressure on the yoke or
stick
25#3
2. A rectangular wing, as compared to other wing platforms, has a tendency to
stall first at the:

Wingtip, with the stall progression toward the wing root

Wing root, with the stall progression toward the wingtip
Center trailing edge, with the stall progression outward toward the wing root and
tip
25#4
3. The angle of attack of a wing directly controls the:

Angle of incidence of the wing

Amount of airflow above and below the wing
Distribution of pressures acting on the wing
26#6
4. By changing the angle of attack of a wing, a pilot can control the airplane’s:
Lift, airspeed, and drag
Lift, airspeed and CG
Lift and airspeed, but not drag
26#7
5. The angle of attack at which a wing stalls remains constant regardless of:

Weight, dynamic pressure, bank angle, or pitch attitude

Dynamic pressure, but varies with weight, bank angle, and pitch attitude
Weight and pitch attitude, but varies with dynamic pressure and bank angle
26#9
6. Stall speed is affected by:

Weight, load factor, and power

Load factor, angle of attack, and power
Angle of attack, weight, and air density
26#10
7. An airplane will stall at the same:

Angle of attack regardless of the attitude with relation to the horizon

Airspeed regardless of the attitude with relation to the horizon
Angle of attack and attitude with relation to the horizon
26#12
8. The stalling speed of an airplane is most affected by:

Changes in air density

Variations in flight altitude
Variations in airplane loading

28#17
9. Which statement is true relative to changing angle of attack?

A decrease in angle of attack will increase pressure below the wing and
decrease drag
An increase in angle of attack will increase drag
An increase in angle of attack will decrease pressure below the wing and
increase drag
28#20
10. Which is true regarding the forces acting on an aircraft in a steady-state
descent? The sum of all:

Upward forces is less than the sum of all downward forces

Rearward forces is greater than the sum of all forward forces
Forward forces is equal to the sum of all rearward forces
29#21
11. During the transition from straight-and-level flight to a climb, the angle of
attack is increased and lift:

Is momentarily decreased
Remains the same
Is momentarily increased
29#23
12. Which is true regarding the force of lift in steady, unaccelerated flight?

At lower airspeeds the angle of attack must be less to generate sufficient lift to
maintain altitude
There is a corresponding indicated airspeed required for every angle of
attack to generate sufficient lift to maintain altitude
An airfoil will always stall at the same indicated airspeed; therefore, an increase
in weight will require an increase in speed to generate sufficient lift to maintain
altitude
29#24
13. In theory, if the airspeed of an airplane is doubled while in level flight,
parasite drag will become:

Twice as great
Half as great
Four times greater
29#25
14. As airspeed decreases in level flight below that speed for maximum lift/drag
ratio, total drag of an airplane

Decreases because of lower parasite drag

Increases because of increased induced drag
Increases because of increased parasite drag
30#26
15. What performance is characteristic of flight at maximum lift/drag ratio in a
propeller-driven airplane? Maximum:

Gain in altitude over a given distance

Range and maximum distance glide
Coefficient of lift and maximum coefficient of drg

30#28
17. An aircraft wing is designed to produce lift resulting from a difference in the:

Negative air pressure below and a vacuum above the wing’s surface
Vacuum below the wing’s surface and greater air pressure above the wing’s
surface
Higher air pressure below the wing’s surface and lower air pressure above
the wing’s surface
32#34
18. Lift on a wing is most properly defined as the:

Force acting perpendicular to the relative wind

Differential pressure acting perpendicular to the chord of the wing
Reduced pressure resulting from a laminar flow over the upper camber of an
airfoil, which acts perpendicular to the mean camber
32#35

19. On a wing, the force of lift acts perpendicular to and the force of drags acts
parallel to the:

Chord line
Flightpath
Longitudinal axis
32#36
20. Which statement is true regarding the opposing forces acting on an airplane
is steady-state level flight?

These forces are equal

Thrust is greater than drag and weight and lift are equal
Thrust is greater than drag and lift is greater than weight
33#37
21. An airplane leaving ground effect will:

Experience a reduction in ground friction and requires a slight power reduction

Experience an increase in induced drag and required more thrust
Requires a lower angle of attack to maintain the same lift coefficient
33#38
22. To produce the same lift while in ground effect as when out of ground effect,
the airplane requires:

A lower angle of attack

The same angle of attack
A greater angle of attack

33#39
23. If the same angle of attack is maintained in ground effect as when out of
ground effect, lift will

Increase, and induced drag will decrease

Decrease, and parasite drag will increase
Increase, and induced drag will increase
33#40

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

And angle of bank must be decreased

Must be increased or angle of bank decreased
Must be decreased or angle of bank increased
35#51
26. Why is it necessary to increase back elevator pressure to maintain altitude
during a turn? To compensate for the:

Loss of the vertical component of lift

Loss of the horizontal component of lift and the increase in centrifugal force
Rudder deflection and slight opposite aileron throughout the turn
36#52
27. To maintain altitude during a turn, the angle of attack must be increased to
compensate for the decrease in the

Forces opposing the resultant component of drag

Vertical component of lift
Horizontal component of lift
36#53
28. The ratio between the total airload imposed on the wing and the gross
weight of an aircraft in fight is known as:

Load factor and directly affects stall speed

Aspect load and directly affects stall speed
Load factor and has no relation with stall speed

30. For a given angle of bank, in any airplane, the load factor imposed in a
coordinated constant-altitude turn:

Is constant and the stall speed increases

Varies with the rate of turn
Is constant and the stall speed decreases
34. Accelerating past critical Mach may result in the onset of compressibility
effects such as

High speed stalls

P factor
Control difficulties
52#41
35. To develop maximum power and thrust, a constant-speed propeller should
be set to a blade angle that will produce a:

Large angle of attack and low RPM

Small angle of attack and high RPM
Large angle of attack and high RPM