REVIEW 1

1. The inertia of a body is determined by its MASS, changes in altitude (do/do not) affect
inertia.
2. When a helicopter climbs at increasing airspeed, its inertia (does/does not) change but its
momentum (increases/ decreases/ remains constant).
3. When the mass of air through a rotor system becomes less, the downward acceleration
must be (greater/smaller) to provide the same opposing force to weight.
4. When a helicopter is in a steady rate turn at a constant airspeed, the aircraft (is / is not)
accelerating because it is constantly changing its DIRECTION.
5. During a constant-radius/steady-rate turn at a constant airspeed, all forces acting on the
helicopter (are/are not) balanced and the aircraft (is/is not) in equilibrium.
6. Ignoring fuel burn-off, as an aircraft continues to gain altitude, its mass (does/does not)
vary, earth attractional force becomes (stronger/ weaker) and the aircraft s weight becomes
(less/more).
7. Assuming the mass of an aircraft and its airspeed remain constant, the centripetal force
required to turn it on a reducing radius must be (greater/ smaller).
8. A couple consists of TWO equal, parallel and opposite forces, and when these forces act
around a point equal distance between the forces, the couple tends to produce ROTATION.
9. The strength of a moment is (increased/ decreased) when the lever arm increases.
10. Assuming your helicopter has a constant mass, its kinetic energy (doubles/quadruples) when
its airspeed doubles.

REVIEW 2
11. The three elements that determine air density are PRESSURE, TEMPERATURE and
MOISTURE.
12. Air pressure is the result of the WEIGHT of a column of air above DATUM.
13. With increasing altitude, air pressure DECREASES which causes air density to DECREASE.
14. The atmosphere is warmed (from above/from below).
15. With increasing altitude, air temperature (increases/decreases) and this tends to
(increase/decrease) air density.
16. The combined effect of pressure and temperature changes with increasing altitude causes
air density to (increase/decrease).
17. The standard atmosphere (ISA) assumes that sea level pressure is 29.92inHg (or
1013.2hPa), sea level air temperature is 59°F (or 15°C) and temperature lapse rate is 3.5°F (or
1.98°C) per thousand feet.
18. A low density altitude results when pressure is HIGH, temperature is LOW and the
moisture content of air is LOW. Helicopter performance under these circumstances is
(good/poor).

REVIEW 3

19. Blade angle is the angular difference between the CHORD LINE of the blade and the
(plane of rotation/axis of rotation).
20. Feathering a blade means changing its BLADE/PITCH angle around the FEATHERING axis.
21. When an airflow is deflected by an airfoil, the force acting more or less at right angle to
the airfoil is called (total reaction/lift/drag).
22. The two components of total reaction are lift, acting (at right angles/parallel) to the
relative airflow and drag, (at right angles/parallel) to the relative airflow.
23. When an airflow is made to speed up, the pressure within the flow (increases/decreases)
provided the flow remains STREAMLINED.
24. When a symmetrical airfoil is placed at 0° angle of attack to an airflow, pressures are
(different/the same) above and below the airfoil.
25. The lift coefficient of an airfoil is determined by its SHAPE and ANGLE OF ATTACK.
26. The peak of the CL curve represents (CLmax/ CLmin) , the associated angle of attack is
called the STALLING angle.
27. The center of pressure is the point on the CHORD line through which all AERODYNAMIC
FORCES are said to act.
28. The center of pressure of a symmetrical airfoil (moves forward/moves aft/ remains
steady) with changes in angle of attack.
29. The point on the chord line about which no change in pitching moments is felt with changes
in angle of attack is called the (center of pressure/aerodynamic center).

REVIEW 4

30. The drag coefficient of an airfoil is determined by its SHAPE and ANGLE OF ATTACK,
its minimum value is found at (zero/four) degrees angle of attack.
31. The three types of drag experienced by a helicopter in forward flight are PARASITE,
PROFILE and INDUCED DRAG.
32. When the speed of a helicopter increases from 20 knots to 60 knots, parasite drag
increases by a factor of (three/four/six/nine).
33. Form drag can be reduced by SHAPING.
34. Skin friction drag is caused by friction between molecules in the BOUNDARY layer which
is a (retarded/accelerated) layer of air between the airfoil and the RELATIVE AIRFLOW.
35. A laminar boundary layer is normally (thick/thin), it produces (much/little) skin friction
drag and it (is/is not) readily subject to separation from the airfoil surface.
36. A turbulent boundary layer is normally (thick/ thin), it produces (much/little) skin friction
drag and it (is/is not) readily subject to separation from the airfoil surface.
37. The point where the laminar boundary layer changes into the turbulent boundary layer is
called the (separation/transition) point.
38. With an increase in airspeed, skin friction drag (increases/decreases) because the
transition point moves (forward/aft) and the boundary layer (thickens/thins).
39. Induced drag is the result of differences in PRESSURE above and below the airfoil and is
(directly/inversely) proportional to induced flow.
40. With an increase in airspeed, induced drag (increases/decreases) and parasite drag
(increases/decreases).
41. An increase in aspect ratio tends to (increase/decrease) induced drag.
42. Wash-out is a structural design which (increases/ decreases) the (blade angle/angle of
attack) from blade root to blade tip.
43. Total drag of a helicopter is (high/low) at zero airspeed, it (increases/decreases) with an
increase in airspeed and beyond medium airspeed it (increases/decreases).

REVIEW 5

44. When an airfoil operates at its best lift/drag ratio, the angle between lift and total
reaction is (zero/as small as possible).
45. The total reaction (can/cannot) act at right angles to the relative airflow.
46. If lift remains constant but drag is reduced, the lift/drag ratio (improves/gets worse)
and the total reaction leans (closer/further away from) lift.
47. An airfoil s lift/drag ratio is determined by its SHAPE and ANGLE OF ATTACK.
48. The best lift/drag ratio is normally found when an airfoil operates at a (large/small)
angle of attack.
49. When operating at best lift/drag ratio, lift production (is/is not) at its maximum but
drag is at its (minimum/maximum).