CFI QUIZ #4
Instructor's Name___________________________
 
Student's Name_____________________________ Date__________________
 
Instructions: Answer the multiple-choice question with the best possible answer. Write the answer to the essay question in the space provided. If more space is needed, use the reverse side.
 
 
 
1. The use of a slot in the leading edge of the wing enables an airplane to land at a slower speed because it
A. changes the camber of the wing.
B. delays the stall to a higher angle of attack.
C. decelerates the upper surface boundary layer air.
 
 
 
2. The tendency of an aircraft to develop forces which restore it to its original condition, when disturbed from a condition of steady flight, is known as
A. stability.
B. controllability.
C. maneuverability.
 
 
 
3. Why does increasing speed also increase lift?
A. The increased velocity of the relative wind overcomes the increased drag.
B. The increased impact of the relative wind on an airfoil's lower surface creates a greater amount of air being deflected downward.
C. The increased speed of the air passing over an airfoil's upper surface increases the pressure, thus creating a greater pressure differential between the upper and lower surface.
 
 
 
4. The three axes of an aircraft intersect at the
A. center of gravity.
B. center of pressure.
C. midpoint of the mean chord.
 
 
 
5. An airplane would have a tendency to nose up and have an inherent tendency to enter a stalled condition when the center of pressure is
A. below the center of gravity.
B. aft of the center of gravity.
C. forward of the center of gravity.
 
 
 
6. When considering the forces acting upon an airplane in straight-and-level flight at constant airspeed, which statement is correct?
A. Weight always acts vertically toward the center of the Earth.
B. Thrust always acts forward parallel to the relative wind and is greater than drag.
C. Lift always acts perpendicular to the longitudinal axis of the wing and is greater than weight.
7. Adverse yaw during a turn entry is caused by
A. increased induced drag on the lowered wing and decreased induced drag on the raised wing.
B. decreased induced drag on the lowered wing and increased induced drag on the raised wing.
C. increased parasite drag on the raised wing and decreased parasite drag on the lowered wing.
 
 
 
8. When rolling out of a steep-banked turn, what causes the lowered aileron to create more drag than when rolling into the turn?
A. The wing's angle of attack is greater as the rollout is started.
B. The wing being raised is traveling faster through the air than the wing being lowered.
C. The wing being lowered is traveling faster through the air and producing more lift than the wing being raised.
 
 
 
9. How can a pilot increase the rate of turn and decrease the radius at the same time?
A. Shallow the bank and increase airspeed.
B. Steepen the bank and decrease airspeed.
C. Steepen the bank and increase airspeed.
 
 
 
10. Which statement is true concerning the aerodynamic conditions which occur during a spin entry?
A. After a full stall, both wings remain in a stalled condition throughout the rotation.
B. After a partial stall, the wing that drops remains in a stalled condition while the rising wing regains and continues to produce lift, causing the rotation.
C. After a full stall, the wing that drops continues in a stalled condition while the rising wing regains and continues to produce some lift, causing the rotation.
 
 
 
11. The point on an airfoil through which lift acts is the
A. center of gravity.
B. center of pressure.
C. midpoint of the chord.
 
 
 
12. Lift produced by an airfoil is the net force developed perpendicular to the
A. chord.
B. relative wind.
C. longitudinal axis of the aircraft.
 
 
 
13. A line drawn from the leading edge to the trailing edge of an airfoil and equidistant at all points from the upper and lower contours is called the
A. chord line.
B. camber line.
C. mean camber line.
 
 
 
14. The force which imparts a change in the velocity of a mass is called
A. work.
B. power.
C. thrust.
 
 
 
15. During a steady climb, the rate of climb depends on
A. excess power.
B. excess thrust.
C. thrust available.
 
 
 
16. During a steady climb, the angle of climb depends on
A. excess thrust.
B. power available
C. thrust required.
 
 
 
17. Which statement relates to Bernoulli's principle?
A. For every action there is an equal and opposite reaction.
B. An additional upward force is generated as the lower surface of the wing deflects air downward.
C. Air traveling faster over the curved upper surface of an airfoil causes lower pressure on the top surface.
 
 
 
18. That portion of the aircraft's total drag created by the production of lift is called
A. induced drag, and is not affected by changes in airspeed.
B. induced drag, and is greatly affected by changes in airspeed.
C. parasite drag, and is greatly affected by changes in airspeed.
 
 
 
19. As airspeed increases in level flight, total drag of an aircraft becomes greater than the total drag produced at the maximum lift/drag speed because of the
A. increase in induced drag.
B. decrease in induced drag.
C. increase in parasite drag.
 
 
 
20. As airspeed decreases in level flight, total drag of an aircraft becomes greater than the total drag produced at the maximum lift/drag speed because of the
A. decrease in induced drag.
B. increase in induced drag.
C. increase in parasite drag.
21. Which statement is true regarding the forces acting on an airplane in a steady-state climb?
A. The sum of all forward forces is greater than the sum of all rearward forces.
B. The sum of all upward forces is greater than the sum of all downward forces.
C. The sum of all upward forces is equal to the sum of all downward forces.
 
 
 
22. What action is necessary to make an aircraft turn?
A. Yaw the aircraft.
B. Change the direction of lift.
C. Change the direction of thrust.
 
 
23. The angle of attack at which an airplane stalls
A. increases with an increase in engine power.
B. remains constant regardless of gross weight.
C. varies with gross weight and density altitude.
 
 
 
24. Which statement is true relating to the factors which produce stalls?
A. The critical angle of attack is a function of the degree of bank.
B. The stalling angle of attack depends upon the speed of the airflow over the wings.
C. The stalling angle of attack is independent of the speed of airflow over the wings.
 
 
 
25. The critical angle of attack at which a given aircraft stalls is dependent on the
A. gross weight.
B. design of the wing.
C. attitude and airspeed.
 
 
 
26. It is possible to fly an aircraft just clear of the ground at a slightly slower airspeed than that required to sustain level flight at higher altitudes. This is the result of
A. interference of the ground surface with the airflow patterns about the aircraft in flight.
B. a cushioning effect of the air as it is trapped between the ground and the descending aircraft.
C. ground interference with the static pressure system which produces false indications on the airspeed indicator.
 
 
 
27. If severe turbulence is encountered, the aircraft's airspeed should be reduced to
A. maneuvering speed.
B. normal structural cruising speed.
C. the minimum steady flight speed in the landing configuration.
28. If an airplane's gross weight is 3,250 pounds, what is the load acting on this airplane during a level 60° banked turn?
A. 3,250 pounds.
B. 5,200 pounds.
C. 6,500 pounds.
 
 
 
29. Which action will result in a stall?
A. Flying at too low an airspeed.
B. Raising the aircraft's nose too high.
C. Exceeding the critical angle of attack.
 
 
 
30. The most desirable type of stability for an aircraft to possess is
A. neutral static stability.
B. positive static stability.
C. positive dynamic stability.
 
 
 
31. The tendency of an aircraft to develop forces that further remove the aircraft from its original position, when disturbed from a condition of steady flight, is known as
A. static instability.
B. dynamic instability.
C. positive static stability.
 
 
 
32. If the aircraft's nose initially tends to move farther from its original position after the elevator control is pressed forward and released, the aircraft displays
A. negative static stability.
B. positive static stability.
C. positive dynamic stability.
 
 
 
33. The quality of an aircraft that permits it to be operated easily and to withstand the stresses imposed on it is
A. stability.
B. maneuverability.
C. controllability.
 
 
 
 
34. If the airspeed increases and decreases during longitudinal phugoid oscillations, the aircraft
A. will display poor trimming qualities.
B. can be easily controlled by the pilot.
C. is constantly changing angle of attack making it difficult for the pilot to reduce the magnitude of the oscillations.
35. If an increase in power tends to make the nose of an airplane rise, this is the result of the
A. line of thrust being below the center of gravity.
B. center of lift being ahead of the center of gravity.
C. center of lift and center of gravity being collocated.
 
 
 
36. A sweptwing airplane with weak static directional stability and increased dihedral causes an increase in
A. Mach tuck tendency.
B. Dutch roll tendency.
C. longitudinal stability.
 
 
 
37. A wing with a very high aspect ratio (in comparison with a low aspect ratio wing) will have
A. a low stall speed.
B. increased drag at high angles of attack.
C. poor control qualities at low airspeeds.
 
 
 
38. Propeller slip is the difference between the
A. geometric pitch and blade angle of the propeller.
B. geometric pitch and the effective pitch of the propeller.
C. plane of rotation of the propeller and forward velocity of the aircraft.
 
 
 
39. The reason for variations in geometric pitch (twisting) along a propeller blade is that it
A. prevents the portion of the blade near the hub to stall during cruising flight.
B. permits a relatively constant angle of attack along its length when in cruising flight.
C. permits a relatively constant angle of incidence along its length when in cruising flight.
 
 
 
40. On a multiengine airplane with engines which rotate clockwise, the critical engine is the
A. left engine, because the right engine center of thrust is closer to the centerline of the fuselage.
B. right engine, because the left engine center of thrust is closer to the centerline of the fuselage.
C. left engine, because the right engine center of thrust is farther away from the centerline of the fuselage.
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