A- Lift equals weight and thrust equals drag. B- Lift, drag, and weight equal thrust.

#3205. What is the relationship of lift, drag, thrust, and weight when the airplane is in straight-and-level flight? A- Lift equals weight and thrust equals drag. B- Lift, drag, and weight equal thrust. C- Lift and weight equal thrust and drag. Aviation Seminars

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#3204. The term ‘angle of attack’ is defined as the angle A- between the wing chord line and the relative wind. B- between the airplane’s climb angle and the horizon. C- formed by the longitudinal axis of the airplane and the chord line of the wing. Aviation Seminars

#5199. The angle of attack of a wing directly controls the A- angle of incidence of the wing. B- amount of airflow above and below the wing. C- distribution of positive and negative pressure acting on the wing. Comm. Aviation Seminars

#5204. 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, and pitch attitude. C- weight and pitch attitude, but varies with dynamic pressure and bank angle. Comm. Aviation Seminars

#3316. During an approach to a stall, an increased load factor will cause the airplane to A- stall at a higher airspeed. B- have a tendency to spin. C- be more difficult to control. Aviation Seminars

#5219. 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 to generate sufficient lift to maintain altitude. Aviation Seminars Comm.

#5153. For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn A- is constant and the stall speed increases. B- varies with the rate of turn. C- is constant and the stall speed decreases. Aviation Seminars Comm.

#3216. If an airplane weighs 4,500 pounds, what approximate weight would the airplane structure be required to support during a 45 degree banked turn while maintaining altitude? A- 4,500 pounds. B- 6,750 pounds. C- 7,200 pounds. Aviation Seminars

#5195. 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. Comm. Aviation Seminars

#3311. The angle of attack at which an airplane wing stalls will A- increase if the CG is moved forward. B- change with an increase in gross weight. C- remain the same regardless of gross weight. Aviation Seminars

#5221. What is the stall speed of an airplane under a load factor of 2 G’s if the un-accelerated stall speed is 60 knots?(Use fig. 4) A- 66 knots. B- 74 knots.C- 84 knots. Aviation Seminars Comm.

#3220. What is one purpose of wing flaps? A- To enable to pilot to make steeper approaches to a landing without increasing airspeed. B- To relieve the pilot of maintaining continuous pressure on the controls. C- To decrease wing area to vary the lift. Aviation Seminars

#3303. Which aileron positions should a pilot generally use when taxiing in strong quartering headwinds? A- Aileron up on the side from which the wind is blowing. B- Aileron down on the side from which the wind is blowing. C- Ailerons neutral. Aviation Seminars

#5656. While taxiing a light, high-wing airplane during strong quartering tailwinds, the aileron control should be positioned A- neutral at all times. B- toward the direction from which the wind is blowing. C- opposite the direction from which the wind is blowing. Aviation Seminars Comm.

#5227. 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. Comm. Aviation Seminars

#3305. How should the flight controls be held while taxiing a tricycle-gear equipped airplane into a left quartering headwind? A- Left aileron up, elevator neutral. B- Left aileron down, elevator neutral. C- Left aileron up, elevator down. Aviation Seminars

#5237. The reason for variations in geometric pitch (twisting) along a propeller blade is that it A- permits a relatively constant angle of incidence along its length when in cruising flight. B- prevents the portion of the bade near the hub from stalling during cruising flight. C- permits a relatively constant angle of attack along its length when in cruising flight. Comm. Aviation Seminars

A- Lift equals weight and thrust equals drag. B- Lift, drag, and weight equal thrust.

A- Lift equals weight and thrust equals drag. B- Lift, drag, and weight equal thrust.

Presentation Transcript

Drag-and-Drop

Chapter 11: Flow over bodies; Lift and Drag

Measurement of Pressure Distribution, Drag, Lift , and Velocity for an Airfoil

LIFT AND DRAG

Drag and Drop

Thrust

Drag and Drop

Chapter 11: Flow over bodies; Lift and Drag

Drag-and-Drop

POWYS EQUALS PARTNERSHIP The EQUAL Programme

Major aerodynamic forces on aircraft: Lift = L Drag = D Pitching Moment = M Thrust = T Weight = W

A drag....

City Equals

Thrust

Pressure, Drag and Lift for Uniform Flow Over a Cylinder

Drag and drop

Measurement of Pressure Distribution, Drag, Lift , and Velocity for an Airfoil

Thrust

Thrust

Chapter 11: Flow over bodies; Lift and Drag

Chapter 11: Flow over bodies; Lift and Drag

Drag and Drop