Chapter 1

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.

3203. (Refer to Figure 1.) The acute angle A is the angle of

A. Incidence

B. Attack

C. Dihedral

3204-1 The angle between the chord line of an airfoil and the relative wind is known as the angle of

A. Lift

B. Attack

C. Incidence

3317. Angle of attach is defined as the angle between the chord line of an airfoil and the

A. Direction of the releative wind.

B. Pitch Angle of an Airfoil.

C. Rotor plane of rotation

2225. The angle of attack at which an airfoil
stalls will

A. Increase if the CG moved forward.

B. Remain the same regardless of gross weight.

C. Change with an increas in gross weight

2225-1 What is the effect of advancing the throttle in flight?

A. Both aircrat groundspeed and angle of attach will increase.

B. Airspeed will remain relatively constant aircraft will climb.

C. The aircraft will accelerate, which will cause a turn to the right.

3201-1 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.

3201. The four forces acting on an airplane in flight are:

A. lift, weight, thrust, and drag.

B. lift, weight, gravity, and thrust.

C. lift, gravity, power, and friction.

3213. What is the purpose of the rudder on an airplane?

A. To control yaw.

B. To control over-banking tendency.

C. To control roll.

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.

3202. When are the four forces that act on an airplane in equilibrium?

A. During unaccelerated flight.

B. When the aircraft is accelerating.

C. When the aircraft is at rest on the ground.

2239. The best speed to use for a glide is one that will result in the greatest glide disctance for a given amount of 

A. Altitude

B. Fuel

C. Drag

2229. Climb performance depends upon the

A. Reserve power of thrust

B. Maximum L/D ratio

C. Cruise Power Setting

2215. (Refer to figure 72) 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.

2216. (Refer to Figure 72.) The vertical dashed 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.

3210. An airplane said to be inherently stable will:


A. Be difficult to stall.

B. Require less effort to control.

C. Not spin.

3211.  What determines the longitudinal stability of an airplane?

A. The location of the CG with respect to center of lift.

B. The effectiveness of the horizontal stabilizer, rudder, and rudder trim tab.

C. The relationship of the thrust and lift to weight and drag.

3212. What causes an airplane (except a t-tail) to pitch nose-down when power is reduced and controls are not adjusted?

A. The CG shifts forward when thrust and drag are reduced.

B. The downwash on the elevators from the propeller slipstream is reduced and elevator effectiveness is reduced.

C. When thrust is reduced to less than weight, lift is also reduced and the wings can no longer support the weight.

3287 An airplane has been loaded in such a manner that the CG is located aft of the aft CG limit. One undesirable flight characteristic a pilot might experience with this airplane would be:

A. A longer takeoff run.

B. Difficulty in recovering from a stalled condition.

C. Stalling at higher than normal airspeed.

3288. Loading an airplane to the most aft CG will cause the airplane to be:

A. Less stable at all speeds.

B. Less stable at slow speeds, but more stable at hight speeds.

C. Less stable at high speeds, but more stable at low speeds.

3211.1 Changes in the center of pressure of a wing affects the aircraft's:

A. lift/drag ration.

B. lifting capacity.

C. aerodynamic balance and controllability.

3214. (Refer to Figure 2) If an airplane weights 2,300 pounds, what approximate weight would the airplane structure be required to support during a 60 degree banked turn while maintaining altitude?



A. 2,300 pounds

B. 3,400 pounds

C. 4,600 pounds

3215. (Refer to Figure 2) If an airplane weighs 3,300 pounds, what approximate weight would the airplane structure be required to support during a 30 degree banked turn while maintaining altitude?




A. 1,200 pounds

B. 3, 100 pounds

C. 3,960 pounds

3216 (Refer to Figure 2.) If an airplane weighs 4500 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

3217 The amount of excess load that can be imposed on the wing of an airplane depends upon the:

A. position of the CG

B. speed of the airplane

C. abruptness at which the load is applied.

3218. Which basic flight maneuver increases the load factor on an airplane as compared to straight and level flight?

A. Climbs

B. Turns

C. Stalls

3301. What force makes an airplane turn?

A. The horizontal component of lift.

B. The vertical component of lift.

C. Centrifugal force.

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.

3202-1. Select the four flight fundamentals involved in maneuvering an aircraft:

A. Aircraft power, pitch, bank, and trim

B. Starting, taxiing, takeoff, and landing.

C. Straight and level flight turns, climbs, and descents.

3202-2 (Refer to Figure 63) In flying the rectangular course, when would the aircraft be turned less than 90 degrees?



A. Corners 1 and 4

B. Corners 1 and 2

C. Corners 2 and 4

3202-3 (Refer to Figure 67) While practicing S turns a consistently smaller half circle is made on one side of the road than on the other, and this turn is not completed before crossing the road or reference line. This would most likely occur in turn:



A. 1-2-3 because the bank is decreased too rapidly during the latter part of the turn.

B. 4-5-6 because the bank is increased too rapidly during the early part of the turn.

C. 4-5-6 because the bank is increased too slowly during the latter part of the turn.

3202-4 If an emergency situation requires a downwind landing, pilots should expect a faster:

A. airspeed at touchdown, a longer ground roll, and better control throughout the landing roll.

B. ground speed at touchdown, a longer ground roll, and the likelihood of overshooting the desired touchdown point.

C. ground speed at touchdown, a shorter ground roll and the likelihood of undershooting the desired touchdown point.

3202-5 When executing an emergency approach to land a single-engine airplane, it is important to maintain a constant glide speed because varations in glide speed 

A. increase the chances of shock cooling the engine.

B. Assure the proper decent angle is maintaned until entering the flare

C. Nullify all attempts at accuracy in judgment of gliding distance and landing spot

3263 As altitude increases, the indicated airspeed at which a given airplane stalls in a particular configuration will:

A. decrease as the true airspeed decreases

B. decrease as the true airspeed increases

C. remain the same regardless of altitude

3309. In what flight condition must an aircraft be placed in order to spin?

A. Partially stalled with one wing low

B. In a steep diving spiral

C. Stalled

2233. The direct cause of every stall is excessive

A. Angle of attack

B. Density Altitude

C. Upward vertical velocity

3219. One of the main functions of flaps during approach and landing is to:

A. decrease the angle of descent without increasing the airspeed.

B. permit a touchdown at a higher indicated airspeed

C. increase the angle of descent without increasing the airspeed

3220. What is one purpose of wing flaps?

A. To enable the pilot to make steeper approaches to a landing without increasing the airspeed.

B. To relieve the pilot of maintaining continuous pressure on the controls.

C. To decrease wing area to vary the lift.

3315. Ground effect is most likely to result in which problem?

A. Settling to the surface abruptly during landing

B. Becoming airborne before reaching recommended takeoff speed.

C. Inability to get airborne even though airspeed is sufficient for normal takeoff needs.

3312. What is ground effect?

A. The result of the interference of the surface of the Earth with the airflow patterns about an airplane.

B. The result of an alteration in the airflow patterns increasing induced drag about the wings of an airplane.

C. The result of the disruption of the airflow patterns about the wings of an airplane to the point where the wings will no longer support the airplane in flight.

3313. Floating caused by the phenomenon of ground effect will be most realized during an approach to land when at:

A. less than the length of the wingspan above the surface.

B. twice the length of the wingspan above the surface.

C. a higher than normal angle of attack.

3314. What must a pilot be aware of as a result of ground effect?

A. Wingtip vortices increase creating wake turbulence problems for arriving and departing aircraft.

B. Induced drag decreases; therefore, any excess speed a the point of flare may cause considerable floating.

C. A full stall landing will require less up elevator deflection than would a full stall when done free of ground effect.

3324. Which is a reulst of the phenomenon of ground effect?

A. The induces angle of attache of east rotor blade is increased.

B. The lisft vector becomes more horizontal.

C. The angle of attack generating lift is increased.

3735. (Refer to Figure 46) The airspeed range to avoid while flying in ground effect is.



A. 25-40 MPH

B. 25-57 MPH

C. 40 MPH and above

2223-2 An Aircraft leaving ground effect during takeoff will

A. Experience a reduction in ground friction and require a slight power reduction.

B. Experience an increase in induced drag and a decrease in performance.

C. require a lower angle of attack to maintain the same lift coefficient.

3829-2. When landing behind a large aircraft, which procedure should be followed for vortex avoidance?

A. Stay below and to one side of its final approach flightpath.

B. Stay above its final approach flight path all the way to touchdown.
C. Stay well below its final approach flightpath and land at least 2000 feet behind.

3829-3. How does the wake turbulence vortex circulate around each wingtip?

A. Inward, upward, and around each tip.

B. Inward, upward, and counterclockwise.

C. Outward, upward, and around each tip.

3827. When taking off or landing at an airport when heavy aircraft are operating, one should be particularly alert to the hazards of wingtip vortices because this turbulence tends to:

A. rise from a crossing runway into the takeoff or landing path.

B. rise into the traffic pattern area surrounding the airport.

C. sink into the flight path of aircraft operating below the aircraft generating the turbulence.

3824. Wingtip vortices are created only when an aircraft is:

A. operating at high airspeeds.

B. heavily loaded.

C. developing lift.

3825 The greatest vortex strength occurs when the generating aircraft is:

A. light, dirty, and fast.

B. heavy, dirty, and fast.

C. heavy, clean and slow.

3826. Wingtip vortices created by large aircraft tend to:

A. sink below the aircraft generating turbulence.

B. rise into the traffic pattern.

C. rise into the takeoff or landing path of a crossing runway.

3828. The wind condition that requires maximum caution when avoiding wake turbulence on landing is a:

A light, quartering headwind.

B. light, quartering tailwind.

C. strong headwind.

3829 When landing behind a large aircraft the pilot should avoid wake turbulence by staying:

A. above the large aircraft's final approach path and landing beyond the large aircraft's touchdown point. 

B. below the large aircraft's final approach path and landing before the large aircraft's touchdown point.

C. above the large aircraft's final approach path and landing before the large aircraft's touchdown point.

3830. When departing behind a heavy aircraft, the pilot should avoid wake turbulence by maneuvering the aircraft:

A. below and downwind from the heavy aircraft.

B. above and upwind from the heavy aircraft.

C. below and upwind from the heavy aircraft.

2039. What wind condition prolongs the hazards of wake turbulence on a landing runway for the longest period of time?

A. Light quartering headwind.

B. Direct tailwind.

C. Light quartering tailwind.

2234-1 A go-around from a poor landing approach


A. should not be attempted unless circumstances make it absolutely necessary.

B. is preferable to last minute attempts to prevent a bad landing.

C. should not be attempted after the landing flare has been initiated regardless of airspeed.