Technical General PDF
Technical General PDF
Technical General PDF
2. By changing the angle of attack of a wing, the pilot can control the airplane’s
a. lift, airspeed, & drag
b. lift, airspeed, & CG
c. lift & airspeed but not drag
4. When the angle of attack of a symmetrical airfoil is increased, the center of pressure will
a. have very limited movement
b. move aft along the airfoil surface
c. remain unaffected
5. In theory, if the angle of attack & other factors remain constant & the airspeed is doubled, the lift produced at the higher speed will be
a. the same as at the lower speed
b. two times greater than at the lower speed
c. four times greater than at the lower speed
9. As airspeed decreases in level flight below that speed for maximum lift/drag ratio,
total drag of an airplane
a. decreases because of lower parasite drag
b. increases because of increased induced drag
c. increases because of increased parasite drag
10. During the transition from straight-&-level flight to a climb, the angle of attack is
increased & lift
a. is momentarily decreased
b. remains the same
c. is momentarily increased
12. An aircraft wing is designed to produce lift resulting from a difference in the
a. negative air pressure below & a vacuum above the wing’s surface
b. vacuum below the wing’s surface & greater air pressure above the wing’s surface
c. higher air pressure below the wing’s surface & lower air pressure above the wing’s surface
13. 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 ton generate sufficient lift to maintain
altitude
14. Which statement is the relative to changing angle of attack?
a. A decrease in angle of attack will increase pressure below the wing , & decrease drag
b. An increase in angle of attack will increase drag
c. An increase in angle of attack will decrease pressure below the wing, & increase drag
15. On a wing, the force of lift acts perpendicular to & the force of drag acts parallel to the
a. chord line
b. flightpath
c. longitudinal axis
16. Which is true regarding the forces acting on an aircraft in a steady-state descent? The sum of all
a. upward forces is less than the sum of all downward forces
b. rearward forces is greater than the sum of all forward forces
c. forward forces is equal to the sum of all rearward forces
19. At the airspeed represented by point A, in steady flight, the airplane will
a. have its maximum L/D ratio
b. have its minimum L/D ratio
c. be developing its maximum coefficient of lift
20. At an airspeed represented by point B, in steady flight, the pilot can expect to obtain the airplane’s maximum
a. endurance
b. glide range
c. coefficient of lift
21. If an airplane glides at an angle of attack of 10 deg, how much altitude will it lose in 1 mile?
a. 240 ft
b. 480 ft
c. 960 ft
22. How much altitude will this airplane lose in 3 miles of gliding at an angle of attack of 8 deg?
a. 440 ft
b. 880 ft
c. 1,320 ft
23. What performance is characteristic of flight at maximum lift/drag ratio in a propeller-driven airplane? Maximum
a. gain in altitude over a given distance
b. range & maximum distance glide
c. coefficient of lift & minimum coefficient of drag
24. The L/D ratio at a 2 deg angle of attack is approximately the same as the L/D ratio for a
a. 9.75 deg angle of attack
b. 10.5 deg angle of attack
c. 16.5 deg angle of attack
25. 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
26. The vertical 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
27. In small airplanes, normal recovery from spins may become difficult if the
a. CG is too far rearward & rotation is around the longitudinal axis
b. CG is too far rearward & rotation is around the CG
c. spin is entered before the stall is fully developed
28. If an airplane is loaded to the rear of its CG range, it will tend to be unstable about its
a. vertical axis
b. lateral axis
c. longitudinal axis
31. If the airplane attitude initially tends to return to its original position after the elevator control is pressed forward & released, the airplane displays
a. positive dynamic stability
b. positive static stability
c. neutral dynamic stability
32. If the airplane attitude remains in a new position after the elevator control is pressed forward & released, the airplane displays
a. neutral longitudinal static stability
b. positive longitudinal static stability
c. neutral longitudinal dynamic stability
33. Which is correct with respect to rate & radius of turn for an airplane flown in a coordinated turn at a constant altitude?
a. For a specific angle of bank & airspeed, the rate & radius of turn will not vary
b. To maintain a steady rate of turn, the angle of bank must be increased as the airspeed is decreased
c. The faster the true airspeed, the faster the rate & larger the radius of turn regardless of the angle of bank
33. 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
34. If airspeed is increased during a level turn, what action would be necessary to maintain altitude? The angle of attack
a. & angle of bank must be decreased
b. must be increased or angle of bank decreased
c. must be decreased or angle of bank increased
35. For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn
a. is constant & the stall speed increases
b. varies with the rate of turn
c. is constant & the stall speed decreases
36. Airplane wing loading during a level coordinated turn in smooth air depends upon the
a. rate of turn
b. angle of bank
c. true airspeed
37. If the airspeed is increased from 90 knots to 135 knots during a level 60 deg banked turn, the load factor will
a. increase as well as the stall speed
b. decrease & the stall speed will increase
c. remain the same but the radius of turn will increase
39. Select the correct statement regarding stall speeds. The airplane will stall
a. 10 knots higher in a power-on 60 deg bank with gear & flaps up than with gear & flaps down
b. 25 knots lower in power-off, flaps-up, 60 deg bank, than in a power-off, flaps-down, wings-level configuration
c. 10 knots higher in a 45 deg bank, power-on stall than in a wing-level stall with flaps up
40. What is the stall speed of an airplane under a load factor of 2 Gs if the unaccelerated stall speed is 60 knots?
a. 66 knots
b. 74 knots
c. 84 knots
41. To increase the rate of turn & at the same time decrease the radius, a pilot should
a. maintain the bank & decrease airspeed
b. increase the bank & decrease airspeed
c. Decrease the bank & Increase airspeed
45. Load factor is the lift generated by the wings of an aircraft at any given time
a. divided by the total weight of the aircraft
b. multiplied by the total weight of the aircraft
c. divided by the basic empty weight of the aircraft
46. In a rapid recovery from a dive, the effects of load factor would cause the stall speed to
a. increase
b. decrease
c. not vary
47. If an aircraft with a gross weight of 2,000 pounds was subjected to a 60 deg
constant-altitude bank, the total load would be
a. 3,000 pounds
b. 4,000 pounds
c. 12,000 pounds
48. While maintaining a constant angle of bank & altitude in a coordinated turn, an increase in airspeed will
a. decrease the rate of turn resulting in a decreased load factor
b. decrease the rate of turn resulting in no change in load factor
c. increase the rate of turn resulting in no change in load factor
49. While holding the angle of bank constant in a level turn, if the rate of turn is varied the load factor would
a. remain constant regardless of air density & the resultant lift vector
b. vary depending upon speed & air density provided the resultant lift vector varies proportionately
c. vary depending upon the resultant lift vector
50. What increase in load factor would take place if the angle of bank were increased from 60 deg to 80 deg
a. 3 Gs
b. 3.5 Gs
c. 4 Gs
51. If an airplane category is listed as utility, it would mean that this airplane could be operated in which of the following maneuvers?
a. Limited acrobatics, excluding spins
b. Limited acrobatics, including spins (if required)
c. Any maneuver except acrobatics or spins
54. Recovery from a stall in any airplane becomes more difficult when is
a. center of gravity moves lift
b. center of gravity moves forward
c. elevator trim is adjusted nosedown
55. The need to slow an aircraft below VA is brought about by the following weather phenomenon
a. High density altitude which increases the indicated stall speed
b. Turbulence which causes an increase in stall speed
c. Turbulence which causes a decrease in stall speed
56. 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, & pitch attitude
c. weight & pitch attitude, but varies with dynamic pressure & bank angle
57. One of the main functions of flaps during the approach & landing is to
a. decrease the angle of descent without increasing the airspeed
b. provide the same amount of lift at a slower airspeed
c. decrease lift, thus enabling a steeper-than-normal approach to be made
59. Both lift & drag would be increased when which of these devices are extended?
a. Flaps
b. Spoilers
c. Slats
60. A rectangular wing, as compared to other wing planforms, has a tendency to stall first at the
a. wingtip, with the stall progression toward the wing root
b. wing root, with the stall progression toward the wing up
c. center trailing edge, with the stall progression outward toward the wing root & tip
61. A propeller rotating clockwise as seen from the rear, creates a spiraling slipstream. The spiraling slipstream, along with torque effect, tends to rotate the airplane to the
a. right around the vertical axis, & to the left around the longitudinal axis
b. left around the vertical axis, & to the right around the longitudinal axis
c. left around the vertical axis, & to the left around the longitudinal axis
63. To produce the same lift while in ground effect as when out of ground effect, the airplane requires
a. a lower angle of attack
b. the same angle of attack
c. a greater angle of attack
64. If the same angle of attack is maintained in ground effect as when out of ground effect, lift will
a. increase, & induced drag will decrease
b. decrease, & parasite drag will increase
c. increase, & induced drag will increase
66. During a takeoff made behind a departing large jet airplane, the pilot can minimize the hazard of wingtip vortices by
a. being airborne prior to reaching the jet’s flightpath until able to turn clear of its wake
b. maintaining extra speed on take-off & climbout
c. extending the takeoff roll & not rotating until well beyond the jet’s rotation point
67. Which procedure should you follow to avoid wake turbulence if a large jet crosses your course from left to right approximately 1 mile ahead & at your altitude?
a. Make sure you are slightly above the path of the jet
b. Slow your airspeed to VA & maintain altitude & course
c. Make sure you are slightly below the path of the jet & perpendicular to the course
68. To avoid possible wake turbulence from a large jet aircraft that has just landed prior to your takeoff, at which point on the runway should you plan to become airborne?
a. Past the point where the jet touched down
b. At the point where the jet touched down, or just prior to this point
c. Approximately 500 feet prior to the point where the jet touched down
69. When landing behind a large aircraft, which procedure should be followed for vortex avoidance?
a. Stay above its final approach flightpath all the way to touchdown
b. Stay below & to one side of its final approach flightpath
c. Stay well below its final approach flightpath & land at least 2,000 feet behind
70. During aerotow of glider that weighs 940 pounds, which towrope tensile strength
would require the use of safety links at each end of the rope?
a. 752 pounds
b. 1,500 pounds
c. 2,000 pounds
71. That portion of the glider’s total drag created by the production of lift is called
a. induced drag, & is not affected by changes in airspeed
b. induced drag, & is greatly affected by changes in airspeed
c. parasite drag, & is greatly affected by changes in airspeed
72. The best L/D ratio of a glider occurs when parasite drag is
a. equal to induced drag
b. less than induced drag
c. greater than induced drag
73. At a given airspeed, what effect will an increase in air density have on lift & drag
of a glider
a. Lift & drag will decrease
b. Lift will increase but drag will decrease 1,500 pounds
c. Lift & drag will increase
74. If the airspeed of a glider is increased from 45 MPH to 90 MPH, the parasite drag
will be
a. two times greater
b. four times greater
c. six times greater
75. If the indicated airspeed of a glider is decreased from 90 MPH to 45 MPH, the
induced drag will be
a. four times less
b. two times greater
c. four times greater
76. Which is true regarding wing camber of a glider’s airfoil? The camber is
a. the same on both the upper & lower wing surface
b. less on the upper wing surface than it is on the lower wing surface
c. greater on the upper wing surface than it is on the lower wing surface
77. If the glider’s radius of turn is 175 feet at 40 MPH, what would the radius of turn
be if the TAS is increased to 80 MPH while maintaining a constant angle of bank?
a. 350 feet
b. 525 feet
c. 700 feet
78. With regard to the effects of spoilers & wing flaps, which is true if the glider’s
pitch attitude is held constant when such devices are being operated? (Disregard negative flap angles above neutral position) Retracting flaps
a. will reduce the glider’s stall speed
b. or extending spoiler’s will increase the glider’s rate of descent
c. or extending spoiler’s will decrease the glider’s rate of descent
79. If the angle of attack is increased beyond the critical angle of attack, the wing
will no longer produce sufficient lift to support the weight of the glider
a. regardless of airspeed or pitch attitude
b. unless the airspeed is greater than the normal stall speed
c. unless the pitch attitude is on or below the neutral horizon
82. A glide ratio of 22:1 with respect to the air mass will be
a. 11:1 in a tailwind & 44:1 in a headwind
b. 22:1 regardless of wind direction & speed
c. 11:1 in a headwind & 44:1 in a tailwind
83. Before shutdown, while at idle, the ignition key is momentarily turned OFF. The
engine continues to run with no interruption; this
a. is normal because the engine is usually stopped by moving the mixture to idle cut-off
b. should not normally happen. Indicates a magneto not grounding in OFF position
c. is an undesirable practice, but indicates that nothing is wrong
85. The most probable reason an engine continues to run after the ignition switch has
been turned off its
a. carbon deposits glowing on the spark plugs
b. a magneto ground wire is in contact with the engine casing
c. a broken magneto ground wire
86. If the ground wire between the magneto & the ignition switch becomes
disconnected, the engine
a. will not operate on one magneto
b. cannot be started with the switch in the BOTH position
c. could accidentally start if the propeller is moved with fuel in the cylinder
92. What will occur if no leaning is made with the mixture control as the flight
altitude increases
a. The volume of air entering the carburetor decreases & the amount of fuel
decreases
b. The density of air entering the carburetor decreases & the amount of fuel increases
c. The density of air entering the carburetor decreases & the amount of fuel remains constant
93. Unless adjusted, the fuel/air mixture becomes richer with an increase in altitude
because the amount of fuel
a. decreases while the volume of air decreases
b. remains constant while the volume of air decreases
c. remains constant while the density of air decreases
94. The basic purpose of adjusting the fuel/air mixture control at altitude is to
a. decrease the fuel flow to compensate for decreased air density
b. decrease the amount of fuel in the mixture to compensate for increased air density
c. increase the amount of fuel in the mixture to compensate for the decrease in pressure & density of the air
97. Which statement is true concerning the effect of the application of carburetor
heat?
a. It enriches the fuel/air mixture
b. It leans the fuel/air mixture
c. It has no effect on the fuel/air mixture
101. The uncontrolled firing of the fuel/air charge in advance of normal spark
ignition is known as
a. instantaneous combustion
b. detonation
c. pre-ignition
111. 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 blade near the hub from stalling during cruising flight
c. permits a relatively constant angle of attack along its length when in cruising flight
113. To develop maximum power & thrust, a constant-speed propeller should be set
to a blade angle that will produce a
a. large angle of attack & low RPM
b. small angle of attack & high RPM
c. large angle of attack & high RPM
114. For takeoff, the blade angle of a controllable- pitch propeller should be set at a
a. small angle of attack & high RPM
b. large angle of attack & high RPM
c. large angle of attack & high RPM
116. During preflight in cold weather, crankcase breather lines should receive special
attention because they are susceptible to being clogged by
a. congealed oil from the crankcase
b. moisture from the outside air which has frozen
c. ice from crankcase vapors that have condensed & subsequently frozen
117. Which is true regarding preheating an aircraft during cold weather operations?
a. The cabin area as well as the engine should be preheated
b. The cabin area should not be preheated with portable heaters
c. Hot air should be blown directly at the engine through the air intakes
118. For gyroplanes with constant- speed propellers, the first indication of carburetor
icing is usually
a. a decrease in engine RPM
b. a decrease in manifold pressure
c. engine roughness followed by a decrease in engine RPM
121. When hovering, a helicopter tends to move in the direction of tall rotor thrust.
This statement is
a. true: the movement is called transverse tendency
b. true: the movement is called translating tendency
c. false: the movement is opposite the direction of tall rotor thrust, & is called translating tendency
124. The unequal lift across the rotor disc that occurs in horizontal flight as a result
of the difference in velocity of the air over the advancing half of the disc area &
the air passing over the retreating half of the disc area is known as
a. coning
b. disc loading
c. dissymmetry of lift
125. The lift differential that exists between the advancing blade & the retreating
blade is known as
a. Coriolis effect
b. translational lift
c. dissymmetry of lift
126. Most helicopters, by design tend to drift to the right when hovering in a no-wind
condition. This statement is
a. false; helicopters have no tendency to drift, but will rotate in that direction
b. true; the most or cyclic pitch system of most helicopters is rigged forward, this with gyroscopic precession will overcome this tendency
c. true; the most or cyclic pitch system of most helicopters is rigged to the rigged to the left to overcome this tendency
127. When a rotorcraft transitions from straight-& level flight into a 30 deg bank
while maintaining a constant altitude, the total lift force must
a. increase & the load factor will increase
b. increase & the load factor will decrease
c. remain constant & the load factor will decrease
128. Cyclic control pressure is applied during flight that results in a maximum
increase in main rotor blade pitch angle at the “three o’clock” position. Which
way will the rotor disc tilt?
a. Aft
b. Left
c. Right
141. Abnormal helicopter vibrations in the low-frequency range are associated with
which system or component?
d. Tail rotor
e. Main rotor
f. Transmission
144. Ground resonance is more likely to occur with helicopters that are equipped with
a. rigid rotor systems
b. semi-rigid rotor systems
c. fully articulated rotor systems
146. During the flare portion of a power-off landing, the rotor RPM tends to
a. remain constant
b. increase initially
c. decrease initially
148. If the RPM is low & the manifold pressure is high, what initial corrective action
should be taken?
a. Increase the throttle
b. Lower the collective pitch
c. Raise the collective pitch
149. During climbing flight, the manifold pressure is low & the RPM is high. What
initial corrective action should be taken?
a. Increase the throttle
b. Decrease the throttle
c. Raise the collective pitch
150. During level flight, if the manifold pressure is high & the RPM is low, what
initial corrective action should be made?
d. Decrease the throttle
e. Increase the throttle
f. Lower the collective pitch
151. When operating a helicopter in conditions favorable for carburetor icing, the
carburetor heat should be
a. adjusted to keep the carburetor air temperature gauge indicating in the green arc at all times
b. OFF for takeoffs, adjusted to keep the carburetor air temperature gauge indicating in the green arc at all other times
c. OFF during takeoffs, approaches, & landings; adjusted to keep the carburetor air temperature gauge indicating in the green arc at all other times
153. The antitorque system fails during cruising flight & a powered approach landing
is commenced. If the helicopter yaws to the right just prior to touchdown, what
could the pilot do to help swing the nose to the left?
a. Increase the throttle
a. Decrease the throttle
b. Increase collective pitch
154. If antitorque failure occurred during cruising flight, what could be done to help
straighten out a left yaw prior to touchdown?
a. A normal running landing should be made
b. Make a running landing using partial power & left cyclic
c. Apply available throttle to help swing the nose to the right just prior to touchdown
155. Should a helicopter pilot ever be concerned about ground resonance during
takeoff?
a. No; ground resonance occurs only during an autorotative touchdown
b. Yes; although it is more likely to occur on landing, it can occur during takeoff
c. Yes; but only during slope takeoffs
156. An excessively steep approach angle & abnormally slow closure rate should be
avoided during an approach to a hover, primarily because
a. the airspeed indicator would be unreliable
b. a go-around would be very difficult to accomplish
c. settling with power could develop, particularly during the termination
157. During a near-vertical power approach into a confined area with the airspeed
near zero, what hazardous condition may develop?
a. Ground resonance
b. Settling with power
c. Blade stall vibration
158. Which procedure will result in recovery from settling with power?
a. Increase collective pitch & power
b. Maintain constant collective pitch & increase throttle
c. Increase forward speed & reduce collective pitch