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Кировоградская Лётная Академия Национального Авиационного Университета

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[НЕСОРТИРОВАННОЕ]

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CHAPTER 14: FLIGHT AND GROUND LIMITATIONS

Representative PPL - type questions to test your theoretical knowledge of Flight and Ground Limitations.

1.If an aircraft is fown at its design manoeuvring speed VA :

a.it is possible to subject the aircraft to a load greater than its limit load during high ‘g’ manoeuvres

b.it is not possible to exceed the limit load because the aircraft will stall before this is reached.

c.it is only possible to subject the aircraft to a load greater than its limit load during violent increases in incidence, i.e. when using excessive stick force to pull-out of a dive

d.it must be immediately slowed down if turbulence is encountered

2.VNE is:

a.the airspeed which must not be exceeded except in a dive

b.the maximum airspeed at which manoeuvres approaching the stall may be carried out

c.the maximum airspeed at which the aircraft may be fown

d.the maximum speed above which faps should not be extended

3.The maximum allowable airspeed with faps extended ( VFE ) is lower than cruising speed because:

a.faps are used only when preparing to land

b.too much drag is induced

c.faps will stall if they are deployed at too high an airspeed

d.the additional lift and drag created would overload the wing and fap structure at higher speeds

4.What is the signifcance of the speed known as VNO?

a.It is the maximum speed at which abrupt movements of the controls will result in a stall, before the aircraft’s positive load limit is exceeded

b.It is the speed beyond which structural failure of the airframe will occur

c.It signifes the upper limit of the normal operating speed range

d.It signifes the airspeed which must never be exceeded

5.The stalling speed in a turn or in the pull-out from a dive is increased because:

a.the angle of attack must be increased

b.the load factor increases

c.the aircraft’s speed increases

d.the pitch angle increases

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CHAPTER 14: FLIGHT AND GROUND LIMITATIONS

6.VS is:

a.the velocity-never-to-exceed

b.the maximum normal operating speed

c.the stall speed when the aircraft is subject to a Load Factor of 1

d.the stall speed when the aircraft is subject to no Load Factor at all

7.The lower end of the white arc on the Airspeed Indicator marks:

a.the stall speed clean, in steady straight fight, at maximum all up weight, gear down and power off

b.the stall speed with faps fully extended, in steady straight fight, at maximum all up weight, gear down and power off

c.the stall speed with faps fully extended, at maximum all up weight, gear down and in a 2g turn

d.the stall speed with faps in the take-off position, in steady straight fight, at maximum all up weight, gear down and power off

8.The lower end of the green arc on the Airspeed Indicator marks:

a.the stall speed clean, in steady straight fight, at maximum all up weight, gear down and power off

b.the stall speed with faps fully extended, in steady straight fight, at maximum all up weight, gear down and power off

c.the stall speed with faps fully extended, at maximum all up weight, gear down and in a 2g turn

d.the stall speed with faps in the take-off position, in steady straight fight, at maximum all up weight, gear down and power off

9.The top end of the yellow arc on the Airspeed Indicator marks:

a.the maximum manoeuvring speed

b.the maximum normal operating speed

c.the design dive speed

d.the velocity never-to-exceed

10.Above VA:

a.the aircraft may stall before the positive limit load factor has been reached

b.when the aircraft stalls, the positive limit load factor will have been exceeded

c.structural damage to the airframe is highly likely at any speed

d.the aircraft may be fown in smooth air only

348

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CHAPTER 14: FLIGHT AND GROUND LIMITATIONS

11.The inertial forces acting on an aircraft is a function of:

a.The square of the aircraft’s indicated airspeed, its mass and the manoeuvre radius

b.The aircraft’s altitude

c.The square of the aircraft’s true airspeed, its mass and the manoeuvre radius

d.The rate of turn only

12.An aircraft’s stall speed during a positive g manoeuvre is equal to the product of its straight fight, 1g, stall speed and:

a.The square root of the load factor

b.The cosine of the angle of bank

c.The sine of the bank angle

d.The number of g pulled in the manoeuvre

13.In a steady, level turn, the load factor acting on an aircraft is equal to:

a.The indicated airspeed divided by 10, plus 7

b.The Cosine of the bank angle

c.1 divided by the Cosine of the bank angle.

d.The true airspeed multiplied by the square root of the straight fight stall speed

Question	1	2	3	4	5	6	7	8	9	10	11	12

Answer

Question	13

Answer

The answers to these questions can be found at the end of this book.

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350

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PRINCIPLES OF FLIGHT SYLLABUS

JAR-FCL PPL THEORETICAL KNOWLEDGE SYLLABUS

PRINCIPLES OF FLIGHT

The table below contains the principal topics and subtopics from the current outline syllabus for the theoretical examination in Principles of Flight for the Private Pilot’s Licence, as published in JAR-FCL 1.

Syllabuses may be modifed, so always check the latest examination documentation from your national civil aviation authority, or from JAR-FCL/EASA. In the United Kingdom, Principles of Flight is examined in the same paper as Aircraft (General). In this series of volumes, Aircraft (General) is covered by the section on Aeroplanes in Volume 6.

	PRINCIPLES OF FLIGHT

The atmosphere:	composition and structure; ICAO standard atmosphere; atmospheric
The atmosphere:	pressure.
	pressure.

Airflow around a body,	air resistance and air density; boundary layer; friction forces; laminar
sub-sonic:	and turbulent flow; Bernoulli’s principle – venturi effect.
Airflow about a two	airfow around a fat plate; airfow around a curved plate	(aerofoil);
Airflow about a two	description of aerofoil cross section; lift and drag; Cl and Cd	and their
dimensional aerofoil:		and their
dimensional aerofoil:	relationship to angle of attack.
	relationship to angle of attack.

	three-dimensional fow about an aerofoil; aerofoil shapes and wing
Three-dimensional flow	planforms; induced drag (downwash angle, vortex drag, ground effect;
about an aerofoil:	aspect ratio); parasite (profle) drag (form, skin friction and interference
	drag); lift/drag ratio.
Distribution of the four	balance and couples; lift and mass; thrust and drag; methods of achieving
forces:	balance.
	Flying controls; the three planes (pitching about the lateral axis; rolling
	about the longitudinal axis; yawing about the normal axis); effects of
Flying controls:	the elevators (stabilator), ailerons and rudder; control in pitch, roll and
	yaw; cross coupling, roll and yaw; mass and aerodynamic balance of
	control surfaces.
Trimming controls:	basic trim tab, balance tab and anti-balance tab; purpose and function;
Trimming controls:	method of operation.
	method of operation.

	simple, split, slotted and Fowler faps; purpose and function; operational
Flaps and slats:	use; slats, leading edge; purpose and function; normal/automatic
	operation.
	stalling angle of attack; disruption of smooth airfow; reduction of
	lift, increase of drag; movement of centre of pressure; symptoms of
The stall:	development; aeroplane characteristics at the stall; factors affecting stall
The stall:	speed and aeroplane behaviour at the stall; stalling from level, climbing,

	descending and turning fight; inherent and artifcial stall warnings;
	recovery from the stall.
Avoidance of spins:	wing tip stall; the development of roll; recognition at the incipient stage;
Avoidance of spins:	immediate and positive stall recovery.
	immediate and positive stall recovery.
	defnitions of static and dynamic stability; longitudinal stability; centre
Stability:	of gravity effect on control in pitch; lateral and directional stability;
	interrelationship, lateral and directional stability.
Load factor and	structural considerations; manoeuvring and gust envelope; limiting load
Load factor and	factors, with and without faps; changes in load factor in turns and pull-
manoeuvres:
manoeuvres:	ups; manoeuvring speed limitations; in-fight precautions.
	ups; manoeuvring speed limitations; in-fight precautions.

Stress loads on the	side loads on the landing gear; landing; Taxiing, precautions during
ground:	turns.

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PRINCIPLES OF FLIGHT SYLLABUS

352

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Aeroplane Performance

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TABLE OF CONTENTS

AEROPLANE PERFORMANCE
CHAPTER 1: INTRODUCTION	353
CHAPTER 2: TAKE-OFF	357
CHAPTER 3: CLIMB	387
CHAPTER 4: EN-ROUTE PERFORMANCE	417
CHAPTER 5: LANDING	441
AEROPLANE PERFORMANCE SYLLABUS	459
ANSWERS TO PRINCIPLES OF FLIGHT QUESTIONS	461
ANSWERS TO AEROPLANE PERFORMANCE QUESTIONS	467
PRINCIPLES OF FLIGHT INDEX	471
AEROPLANE PERFORMANCE INDEX	479

iii

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TABLE OF CONTENTS

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