The portion of drag that is generated because of the shape of the airplane. Generated in the turbulent areas of airflow where slipstream does not conform to aircraft shape. Varies directly with the airspeed. The boundary layer air creates stagnant layer of air molecules. Drag is created when the slipstream comes in contact with this stagnant flow. Created by the collision of airstreams. Causes eddy currents, restrictions, and turbulence to smooth flow. Drag created as a result of the production of lift. Induced drag creates wingtip vortices and vertical velocities. Varies inversely with the airspeed. chord lineb. center of pressurec. relative windd. none of the above. DRAGTotal drag is that component of the total aerodynamic force parallel to the RELATIVE WIND that tends to retard the motion of the aircraft.

DRAGAn airfoil with a higher lift to drag ratio is more efficient than an airfoil with a lower lift to drag ratio. The airplane enters the region of reverse command. The airplane is flown above CL max. The airfoil is flown at an angle of attack greater than that for maximum lift. low airspeedb. density altitudec. seperation of boundary-layer air. This results in an increase in dynamic pressure above the wing. an increase in the static pressure above the wing. Neither a or b. a further increase in lift. the boundary-layer separation point moving forward on the airfoil. a decreased top surface area of the wing available to produce lift. b and c. The boundary-layer separation point moving forward leaving a smaller wing surface area available to develop lift. A method used to counteract torque. That stupid lemon they always ruin your Corona with. The twist of an airfoil having different geometric angles of attack at different spanwise locations.

Root has greater angle of incidence than tipRoot operates at an aerodynamically lower of attack. Varying the angle of incidence along the wing. The addition of leading-edge slots. Designing different values of CL maximum along the span of the wing. Adding full top rudder during the execution of an aileron roll. An increase in load factor will result in an increase in stall speed. If stalling speed is directly proportional to the the square root of the load factor then. With this in mind, which statement is correct during climb? Thrust must overcome drag and gravity. Weight is not perpendicular to the RW. Weight acts perpendicular to thrustd. provides the best obstacle clearance performance.

is a safe best angle of climb speed. is greater than the true best angle of climb speed. Thrust required TR remains same at all altitudes. sin y must decrease to compensate for decreasing TA. FACTORS AFFECTING ANGLE OF CLIMB WEIGHT An increase results in an increase of TR. An increase results in decrease of excess TA. An increase results in shallower angle of climb. Affects the horizontal distance covered across ground. HPR remains relatively constant. ROC decreases with increase in altitude. Increase in weight results in increase in HPR. Increase in weight results in decrease in excess HPA. Increase in weight shortens gliding distance. Increase in weight lengthens gliding distance c. Weight has no affect on gliding distance.

Maximum gliding distance is attained--a. At Clmasb. At its minimum glide angle. At its maximum glide angle. All of the above. Centrifugal force. Centripetal force. The lift force. Centripetal b. drag, thrustb. centripetal, centrifugal c. centrifugal, centripetald. weight, centrifugal. The force opposing the vertical component is weight, and the force opposing the horizontal component is centrifugal. This phenomenon--a. is a cushion of air. is cancelled out with approach flaps. reduces induced drag. These forces are:a. Propeller slippaged. All of the abovee. These forces are:. remains unchangedb. An increase in Density Altitude results in an increase in takeoff distance. This increase is due to the additional IAS required to develop the same amount of lift required at a lower Density Altitude.

This is overcome with:a. Speed brakesc. Reverse thrustd. This is overcome with:. Adding more flat-plate drag surface area to the slipstream. Increasing induced drag. Shifting weight of airplane to the tires and thereby increasing rolling friction. The net deceleration force of aerodynamic braking is most effective--a. During the last half of the landing roll. During the first half of the landing roll. Throughout the entire landing roll. The net deceleration force of wheel braking is most effective--a. Aerodynamic brakingb. Wheel braking friction c. Reverse thrust. Flap settingb. Aircraft weightc. Water depthd. Tire pressuree. Tread design. positive dynamic stabilityb. positive static stabilityc. desirable static stability. An object possesses positive static stability if it tends to return to its equilibrium position after it has been moved.

Negative static and negative dynamic stability. Neutral static and neutral dynamic stability. Positive static and positive dynamic stability. The AC must be ahead of the CGb. The AC must be behind of the CGc. The AC and CG must always be the same. Books to Borrow Open Library. Featured All Books All Texts This Just In Smithsonian Libraries FEDLINK US Genealogy Lincoln Collection. Top American Libraries Canadian Libraries Universal Library Project Gutenberg Children's Library Biodiversity Heritage Library Books by Language Additional Collections. Featured All Video This Just In Prelinger Archives Democracy Now!

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