STALLING

Question 1

A stall is caused by __________. Separation can occur ________________ or the ___________________.
An aeroplane can be stalled at any ______ or ____________.

Answer 1

A stall is caused by airflow separation. Separation can occur when either the boundary layer has insufficient kinetic energy or the adverse pressure gradient becomes too great.
An aeroplane can be stalled at any airspeed or attitude.

Question 2

To recover from a stall or prevent a full stall, _______________________ AND _____________

Answer 2

To recover from a stall or prevent a full stall, the angle of attack must be decreased to reduce
the adverse pressure gradien, while applying maximum authorised power to minimise height loss.

Question 3

The first indications of a stall may be provided by any or all of the following:-

Answer 3

–unresponsive or sluggish flight controls,
–a stall warning or stall prevention device, or
– A nose‑down pitch that cannot be readily arrested;
– Aerodynamic Buffeting, of a magnitude and severity that is a strong and effective deterrent to further
speed reduction; or
–The pitch control reaches the aft stop and no further increase in pitch attitude occurs
when the control is held full aft for a short time before recovery is initiated.

Question 4

On straight wing aircraft the rudder should be used to yaw the aircraft ________________. Swept wing aircraft basic stall requirements are designed to enable the ailerons to be used successfully up to ”stall recognition.

Answer 4

On straight wing aircraft the rudder should be used to yaw the aircraft just enough to increase the speed of a dropping wing to maintain a wings level attitude. Swept wing aircraft basic stall requirements are designed to enable the ailerons to be used successfully up to ”stall recognition.

Question 5

Small” aircraft (CS-23) use ___________ on which to base the stall speed.
For “Large” aircraft (CS-25) a ___________.
¾¾ The reference stall speed (VSR ) is a calibrated airspeed defined by the aircraft manufacturer.
VSR may not be less than a 1-g stall speed. VSR is expressed as:-
_____________________–

Answer 5

Small” aircraft (CS-23) use VS0 and VS1 on which to base the stall speed.
For “Large” aircraft (CS-25) a reference stall speed, VSR , is used.
¾¾ The reference stall speed (VSR ) is a calibrated airspeed defined by the aircraft manufacturer.
VSR may not be less than a 1-g stall speed. VSR is expressed as:-
Where:- VSR ≥(VCLMAX/√nZW)

Question 6

On aircraft without a stick pusher, VSR can be considered to be ________________. But it is impossible to fly at speeds less than that at which the stick pusher activates, so for aircraft fitted with a stick pusher, VSR will be _____________________________.

Answer 6

On aircraft without a stick pusher, VSR can be considered to be the same as the 1g stall speed (VS1g ). But it is impossible to fly at speeds less than that at which the stick pusher activates, so for aircraft fitted with a stick pusher, VSR will be 2 knots or 2% greater than the speed at which the stick pusher activates.

Question 7

Density altitude does not effect indicated stall speed. True/ False

Answer 7

Density altitude does not effect indicated stall speed.

Question 8

Features of aerofoil section design which affect behaviour near the stall are:

Answer 8

– leading edge radius,
– thickness-chord ratio,
– camber, and particularly the amount of camber near the leading edge, and
– chordwise location of the points of maximum thickness and maximum camber.

Generally, the sharper the nose (small leading edge radius), the thinner the aerofoil section,
or the further aft the position of maximum thickness and camber, the more sudden will be the
stall. i.e. an aerofoil section designed for efficient operation at higher speeds,

Question 9

–On a rectangular wing, separation tends to begin at _____, and spreads out _____. Reduction in lift initially occurs ________, and if it occurs on one wing before the other, there is little tendency for the aircraft to roll.
–The aircraft loses height, but in doing so remains more or less wings level.
–Loss of lift is felt _____ of the centre of gravity of the aircraft and the CP moves _____, so the nose ___ and angle of attack is reduced.

Answer 9

–On a rectangular wing, separation tends to begin at the root, and spreads out towards the tip. Reduction in lift initially occurs inboard near the aircraft CG, and if it occurs on one wing before the other, there is little tendency for the aircraft to roll.
–The aircraft loses height, but in doing so remains more or less wings level.
–Loss of lift is felt ahead of the centre of gravity of the aircraft and the CP moves rearwards, so the nose drops and angle of attack is reduced.

Question 10

To give favourable stall characteristics, a tapered wing must be modified using one or more of the following:-

Answer 10

To give favourable stall characteristics, a tapered wing must be modified using one or more of the following:-
– Geometric twist (washout), a decrease in incidence from root to tip. This decreases the angle of attack at the tip, and the root will tend to stall first.
– The aerofoil section may be varied throughout the span such that sections with greater thickness and camber are located near the tip. The higher CL MAX of such sections delays stall so that the root will tend to stall first.
–Leading edge slots,
–Stall Strips- At higher angles of attack stall strips promote separation, but will not effect the efficiency
of the wing in the cruise. An aerofoil section with a smaller leading edge radius at the root would promote
airflow separation.
–Vortex generators-They each generate a small vortex which causes the free stream flow of high energy air to mix with and add kinetic energy to the boundary layer. This re-energises the boundary layer and tends to delay separation.

Question 12

Separation can occur when either the boundary layer has ______________ or the
_______________________________.

Answer 12

Separation can occur when either the boundary layer has insufficient kinetic energy or the
adverse pressure gradient becomes too great.

Question 13

The coefficient of lift at which a stall occurs is _____________-

Answer 13

The coefficient of lift at which a stall occurs is CL MAX

Question 14

On small aircraft, the _______ should be used to prevent wing drop at the stall
On swept wing aircraft the _____________ should be used to prevent wing drop at the stall

Answer 14

On small aircraft, the rudder should be used to prevent wing drop at the stall
On swept wing aircraft the ailerons should be used to prevent wing drop at the stall

Question 15

Reference stall speed (VSR ) is a CAS defined by ______________.
VSR may not ___________ than a 1g stall speed.

Answer 15

Reference stall speed (VSR ) is a CAS defined by the aircraft manufacturer.
VSR may not be less than a 1g stall speed.

Question 16

Most angle of attack sensors compute ____________________ to give earlier warning
in the case of accelerated rates of stall approach

Answer 16

Most angle of attack sensors compute the rate of change of angle of attack to give earlier warning
in the case of accelerated rates of stall approach

Question 17

An aerofoil section with a small leading edge radius will stall at a ________ angle of attack and
the stall will be ____________

Answer 17

An aerofoil section with a small leading edge radius will stall at a smaller angle of attack and
the stall will be more sudden

Question 18

An aerofoil section with a large thickness-chord ratio will stall at a ____ angle of attack and will stall ___________.
An aerofoil section with camber near the leading edge will stall at ____________.
A rectangular wing plan form will tend to stall at the _________–.

Answer 18

An aerofoil section with a large thickness-chord ratio will stall at a higher angle of attack and will stall more gently.
An aerofoil section with camber near the leading edge will stall at a higher angle of attack.
A rectangular wing plan form will tend to stall at the root first.

Question 19

A swept back wing has an increased tendency to tip stall due to the spanwise flow of boundary
layer from root to tip on the wing top surface. Methods of delaying tip stall on a swept wing
planform are:-

Answer 19

a. Wing fences, thin metal fences which generally extend from the leading edge to the trailing edge on the wing top surface
b. Vortilons, also thin metal fences, but smaller and are situated on the underside of the wing leading edge
c. Saw tooth leading edge, generates vortices over wing top surface at high angles of attack
d. Engine pylons of pod mounted wing engines also act as vortilons
e. Vortex generators are also used to delay tip stall on a swept wing

Question 20

The _______ wing is the major contributory factor to super stall.

Answer 20

The swept wing is the major contributory factor to super stall.

Question 21

Factors which can affect VSR are:

Answer 21

a. Changes in weight.
b. Manoeuvring the aircraft (increasing the load factor).
c. Configuration changes (changes in CL MAX and pitching moment).
d. Engine thrust and propeller slipstream
e. Mach number
f. Wing contamination
g. Heavy rain

Question 22

If the weight is decreased by 50% the stall speed will decrease by approximately _______
Load factor varies with ________.
The increase in stall speed in a turn is proportional to the ______________.
High lift devices will decrease the stall speed because ______________.

Answer 22

If the weight is decreased by 50% the stall speed will decrease by approximately 25%.
Load factor varies with bank angle.
The increase in stall speed in a turn is proportional to the square root of the load factor.
High lift devices will decrease the stall speed because CL MAX is increased.

Question 23

Forward CG movement will _____ stall speed due to ________________.
Lowering the landing gear will increase stall speed due to the ____________-.

Answer 23

Forward CG movement will increase stall speed due to the increased tail down load.
Lowering the landing gear will increase stall speed due to the increased tail down load.

Question 24

Increased engine power will decrease stall speed due _____________
The effect of increasing Mach number on stall speed begin at __________.
The effects of compressibility increases stall speed by ___________.
The formation of ice on the leading edge of the wing can ________ stall speed by ________%.
Frost formation on the wing can increase stall speed by __________%.

Answer 24

Increased engine power will decrease stall speed due to propeller slipstream and/or the
upwards inclination of thrust.
The effect of increasing Mach number on stall speed begin at 0.4M.
The effects of compressibility increases stall speed by decreasing CL MAX.
The formation of ice on the leading edge of the wing can increase stall speed by 30%.
Frost formation on the wing can increase stall speed by 15%.

Question 25

Airframe contamination increases stall speed by _______________, ______________ ____________________ and/or ___________________ of the boundary layer.

Answer 25

Airframe contamination increases stall speed by reducing CL MAX, increasing the adverse pressure gradient and/or reducing the kinetic energy of the boundary layer.

Question 26

Indications of an icing-induced stall can be ____________, _________ or ________ and __________. Artificial stall warning will be absent, but aerodynamic buffet may assist in identifying the onset of wing stall.

Answer 26

Indications of an icing-induced stall can be loss of aircraft performance, roll oscillations or wing drop and high rate of descent. Artificial stall warning will be absent, but aerodynamic buffet may assist in identifying the onset of wing stall.

Question 27

Very heavy rain can increase the stall speed due to the ____________

Answer 27

Very heavy rain can increase the stall speed due to the film of water altering the aerodynamic contour of the wing.

Question 28

A spin may also develop if forces on the aircraft are unbalanced in other ways, for example, from yaw forces due to ______________, or if the _________________________.

Answer 28

A spin may also develop if forces on the aircraft are unbalanced in other ways, for example, from yaw forces due to an engine failure on a multi-engine aircraft, or if the CG is laterally displaced by an unbalanced fuel load.

Question 29

The following is a general recovery procedure for erect spins:-

Answer 29

1. Move the throttle or throttles to idle. 2. Neutralise the ailerons. 3. Apply full rudder against the spin. 4. Move the elevator control briskly to approximately the neutral position. 5. Hold the recommended control positions until rotation stops. 6. As rotation stops, neutralise the rudder. 7. Recover from the resulting dive with gradual back pressure on the pitch control

Question 30

--A crossed-control stall can be avoided by _________. --A stall can occur at any _______ or flight ___________ if the _______ angle of attack is exceeded. --A secondary stall can be triggered either by ___________________ or by not allowing _________________.

Answer 30

--A crossed-control stall can be avoided by maintaining the ball of the slip indicator in the middle. --A stall can occur at any speed or flight attitude if the critical angle of attack is exceeded. --A secondary stall can be triggered either by not decreasing the angle of attack enough at stall warning or by not allowing sufficient time for the aircraft to begin flying again before attempting to regain lost altitude.

Question 31

What is a Shock Stall ?

Answer 31

If a large shockwave forms on the wing, due to an inadvertent overspeed. The locally increased adverse pressure gradient will cause the boundary layer to separate immediately behind the shock wave. This is called ‘shock stall’.

Question 32

What is a Deep Stall ?

Answer 32

Separated airflow from the stalled wing will immerse a high-set tailplane in low energy turbulent air. Elevator effectiveness is greatly reduced making it impossible for the pilot to decrease the angle of attack. The aeroplane will become stabilized in what is known as the “super-stall” or “deep-stall” condition.Clearly, the combination of a swept-back wing and a high mounted tailplane (‘T’ - Tail) are the factors involved in the “super or deep-stall”. THE SWEPT-BACK WING IS THE MAJOR CONTRIBUTORY FACTOR.In-and-of-itself, mounting the engines on the rear fuselage does not contribute to super stall.

Question 33

Devices which are used to protect an ac from Super- Stall

Answer 33

--An aircraft design which exhibits super-stall characteristics must be fitted with a device to prevent it from ever stalling. This device is a stick pusher. Once such an aircraft begins to stall it is too late; the progression to super stall is too fast for a human to respond, and the aircraft cannot then be un-stalled. --A stick pusher is a device attached to the elevator control system, which physically pushes the control column forward, reducing the angle of attack before super-stall can occur.The force of the push is typically about 80 lbs. This is regarded as being high enough to be effective, but not too high to hold in a runaway situation.

Question 34

______- altitude does not effect indicated stall speed. The angle of attack at which stall occurs _____ be affected by the weight.

Answer 34

Density altitude does not effect indicated stall speed. The angle of attack at which stall occurs will NOT be affected by the weight.

Question 35

As an example: at a weight of 588,600 N an aircraft stalls at 150 Kt CAS, what is the VS1g stall speed at a weight of 470,880 N?

Answer 35

134 knots CAS

Question 37

--The increase of lift in a level turn is a function of _________. --Load factor ____________ effect stall angle. --VS t = ___________-

Answer 37

--The increase of lift in a level turn is a function of the bank angle only. --Load factor does not effect stall angle. --VS t = VS √1/cos Φ

Question 38

The 1g stall speed is 150 knots CAS, what will be the stall speed in a 45° bank and 60 deg AOB ?

Answer 38

178 knots CAS, 212 knots CAS

Question 39

As altitude increases, stall speed is initially constant then increases, due to ________.

Answer 39

As altitude increases, stall speed is initially constant then increases, due to compressibility.

Question 40

EFFECT OF HEAVY RAIN ON STALL SPEED

Answer 40

WEIGHT: Heavy rain will form a film of water on an aircraft and increase its weight slightly, maybe as much as 1 - 2%, this in itself will increase stall speed. AERODYNAMIC EFFECT: The film of water will distort the aerofoil, roughen the surface, and alter the airflow pattern on the whole aircraft. CL MAX will decrease causing stall speed to increase. DRAG: The film of water will increase interference drag, profile drag and form drag. In light rain, drag may increase by 5%, moderate 20% and heavy rain up to 30%. This obviously increases thrust required. IMPACT: An additional consideration, while not affecting stall speed, is the effect of the impact of heavy rain on the aircraft. Momentum will be lost and airspeed will decrease, requiring increased thrust. At the same time, heavy rain will also be driving the aircraft downwards. The volume of rain in any given situation will vary, but an aircraft on final approach which suddenly enters a torrential downpour of heavy rain will be subject to a loss of momentum and a decrease in altitude, similar to the effect of microburst windshear

Question 41

What is spin and what are the characteristics of spin ?

Answer 41

A spin may be defined as an aggravated stall resulting in autorotation, which means the rotation is stable and will continue due to aerodynamic forces if nothing intervenes. During the spin the wings remain unequally stalled.The important characteristics of a spin are:- a) the aircraft is descending along a steep helical path about a vertical spin axis, b) the angle of attack of both wings is well above the stall angle, c) the aircraft has a high rate of rotation about the vertical spin axis, d) viewed from above, the aircraft executes a circular path about the spin axis, and the radius of the helix is usually less than the semi-span of the wing, e) the aircraft may be in the “erect” or “inverted” position in the spin.

Question 42

PHASES OF A SPIN

Answer 42

There are three phases of a spin. 1. The incipient spin is the first phase, and exists from the time the aeroplane stalls and rotation starts until the spin is fully developed. 2. A fully developed spin exists from the time the angular rotation rates, airspeed, and vertical descent rate are stabilized from one turn to the next. 3. The third phase, spin recovery, begins when the anti-spin forces overcome the pro-spin forces.

Question 43

What is the Effect of CG position on the Spin ?

Answer 43

a) CG towards the forward limit makes an aircraft more stable, and control forces will be higher which makes it less likely that large, abrupt control movements will be made. When trimmed, the aeroplane will tend to return to level flight if the controls are released, but the stall speed will be higher. b) CG towards the aft limit decreases longitudinal static stability and reduces pitch control forces, which tends to make the aeroplane easier to stall. Once a spin is entered, the further aft the CG, the flatter the spin attitude. c) If the CG is outside the aft limit, or if power is not reduced promptly, the spin is more likely to go flat. A flat spin is characterised by a near level pitch and roll attitude with the spin axis near the CG. Although the altitude lost in each turn of a flat spin may be less than in a normal spin, the extreme yaw rate (often exceeding 400° per second) results in a high descent rate. The relative airflow in a flat spin is nearly straight up, keeping the wings at high angles of attack. More importantly, the upward flow over the tail may render the elevator and rudder ineffective, making recovery impossible.

Question 44

ACCELERATED STALL

Answer 44

An accelerated stall is caused by abrupt or excessive control movement. An accelerated stall can occur during a sudden change in the flight path, during manoeuvres such as steep turns or a rapid recovery from a dive. It is called an “accelerated stall” because it occurs at a load factor greater than 1g. An accelerated stall is usually more violent than a 1g stall, and is often unexpected because of the relatively high airspeed.

Question 45

Stall speed in a 25° and 30° bank if VS1g = 150 kt CAS. (with % comparisons) 25° = ____ kt CAS (5% increase in stall speed above VS1g) [lift 10% greater] 30° = _________ kt CAS (7% increase in stall speed above VS1g) [lift 15% greater] 45° = _____ kt CAS (19% increase in stall speed above VS1g) [lift 41% greater] 60° = ___________ kt CAS (41% increase in stall speed above VS1g) [lift 100% greater]

Answer 45

Stall speed in a 25° and 30° bank if VS1g = 150 kt CAS. (with % comparisons) 25° = 158 kt CAS (5% increase in stall speed above VS1g) [lift 10% greater] 30° = 161 kt CAS (7% increase in stall speed above VS1g) [lift 15% greater] 45° = 178 kt CAS (19% increase in stall speed above VS1g) [lift 41% greater] 60° = 212 kt CAS (41% increase in stall speed above VS1g) [lift 100% greater]

Question 46

An aeroplane will stall at the same: a. angle of attack and attitude with relation to the horizon b. airspeed regardless of the attitude with relation to the horizon c. angle of attack regardless of the attitude with relation to the horizon d. indicated airspeed regardless of altitude, bank angle and load factor

Answer 46

C

Question 47

A typical stalling angle of attack for a wing without sweepback is: a. 4° b. 16° c. 30° d. 45°

Answer 47

B

Question 48

If the aircraft weight is increased without change of C of G position, the stalling angle of attack will: a. remain the same. b. decrease. c. increase. d. the position of the CG does not affect the stall speed.

Answer 48

A

Question 49

If the angle of attack is increased above the stalling angle: a. lift and drag will both decrease. b. lift will decrease and drag will increase. c. lift will increase and drag will decrease. d. lift and drag will both increase.

Answer 49

B

Question 50

The angle of attack at which an aeroplane stalls: a. will occur at smaller angles of attack flying downwind than when flying upwind b. is dependent upon the speed of the airflow over the wing c. is a function of speed and density altitude d. will remain constant regardless of gross weight

Answer 50

D

Question 51

An aircraft whose weight is 237402 N stalls at 132 kt. At a weight of 356,103 N it would stall at: a. 88 kt b. 162 kt c. 108 kt d. 172 kt

Answer 51

B

Question 52

For an aircraft with a 1g stalling speed of 60 kt IAS, the stalling speed in a steady 60° turn would be: a. 43 kt b. 60 kt c. 84 kt d. 120 kt

Answer 52

C

Question 53

For an aircraft in a steady turn the stalling speed would be: a. the same as in level flight b. at a lower speed than in level flight c. at a higher speed than in level flight, and a lower angle of attack. d. at a higher speed than in level flight and at the same angle of attack.

Answer 53

D

Question 54

Formation of ice on the wing leading edge will: a. not affect the stalling speed. b. cause the aircraft to stall at a higher speed and a higher angle of attack. c. cause the aircraft to stall at a higher speed and a lower angle of attack. d. cause the aircraft to stall at a lower speed.

Answer 54

C

Question 55

Dividing lift by weight gives: a. wing loading b. lift/drag ratio c. aspect ratio d. load factor

Answer 55

D

Question 56

The stalling speed of an aeroplane is most affected by: a. changes in air density b. variations in aeroplane loading c. variations in flight altitude d. changes in pitch attitude

Answer 56

B

Question 57

Stalling may be delayed to a higher angle of attack by: a. increasing the adverse pressure gradient b. increasing the surface roughness of the wing top surface c. distortion of the leading edge by ice build-up d. increasing the kinetic energy of the boundary layer

Answer 57

D

Question 58

A stall inducer strip will: a. cause the wing to stall first at the root b. cause the wing to stall at the tip first c. delay wing root stall d. re-energise the boundary layer at the wing root

Answer 58

A

Question 59

On a highly tapered wing without wing twist the stall will commence: a. simultaneously across the whole span. b. at the centre of the span. c. at the root. d. at the tip.

Answer 59

D

Question 60

Sweepback on a wing will: a. reduce induced drag at low speed. b. increase the tendency to tip stall. c. reduce the tendency to tip stall. d. cause the stall to occur at a lower angle of attack.

Answer 60

B

Question 61

The purpose of a boundary layer fence on a swept wing is: a. to re‑energise the boundary layer and prevent separation. b. to control spanwise flow and delay tip stall. c. to generate a vortex over the upper surface of the wing. d. to maintain a laminar boundary layer.

Answer 61

B

Question 62

A wing with washout would have: a. the tip chord less than the root chord. b. the tip incidence less than the root incidence. c. the tip incidence greater than the root incidence. d. the tip camber less than the root camber.

Answer 62

B

Question 63

On an untapered wing without twist the downwash: a. increases from root to tip. b. increases from tip to root. c. is constant across the span. d. is greatest at centre span, less at root and tip.

Answer 63

A

Question 64

A wing of constant thickness which is not swept back: a. will stall at the tip first due to the increase in spanwise flow. b. could drop a wing at the stall due to the lack of any particular stall inducing characteristics. c. will pitch nose down approaching the stall due to the forward movement of the centre of pressure. d. will stall evenly across the span.

Answer 64

B

Question 65

Slots increase the stalling angle of attack by: a. Increasing leading edge camber. b. delaying separation. c. Reducing the effective angle of attack. d. Reducing span-wise flow.

Answer 65

B

Question 66

A rectangular wing, when compared to other wing planforms, has a tendency to stall first at the: a. wing root providing adequate stall warning b. wingtip providing inadequate stall warning c. wingtip providing adequate stall warning d. leading edge, where the wing root joins the fuselage

Answer 66

A

Question 67

Vortex generators are used: a. to reduce induced drag b. to reduce boundary layer separation c. to induce a root stall d. to counteract the effect of the wing‑tip vortices.

Answer 67

B

Question 68

A stick shaker is: a. an overspeed warning device that operates at high Mach numbers. b. an artificial stability device. c. a device to vibrate the control column to give a stall warning. d. a device to prevent a stall by giving a pitch down.

Answer 68

C

Question 69

A stall warning device must be set to operate: a. at the stalling speed. b. at a speed just below the stalling speed. c. at a speed about 5% to 10% above the stalling speed. d. at a speed about 20% above the stalling speed.

Answer 69

C

Question 70

Just before the stall the wing leading edge stagnation point is positioned: a. above the stall warning vane b. below the stall warning vane c. on top of the stall warning vane d. on top of the leading edge because of the extremely high angle of attack

Answer 70

B

Question 71

A wing mounted stall warning detector vane would be situated: a. on the upper surface at about mid chord. b. on the lower surface at about mid chord. c. at the leading edge on the lower surface. d. at the leading edge on the upper surface.

Answer 71

C

Question 72

The input data to a stall warning device (e.g. stick shaker) system is: a. angle of attack only. b. angle of attack, and in some systems rate of change of angle of attack. c. airspeed only. d. airspeed and sometimes rate of change of airspeed.

Answer 72

B

Question 73

A stick pusher is: a. a device to prevent an aircraft from stalling. b. a type of trim system. c. a device to assist the pilot to move the controls at high speed. d. a device which automatically compensates for pitch changes at high speed.

Answer 73

A

Question 74

In a developed spin: a. the angle of attack of both wings will be positive b. the angle of attack of both wings will be negative c. the angle of attack of one wing will be positive and the other will be negative d. the down going wing will be stalled and the up going wing will not be stalled

Answer 74

A

Question 75

To recover from a spin, the elevators should be: a. moved up to increase the angle of attack b. moved down to reduce the angle of attack c. set to neutral d. allowed to float

Answer 75

B

Question 76

High speed buffet (shock stall) is caused by: a. the boundary layer separating in front of a shockwave at high angles of attack b. the boundary layer separating immediately behind the shock wave c. the shock wave striking the tail of the aircraft d. the shock wave striking the fuselage

Answer 76

B

Question 77

In a 30° bank level turn, the stall speed will be increased by: a. 7% b. 30% c. 1.07% d. 15%

Answer 77

A

Question 78

Heavy rain can increase the stall speed of an aircraft for which of the following reasons? a. Water increases the viscosity of air b. Heavy rain can block the pitot tube, giving false airspeed indications c. The extra weight and distortion of the aerodynamic surfaces by the film of water d. The impact of heavy rain will slow the aircraft

Answer 78

C

Question 79

If the tailplane is supplying a download and stalls due to contamination by ice: a. the wing will stall and the aircraft will pitch-up due to the weight of the ice behind the aircraft CG b. the increased weight on the tailplane due to the ice formation will pitch the aircraft nose up, which will stall the wing c. because it was supplying a download the aircraft will pitch nose up d. the aircraft will pitch nose down

Answer 79

D

Question 80

Indications of an icing-induced stall can be: 1. An artificial stall warning device 2. Airspeed close to the normal stall speed 3. Violent roll oscillations 4. Airframe buffet 5. Violent wing drop 6. Extremely high rate of descent while in a ‘normal’ flight attitude a. 1, 2, 4 and 5 b. 1, 3 and 5 c. 1, 4 and 6 d. 3, 4, 5 and 6

Answer 80

D

Question 81

If a light single engine propeller aircraft is stalled, power-on, in a climbing turn to the left, which of the following is the preferred recovery action? a. elevator stick forward, ailerons stick neutral, rudder to prevent wing drop. b. elevator stick neutral, rudder neutral, ailerons to prevent wing drop, power to idle. c. elevator stick forward, ailerons and rudder to prevent wing drop. d. elevator stick neutral, rudder neutral, ailerons stick neutral, power to idle.

Answer 81

A

Question 82

If the stick shaker activates on a swept wing jet transport aircraft immediately after take-off while turning, which of the following statements contains the preferred course of action? a. Decrease the angle of attack b. Increase thrust c. Monitor the instruments to ensure it is not a spurious warning d. Decrease the bank angle

Answer 82

A