LIFT – Air – DGCA Question Bank For Politics

#1. To maintain altitude, what must be done as Indicated Air Speed (IAS) is reduced:

Decrease angle of attack to reduce the drag.

Increase angle of attack to maintain the correct lift force.

Deploy the speed brakes to increase drag.

Reduce thrust.

#2. If more lift force is required because of greater operating weight, what must be done to fly at the angle of attack which corresponds to CLMAX:

Increase the angle of attack.

Nothing, the angle of attack for CLMAX is constant.

It is impossible to fly at the angle of attack that corresponds to CLMAX.

Increase the Indicated Air Speed (IAS).

#3. Which of the following statements is correct:

To generate a constant lift force, any adjustment in IAS must be accompanied by a change in angle of attack.

For a constant lift force, each IAS requires a specific angle of attack.

Minimum IAS is determined by CLMAX.

The greater the operating weight, the higher the minimum IAS.

#4. What effect does landing at altitude airports have on ground speed with comparable conditions relative to temperature, wind, and aeroplane weight:

Higher than at low altitude.

The same as at low altitude.

Lower than at low altitude.

Dynamic pressure will be the same at any altitude.

#5. What flight condition should be expected when an aircraft leaves ground effect:

A decrease in parasite drag permitting a lower angle of attack.

An increase in induced drag and a requirement for a higher angel of attack.

An increase in dynamic stability.

A decrease in induced drag requiring a smaller angle of attack.

#6. What will be the ratio between airspeed and lift if the angle of attack and other factors remain constant and airspeed is doubled. Lift will be:

Two times greater.

Four times greate.

The same.

One quarter.

#7. What true airspeed and angle of attack should be used to generate the same amount of lift as altitude is increased:

A higher true airspeed for any given angle of attack.

The same true airspeed and angle of attack.

A lower true airspeed and higher angle of attack.

A constant angle of attack and true air speed.

#8. How can an aeroplane produce the same lift in ground effect as when out of ground effect:

A lower angle of attack.

A higher angle of attack.

The same angle of attack.

The same angle of attack, but a lower IAS.

#9. By changing the angle of attack of a wing, the pilot can control the aeroplane's:

Lift and airspeed, but not drag.

Lift, gross weight, and drag.

Lift, airspeed, and drag.

Lift and drag, but not airspeed.

#10. Which flight conditions of a large jet aeroplane create the most severe flight hazard by generating wingtip vortices of the greatest strength:

Heavy, slow, gear and flaps up.

Heavy, fast, gear and flaps down.

Heavy, slow, gear and flaps down.

Weight, gear and flaps, make no difference.

#11. Hazardous vortex turbulence that might be encountered behind large aircraft is created only when that aircraft is:

Using high power settings.

Operating at high airspeeds.

Developing lift.

Operating at high altitude.

#12. Wingtip vortices created by large aircraft tend to:

Rise from the surface to traffic pattern altitude.

Skin below the aircraft generating the turbulence.

Accumulate and remain for a period of time at the point where the takeoff roll began.

Dissipate very slowly when the surface wind is strong.

#13. How does the wake turbulence vortex circulate around each wingtip, when viewed from the rear:

Inward, upward, and around the wingtip.

Counterclockwise

Outward, upward, and around the wingtip.

Outward, downward and around the wingtip.

#14. Which statement is true concerning the wake turbulence produced by a large transport aircraft:

Wake turbulence behind a propeller-driven aircraft is negligible because jet engine thrust is a necessary factor in the formation of vortices.

Vortices can be avoided by flying 300 feet below and behind the flightpath of the generating aircraft.

The vortex characteristics of any given aircraft may be altered by extending the flaps or changing the speed.

Vortices can be avoided by flying downwind of, and below the flight path of the generating aircraft.

#15. What effect would a light crosswind have on the wingtip vortices generated by a large aeroplane that has just taken off:

The downwind vortex will tend to remain on the runway longer than the upwind vortex.

A crosswind will rapidly dissipate the strength of both vortices.

A crosswind will move both vertices clear of the runway.

The upwind vortex will tend to remain on the runway longer than the downwind vortex.

#16. To avoid the wingtip vortices of a departing jet aeroplane during takeoff, the pilot should:

Remain below the flightpath of the jet aeroplane.

Climb above and stay upwind of the jet aeroplane's flightpath.

Lift off at a point well past the jet aeroplane's flightpath.

Remain below and downwind of the jet aeroplane's flightpath.

#17. what wind condition prolongs the hazards of wake turbulence on a landing runway for the longest period of time:

Light quartering tailwind.

Light quartering headwind.

Direct tailwind.

Strong, direct crosswind.

#18. If you take off behind a heavy jet that has landed, you should plan to lift off:

Prior to the point where the jet touched down.

At the point where the jet touched down and on the upwind edge of the runway.

Before the point where the jet touched down and on the downwind edge of the runway.

Beyond the point where the jet touched down.

#19. The adverse effects of ice, snow, or frost on aircraft performance and flight characteristics include decreased lift and:

Increased thrust.

A decreased stall speed.

An increased stall speed.

An aircraft will always stall at the same indicated airspeed.

#20. Lift on a wing is most properly defined as the:

Differential pressure acting perpendicular to the chord of the wing.

Force acting perpendicular to the relative wind.

Reduced pressure resulting from a laminar flow over the upper camber of an aerofoil, which acts perpendicular to the mean camber.

Force acting parallel with the relative wind and in the opposite direction.

#21. Which statement is true relative to changing angle of attack:

A decrease in angle of attack will increase pressure below the wing, and decrease drag.

An increase in angle of attack will decrease pressure below the wing, and increase drag.

An increase in angle of attack will increase drag.

An increase in angle of attack will decrease the lift coefficient.

#22. The angle of attack of a wing directly controls the:

Angle of incidence of the wing.

Distribution of pressures acting on the wing.

Dynamic pressure acting in the airflow.

Amount of airflow above and below the wing.

#23. In theory, if the angle of attack and other factors remain constant and the airspeed is doubled, the lift produced at the higher speed will be;

The same as at the lower speed.

Two times greater than at the lower speed.

Four times greater than at the lower speed.

One quarter as much.

#24. An aircraft wing is designed to produce lift resulting from a difference in the:

Negative air pressure below and a vacuum above the wing's surface.

Vacuum below the wing's surface and greater air pressure above the wing's surface.

Higher air pressure below the wing's surface and lower air pressure above the wing's surface.

Higher pressure at the leading edge than at the trailing edge.

#25. On a wing, the force of lift acts perpendicular to, and the force of drag acts parallel to the:

Camber line.

Longitudinal axis.

Chord line.

Flightpath.

#26. Which statement is true, regarding the opposing forces acting on an aeroplane in steady-state level flight:

Thrust is greater than drag and weight and lift are equal.

These forces are equal.

Thrust is greater than drag and lift is greater than weight.

Thrust is slightly greater than Lift, but the drag and weight are equal.

#27. At higher elevation airports the pilot should know that indicated airspeed:

Will be unchanged, but ground speed will be faster.

Will be higher, but ground speed will be unchanged.

Should be increased to compensate for the thinner air.

Should be higher to obtain a higher landing speed.

#28. An aeroplane leaving ground effect will:

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

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

Experience a reduction in induced drag and require a smaller angle of attack.

Experience an increase in induced drag and require more thrust.

#29. If the same angle of attack is maintained in ground effect as when out of ground effect, lift will:

Increase, and induced drag will decrease.

Decrease, and induced drag will increase.

Decrease and induced drag will decrease.

#30. Which is true regarding the force of lift in steady, unaccelerated flight:

There is a corresponding indicated airspeed required for every angle of attack to generate sufficient lift to maintain altitude.

An aerofoil will always stall at the same indicated airspeed; therefore, an increase in weight will require an increase in speed to generate sufficient lift to maintain altitude.

At lower airspeeds the angle of attack must be less to generate sufficient lift to maintain altitude.

The lift force must be exactly equal to the drag force.

#31. At a given Indicated Air Speed, what effect will an increase in air density have on lift and drag:

Lift will increase but drag will decrease.

Lift and drag will increase.

Lift and drag will decrease.

Lift and drag will remain the same.

#32. 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 aircraft:

Unless the airspeed is greater than the normal stall speed.

Regardless of airspeed or pitch attitude.

Unless the pitch attitude is on or below the natural horizon.

In which case, the control column should be pulled-back immediately.

#33. Given That: Aircraft A. Wingspan: 51 m, Average wing chord: 4 m, Aircraft B. Wingspan: 48 m, Average wing chord: 3.5 m. Determine the correct aspect ratio and wing area.

Aircraft A has an aspect ratio of 13.7, and has a larger wing area than aircraft B.

Aircraft B has an aspect ratio of 13.7, and has a smaller wing area than aircraft A.

Aircraft B has an aspect ratio of 12.75, and has a smaller wing area than aircraft A.

Aircraft A has an aspect ratio of 12.75, and has a smaller wing area than aircraft B.

#34. Aspect ratio of the wing is defined as the ratio of the:

Wingspan to the wing root.

Square of the chord to the wing span.

Wing span to the average chord.

Square of the wing area to the span.

#35. What changes to aircraft control must be made to maintain altitude while the airspeed is being decreased:

Increase the angle of attack to compensate for the decreasing dynamic pressure.

Maintain a constant angle of attack until the desired airspeed is reached, then increase the angle of attack.

Increase angle of attack to produce more lift than weight.

Decrease the angle of attack to compensate for the decrease in drag.

#36. Take-off from an airfield with a low density altitude will result in:

a longer take-off run.

a higher than standard IAS before lift off.

a higher TAS for the same lift off IAS.

a shorter take off run because of the lower TAS required for the same IAS.

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