The operator of an aircraft that has been involved in an accident is 
required to file an accident report within how many days? 





   ANSWER: 10. 

   The operator of an aircraft shall file a 
   report on NTSB Form 6120.1/2 within 10 days after an 
   accident, or after 7 days if an overdue aircraft is still missing. 
   A report on an incident for which notification is required 
   shall be filed only as required. 

The operator of an aircraft that has been involved in an incident is 
required to submit a report to the nearest field office of the NTSB 





   ANSWER: when requested. 

   The operator of an aircraft shall file a 
   report on NTSB Form 6120.1/2 only when requested. A 
   report is required within 10 days of an accident, or after 7 
   days if an overdue aircraft is still missing. 

The four forces acting on an airplane in flight are 





   ANSWER: lift, weight, thrust, and drag. 

   Lift is produced by the wings and 
   opposes weight, which is the result of gravity. Thrust is 
   produced by the engine/propeller and opposes drag, which 
   is the resistance of the air as the airplane moves through it. 

When are the four forces that act on an airplane in equilibrium? 





   ANSWER: During unaccelerated flight. 

   The four forces (lift, weight, thrust, 
   and drag) that act on an airplane are in equilibrium during 
   unaccelerated flight. 

What is the relationship of lift, drag, thrust, and weight when the 
airplane is in straight-and-level flight? 





   ANSWER: Lift equals weight and thrust equals drag. 

   When the airplane is in 
   straight-and-level flight (assuming no change of airspeed), it 
   is not accelerating, and therefore lift equals weight and 
   thrust equals drag. 

The term "angle of attack" is defined as the angle 





   ANSWER: between the wing chord line and the relative wind. 

   The angle of attack is the angle 
   between the wing chord line and the direction of the relative 
   wind. The wing chord line is a straight line from the leading 
   edge to the trailing edge of the wing. The relative wind is the 
   direction of airflow relative to the wing when the wing is 
   moving through the air. 

Figure 1 
(Refer to figure 1.) The acute angle A is the angle of 





   ANSWER: attack. 

   The angle between the relative wind 
   and the wing chord line is the angle of attack. The wing 
   chord line is a straight line from the leading edge to the 
   trailing edge of the wing. 

How will frost on the wings of an airplane affect takeoff 
performance? 





   ANSWER: Frost will disrupt the smooth flow of air over the wing, 
   adversely affecting its lifting capability. 

   Frost does not change the basic 
   aerodynamic shape of the wing, but the roughness of its 
   surface spoils the smooth flow of air, thus causing an 
   increase in drag and an early airflow separation over the 
   wing, resulting in a loss of lift. 

In what flight condition is torque effect the greatest in a 
single-engine airplane? 





   ANSWER: Low airspeed, high power, high angle of attack. 

   The effect of torque increases in 
   direct proportion to engine power and inversely to airspeed. 
   Thus, at low airspeeds, high angles of attack, and high 
   power settings, torque is the greatest. 

The left turning tendency of an airplane caused by P-factor is the 
result of the 





   ANSWER: propeller blade descending on the right, producing more 
   thrust than the ascending blade on the left. 
   Asymmetric propeller loading 
   (P-factor) occurs when the airplane is flown at a high angle 
   of attack. The downward-moving blade on the right side of 
   the propeller (as seen from the rear) has a higher angle of 
   attack, which creates higher thrust than the upward moving 
   blade on the left. Thus, the airplane yaws around the vertical 
   axis to the left. 

When does P-factor cause the airplane to yaw to the left? 





   ANSWER: When at high angles of attack. 

   P-factor or asymmetric propeller 
   loading occurs when an airplane is flown at a high angle of 
   attack because the downward-moving blade on the right 
   side of the propeller (as seen from the rear) has a higher 
   angle of attack, which creates higher thrust than the upward 
   moving blade on the left. Thus, the airplane yaws around the 
   vertical axis to the left. 

What is the purpose of the rudder on an airplane? 





   ANSWER: To control yaw. 

   The rudder is used to control yaw, 
   which is rotation about the airplane's vertical axis. 

An airplane said to be inherently stable will 





   ANSWER: require less effort to control. 

   An inherently stable airplane will 
   usually return to the original condition of flight (except when 
   in a bank) if disturbed by a force such as air turbulence. 
   Thus, an inherently stable airplane will require less effort to 
   control than an inherently unstable one. 

What determines the longitudinal stability of an airplane? 





   ANSWER: The location of the CG with respect to the center of lift. 

   The location of the center of gravity 
   with respect to the center of lift determines, to a great extent, 
   the longitudinal stability of the airplane. Positive stability is 
   attained by having the center of lift behind the center of 
   gravity. Then the tail provides negative lift, creating a 
   downward tail force, which counteracts the nose's tendency 
   to pitch down. 

What causes an airplane (except a T-tail) to pitch nosedown when 
power is reduced and controls are not adjusted? 





   ANSWER: The downwash on the elevators from the propeller 
   slipstream is reduced and elevator effectiveness is reduced. 

   The relative wind on the tail is the 
   result of the airplane's movement through the air and the 
   propeller slipstream. When that slipstream is reduced, the 
   horizontal stabilizer (except a T-tail) will produce less 
   negative lift and the nose will pitch down. 

The angle of attack at which an airplane wing stalls will 





   ANSWER: remain the same regardless of gross weight. 

   A given airplane wing will always stall 
   at the same angle of attack regardless of airspeed, weight, 
   load factor, or density altitude. Each wing has a particular 
   angle of attack (the critical angle of attack) at which the 
   airflow separates from the upper surface of the wing and the 
   stall occurs. 

The amount of excess load that can be imposed on the wing of an 
airplane depends upon the 





   ANSWER: speed of the airplane. 

   The amount of excess load that can be 
   imposed on the wing depends upon how fast the airplane is 
   flying. At low speeds, the maximum available lifting force of 
   the wing is only slightly greater than the amount necessary 
   to support the weight of the airplane. Thus, any excess load 
   would simply cause the airplane to stall. At high speeds, the 
   lifting capacity of the wing is so great (as a result of the 
   greater flow of air over the wings) that a sudden movement 
   of the elevator controls (strong gust of wind) may increase 
   the load factor beyond safe limits. This is why maximum 
   speeds are established by airplane manufacturers. 

Which basic flight maneuver increases the load factor on an 
airplane as compared to straight-and-level flight? 





   ANSWER: Turns. 

   Turns increase the load factor 
   because the lift from the wings is used to pull the airplane 
   around a corner as well as to offset the force of gravity. The 
   wings must carry the airplane's weight plus offset centrifugal 
   force during the turn. For example, a 60° bank results in a 
   load factor of 2; i.e., the wings must support twice the 
   weight they do in level flight. 

During an approach to a stall, an increased load factor will cause 
the airplane to 





   ANSWER: stall at a higher airspeed. 

   The greater the load (whether from 
   gross weight or from centrifugal force), the more lift is 
   required. Therefore, an airplane will stall at higher airspeeds 
   when the load and/or load factor is increased. 

Figure 2 
(Refer to figure 2.) If an airplane weighs 2,300 pounds, what 
approximate weight would the airplane structure be required to 
support during a 60° banked turn while maintaining altitude? 





   ANSWER: 4,600 pounds. 

   Note on Fig. 2 that, at a 60° bank 
   angle, the load factor is 2. Thus, a 2,300-lb. airplane in a 60° 
   bank would require its wings to support 4,600 lb. (2,300 x 2). 

Figure 2 
(Refer to figure 2.) If an airplane weighs 3,300 pounds, what 
approximate weight would the airplane structure be required to 
support during a 30° banked turn while maintaining altitude? 





   ANSWER: 3,960 pounds. 

   Look on the left side of the chart in 
   Fig. 2 to see that, at a 30° bank angle, the load factor is 1.154. 
   Thus, a 3,300-lb. airplane in a 30° bank would require its 
   wings to support 3,808.2 lb. (3,300 x 1.154). This answer is 
   closest to this value. 

Figure 2 
(Refer to figure 2.) If an airplane weighs 4,500 pounds, what 
approximate weight would the airplane structure be required to 
support during a 45° banked turn while maintaining altitude? 





   ANSWER: 6,750 pounds. 

   Look on the left side of the chart 
   under 45° and note that the load factor curve is 1.414. Thus, 
   a 4,500-lb. airplane in a 45° bank would require its wings to 
   support 6,363 lb. (4,500 x 1.414). This answer is closest to 
   this value. 

What is one purpose of wing flaps? 





   ANSWER: To enable the pilot to make steeper approaches to a 
   landing without increasing the airspeed. 

   Extending the flaps increases the 
   wing camber and the angle of attack of the wing. This 
   increases wing lift and induced drag, which enables the pilot 
   to make steeper approaches to a landing without an increase 
   in airspeed. 

One of the main functions of flaps during approach and landing is 
to 





   ANSWER: increase the angle of descent without increasing the 
   airspeed. 

   Extending the flaps increases the wing 
   camber and the angle of attack of the wing. This increases 
   wing lift and induced drag, which enables the pilot to 
   increase the angle of descent without increasing the 
   airspeed. 

An abnormally high engine oil temperature indication may be 
caused by 





   ANSWER: the oil level being too low. 

   Operating with an excessively low oil 
   level prevents the oil from being cooled adequately; i.e., an 
   inadequate supply of oil will not be able to transfer engine 
   heat to the engine's oil cooler (similar to a car engine's water 
   radiator). Insufficient oil may also damage an engine from 
   excessive friction within the cylinders and on other 
   metal-to-metal contact parts. 

Excessively high engine temperatures will 





   ANSWER: cause loss of power, excessive oil consumption, and 
   possible permanent internal engine damage. 

   Excessively high engine temperatures 
   will result in loss of power, excessive oil consumption, and 
   possible permanent internal engine damage. 


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