POF – 07 Stalling – LMS | INSIGHT AVIATION

📄 Detailed Notes ⚡ Cheat Sheet

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📄 Notes ⚡ Cheat Sheet

Q1. The wing of an aeroplane will never stall at low subsonic speeds as long as:

the CAS exceeds the power-on stall speed

the IAS exceeds the power-on stall speed

the angle of attack is smaller than the value at which the stall occurs

there is a nose-down attitude

Q2. The critical angle of attack:

changes with an increase in gross weight

remains unchanged regardless of gross weight

increases if the CG is moved forward

decreases if the CG is moved aft

Q3. Stick pushers must be installed in aeroplanes with dangerous stall characteristics. Dangerous stall characteristics include:

pitch down and minor wing drop

pitch down and yaw

excessive wing drop and deep stall

pitch down and increase in speed

Q4. Which action will result in a stall?

exceeding the critical angle of attack

flying at a low airspeed

raising the aircraft’s nose too high

lowering the flaps during the cruise

Q5. Entering the stall the centre of pressure of a straight (1) wing and of a strongly swept back wing (2) will:

a. (1) move aft (2) move aft

b. (1) move aft (2) not move

c. (1) not move (2) move forward

d. (1) move aft (2) move forward

Q6. With increasing angle of attack the CP will reach its most forward point:

just below the stalling angle

just above the stalling angle

at the stalling angle

at various points dependent on aircraft weight

Q7. Which combination of design features is known to be responsible for deep stall:

Swept back wings and wing mounted engines

Straight wings and a T-tail

Swept back wings and a T-tail

Straight wings and aft fuselage mounted engines

Q8. Which of the following aircraft designs would be most likely to have poor recovery characteristics from a deep stall?

high aspect ratio straight wing

straight wing, T tail turboprop

swept wing, T tail

low aspect ratio straight wing

Q9. Which aeroplane design has the highest probability of a super stall?

A canard wing

A T-tail

Swept wings

A low horizontal tail

Q10. Which of the following aircraft designs would be most prone to super stall?

T-tail

Swept forward wing

Swept back wing

Pod mounted engines beneath the wing

Q11. Which of the following statements is true?

Flight in severe turbulence may lead to a stall and/or structural limitations being exceeded

Flap extension in severe turbulence at constant speed increases both the stall speed and the structural limitation margins

By increasing the flap setting in severe turbulence at constant speed the stall speed will be reduced and the risk for exceeding the structural limits will be decreased

Flap extension in severe turbulence at constant speed moves the centre of pressure aft, which increases the structural limitation margins

Q12. When an aerofoil is stalled the lift/drag ratio is:

Less than the most efficient ratio

About 20:1 because of an increase in the CL

Greater than the most efficient ratio

Improved because of a decrease in drag

Q13. The normal stall recovery procedure for a light single engined aeroplane is:

full power and stick roll-neutral nose-down, correction for angle of bank with stick

full power and stick roll-neutral nose-down, correcting for angle of bank with rudder

idle power and stick roll-neutral, waiting for the natural nose-down tendency

idle power and stick neutral, waiting for the natural nose-down tendency

Q14. The standard procedure for recovery from a stall in a light single engine aircraft is:

idle power; stick-roll neutral and forward

maximum power; stick-roll neutral and forward, correct for bank with stick

maximum power; stick-roll neutral and forward, correct for bank with rudder

idle power; stick neutral, wait for normal nose down tendency

Q15. What is the standard stall recovery for a light aircraft:

Pitch down, stick neutral roll, correct for bank with rudder

Pitch down, stick neutral roll, correct for bank with aileron

Pitch down, stick neutral, wait for neutral tendency

Pitch down, stick neutral roll, do not correct for bank

Q16. As the centre of gravity is changed, recovery from a stall becomes progressively:

more difficult as the centre of gravity moves aft

more difficult as the centre of gravity moves forward

less difficult as the centre of gravity moves aft

is unaffected by centre of gravity position, only by all up weight

Q17. Which of the following statements about the stall of a straight wing aeroplane is correct?

The horizontal tail will stall at a higher speed than the wing

Buffeting is the result of low separation on the tail plane

The nose down effect is the result of increasing downwash, due to flow separation

Just before the stall the aeroplane will have a nose-down tendency

Q18. A rectangular wing, compared to other wing planforms, has a tendency to stall:

first at the leading edge, with progression outward toward the wing root and tip

first at the wingtip, with the stall progression toward the wing root

first at the wing root, with the stall progression toward towards the wing tip

first at the semi-span centre, giving good aerodynamic stall warning

Q19. During an erect spin recovery:

the ailerons are held in the neutral position

the control stick is moved side ways, against the angle of bank

the control stick is moved side ways, in the direction of the angle of bank

the control stick is pulled to the most aft position

Q20. Which of the following statements about the spin is correct?

In the spin, airspeed continuously increases

An aeroplane is prone to spin when the stall starts at the wing root

During spin recovery the ailerons should be kept in the neutral position

Every aeroplane should be designed such that it can never enter a spin

Q21. Which statement is true concerning the aerodynamic conditions which occur during a spin entry?

after a full stall, the wing that drops continues in a stalled condition while the rising wing regains and continues to produce some lift, causing the rotation

after a partial stall, the wing that drops remains in a stalled condition while the rising wing regains and continues to produce lift causing the rotation

after a full stall, both wings remain in a stalled condition throughout the rotation

after an incipient spin, the wing that drops remains in a stalled condition while the rising wing continues un-stalled, causing the rotation

Q22. During a spin to the left, which wing(s) is/are stalled?

neither

only the left

both

only the right

Q23. The stall speed increases, when? (all other factors of importance being constant)

weight decreases

pulling out of a dive

spoilers are retracted

minor altitude changes occur eg. 0-10.000 ft

Q24. Increase of wing loading will:

decrease the minimum gliding angle

increase CLmax

decrease take off speeds

increase the stall speeds

Q25. Which of the following situations leads to a decreasing stall speed (IAS)?

increasing air density

increasing load factor

decreasing weight

increasing altitude

Q26. Which of the following statements about stall speed is correct?

Use of a T-tail will decrease the stall speed

Increasing the angle of sweep of the wing will decrease the stall speed

Decreasing the angle of sweep of the wing will decrease the stall speed

Increasing the anhedral of the wing will decrease the stall speed

Q27. If a jet is at 60o bank angle during a constant altitude turn, the stall speed will be:

1.6 greater

1.19 greater

1.41 greater

2.0 greater

Q28. The stall speed in a 60o banked turn increases by the following factor:

1.41

1.07

1.3

Q29. An aeroplane has a stalling speed of 100 kt in a steady level flight. When the aeroplane is flying a level turn with a load factor of 1.5, the stalling speed is:

141 kt

122 kt

82 kt

150 kt

Q30. An aeroplane has a stall speed of 100 kt at a load factor n=1, in a turn with load factor of n=2, the stall speed is:

70 kts

282 kts

141 kts

200 kts

Q31. An aeroplane has a stall speed of 100 kt at a mass of 1000 kg. If the mass is increased to 2000 kg, the new value of the stall speed will be:

141 kt

200 kt

150 kt

123 kt

Q32. By what approximate percentage will the stall speed increase in a horizontal coordinated turn with a bank angle of 45° ?

19%

31%

41%

52%

Q33. Given an initial condition in straight and level flight with a speed of 1.4 VS. The maximum bank angle attainable without stalling in a steady co-ordinated turn, whilst maintaining speed and altitude, is approximately:

32o

44o

60o

30o

Q34. An aeroplane has a stall speed of 78 KCAS at its gross weight of 6850 lbs. What is the stall speed when the weight is 5000 lbs?

91 KCAS

78 KCAS

57 KCAS

67 KCAS

Q35. If the stall speed of an aeroplane is 60kts, at what speed will the aeroplane stall if the load factor is 2?

72kts

120kts

85kts

66kts

Q36. The following factors increase stall speed :

a higher weight, selecting a higher flap setting, a forward c g. shift.

increasing bank angle, increasing thrust, slat extension

an increase in load factor, a forward CG shift, decrease in thrust.

a lower weight, decreasing bank angle, a smaller flap setting

Q37. Which statement is correct? 1. Stall speeds are determined with the CG at the aft limit. 2. Minimum control speeds are determined with the CG at the aft limit.

1 is incorrect; 2 is incorrect

1 is incorrect; 2 is correct

1 is correct; 2 is correct

1 is correct; 2 is incorrect

Q38. The stall speed:

increases with the length of the wingspan

decreases with an increased weight

does not depend on weight

increases with an increased weight

Q39. During a steady horizontal turn, the stall speed:

increases with the square root of the load factor

increases linearly with the load factor

increases inversely with the load factor

increases with the square of the load factor

Q40. Which of the following is the correct designation of stall speed in the landing configuration:

VSL

VS0

VS1

VS1g

Q41. If the straight and level stall speed is 100 kt, what will be the stall speed in a 1.5g turn?

122 kts

150 kts

81 kts

100 kts

Q42. Stalling speed in a 15 degree of bank level turn is 60 kt. The stalling speed in a 45 degree of bank level turn will be:

60 kts

85 kts

70 kts

83 kts

Q43. In a turn the stalling speed will be:

less than in level flight

more than in level flight but at a lower angle of attack

the same as in level flight

more than in level and at the same angle of attack

Q44. Stalling speed increases when:

recovering from a steep dive

the aircraft is subjected to minor altitude changes

the aircraft weight decreases

flaps are deployed

Q45. What happens to stall speed with flaps down?

increases

decreases

remains constant

Q46. An aircraft whose weight is 237402 N stalls at 132 kt. At a weight of 356103 N it would stall at:

88 kt

162 kt

108 kt

172 kt

Q47. A wing stalling angle is:

unaffected by a turn

increased in a high rate of turn

decreased in a high rate of turn

decreased in any turn

Q48. The critical angle of attack at which a given aircraft stalls is dependent on the:

gross weight

attitude and airspeed

design of the wing

altitude

Q49. At the stalling angle of attack the lift/drag ratio will be:

higher than the optimum angle of attack

lower than at the optimum angle of attack

the same as at the optimum angle of attack

the angle of attack does not affect the lift/drag ratio

Q50. The stalling angle of an aerofoil is approximately:

16o

10o

Q51. What increases the stalling angle of attack? Use of:

flaps

slats

spoilers

fuselage mounted speed-brakes

Q52. If the weight of an aircraft is increased the stalling speed will:

increase

decrease

remain the same

be inversely proportional to the square root of the new weight

Q53. A strongly swept back wing becomes stalled. If the wake of the wing contacts the horizontal tail, the effect on the stall behavior can be:

A nose down tendency

An increase sensitivity of elevator inputs

A nose up tendency and/or lack of elevator response

A tendency to increase speed after initial stall

Q54. A boundary layer fence on a swept wing will:

improve the low speed characteristics

improve the high speed characteristics

increase the critical Mach Number

improve the lift coefficient of the trailing edge flap

Q55. One disadvantage of the swept back wing is its stalling characteristics. At the stall:

wing root stall will occur first, which produces a rolling moment

tip stall will occur first, which produces a pitch-up moment

tip stall will occur first, which produces a nose-down moment

leading edge stall will occur first, which produces a nose-down moment

Q56. What causes a swept wing aircraft to pitch-up at the stall:

Negative camber at the root

Separated airflow at the root

Spanwise flow

Rearward movement of the CP

Q57. When considering a swept back wing, with no corrective design features, at the stall:

leading edge stall will occur first, which produces a nose-down pitching moment

wing root stall will occur first, which produces a rolling moment

tip stall will occur first, which produces a nose-down pitching moment

tip stall will occur first, which produces a nose-up pitching moment

Q58. With a swept wing the nose up phenomena is caused by:

deploying lift augmentation devices

wing fences

wing sweep prevents the nose up phenomena

tip stall

Q59. Which stall has the greatest angle of attack?

Low speed stall

High speed stall (shock stall)

Deep stall

Accelerated stall

Q60. Which of the following are used as stall warning devices?

Stick shaker and stall strip

Angle of attack indicator and speed indicator

Stick shaker and angle of attack indicator

Angle of attack sensor and stall strip

Q61. The sensor of a stall warning system can be activated by a change in the location of the:

stagnation point

centre of lift

transition region

centre of gravity

Q62. Compared with stalling airspeed (VS) in a given configuration, the airspeed at which stick shaker will be triggered is:

1.20 VS

1.30 VS

1.12 VS

greater than VS

Q63. The function of the stick pusher is:

to activate and push the stick forward at or beyond a certain value of angle of attack

to activate and push the stick forward prior to stick shaker

to vibrate the controls

to pull the stick, to avoid a high speed stall

Q64. The vane of a stall warning system with a flapper switch is activated by the change of the:

point of lowest pressure

stagnation point

centre of pressure

centre of gravity

Q65. How is stall warning presented to the pilots of a large transport aeroplane?

Stick pusher

Stick shaker and/or aerodynamic buffet

Stall warning light only

Aural warning only

Q66. A stall warning vane on an aircraft wing is fitted:

on the lower surface

on or at the leading edge

just above the leading edge

just below the leading edge

Q67. Which of the following is used to activate a stall warning device?

movement of the CP

movement of the CG

movement of the stagnation point

a reduction in dynamic pressure

Q68. Vortex generators:

transfer energy from the free airflow into the boundary layer

change the turbulent boundary layer into a laminar boundary layer

reduce the spanwise flow on swept wing

take kinetic energy out of the boundary layer to reduce separation

Q69. Vortex generators on the upper side of the wing:

increase critical Mach Number

increase wave drag

decrease wave drag

decrease critical Mach number

Q70. Vortex generators on the upper side of the wing surface will:

decrease the intensity of shock wave induced air separation

increase the critical Mach Number

decrease the span wise flow at high Mach Numbers

increase the magnitude of the shock wave

Q71. Wing twist (geometric and aerodynamic) is used to:

Q72. The wing tip may be prevented from stalling before the root by:

having the wing swept back

giving the tip a sharper leading edge than the root

wash-in

wash-out

Q73. A fixed spoiler on the leading edge of the wing at the root will:

prevent the stall commencing at the root

induce a root stall

give a shorter landing run

maintain a laminar boundary layer at the stall

Q74. Wash out of a wing is:

an increase of incidence from root to tip

a decrease of chord from root to tip

a decrease in incidence from root to tip

a decrease of camber from root to tip

Q75. How do vortex generators work?

Re-direct spanwise flow

Take energy from free stream and introduce it into the boundary layer

Reduce kinetic energy to delay separation

Reduce the adverse pressure gradient

Q76. Vortex generators:

take energy from the laminar flow to induce boundary layer separation

use free stream flow to induce laminar flow

prevent spanwise flow

use free stream flow to increase energy in the turbulent boundary layer

Q77. The use of a slot in the leading edge of the wing enables the aeroplane to fly at a slower speed because:

it changes the camber of the wing

the laminar part of the boundary layer gets thicker

it decelerates the upper surface boundary layer air

it delays the stall to a higher angle of attack

Q78. The purpose of a fixed spoiler on the leading edge of a wing at the root is to:

reduce the landing run

ensure that the root of the wing stalls before the tip

prevent the wing from stalling at the root

re-energise the boundary layer thereby delaying the stall (although at a cost of increased from drat)

Q79. The purpose of vortex generators is:

to delay stall by reducing boundary layer separation

to increase the lift of the wing

to counteract the effect of the wing tip vortices

to delay the stall by reducing the kinetic energy of the boundary layer

Q80. Vortex generators are fitted in front of control surfaces to:

tip stall at low speed for better handling

re-energise the boundary layer

prevent control surface flutter

increase the effective angle of attack

Q81. In a rapid recovery from a dive, the effects of load factor would cause the stall speed to:

not vary

decrease

increase

Q82. During autorotation the:

outer wing is stalled

outer wing is more stalled than the inner

inner wing is more stalled than the outer

outer wing is not stalled

Q83. If the clean 1G stall speed for an aircraft is 151 kt, Vs during a 45°bank turn will be:

151 kt

122 kt

141 kt

180 kt

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