MINISTRY OF TRANSPORTATION

HUMAN RESOURCES DEVELOPMENT ON TRANSPORT AGENCY

PILOT SCHOOL LP3 BANYUWANGI
Komplek Bandar Udara Blimbingsari Jl. Agung Wilis Kecamatan Rogojampi, Banyuwangi
Phone: 62 333 7612888 / Fax: 62 333 7612747

PRIVATE PILOT CERTIFICATION COURSE

EXAMINATION
SUBJECT: AERODYNAMICS TIME: 90 MINUTES

INSTRUCTIONS:
1. This is a multiple choices examination.
2. Read the question carefully and select one correct answer from the choices provided.
3. Enter the correct answer by crossing the appropriate column on the answer sheet with a black pen.
4. To change an answer, simply strike the previous answer with a parallel line and choose another
answer.
5. Do not make any mark on the question papers.
6. Passing mark is 70%.

1. During flight the four forces acting on the airplane are :

a. Lift, Drag, Weight and Normal
b. Lift, Drag, Centrifugal and Normal
c. Centrifugal, Drag, Weight and Thrust
d. Lift, Drag, Weight and Thrust

2. The ased on ISA that the temperature will decrease if :

a. Static pressure increase.
b. Density increase.
c. Altitude increase.
d. Altitude decrease.

3. The angle of Attack is :

a. The angle between the chord line of the airfoil and deretion of the relative wind
b. The angle between the chord line of the airfoil and deretion of the flight path
c. The angle between the chord line of the airfoil and deretion of the longitudinal axis
d. The angle between the camber of the airfoil and deretion of the relative wind

4. According ISA the density will decrease if :

a. Decreasing altitude.
b. Increasing pressure.
c. Increasing altitude.
d. Increasing Temperature.

5. It’s caused by the separation of airflow from the wing’s upper surface. This results in a rapid
decrease in lift, what definition for this statement, :
a. Induced Drag
b. Stall
c. Lift
d. Parasite Drag
6. The angle of incidence is :
a. The angle between the chord line of the airfoil and deretion of the relative wind
b. The angle between the chord line of the airfoil and deretion of the flight path
c. The angle between the chord line of the airfoil and diretion of the longitudinal axis
d. The angle between the camber of the airfoil and deretion of the relative wind

7. The Sweepback wing is design feature for :

a. Characteristic allows the airplane to fly at lower speeds and lower stall speed
b. High altitude aircraft
c. Characteristic allows the airplane to fly at higher speeds without reaching the critical mach
number
d. Low altitude aircraft

8. The amount of lift generated by an airplane is controlled by pilot, as:

a. Change angle of attack, airspeed, change of the shape of the wing by lowering the flaps
b. Change angle of attack, airspeed,
c. Change angle of attack, airspeed, total drag, parasite drag, induce drag
d. Change angle of attack, change of the shape of the wing by lowering the flaps

9. Trailing edge flaps have a functions for;

a. To increase lifting efficiency of the wing and decrease stall speed
b. To increase lifting efficiency of the wing and increase stall speed
c. To increase Thrust efficiency of an airplane
d. To increase maneuverability of an airplane lifting efficiency of the wing and decrease stall
speed

10. Types of the trailing edge flaps:

a. Plain, sweepback, split and slotted flap
b. Plain, sweepback, split and swept flap
c. Plain, fin, split and slotted flap
d. Plain, fowler, split and slotted flap

11. Parasite drag is:

a. Is caused by any aircraft surface
b. Is caused by roughness of the airplane’s surfaces
c. Is caused by wake turbulence
d. Is caused by creating lift

12. Form drag is:

a. Is caused by any aircraft surface
b. Is caused by roughness of the airplane’s surfaces
c. Results from the turbulent wake caused by separation of airflow from the surface of structure
d. Is caused by creating lift

13. Skin friction drag is:

a. Is caused by any aircraft surface
b. Is caused by roughness of the airplane’s surfaces
c. Results from the turbulent wake caused by separation of airflow from the surface of structure
d. Is caused by creating lift
14. The result of the earth’s surface altering the airflow paterns about the airplane and an airplane may
become airborne before it reaches itys recommended takeoff speed.
a. Induced drag
b. Tailwind
c. Ground effect
d. Headwind

15. Since the aircraft doesn’t immediately return the original position, but instead does not over a
period of time trough a series of successively smaller oscillations, is;
a. Positive static stability
b. Positive dynamic stability
c. Maneuverability
d. Controllability

16. The characteristic of an airplane that permits you to maneuver it easily and allow it to withstand the
stress resulting from the maneuver, is ;
a. Positive static stability
b. stability
c. Maneuverability
d. Controllability

17. The capability of an airplane to respond to your control inputs especially with regard to attitude and
flight path, is;
a. Positive static stability
b. stability
c. Maneuverability
d. Controllability

18. Aileron control movement for:

a. Rolling movement abaout lateral axis
b. Yawing movement abaout lateral axis
c. Rolling movement abaout longitudinal axis
d. Yawing movement abaout longitudinal axis

19. Elevator control movement for:

a. Pitching movement abaout lateral axis
b. Yawing movement abaout lateral axis
c. Pitching movement abaout longitudinal axis
d. Yawing movement abaout longitudinal axis

20. Rudder control movement for:

a. Rolling movement abaout lateral axis
b. Yawing movement abaout lateral axis
c. Rolling movement abaout longitudinal axis
d. Yawing movement abaout vertical axis

21. Longitudinal stability of an airplane:

a. Stability about an airplane’s longitudinal axis
b. Stability about an airplane’s lateral axis
c. Stability about an airplane’s vertical axis
d. Stability about an airplane’s horizontal axis
22. Lateral stability of an airplane:
a. Stability about an airplane’s horizontal axis
b. Stability about an airplane’s vertical axis
c. Stability about an airplane’s lateral axis
d. Stability about an airplane’s longitudinal axis

23. Directional stability of an airplane:

a. Stability about an airplane’s vertical axis
b. Stability about an airplane’s longitudinal axis
c. Stability about an airplane’s horizontal axis
d. Stability about an airplane’s lateral axis

24. If an airplane will be too nose heavy, longer take off distance, higher stalling speed and the elevator
effectiveness will be insufficient to lift the nose, is:
a. CG too far forward
b. CG too far rearward
c. CG too within limit
d. CG too out of limit

25. The effect of reducing power during flight,is:

a. Nose up pitching tendency occurs due to the reduction of downwash from the wing and
propeller which reduces elevator effectiveness
b. Nose down pitching tendency occurs due to the reduction of downwash from the wing and
propeller which reduces elevator effectiveness
c. Nose up pitching tendency occurs due to the increase of downwash from the wing and
propeller which increase elevator effectiveness
d. No answer

26. What is the steadying influence exerted by the fuselage and vertical stabilizer?
a. Keel effect
b. Sweepback wing
c. Adverse yaw
a. Swept effect

27. If an airplane that have strong directional stability in comparison with lateral stability, is:
a. Dutch roll
b. Spiral instability
c. Adverse yaw
d. Keel effect

28. The combination of rolling/yawing oscillations caused either by your control input or by wind gust,
is:
a. Dutch roll
b. Spiral instability
c. Adverse yaw
d. Keel effect

29. Environmental factors will affect the stalling speed, are:

a. Snow, ice, frost, weight and weight
b. Snow, ice, frost, weight
c. Snow, ice, frost, weight and turbulent
d. Snow, ice, weight and turbulence
30. There are some types of stalls that will normally be practiced during training, are:
a. Power-off stall , power-on stall and accelerated stall
b. High speed stall , low speed stall and accelerated stall
c. Power-off stall , power-on stall
d. Power-off stall , accelerated stall

31. Is practiced to simulate the conditions and aircraft configuration you will most likely encounter
during a normal landing approach:
a. Power-on stall
b. Low speed stall
c. Power-off stall
a. Accelerated stall

32. There are a number of ways to recognize that a stall is imminent, are:
a. A mushy feeling in the flight control, less control effect as the aircraft’s speed decreases
b. The reduction of control effectiveness is primarily due to reduced airflow over the flight
control surfaces
c. Buffeting, uncontrollable pitching or vibrations may begin
d. All above

33. Stall recovery technique, are:

a. Increase angle of attack to increase lift, apply maximum allowable power, adjust the power
as required
b. Decrease angle of attack, smoothly apply maximum allowable power, adjust the power as
required
c. Decrease angle of attack, retard power to idle, then fly to lower altitude
d. No answer above

34. Be defined as an aggravated stall which results in the airplane descending in a helical or corkscrew
path, is:
a. Dutch roll
b. Spiral instability
c. Stall
d. Spin

35. A coordinated maneuver with the wings unequally stall, is:

a. Cause of stall
b. Cause of Dutch roll
c. Cause of Spiral instability
d. Cause of Spin

36. Type of spin are:

a. Erect, Dutch roll, inverted
b. Erect, Spiral instability, flat
c. Erect, inverted, flat
d. Erect, stall, flat

37. The following guidelines can help to avoid stall/spin, are:

a. Pay attention to aircraft loading, aft CG is more prone to stall/spin entry
b. Do not take off with snow, ice, or frost in the wings
c. Use higher than normal airspeed during takeoffs and landings in gusti wind
d. All above
38. Some of the spin recovery technique:
a. Move the throttle to idle
b. Neutralize the aileron
c. Determine the direction of rotation
d. All above

39. A transition from a level flight into a climb is:

a. Combines a change altitudee with increase in airspeed
b. Combines a change pitch attitude with increase in power
c. Combines a reducing drag with increase in lift
d. Combines a reducing drag with increase in thrust

40. Factors affecting the glide are:

a. Weight, configuration, wind
b. Weight, airspeed, wind
c. Weight, groundspeed, wind
d. Thrust, configuration, wind

41. The following guidelines can help to avoid stall/spin, are:

a. Pay attention to aircraft loading, aft CG is more prone to stall/spin entry
b. Do not take off with snow, ice, or frost in the wings
c. Use higher than normal airspeed during takeoffs and landings in gusti wind
d. All above

42. Some of the spin recovery technique:

a. Move the throttle to idle
b. Neutralize the aileron
c. Determine the direction of rotation
d. All above

43. A transition from a level flight into a climb is:

a. Combines a change altitudee with increase in airspeed
b. Combines a change pitch attitude with increase in power
c. Combines a reducing drag with increase in lift
d. Combines a reducing drag with increase in thrust

44. Factors affecting the glide are:

a. Weight, configuration, wind
b. Weight, airspeed, wind
c. Weight, groundspeed, wind
d. Thrust, configuration, wind

45. To create a left-turning tendency during high power, low airspeed flight conditions, are:
a. Torque
b. Gyroscopic precession
c. Asymetrical thrust and spiraling slipstream
d. All above

46. The additional load factor incurred during constant altitude turns will increase:
a. Airspeed
b. Stall speed
c. Drag
d. Adverse yaw

47. In turning airplane will increase:

a. Increasing drag and loss of vertical lift
b. Increasing in weight and loss of altitude
c. Increasing in weight and loss of vertical lift
d. Increasing thrust and loss of altitude

48. When an airplane roll into a turn, the aileron inside of the turn is raised and the aileron on the
outside of the turn is lowered. The lowered aileron on the outside increases the angle of attack
 and produces more lift for that wing. Since induced drag is by product of lift, the outside wing also
produces more drag than the inside wing, so :
a. This causes a yawing tendency toward the outside of the turn
b. It is called adverse yaw
c. The need for rudder to control will be greatest at high angle of attack and with large aileron
deflection
d. All above

49. To correct overbanking tendency and be maintained the desired bank, is:
a. Aileron is positioned to neutral
b. Small amount of opposite aileron
c. Increase thrust
d. Increase angle of attack

50. Affect wind in the glide path, are:

a. A head wind will reduce your glide range
b. A Tail wind will always increase the distance an airplane can glide
c. A tail wind will increase the ground speed.
d. All above

*** GOOD LUCK ***