FAA Private Pilot Exam 2 — Questions and Answers

Question 1: The left turning tendency of an airplane caused by P-factor is the result of the

clockwise rotation of the engine and the propeller turning the airplane counter-clockwis
propeller blade descending on the right producing more thrust than the ascending blade on the left (Correct answer)
gyroscopic forces applied to the rotating propeller blades acting 90° in advance of the point the force was applied.

Correct answer: propeller blade descending on the right producing more thrust than the ascending blade on the left

P-factor, or asymmetric thrust, occurs when the propeller disk is tilted relative to the relative wind, such as during a climb. For a clockwise rotating propeller, the descending blade on the right has a higher effective angle of attack than the ascending blade on the left. This difference in angle of attack causes the right blade to produce more thrust, resulting in a yawing moment to the left.

Question 2: What is an important airspeed limitation that is not color coded on airspeed indicators?

Never-exceed speed.
Maximum structural cruising speed.
Maneuvering speed. (Correct answer)

Correct answer: Maneuvering speed.

Maneuvering speed (Va) is a critical airspeed limitation that is not color-coded on the airspeed indicator. It represents the maximum speed at which full or abrupt control inputs can be made without exceeding the aircraft's structural limits. Pilots must consult the aircraft's Pilot's Operating Handbook (POH) or Aircraft Flight Manual (AFM) for this specific speed.

Question 3: How will frost on the wings of an airplane affect takeoff performance?

Frost will disrupt the smooth flow of air over the wing, adversely affecting its lifting capability. (Correct answer)
Frost will change the camber of the wing, increasing its lifting capability.
Frost will cause the airplane to become airborne with a higher angle of attack, decreasing the stall speed.

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

Even a thin layer of frost significantly roughens the wing's surface, disrupting the smooth laminar airflow essential for lift generation. This disruption drastically reduces the wing's ability to produce lift and increases drag. Consequently, the aircraft may struggle to achieve takeoff speed or maintain flight, posing a serious safety hazard.

Question 4: What is the full flap operating range for the airplane?

55 to 100 KTS. (Correct answer)
60 to 208 KTS.
65 to 165 KTS.

Correct answer: 55 to 100 KTS.

The white arc on an airspeed indicator denotes the full flap operating range, from the power-off stall speed with flaps extended (Vso) to the maximum flap extended speed (Vfe). For this specific question, the range of 55 to 100 KTS falls within a typical white arc, indicating the safe operating speeds for flap deployment.

Question 5: The four forces acting on an airplane in flight are

lift, weight, thrust, and drag. (Correct answer)
lift, weight, gravity, and thrust.
lift, gravity, power, and friction.

Correct answer: lift, weight, thrust, and drag.

The four fundamental forces acting on an airplane in flight are lift, weight, thrust, and drag. Lift is the upward force opposing weight, and thrust is the forward force opposing drag. The interaction and balance of these forces determine the aircraft's flight path and performance.

Question 6: When does P-factor cause the airplane to yaw to the left?

When at low angles of attack.
When at high angles of attack. (Correct answer)
When at high airspeeds.

Correct answer: When at high angles of attack.

P-factor is most pronounced at high angles of attack, such as during a climb or slow flight. In these conditions, the propeller disk is tilted relative to the oncoming air, causing the descending blade to have a greater effective angle of attack and produce more thrust. This asymmetric thrust results in a noticeable yawing moment to the left for most single-engine aircraft.

Question 7: The angle between the chord line of an airfoil and the relative wind is known as the angle of

lift.
attack. (Correct answer)
incidence.

Correct answer: attack.

The angle of attack is precisely defined as the angle between the chord line of an airfoil and the relative wind. This critical aerodynamic angle directly determines the amount of lift and drag generated by the wing. Understanding and controlling the angle of attack is fundamental to flight.

Question 8: What causes an airplane (except a T-tail) to pitch nosedown when power is reduced and controls are not adjusted?

The CG shifts forward when thrust and drag are reduced.
The downwash on the elevators from the propeller slipstream is reduced and elevator effectiveness is reduced. (Correct answer)
When thrust is reduced to less than weight, lift is also reduced and the wings can no longer support the weight.

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

For most conventional tail aircraft, the horizontal stabilizer and elevator are positioned within the propeller slipstream. When power is reduced, the velocity of the slipstream over the tail decreases, which reduces the effectiveness of the elevator and the downwash on it. This reduction in tail-down force causes the nose to pitch down.

Question 9: An airplane has been loaded in such a manner that the CG is located aft of the aft CG limit. One undesirable flight characteristic a pilot might experience with this airplane would be

a longer takeoff run.
difficulty in recovering from a stalled condition. (Correct answer)
stalling at higher-than-normal airspeed.

Correct answer: difficulty in recovering from a stalled condition.

An aft center of gravity (CG) significantly reduces an aircraft's longitudinal stability, making it less stable and more difficult to control. In a stalled condition, the reduced stability makes it harder for the nose to drop and for the aircraft to regain airspeed, thereby increasing the difficulty of recovery from the stall.

Question 10: The term “angle of attack” is defined as the angle between the

chord line of the wing and the relative wind. (Correct answer)
airplanes longitudinal axis and that of the air striking the airfoil.
airplane’s centerline and the relative wind

Correct answer: chord line of the wing and the relative wind.

The term 'angle of attack' is precisely defined as the angle between the chord line of the wing and the relative wind. The chord line is an imaginary line connecting the leading and trailing edges of the airfoil. This angle is crucial for determining the lift and drag generated by the wing.

Question 11: In what flight condition is torque effect the greatest in a single-engine airplane?

Low airspeed, high power, high angle of attack. (Correct answer)
Low airspeed, low power, low angle of attack.
High airspeed, high power, high angle of attack.

Correct answer: Low airspeed, high power, high angle of attack.

Torque effect is greatest in a single-engine airplane when the engine is producing maximum power and the propeller is rotating at high RPM, especially at low airspeeds and high angles of attack. These conditions maximize the twisting force exerted by the engine on the airframe, causing a pronounced roll tendency opposite to the propeller's rotation.

Question 12: Which basic flight maneuver increases the load factor on an airplane as compared to straight-and-level flight?

Climbs.
Turns. (Correct answer)
Stalls.

Correct answer: Turns.

During a turn, the lift vector is tilted, and a component of lift is used to change the aircraft's direction. To maintain altitude, the total lift produced must be greater than the aircraft's weight, which increases the load factor (G-force) on the aircraft and its occupants. Steeper turns result in higher load factors.

Question 13: What force makes an airplane turn?

The horizontal component of lift. (Correct answer)
The vertical component of lift.
Centrifugal force.

Correct answer: The horizontal component of lift.

When an airplane banks into a turn, the total lift vector is tilted. The vertical component of this tilted lift supports the aircraft's weight, while the horizontal component of lift acts inward towards the center of the turn. This horizontal component provides the necessary centripetal force to change the aircraft's direction.

Question 14: How does frost affect the lifting surfaces of an airplane on takeoff?

Frost may prevent the airplane from becoming airborne at normal takeoff speed. (Correct answer)
Frost will change the camber of the wing, increasing lift during takeoff.
Frost may cause the airplane to become airborne with a lower angle of attack at a lower indicated airspeed.

Correct answer: Frost may prevent the airplane from becoming airborne at normal takeoff speed.

Frost on the lifting surfaces disrupts the smooth airflow over the wing, significantly reducing its ability to generate lift and increasing drag. This adverse effect means the airplane may not be able to achieve sufficient lift to become airborne at its normal takeoff speed. Attempting to take off with frost can lead to a runway overrun or a dangerous lack of control.

Question 15: What must a pilot be aware of as a result of ground effect?

Wingtip vortices increase creating wake turbulence problems for arriving and departing aircraft
Induced drag decreases; therefore, any excess speed at the point of flare may cause considerable floating. (Correct answer)
A full stall landing will require less up elevator deflection than would a full stall when done free of ground effect.

Correct answer: Induced drag decreases; therefore, any excess speed at the point of flare may cause considerable floating.

As a result of ground effect, induced drag decreases because the wingtip vortices are suppressed near the ground. This reduction in drag means the aircraft requires less thrust to maintain speed, and if the pilot approaches too fast, the aircraft will 'float' considerably before touching down, potentially extending the landing distance.

Question 16: What determines the longitudinal stability of an airplane?

The location of the CG with respect to the center of lift. (Correct answer)
The effectiveness of the horizontal stabilizer, rudder, and rudder trim tab.
The relationship of thrust and lift to weight and drag.

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

The longitudinal stability of an airplane, its tendency to return to its trimmed pitch attitude, is primarily determined by the relationship between the center of gravity (CG) and the aerodynamic center (or center of lift). A forward CG generally increases stability, while an aft CG decreases it, making the aircraft less stable.

Question 17: Ground effect is most likely to result in which problem?

Settling to the surface abruptly during landing
Becoming airborne before reaching recommended takeoff speed. (Correct answer)
Inability to get airborne even though airspeed is sufficient for normal takeoff needs.

Correct answer: Becoming airborne before reaching recommended takeoff speed.

Ground effect reduces induced drag and increases lift, allowing an aircraft to become airborne at a lower-than-normal airspeed. This can be problematic during takeoff, as the aircraft may lift off prematurely but then struggle with insufficient climb performance or control authority once it climbs out of ground effect.

Question 18: What is the relationship of lift, drag, thrust, and weight when the airplane is in straight-and-level flight?

Lift equals weight and thrust equals drag. (Correct answer)
Lift, drag, and weight equal thrust.
Lift and weight equal thrust and drag.

Correct answer: Lift equals weight and thrust equals drag.

In unaccelerated straight-and-level flight, the four forces acting on the airplane are in equilibrium. This means that lift must exactly equal weight to maintain altitude, and thrust must exactly equal drag to maintain a constant airspeed. Any imbalance in these forces will result in acceleration or a change in flight path.

Question 19: Wingtip vortices created by large aircraft tend to

sink below the aircraft generating turbulence. (Correct answer)
rise into the traffic pattern.
rise into the takeoff or landing path of a crossing runway.

Correct answer: sink below the aircraft generating turbulence.

Wingtip vortices are powerful, rotating air masses generated by the pressure differential between the upper and lower surfaces of a wing. These vortices rotate outwards and downwards, sinking below the aircraft that created them. They pose a significant wake turbulence hazard to following aircraft, especially those that are lighter.

FAA Private Pilot Exam 2

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