You and your students might have some fun with this.
Instructions:
a) Mark each assertion as true or false.
b) For each assertion, cite an authoritative reference that gives the
wrong answer. Explain why the reference is wrong in a way that
*significantly* undermines the point supposedly being made; no
nitpicking.
==========================
1. As part of the recovery from a severe spiral dive, it is important
to roll the wings level and then pull back on the yoke.
Hint: John-John Kennedy probably didn't know the right answer to this one.
2. The airplane's stability depends on the fact that the tail is
producing a downward force.
3. In a Cessna 172, starting from normal flight, if you increase the
throttle setting (without moving any of the other controls) the
airplane will speed up.
4. If two parcels of air flow past a wing, they move from the front to
the back in essentially equal amounts of time, even if one passes
above and the other passes below the wing.
5. To work properly, an airplane wing must be curved on top and
relatively flat on the bottom.
6. Blowing a jet of air across the top of a piece of paper is a good
way to demonstrate the principle that "faster-moving air has lower
pressure".
7. Bernoulli's principle is only valid for incompressible fluids,
which means it cannot be trusted for something as obviously
compressible as air.
8. As suggested by the saying "power plus attitude equals
performance", if you put the airplane into a particular attitude with
a particular power setting, the airplane will give you the
corresponding performance (airspeed, rate of climb, et cetera) and if
you maintain this attitude and power setting you will continue to get
that performance.
9. To perform an ordinary steady roll to the right, the upgoing wing must
produce a greater amount of lift (compared to the other wing), and therefore
a greater amount of drag, which is why you need to apply steady right rudder
during the roll.
10. During flight at very low airspeeds, some sections of the wing are
unstalled, while other sections are stalled and contributing
practically nothing to the lift.
11. During a normal steady climb, lift is necessarily greater than
weight.
12. During a steady, coordinated turn to the left, dihedral creates a
tendency for the airplane to roll back toward level, and you generally
need to apply steady left aileron to overcome this.
13. P-factor (i.e. asymmetric disk loading) explains why, early in the
takeoff roll in a Cessna 172, you must apply right rudder to keep it
going straight.
14. On approach, you should never retract the flaps to correct for
undershooting, since that will suddenly decrease the lift and cause
the airplane to sink even more rapidly.
15. When properly performing turns *on* a pylon in the presence of
wind, the airplane will remain at the pivotal altitude, and the
pattern will be shifted somewhat downwind relative to where it would
be in no-wind conditions.
16. To model the earth's magnetic field, take a globe and skewer it
with an ordinary bar magnet, putting the bar's "N" pole in northern
Canada, and its "S" pole in Antarctica.