© Air Service Training (Engineering) Limited

JAR 66 - Module 8 Aerodynamics

1 The ISA value for air density is calculated by: :
a using ambient values of temperature and pressure applied to Boyle’s Law
b using derived values of temperature and pressure applied to the Equation of State
c referring to graphs based on Charles’ Law

2 Steady state airflow around a cylindrical body becomes turbulent at the:

a transition point at a velocity which is inversely proportion to the cylinder diameter
b stagnation point at the terminal velocity
c transition point at a velocity which is proportional to the cylinder diameter

3 Airflow velocities around a body may be calculated using:

a static pressure in the combined gas law
b pitot and static pressures in the Equation of State
c static pressure in the Equation of Continuity

4 The result of ice forming on an aeroplane wing in flight will be, increase in
weight and:
a drag coefficient and decrease in lift coefficient
b lift coefficient and decrease in drag coefficient
c drag coefficient and lift coefficient

5 According to Lapse Rate theory, if sea level temperature is 10C,

temperature:
a at 10000 ft will be minus 9.8C
b at 19800 ft will be minus 19.8C
c must be calculated using the Equation of State

6 Equivalent airspeed is calculated by multiplying calibrated airspeed by the

ratio of:
a ambient density to standard density
b sea level density to standard density
c sea level density to ambient density

7 On a conventional aerofoil section, as angle of attack is increased, the:

a transition point moves towards the trailing edge
b stagnation point moves round the leading edge towards the undersurface
c stagnation point moves round the leading edge towards the transition point

8 Total drag on an aeroplane in flight is greater than the sum of lift dependent
drag, skin friction and form drag because of:
a mixing of airflows at joints
b movement of the stagnation point
c variation in air density

9 To maintain the same altitude when velocity is increased:

a the angle of attack must be reduced to reduce lift coefficient
b airbrakes must be used to increase drag coefficient
c the angle of attack must be increased to increase lift coefficient

10 The most efficient angle of attack for an aerofoil may be obtained by

referring to the:
a graph of lift coefficient to angle of attack
b graph of lift/drag ratio to angle of attack
c pilot’s handbook

Paper No 8/3/1
 © Air Service Training (Engineering) Limited
JAR 66 - Module 8 Aerodynamics
11 The total drag of a symmetrical aerofoil at zero angle of attack is made up
of:
a form drag plus surface friction drag
b form drag plus vortex drag
c interference drag plus surface friction drag

12 When a single engined aeroplane in straight and level flight suffers an

engine failure, the transition to a stable gliding descent is due to the:
a action of the pilot
b action of the auto-pilot
c turning moment formed by lift and weight

13 In a stable climb, the rate of climb is proportional to the amount by which:

a thrust exceeds drag
b lift exceeds weight
c thrust exceeds weight

14 When an aeroplane is in a stable glide, if the pilot reduces the angle of

attack, speed will:
a increase and gliding distance will increase
b decrease and gliding distance will increase
c increase and gliding distance will reduce

15 In a turn, if bank angle is increased, lift:

a must be increased by increasing speed and angle of attack
b remains the same but speed must be increased
c remains the same but angle of attack must be increased

16 In a turn during which a force of 2G is produced, the aeroplane’s stalling

speed will be the:
a same as the basic stalling speed
b basic stalling speed x 2
c basic stalling speed x 2

17 If two identical aeroplanes with a large difference in their weight are stalled:
a the heavier will have a higher stalling speed than the lighter
b the lighter will have a higher stalling speed than the heavier
c they will both stall at the same speed

18 The lift generated by a general purpose aerofoil would be ‘zero’ at:

a zero degrees angle of attack
b a negative value for angle of attack
c a positive value of angle of attack

19 Longitudinal dihedral is the angle between the:

a mainplane dihedral and tailplane dihedral
b mainplane chord line and tailplane chord line
c tailplane chord line and the aeroplane’s longitudinal axis

20 When an aerofoil stalls, the movement of the centre of pressure will cause
the:
a aeroplane to rotate into a gliding attitude
b aeroplane to pitch nose up
c stall warning system to operate

Paper No 8/3/1