13 - Principles of Flight - Questions

Principles of Flight
Questions
1
The angle of attack (aerodynamic angle of incidence) of an aerofoil is the angle between the:
bottom surface and the horizontal bottom surface and the relative airflow. bottom surface and the chord line. chord line and the relative undisturbed airflow.
In a stationary subsonic streamline flow pattern, if the streamlines converge, in this part of the pattern, the static pressure (I) will ...and the velocity (II) will ...:
(I) decrease, (II) increase. (I) increase, (II) increase. (I) increase, (II) decrease. (I) increase, (II) decrease.
The SI units of air density (I) and force (II) are:

(I) kg / m3, (II) N. (I) kg / m, (II) kg. (I) N / m3, (II) N. (I) N / kg, (II) kg.
The units of wing loading (I) W / S and (II) dynamic pressure q are:
(I) kg / m, (II) N / m. (I) N / m, (II) kg. (I) N / m3, (II) kg / m. (I) N / m, (II) N / m.
Which formula or equation describes the relationship between force (F), acceleration (a) and mass (m)?
m=F.a a=F. m F=m / a F=m. a
Static pressure acts:

only in direction of the flow. only perpendicular to the direction of the flow. in all directions.
Pgina 1 de 80
Questions
only in the direction of the total pressure.
Lift is generated when:

the flow direction of a certain mass of air is changed. a certain mass of air is accelerated in its flow direction. a symmetrical aerofoil is placed in a high velocity air stream at zero angle of attack. a certain mass of air is retarded.
Consider the steady flow through a stream tube where the velocity of the stream is V. An increase in temperature of the flow at a constant value of V will:
decrease the mass flow. increase the mass flow when the tube is divergent in the direction of the flow. increase the mass flow. not affect the mass flow.
Which one of the following statements about Bernoulli's theorem is correct?

The dynamic pressure increases as static pressure decreases. The dynamic pressure decreases as static pressure decreases. The total pressure is zero when the velocity of the stream is zero. The dynamic pressure is maximum in the stagnation point.
10
If in a two-dimensional incompressible and subsonic flow, the streamlines converge the static pressure in the flow will:
increase. not change. decrease. increase initially, then decrease.
11
Bernoulli's equation can be written as: (pt= total pressure, ps = static pressure and q=dynamic pressure)
pt = ps / q pt = ps + q pt = ps - q pt = q - ps
12
Which of the following statements about boundary layers is correct?

The turbulent boundary layer will separate more easily than the laminar boundary layer. The turbulent boundary layer gives a lower skin friction than the laminar boundary layer. The turbulent boundary layer has more kinetic energy than the laminar boundary layer. The turbulent boundary layer is thinner than the laminar boundary layer.
Pgina 2 de 80
Questions
13
Where on the surface of a typical aerofoil will flow separation normally start at high angles of attack?
upper side trailing edge. upper side leading edge. lower side trailing edge. lower side leading edge.
14
On an asymmetrical, single curve aerofoil, in subsonic airflow, at low angle of attack, when the angle of attack is increased, the centre of pressure will (assume a conventional transport aeroplane):
move forward. move aft. remain matching the airfoil aerodynamic centre. remain unaffected.
15
The Cl - alpha curve of a positive cambered aerofoil intersects with the vertical axis of the Cl - alpha graph:
nowhere. below the origin. in the origin. above the origin.
16
The angle of attack of a two dimensional wing section is the angle between:
the chord line of the aerofoil and the fuselage centreline. the fuselage centreline and the free stream direction. the chord line and the camber line of the aerofoil. the chord line of the aerofoil and the free stream direction.
17
The angle between the airflow (relative wind) and the chord line of an aerofoil is:
glide path angle. climb path angle. angle of attack. same as the angle between chord line and fuselage axis.
18
The angle between the aeroplane longitudinal axis and the chord line is the:
angle of incidence. glide path angle. angle of attack. climb path angle.
Pgina 3 de 80
Questions
19
With increasing angle of attack, the stagnation point will move (I) ...and the point of lowest pressure will move (II) ...Respectively (I) and (II) are:
(I) up, (II) aft. (I) down, (II) aft. (I) down, (II) forward. (I) up, (II) forward.
20
The aerodynamic centre of the wing is the point, where:

the pitching moment coefficient does not vary with angle of attack. changes of lift due to variations in angle of attack are constant. aerodynamic forces are constant. the aeroplane's lateral axis intersects with the centre of gravity.
21
"Flutter" may be caused by:

low airspeed aerodynamic wing stall. roll control reversal. distortion by bending and torsion of the structure causing increasing vibration in the resonance frequency. high airspeed aerodynamic wing stall.
22
On a swept wing aeroplane at low airspeed, the "pitch up" phenomenon:

is caused by boundary layer fences mounted on the wings. is caused by wingtip stall. never occurs, since a swept wing is a "remedy" to pitch up. is caused by extension of trailing edge lift augmentation devices.
23
Low speed pitch up is caused by the:

Mach trim system. wing tip vortex. spanwise flow on a swept back wing. spanwise flow on a swept forward wing.
24
The lift of an aeroplane of weight W in a constant linear climb with a climb angle (gamma) is approximately:
Wcos.gamma. W(1-sin.gamma). W(1-tan.gamma). W/cos.gamma.
Pgina 4 de 80
Questions
25
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.42. An increase in angle of attack of 1 degree increases CL by 0.1. A vertical up gust instantly changes the angle of attack by 3 degrees. The load factor will be:
0.74 1.49 1.71 2.49
26
The aeroplane drag in straight and level flight is lowest when the:
induced drag is lowest. parasite drag is equal to the induced drag. parasite drag equals twice the induced drag. induced drag is equal to zero.
27
Considering a positive cambered aerofoil, the pitching moment when Cl=0 is:
positive (nose-up). infinite negative (nose-down). equal to zero.
28
On a un-swept wing, when the aerofoil is accelerated from subsonic to supersonic speeds, the aerodynamic centre:
shifts from 25% to about 50% of the aerofoil chord. shifts aft by about 10%. remains unchanged. slightly shifts forward.
29
On a symmetrical aerofoil, the pitching moment for which Cl=0 is:

zero equal to the moment coefficient for stabilized angle of attack. positive (pitch-up) negative (pitch-down)
30
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.4. An increase in angle of attack of 1 degree will increase CL by 0.09. A vertical up gust instantly changes the angle of attack by 5 degrees. The load factor will be:
2.0 3.18 1.09
Pgina 5 de 80
Questions
2.13
31
An aeroplane maintains straight and level flight while the IAS is doubled. The change in lift coefficient will be:
x 2.0 x 0.5 x 4.0 x 0.25
32
The effect of a positive wing sweep on static directional stability is as follows:

No effect Destabilizing dihedral effect Stabilizing effect Negative dihedral effect
33
The effect on static stability of an aeroplane with a high wing as compared to a low wing is:
a positive dihedral effect a negative dihedral effect no effect as it is only used to improve aeroplane loading zero dihedral effect
34
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.35. An increase in angle of attack of 1 degree would increase CL by 0.079. If a vertical gust instantly changes the angle of attack by 2 degrees, the load factor will be:
0.9 0.45 1.45 1.9
35
When an aeroplane is flying at an airspeed which is 1.3 times its basic stalling speed, the coefficient of lift as a percentage of the maximum lift coefficient (CLmax) would be:
59%. 130%. 169%. 77%.
36
The lift formula is:

L= W L= CL 2 RHO V S L= CL 1/2 RHO V S
Pgina 6 de 80
Questions
L= n W
37
An aeroplane is in a level turn, at a constant TAS of 300 kt, and a bank angle of 45. Its turning radius is: (given: g= 10 m/s)
3354 metres. 2381 metres. 4743 metres. 9000 metres.
38
Which one of the following statements about the lift-to-drag ratio in straight and level flight is correct?
The lift/drag ratio always increases as the lift decreases. The highest value of the lift/drag ratio is reached when the lift is equal to the aircraft weight. At the highest value of the lift/drag ratio the total drag is lowest. The highest value of the lift/drag ratio is reached when the lift is zero.
39
Drag is in the direction of - and lift is perpendicular to the:

relative wind/airflow. chord line. horizon. longitudinal axis.
40
If the nose of an aeroplane yaws left, this causes:

a decrease in relative airspeed on the right wing. an increase in lift on the left wing. a roll to the left. a roll to the right.
41
At an aeroplane's minimum drag speed, what is the ratio between induced drag Di and parasite drag Dp? Di/Dp=
1/2 1/1 It varies between aeroplane types. 2/1
42
The correct drag formula is:

D= CD 1/2 1/RHO V S D= CD 1/2 RHO V S D= CD 1/2 RHO V S
Pgina 7 de 80
Questions
D= CD 2 RHO V S
43
The value of the parasite drag in straight and level flight at constant weight varies linearly with the:
square of the speed. speed. angle of attack. square of the angle of attack.
44
An aeroplane accelerates from 80 kt to 160 kt at a load factor equal to 1. The induced drag coefficient (i) and the induced drag (ii) alter with the following factors:
(i) 1/16 (ii) 1/4 (i) 1/4 (ii) 2 (i) 1/2 (ii) 1/16 (i) 4 (ii) 1/2
45
What is the effect of high aspect ratio of an aeroplane's wing on induced drag?
It is unaffected because there is no relation between aspect ratio and induced drag. It is increased because high aspect ratio has greater frontal area. It is reduced because the effect of wing-tip vortices is reduced. It is increased because high aspect ratio produces greater downwash.
46
In what way do (1) induced drag and (2) parasite drag alter with increasing speed in straight and level flight ?
(1) decreases and (2) increases. (1) increases and (2) increases. (1) decreases and (2) decreases. (1) increases and (2) decreases.
47
Which of the following wing planforms produces the lowest induced drag? (all other relevant factors constant)
Rectangular. Tapered. Elliptical. Circular.
48
If flaps are deployed at constant IAS in straight and level flight, the magnitude of tip vortices will eventually: (flap span less than wing span)
decrease. increase.
Pgina 8 de 80
Questions
remain the same. increase or decrease, depending on the initial angle of attack.
49
The value of the induced drag of an aeroplane in straight and level flight at constant weight varies linearly with:
V V 1/V 1/V
50
Induced drag at constant IAS is affected by:

aeroplane weight. aeroplane wing location. angle between wing chord and fuselage centre line. engine thrust.
51
Which of the following will reduce induced drag?

Low aspect ratio. Flying at high angles of attack. Elliptical lift distribution. Extending the flaps.
52
Induced drag is created by the:

propeller wash blowing across the wing. spanwise flow pattern resulting in the tip vortices. interference of the air stream between wing and fuselage. separation of the boundary layer over the wing.
53
Vortex generators:
take kinetic energy out of the boundary layer to reduce separation. reduce the spanwise flow on swept wing. transfer energy from the free airflow into the boundary layer. change the turbulent boundary layer into a laminar boundary layer.
54
How does the total drag vary as speed is increased from stalling speed (VS) to maximum IAS (VNE) in a straight and level flight at constant weight?
Decreasing, then increasing. Decreasing. Increasing.
Pgina 9 de 80
Questions
Increasing, then decreasing.
55
A boundary layer fence on a swept wing will:

improve the high speed characteristics. increase the critical Mach Number. improve the low speed characteristics. improve the lift coefficient of the trailing edge flap.
56
In order to perform a steady level turn at constant speed in an aeroplane, the pilot must:
increase angle of attack and keep thrust/power unchanged. increase thrust/power and angle of attack. increase thrust/power and keep angle of attack unchanged. increase thrust/power and decrease angle of attack.
57
When an aeroplane with the centre of gravity forward of the centre of pressure of the combined wing / fuselage is in straight and level flight, the vertical load on the tailplane will be:
downwards because it is always negative regardless of the position of the centre of gravity. zero because in steady flight all loads are in equilibrium. downwards. upwards.
58
In a twin engine jet aeroplane (engines mounted below the low wings) the thrust is suddenly increased. Which elevator deflection will be required to maintain the pitching moment zero ?
Down. Up. No elevator movement will required because the thrust line of the engines remains unchanged. It depends on the position of the centre of gravity.
59
In which situation would the wing lift of an aeroplane in straight and level flight have the highest value ?
Forward centre of gravity and idle thrust. Aft centre of gravity and idle thrust. Forward centre of gravity and take-off thrust. Aft centre of gravity and take-off thrust.
60
An aeroplane, with a C.G. location behind the centre of pressure of the wing can only maintain a straight and level flight when the horizontal tail loading is:
downwards. upwards or downwards depending on elevator deflection.
Pgina 10 de 80
Questions
zero. upwards.
61
The centre of gravity moving aft will:

decrease the elevator up effectiveness. not affect the elevator up or down effectiveness. increase or decrease the elevator up effectiveness, depending on wing location. increase the elevator up effectiveness.
62
If the total sum of moments about one of its axes is not zero, an aeroplane would:
be difficult to control. fly a path with a constant curvature. experience an angular acceleration about that axis. not be affected because the situation is normal.
63
During landing of a low-winged jet aeroplane, the greatest elevator up deflection is normally required when the flaps are:
fully down and the cg is fully forward. up and the cg is fully forward. fully down and the cg is fully aft. up and the cg is fully aft.
64
Rotation about the lateral axis is called:

rolling. yawing. pitching. slipping.
65
Rolling is the rotation of the aeroplane about the:

longitudinal axis. vertical axis. lateral axis. wing axis.
66
An aeroplane has static directional stability; in a side-slip to the right, initially the:
right wing tends to go down. nose of the aeroplane will remain in the same direction. nose of the aeroplane tends to move to the right. nose of the aeroplane tends to move to the left.
Pgina 11 de 80
Questions
67
The cg of an aeroplane is in a fixed position forward of the neutral point. Speed changes cause a departure from the trimmed position. Which of the following statements about the stick force stability is correct?
Stick force stability is not affected by trim. An increase of 10kt from the trimmed position at low speed has more effect on the stick force than an increase of 10kt from the trimmed position at high speed. Increase of speed generates pull forces. Aeroplane nose up trim decreases the stick force stability.
68
The (1) stick force stability and the (2) manoeuvre stability are positively affected by:
(1) aft C.G. movement (2) aft CG. movement. (1) trimming the aeroplane nose up (2) trimming the aeroplane nose up. (1) forward C.G. movement (2) forward CG. movement. (1) forward C.G. movement (2) trimming the aeroplane nose up.
69
The value of the manoeuvre stability of an aeroplane is 150 N/g. The stick force required to achieve a load factor of 2,5 from steady level flight is:
225 N. 375 N. 450 N. 150 N.
70
For a normal stable aeroplane, the centre of gravity is located:

aft of the neutral point of the aeroplane. at the neutral point of the aeroplane. with a sufficient minimum margin ahead of the neutral point of the aeroplane. between the aft limit and the neutral point of the aeroplane.
71
The maximum aft position of the centre of gravity is, amongst others, limited by the:
inability to achieve maximum rotation rate during take-off. required minimum value of the stick force per g. maximum longitudinal stability of the aeroplane. maximum elevator deflection.
72
Longitudinal static stability is created by the fact that the:

aeroplane possesses a large trim speed range. wing surface is greater than the horizontal tail surface. centre of gravity is located in front of the neutral point of the aeroplane. centre of gravity is located in front of the leading edge of the wing.
Pgina 12 de 80
Questions
73
Positive static stability of an aeroplane means that following a disturbance from the equilibrium condition:
the initial tendency is to return towards its equilibrium condition. the initial tendency is to diverge further from its equilibrium condition. the tendency is to move with an oscillatory motion of decreasing amplitude. the tendency is to move with an oscillatory motion of increasing amplitude.
74
Following a disturbance, an aeroplane oscillates about the lateral axis at a constant amplitude. The aeroplane is:
statically stable - dynamically neutral statically unstable - dynamically stable statically stable - dynamically unstable statically unstable - dynamically neutral
75
Which statement on dynamic longitudinal stability of a conventional aeroplane is correct?

Period time of the phugoid is normally 5 sec. Speed remains constant during one period of the phugoid. Damping of the phugoid is normally very weak. Damping of the short period oscillation is normally very weak.
76
The "short period mode" is an:

oscillation about the lateral axis. oscillation about the vertical axis. oscillation about the longitudinal axis. unstable movement of the aeroplane, induced by the pilot.
77
An aeroplane that has positive static stability:

is always dynamically stable. is never dynamically stable. can be dynamically stable, neutral or unstable. is always dynamically unstable.
78
A statically unstable aeroplane is:

never dynamically stable. always dynamically stable. sometimes dynamically stable. sometimes dynamically unstable.
Pgina 13 de 80
Questions
79
One of the requirements for positive dynamic stability is:

a large deflection range of the stabilizer trim. a small cg range. positive static stability. an effective elevator.
80
"Tuck under" is:

the tendency to nose down when speed is increased into the transonic flight regime. the tendency to nose up when speed is increased into the transonic flight regime. shaking of the control column at high Mach Number. the tendency to nose down when the control column is pulled back.
81
"Tuck under" may happen at:

low Mach numbers. all Mach numbers. high Mach numbers. only at low altitudes.
82
"Tuck under" is caused by (i) which movement of the centre of pressure of the wing and (ii) which change of the downwash angle at the location of the stabilizer.
(i) forward (ii) increasing (i) aft (ii) decreasing (i) forward (ii) decreasing (i) aft (ii) increasing
83
Which of the following statements about dihedral is correct?

Dihedral is necessary for the execution of slip-free turns. Dihedral contributes to dynamic but not to static lateral stability. The "effective dihedral" of an aeroplane component means the contribution of that component to the static lateral stability. Effective dihedral is the angle between the 1/4-chord line and the lateral axis of the aeroplane.
84
How does positive camber of an aerofoil affect static longitudinal stability ? It has
no effect, because camber of the aerofoil produces a constant pitch down moment coefficient, independent of angle of attack. positive effect, because the centre of pressure shifts rearward at increasing angle of attack. negative effect, because the lift vector rotates forward at increasing angle of attack. positive effect, because the lift vector rotates backward at increasing angle of attack.
Pgina 14 de 80
Questions
85
Which of the following lists contain aeroplane design features that all increase static lateral stability?
Low wing, dihedral, elliptical wing planform. Fuselage mounted engines, dihedral, T-tail. High wing, sweep back, large and high vertical fin. Sweep back, under wing mounted engines, winglets.
86
Which wing design feature decreases the static lateral stability of an aeroplane?
Increased wing span. Anhedral. Dihedral. High wing.
87
The manoeuvrability of an aeroplane is best when the:

flaps are down. C.G. position is on the forward C.G. limit. C.G. is on the aft C.G. limit. speed is low.
88
The effect of a ventral fin on the static stability of an aeroplane is as follows: (1=longitudinal, 2=lateral, 3=directional)
1: no effect, 2: negative, 3: positive 1: positive, 2: negative, 3: negative 1: negative, 2: positive, 3: positive 1: no effect, 2: positive, 3: negative
89
Which of the following statements about static lateral and directional stability is correct?
An aeroplane with an excessive static directional stability in relation to its static lateral stability, will be prone to spiral dive (spiral instability). The effects of static lateral and static directional stability are completely independent of each other because they take place about different axes. An aeroplane with an excessive static directional stability in relation to its static lateral stability, will be prone to "Dutch roll". Static directional stability can be increased by installing more powerful engines.
90
Which moments or motions interact in a dutch roll?

Pitching and yawing. Pitching and rolling. Rolling and yawing. Pitching and adverse yaw.
Pgina 15 de 80
Questions
91
(For this question use annex 081-1331A) A jet transport aeroplane weighing 100 tons carries out a steady level 50 degree bank turn at FL350. The buffet free speed range from low speed to high speed buffet extends from:
M 0.69 to > M 0.84 M 0.72 to > M 0.84 M 0.65 to > M 0.84 M 0.74 to M 0.84
92
Extension of FOWLER type trailing edge lift augmentation devices, will produce:
no pitching moment. a nose-up pitching moment. a nose-down pitching moment. a force which reduces drag.
93
Which of the following statements about a Mach trimmer is correct?

A Mach trimmer corrects the change in stick force stability of a swept wing aeroplane above a certain Mach number. A straight wing aeroplane always needs a Mach trimmer for flying at Mach numbers close to MMO. A Mach trimmer reduces the stick force stability of a straight wing aeroplane to zero at high Mach numbers. The Mach trimmer corrects the natural tendency of a swept wing aeroplane to pitch-up.
94
With increasing altitude and constant IAS the static lateral stability (1) and the dynamic lateral/directional stability (2) of an aeroplane with swept-back wing will:
(1) increase (2) increase. (1) decrease (2) decrease. (1) increase (2) decrease. (1) decrease (2) increase.
95
Which one of the following systems suppresses the tendency to "Dutch roll"?
Yaw damper. Roll spoilers. Spoiler mixer. Rudder limiter.
96
Which aeroplane behaviour will be corrected by a yaw damper ?

Tuck under. Spiral dive. Dutch roll. Buffeting.
Pgina 16 de 80
Questions
97
Compared with level flight prior to the stall, the lift (1) and drag (2) in the stall change as follows:
(1) increases (2) decreases. (1) decreases (2) increases. (1) decreases (2) decreases. (1) increases (2) increases.
98
Entering the stall the centre of pressure of a straight (1) wing and of a strongly swept back wing (2) will:
(1) not move (2) move forward. (1) move aft, (2) not move. (1) move aft, (2) move forward. (1) move aft, (2) move aft.
99
Which of the following statements about stall speed is correct ?

Decreasing the angle of sweep of the wing will decrease the stall speed. Increasing the angle of sweep of the wing will decrease the stall speed. Use of a T-tail will decrease the stall speed.. Increasing the anhedral of the wing will decrease the stall speed.
100
Which of the following statements about the spin is correct?

An aeroplane is prone to spin when the stall starts at the wing root. In the spin, airspeed continuously increases. 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.
101
During an erect spin recovery:

the control stick is pulled to the most aft position. 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.
102
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. The nose down effect is the result of increasing downwash, due to flow separation. Just before the stall the aeroplane will be have an increased nose-down tendency. Buffeting is the result of tailplane flow separation..
Pgina 17 de 80
Questions
103
How is stall warning presented to the pilots of a large transport aeroplane ?

stick shaker and/or aerodynamic buffet. stick pusher. stall warning light only. aural warning only.
104
The vane of a stall warning system with a flapper switch is activated by the change of the:
stagnation point. centre of pressure. centre of gravity. point of lowest pressure.
105
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
106
When a strongly swept back wing stalls and the wake of the wing contacts the horizontal tail, the effect on the stall behaviour can be a(n):
nose up tendency and/or lack of elevator response. nose down tendency. increase in sensitivity of elevator inputs. tendency to increase speed after initial stall.
107
The function of the stick pusher is:

to activate and push the stick forward prior to stick shaker. to vibrate the controls. to activate and push the stick forward at or beyond a certain value of angle of attack. to pull the stick, to avoid a high speed stall.
108
Dangerous stall characteristics, in large transport aeroplanes that require stick pushers to be installed, include:
excessive wing drop and deep stall. pitch down and yaw. distinct aerodynamic buffet. pitch down and increase in speed.
Pgina 18 de 80
Questions
109
By what percentage does the lift increase in a level turn at 45 angle of bank, compared to straight and level flight?
19%. 31%. 41%. 52%.
110
In a steady level, co-ordinated turn, the load factor n and the stalling speed VS will be:
n greater than 1, VS higher than in straight and level flight. n smaller than 1, VS lower than in straight and level flight. n greater than 1, VS lower than in straight and level flight. n smaller than 1, VS higher than in straight and level flight.
111
On a wing fitted with a "fowler" type trailing edge flap, the "Full extended" position will produce:
an unaffected wing area and increase in camber. an unaffected CD, at a given angle of attack. an increase in wing area and camber. an increase in wing area only.
112
When flaps are extended in a straight and level flight at constant IAS, the lift coefficient will eventually:
first increase and then decrease. remain the same. increase. decrease.
113
When flaps are deployed at constant angle of attack the lift coefficient will:
vary as the square of IAS. remain the same. increase. decrease.
114
Trailing edge flap extension will:

decrease the critical angle of attack and increase the value of CLmax. increase the critical angle of attack and increase the value of CLmax. decrease the critical angle of attack and decrease the value of CLmax. increase the critical angle of attack and decrease the value of CLmax.
Pgina 19 de 80
Questions
115
Which of the following statements about the difference between Krueger flaps and slats is correct?
Deploying a Krueger flap will form a slot, deploying a slat does not. Deploying a slat will increase critical angle of attack, deploying a Krueger flap does not. Deploying a slat will form a slot, deploying a Krueger flap does not. Deploying a Krueger flap will increase critical angle of attack, deploying a slat does not.
116
What is the most effective flap system?

Single slotted flap. Fowler flap. Split flap. Plain flap.
117
Deploying a Fowler flap, the flap will:

just turn down. just move aft. move aft, then turn down. turn down, then move aft.
118
A slotted flap will increase the CLmax by:

increasing the camber of the aerofoil and re-energising the airflow. decreasing the skin friction. increasing only the camber of the aerofoil. increasing the critical angle of attack.
119
In order to maintain straight and level flight at a constant airspeed, whilst the flaps are being retracted, the angle of attack must be:
increased or decreased depending upon the type of flap increased decreased held constant
120
What is the purpose of an auto-slat system ?

ensures that the slats are always extended when the ground/flight system is in the "ground" position. assist the ailerons during rolling. extend automatically when a certain value of angle of attack is exceeded. provide automatically slat IN selection after take-off.
Pgina 20 de 80
Questions
121
The function of the slot between an extended slat and the leading edge of the wing is to:
cause a venturi effect which energizes the boundary layer. allow space for vibration of the slat. reduce the wing loading. slow the air flow in the slot so that more pressure is created under the wing.
122
Given the following aeroplane configurations: 1. Clean wing 2. Slats only extended 3. Flaps only extended Place these configurations in order of stall angle of attack:
1, 3, 2. 2, 1, 3. 3, 1, 2. 2, 3, 1.
123
An aeroplane has the following flap settings: 0, 15, 30 and 45. Slats can also be selected. Which of the following selections will most adversely affect the CL/CD ratio?
Flaps from 30 to 45 . The slats. Flaps from 0 to 15 . Flaps from 15 to 30 .
124
After take-off the slats (when installed) are always retracted later than the flaps. Why ?
Because SLATS EXTENDED provides a better view from the cockpit than FLAPS EXTENDED. Because VMCA with SLATS EXTENDED is more favourable compared to the FLAPS EXTENDED situation. Because SLATS EXTENDED gives a large decrease in stall speed with relatively less drag. Because FLAPS EXTENDED gives a large decrease in stall speed with relatively less drag.
125
Upon extension of a spoiler on a wing:

CD is increased and CL is decreased. only CL is decreased (CD remains unaffected). both CL and CD are increased. CD is increased, while CL remains unaffected.
126
When "spoilers" are used as speed brakes:

CLmax of the polar curve is not affected. they do not affect wheel braking action during landing. at same angle of attack, CD is increased and CL is decreased.
Pgina 21 de 80
Questions
at same angle of attack, CL remains unaffected.
127
During initiation of a turn with speedbrakes extended, the roll spoiler function induces a spoiler deflection:
on the downgoing wing only. downward on the upgoing wing and upward on the downgoing wing. upward on the upgoing wing and downward on the downgoing wing. on the upgoing wing only.
128
Stick forces, provided by an elevator feel system, depend on:

elevator deflection, static pressure. stabilizer position, total pressure. elevator deflection, dynamic pressure. stabilizer position, static pressure.
129
For a fixed-pitch propeller designed for cruise, the angle of attack of each blade, measured at the reference section:
is optimum when the aircraft is in a stabilized cruising flight. decreases when the aircraft speed decreases (with identical engine RPM). is lower in ground run than in flight (with identical engine RPM). is always positive during idling descent.
130
Why is a propeller blade twisted from root to tip?

To ensure the angle of attack is greatest at the tip. To ensure that the root produces most thrust. To maintain a constant angle of attack along the whole length of the propeller blade. To ensure that the tip produces most thrust.
131
Constant-speed propellers provide a better performance than fixed-pitch propellers because they:
have more blade surface area than a fixed-pitch propeller. produce an almost maximum efficiency over a wider speed range. have a higher maximum efficiency than a fixed-pitch propeller. produce a greater maximum thrust than a fixed-pitch propeller.
132
If you pull back the RPM lever of a constant speed propeller during a glide with idle power and constant speed, the propeller pitch will:
decrease and the rate of descent will increase. decrease and the rate of descent will decrease. increase and the rate of descent will decrease.
Pgina 22 de 80
Questions
increase and the rate of descent will increase.
133
If you push forward the RPM lever of a constant speed propeller during a glide with idle power and constant speed, the propeller pitch will:
decrease and the rate of descent will increase. increase and the rate of descent will decrease. increase and the rate of descent will increase. decrease and the rate of descent will decrease.
134
Propeller efficiency may be defined as the ratio between:

usable (power available) power of the propeller and shaft power. the thrust and the maximum thrust. the usable (power available) power and the maximum power. the thermal power of fuel-flow and shaft power.
135
An engine failure can result in a windmilling (1) propeller and a feathered (2) propeller. Which statement about propeller drag is correct?
(2) is larger than (1). (1) is equal to (2). (1) is larger than (2). impossible to say which one is largest.
136
When the blades of a propeller are in the feathered position:

the drag of the propeller is then minimal. the propeller produces an optimal windmilling RPM. the windmilling RPM is the maximum. the RPM is then just sufficient to lubricate the engine.
137
Increasing the number of propeller blades will:

increase the propeller efficiency. increase the noise level at maximum power. increase the maximum absorption of power. decrease the torque in the propeller shaft at maximum power.
138
The torque effect during the take off run in respect of a right hand propeller, when viewed from behind, will tend to:
roll the aeroplane to the left. pitch the aeroplane nose down. roll the aeroplane to the right. pitch the aeroplane nose up.
Pgina 23 de 80
Questions
139
Gyroscopic precession of a propeller is induced by:

pitching and rolling. increasing RPM and yawing. pitching and yawing. increasing RPM and rolling.
140
Asymmetric propeller blade effect is mainly induced by:

the inclination of the propeller axis to the relative airflow. high speed. large angles of yaw. large angles of climb.
141
A propeller is turning to the right when viewed from behind. The asymmetric blade effect in the climb at low speed will:
roll the aeroplane to the left. yaw the aeroplane to the right. yaw the aeroplane to the left. roll the aeroplane to the right.
142
A jet transport aeroplane is in a straight climb at a constant IAS and constant weight. The operational limit that may be exceeded is:
MD. MMO. VMO. VA.
143
How does stalling speed (IAS) vary with altitude?

It remains constant at lower altitudes but decreases at higher altitudes due to compressibility effects. It increases with increasing altitude, because the density decreases. It remains constant at lower altitudes but increases at higher altitudes due to compressibility effects. It remains constant.
144
What data may be obtained from the Buffet Onset Boundary chart?
The values of the Mach Number at which low speed and Mach Buffet occur at different weights and altitudes. The values of MMO at different weights and altitudes. The values of Mcrit at different weights and altitudes. The values of the Mach Number at which low speed and shock-stall occur at different weights and altitudes.
Pgina 24 de 80
Questions
145
Mcrit is the free stream Mach Number at which:

Mach buffet occurs. shockstall occurs. somewhere about the airframe Mach 1 is reached locally. the critical angle of attack is reached.
146
Which of the following (1) aerofoils and (2) angles of attack will produce the lowest Mcrit values?
(1) thin and (2) small. (1) thick and (2) large. (1) thick and (2) small. (1) thin and (2) large.
147
Which kind of flow separation occurs at the smallest angle of attack?

deep stall. low-speed stall. shockstall. Accelerated stall.
148
When the Mach number is slowly increased in straight and level flight the first shockwaves will occur:
on the upper surface at the wing root. on the lower surface of the wing. somewhere on the fin. somewhere on the horizontal tail.
149
The consequences of exceeding Mcrit in a swept-wing aeroplane may be: (assume no corrective devices, straight and level flight)
buffeting of the aeroplane and a tendency to pitch up. buffeting of the aeroplane and a tendency to pitch down. an increase in speed and a tendency to pitch up. engine unbalance and buffeting.
150
A jet aeroplane cruises buffet free at high constant altitude. Which type of stall can occur if this aeroplane decelerates during an inadvertent increase in load factor ?
Shock stall. Deep stall. Accelerated stall. Low speed stall.
Pgina 25 de 80
Questions
151
Which type of stall has the largest associated angle of attack?

Deep stall. Shock stall. Accelerated stall. Low speed stall.
152
The maximum acceptable cruising altitude is limited by a minimum acceptable loadfactor because exceeding that altitude:
turbulence may exceed the limit load factor. a sudden necessary bankangle may exceed the limit load factor. turbulence may induce Mach buffet. Mach buffet will occur immediately.
153
If an aeroplane is accelerated from subsonic to supersonic speeds, the centre of pressure will move:
to the mid chord position. forward. to a position near the leading edge. to a position near the trailing edge.
154
Vortex generators on the upper side of the wing surface will:

increase the critical Mach Number. decrease the span wise flow at high Mach Numbers. decrease the intensity of shock wave induced air separation. increase the magnitude of the shock wave.
155
Vortex generators on the upper side of the wing:

decrease wave drag. increase wave drag. increase critical Mach Number. decrease critical Mach Number.
156
The aft movement of the centre of pressure during acceleration through the transonic range will:
decrease the longitudinal stability. increase the static lateral stability. increase the static longitudinal stability. decrease the static lateral stability.
Pgina 26 de 80
Questions
157
In supersonic flight aerofoil pressure distribution is:

the same as in subsonic flight. rectangular. irregular. triangular.
158
Shock stall is:

separation of the flow at the trailing edge of the wing at high Mach Numbers. separation of the flow at high angles of attack and at high Mach Numbers. separation of the boundary layer behind the shock wave. separation of the flow behind the bow wave.
159
In the transonic range the aeroplane characteristics are strongly determined by:
the Mach Number. the TAS. the IAS. the CAS.
160
Which of the following flight phenomena can only occur at Mach numbers above the critical Mach number?
Dutch roll. Speed instability. Mach buffet. Elevator stall.
161
Which of the following flight phenomena can occur at Mach numbers below the critical Mach number?
Shock stall. Dutch roll. Tuck under. Mach buffet.
162
The Mach trim system will:

adjust the elevator trim tab, depending on the Mach Number. pump the fuel from tank to tank, depending on the Mach Number. adjust the stabilizer, depending on the Mach Number. keep the Mach Number automatically constant.
Pgina 27 de 80
Questions
163
The Mach trim system will prevent:

tuck under. dutch roll. buffeting. shock stall.
164
When air has passed an expansion wave, the static pressure is:
unchanged. decreased. decreased or increased, depending on Mach Number. increased.
165
The critical Mach Number of an aeroplane is the free stream Mach Number, which produces the first evidence of:
supersonic flow. shock wave. buffet. local sonic flow.
166
The critical Mach Number of an aeroplane can be increased by:

sweep back of the wings. vortex generators. control deflection dihedral of the wings.
167
In supersonic flight, all disturbances produced by an aeroplane are:

outside the conical area depending on the Mach Number. in front of the aeroplane. in between a conical area, depending on the Mach Number. very weak and negligible.
168
In transonic flight the ailerons will be less effective than in subsonic flight because:
aileron deflection only affects the air in front of the shock wave. aileron deflection only partly affects the pressure distribution around the wing. behind the shock wave pressure is lower. aileron down deflection moves the shock wave forward.
169
To be able to predict compressibility effects you have to determine the:
Pgina 28 de 80
Questions
IAS. TAS. Mach Number. EAS.
170
The formula for the Mach Number is: (a= speed of sound)
M= TAS / a M= a / TAS M= TAS*a M= IAS / a
171
Assuming ISA conditions, climbing at a constant Mach Number up to FL 350 the TAS will:
decrease. first increase, then decrease. increase. remain constant.
172
The speed of sound is affected by the:

density of the air. pressure of the air. temperature of the air. humidity of the air.
173
An aeroplane is flying through the transonic range. As the Mach Number increases the centre of pressure of the wing will move aft. This movement requires:
a pitch up input of the stabilizer. a stability augmentation system to improve dynamic stability. much more thrust from the engine. a higher IAS to compensate the nose down effect.
174
The additional increase of drag at Mach Numbers above the critical Mach Number is due to:
increased angle of attack. increased interference drag. wave drag. increased skin friction.
175
Air passes a normal shock wave. Which of the following statements is correct?
The velocity increases.
Pgina 29 de 80
Questions
The static temperature increases. The static pressure decreases. The static temperature decreases.
176
The bow wave will first appear at:

the critical Mach number Mach 1 a Mach number just above M = 1 a Mach number just below M = 1
177
Two methods to increase the critical Mach Number are:

thin aerofoils and sweep back of the wing. thin aerofoils and dihedral of the wing. positive cambering of the aerofoil and sweep back of the wing. thick aerofoils and dihedral of the wing.
178
A commercial jet aeroplane is performing a straight descent at a constant Mach number with constant mass. The operational speed limit that may be exceeded is:
VMO. VNE. VD. MMO.
179
The relationship between the stall speed VS and VA (EAS) for a large transport aeroplane can be expressed in the following formula: (SQRT= square root)
VA < VS SQRT(2.5) VA <= VS SQRT(2.5) VA > VS SQRT(2.5) VA >= VS SQRT(2.5)
180
By what percentage does VA (EAS) alter when the aeroplane's weight decreases by 19%?
4.36% lower. no change 19% lower. 10% lower.
181
Which load factor determines VA?

manoeuvring ultimate load factor. gust load factor at 66 ft/sec gust.
Pgina 30 de 80
Questions
manoeuvring limit load factor. manoeuvring flap limit load factor.
182
Which combination of speeds is applicable for structural strength in gust (clean configuration) ?
50 ft/sec and VC. 66 ft/sec and VD. 65 ft/sec at all speeds. 55 ft/sec and VB.
183
The extreme right limitation for both V-n (gust and manoeuvre) diagrams is created by the speed:
VC Vflutter VD VMO
184
What can happen to the aeroplane structure flying at a speed just exceeding VA ?
It may suffer permanent deformation if the elevator is fully deflected upwards It may break if the elevator is fully deflected upwards. It may suffer permanent deformation because the flight is performed at too large dynamic pressure. It will collapse if a turn is made.
185
What is the limit load factor of a large transport aeroplane in the manoeuvring diagram?
1.5 3.75 2.5 6
186
The most important problem of ice accretion on a transport aeroplane during flight is:
blocking of control surfaces. reduction in CLmax. increase in weight. increase in drag.
187
The effects of very heavy rain (tropical rain) on the aerodynamic characteristics of an aeroplane are:
increase of CLmax and increase of drag. increase of CLmax and decrease of drag. decrease of CLmax and increase of drag.
Pgina 31 de 80
Questions
decrease of CLmax and decrease of drag.
188
While flying under icing conditions, the largest ice build-up will occur, principally, on:
The frontal areas of the aircraft. The upper and lower surfaces on the rear of the wing. The upper and lower rudder surfaces. The pitot and static probes only.
189
The frontal area of a body, placed in a certain airstream is increased by a factor 3. The shape will not alter. The aerodynamic drag will increase with a factor:
9. 6. 3. 1.5 .
190
The aerodynamic drag of a body, placed in a certain airstream depends amongst others on:
The c.g. location of the body. The airstream velocity. The specific mass of the body. The weight of the body.
191
A body is placed in a certain airstream. The airstream velocity increases by a factor 4. The aerodynamic drag will increase with a factor:
12 . 8. 16 . 4.
192
A body is placed in a certain airstream. The density of the airstream decreases to half of the original value. The aerodynamic drag will decrease with a factor:
2. 4. 8. 1.4 .
193
The point, where the aerodynamic lift acts on a wing is:

the centre of pressure. the c.g. location. the point of maximum thickness of the wing. the suction point of the wing.
Pgina 32 de 80
Questions
194
The location of the centre of pressure of a positive cambered wing at increasing angle of attack will:
shift aft. not shift. shift forward. shift in spanwise direction.
195
The unit of density is:

kg/m psi kg/cm Bar
196
The unit of measurement of pressure is:

kg/m lb/gal psi kg/dm
197
The boundary layer of a wing is:

a layer on the wing in which the stream velocity is lower than the free stream velocity. created by the normal shock wave at transonic speeds. a turbulent flow around the wing. caused by suction on the upper wing surface.
198
A laminar boundary layer is a layer, in which:

the vortices are weak. the velocity is constant. no velocity components exist, normal to the surface. the temperature varies constantly.
199
Total pressure is:

static pressure plus dynamic pressure. static pressure minus dynamic pressure. rho V measured at a small hole in a surface, parallel to the local stream.
200
The (subsonic) static pressure:
Pgina 33 de 80
Questions
is the total pressure plus the dynamic pressure. is the pressure in a point at which the velocity has become zero. decreases in a flow in a tube when the diameter decreases. increases in a flow in a tube when the diameter decreases.
201
The true airspeed (TAS) is:

lower than the speed of the undisturbed airstream about the aeroplane. lower than the indicated airspeed (IAS) at ISA conditions and altitudes below sea level. higher than the speed of the undisturbed airstream about the aeroplane. equal to the IAS, multiplied by the air density at sea level.
202
The lift- and drag forces, acting on a wing cross section:

vary linearly with the angle of attack. are proportional to each other, independent of angle of attack. depend on the pressure distribution about the wing cross section. are normal to each other at just one angle of attack.
203
The lift force, acting on an aerofoil:

is mainly caused by suction on the upperside of the aerofoil. increases, proportional to the angle of attack until 40 degrees. is mainly caused by overpressure at the underside of the aerofoil. is maximum at an angle of attack of 2 degrees.
204
The relative thickness of an aerofoil is expressed in:

camber. meters. % chord. degrees cross section tail angle.
205
The aerofoil polar is:

a graph, in which the thickness of the wing aerofoil is given as a function of the chord. a graph of the relation between the lift coefficient and the drag coefficient. a graph of the relation between the lift coefficient and the angle of attack. the relation between the horizontal and the vertical speed.
206
The aspect ratio of the wing:

is the ratio between chord and root chord. is the ratio between the tip chord and the wing span. is the ratio between the wing span and the mean geometric chord.
Pgina 34 de 80
Questions
is the ratio between the wing span and the root chord.
207
Dihedral of the wing is:

the angle between the 0.25 chord line of the wing and the lateral axis. the angle between the leading edge of the wing and the lateral axis. the angle between the 0.25 chord line of the wing and the vertical axis. the angle between the 0.25 chord line of the wing and the horizon.
208
The induced drag:

increases as the lift coefficient increases. increases as the aspect ratio increases. has no relation to the lift coefficient. increases as the magnitude of the tip vortices decreases.
209
Flap selection at constant IAS whilst maintaining straight and level flight will increase the:
maximum lift coefficient (CLmax) and the drag. lift and the drag. lift coefficient and the drag. stall speed.
210
The Mach number:

is the ratio between the TAS of the aeroplane and the local speed of sound. is the ratio between the TAS of the aeroplane and the speed of sound at sea level. is the ratio between the IAS of the aeroplane and the local speed of sound. increases at a given TAS, when the temperature rises.
211
A normal shock wave:

is a discontinuity plane in an airflow, in which the temperature drops suddenly. is a discontinuity plane in an airflow, in which the pressure drops suddenly. can occur at different points on the aeroplane in transonic flight. is a discontinuity plane in an airflow, which is always normal to the surface.
212
If the sum of all the moments in flight is not zero, the aeroplane will rotate about the:
centre of gravity. neutral point of the aeroplane. aerodynamic centre of the wing. centre of pressure of the wing.
213
Dihedral of the wing:
Pgina 35 de 80
Questions
is the only way to increase the static lateral stability. is only positive for aeroplanes with high mounted wings. increases the static lateral stability. decreases the static lateral stability.
214
A C.G location beyond the aft limit leads to:

an unacceptable low value of the manoeuvre stability (stick force per g, Fe/g). a too high pulling stick force during rotation in the take off. an increasing static longitudinal stability. a better recovery performance in the spin.
215
If the elevator trim tab is deflected up, the cockpit trim indicator presents:
neutral. nose-up. nose-down. nose-left.
216
Differential aileron deflection:

is required to achieve the required roll-rate. equals the drag of the right and left aileron. is required to keep the total lift constant when ailerons are deflected. increases the CLmax.
217
An example of differential aileron deflection during initiation of left turn is:

Left aileron: 2 down Right aileron: 5 up Left aileron: 5 down Right aileron: 2 up Left aileron: 5 up Right aileron: 2 down Left aileron: 2 up Right aileron: 5 down
218
Does the pitch-angle of a constant-speed propeller alter in medium horizontal turbulence?

Yes slightly. Yes strongly. No. Yes, but only if the pitch is full-fine.
219
When trailing edge flaps are selected down whilst maintaining straight and level flight at constant IAS:
Pgina 36 de 80
Questions
the lift coefficient and the drag coefficient increase. the stall speed increases. the centre of pressure moves aft. the total boundary layer becomes laminar.
220
Which of the following situations leads to a decreasing stall speed (IAS)?

increasing load factor. decreasing weight. increasing altitude. increasing air density.
221
Two identical aircraft A and B, with the same mass, are flying steady level co-ordinated 20 degree bank turns. If the TAS of A is 130 kt and that of B is 200 kt:
the lift coefficient of A is less than that of B. the turn radius of A is greater than that of B. the rate of turn of A is greater than that of B. the load factor of A is greater than that of B.
222
Which of the following statements about a constant speed propeller is correct?

The blade angle increases with increasing aeroplane speed. The propeller system keeps the aeroplane speed constant. The RPM decreases with increasing aeroplane speed. The selected RPM is kept constant by the manifold pressure.
223
The difference between IAS and TAS will:

decrease with decreasing altitude. increase with decreasing temperature. increase with increasing air density. decrease with increasing speed.
224
Increase of wing loading will:

increase the stall speeds. decrease take off speeds. increase CLmax. decrease the minimum gliding angle.
225
An aeroplane performs a right turn, the slip indicator is left of neutral. One way to coordinate the turn is to apply:
more left rudder.
Pgina 37 de 80
Questions
more right rudder. less right bank. a higher turn-rate.
226
A light twin is in a turn at 20 degrees bank and 150 kt TAS. A more heavy aeroplane at the same bank and the same speed will:
turn at a bigger turn radius. turn at a smaller turn radius. turn at the same turn radius. turn at a higher turn rate.
227
Which statement is correct about an aeroplane, that has experienced a left engine failure and continues afterwards in straight and level cruise flight with wings level ?
turn indicator left of neutral, slip indicator neutral. turn indicator neutral, slip indicator neutral. turn indicator neutral, slip indicator left of neutral. turn indicator left of neutral, slip indicator left of neutral.
228
The bank angle in a rate-one turn depends on:

wind. load factor. TAS. weight.
229
Which statement about induced drag and tip vortices is correct?

The flow direction at the upper side of the wing has a component in wing root direction, the flow at the underside of the wing in wing tip direction. Tip vortices can be diminished by vortex generators. The flow direction at the upper and under side of the wing, both deviate in wing tip direction. The wing tip vortices and the induced drag decrease at increasing angle of attack.
230
VA is:
the maximum speed at which maximum elevator deflection up is allowed. the maximum speed at which rolls are allowed. the speed at which a heavy transport aeroplane should fly in turbulence. the speed that should not be exceeded in the climb.
231
The critical Mach number for an aerofoil equals the free stream airfoil Mach number at which:
a shock-wave appears on the upper surface.
Pgina 38 de 80
Questions
a "supersonic bell" appears on the upper surface. sonic speed (M=1) is reached at a certain point on the upper side of the aerofoil. the maximum operating temperature is reached.
232
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.
233
VMO:
should be chosen in between VC and VD. is equal to the design speed for maximum gust intensity. should be not greater than VC. should not be less than VD.
234
The term angle of attack in a two dimensional flow is defined as:

the angle between the wing chord line and the direction of the relative wind/airflow. the angle between the aeroplane climb path and the horizon. the angle formed by the longitudinal axis of the aeroplane and the chord line of the wing the angle for maximum lift/drag ratio
235
The terms "q" and "S" in the lift formula are:

dynamic pressure and the area of the wing static pressure and dynamic pressure square root of surface and wing loading static pressure and wing surface area
236
The critical angle of attack:

remains unchanged regardless of gross weight increases if the CG is moved forward decreases if the CG is moved aft changes with an increase in gross weight
237
Comparing the lift coefficient and drag coefficient at normal angle of attack:
CL is much greater than CD CL has approximately the same value as CD CL is lower than CD
Pgina 39 de 80
Questions
CL is much lower than CD
238
Which statement is correct in respect of Cl and angle of attack?

For an asymmetrical aerofoil, if the angle of attack is zero, Cl is zero. For a symmetrical aerofoil, if the angle of attack is zero, Cl is zero. For a symmetrical aerofoil, if the angle of attack is zero, Cl is not zero. For an asymmetrical aerofoil with positive camber, if the angle of attack is greater than zero, Cl is zero.
239
The polar curve of an aerofoil is a graphic relation between:

TAS and stall speed Angle of attack and CL CD and angle of attack CL and CD
240
The Mean Aerodynamic Chord (MAC) for a given wing of any planform is
the chord of a rectangular wing with same moment and lift the chord of a large rectangular wing the average chord of the actual aeroplane the wing area divided by the wing span
241
The span-wise flow is caused by the difference between the air pressure on top and beneath the wing and its direction of movement goes from:
beneath to the top of the wing via the wing tip the top to beneath the wing via the wing's trailing edge beneath to the top of the wing via the trailing edge the top to beneath the wing via the leading edge
242
Induced drag may be reduced by:

a decrease of the aspect ratio the use of a wing tip with a much thinner aerofoil an increase in the taper ratio of the wing an increase in aspect ratio
243
The relationship between induced drag and the aspect ratio is:
there is no relationship induced drag = 1.3 aspect ratio value an increase in the aspect ratio increases the induced drag a decrease in the aspect ratio increases the induced drag
Pgina 40 de 80
Questions
244
A high aspect ratio wing produces:

less sensitivity to gust effects a decrease in stall speed a decrease in induced drag an increase in induced drag
245
What is the effect on induced drag of mass and speed changes? (all other factors of importance remaining constant)
Decreases with increasing speed and decreasing mass. Decreases with decreasing speed and decreasing mass. Increases with increasing speed and decreasing mass. Increases with increasing speed and increasing mass.
246
What will happen in ground effect?

The induced angle of attack and induced drag decrease. The thrust required will increase significantly. The wing downwash on the tail surfaces increases. The wing tip vortices increase in strength.
247
Floating due to ground effect during an approach to land will occur:

when the height is less than halve of the length of the wing span above the surface when the height is less than twice the length of the wing span above the surface when a higher than normal angle of attack is used at a speed approaching the stall
248
Which statement is correct about the laminar and turbulent boundary layer:
friction drag will be equal in both types of layers friction drag is lower in the turbulent layer friction drag is lower in the laminar layer separation point will occur earlier in the turbulent layer
249
After the transition point between the laminar and turbulent boundary layer
the boundary layer gets thicker and the speed decreases the mean speed and friction drag increases the boundary layer gets thinner and the speed increases the mean speed increases and the friction drag decreases
250
The stall speed:
Pgina 41 de 80
Questions
increases with the length of the wingspan does not depend on weight increases with an increased weight decreases with an increased weight
251
At higher altitudes, the stall speed (IAS):

increases decreases remains the same decreases until the tropopause
252
When a pilot makes a turn in horizontal flight, the stall speed:

increases with the square root of load factor increases with flap extension decreases with increasing bank angle increases with the load factor squared
253
The stall speed in a 60 banked turn increases by the following factor:

2.00 1.30 1.07 1.41
254
The trailing edge flaps when extended:

increase the zero lift angle of attack significantly increase the angle of attack for maximum lift significantly lower the drag degrade the best angle of glide
255
When trailing edge flaps are extended in level flight, the change in pitching moment, ignoring any effects on the tailplane, will be:
nose up. zero. nose down. dependent on cg location.
256
Deflection of leading edge flaps will:

increase critical angle of attack. decrease CLmax.
Pgina 42 de 80
Questions
decrease drag. not affect critical angle of attack.
257
Slat extension will:

reduce tip vortices. create gaps between leading edge and engine nacelles. increase the critical angle of attack. decrease the energy in the boundary layer on the upperside of the wing.
258
Spoiler deflection causes:

an increase in drag and decrease in lift an increase in lift and drag an increase in lift only decrease in lift and drag
259
An aeroplane performs a continuous descent with 160 kts IAS and 1000 feet/min vertical speed. In this condition:
lift is equal to weight lift is less than drag weight is greater than lift drag is less than the combined forces that move the aeroplane forward
260
An aeroplane is descending at a constant Mach number from FL 350. What is the effect on true airspeed ?
It remains constant It increases as temperature increases It decreases as pressure increases It decreases as altitude decreases
261
A jet aeroplane is cruising at high altitude with a Mach-number, that provides a buffet margin of 0.3g incremental. In order to increase the buffet margin to 0.4g incremental the pilot must:
fly at a larger angle of attack fly at a higher Mach-number fly at a lower altitude and the same Mach-number extend the flaps to the first selection
262
One disadvantage of wing sweep is the stalling characteristics. At the stall:

tip stall will occur first, which produces a pitch-up moment. wing root stall will occur first, which produces a rolling moment
Pgina 43 de 80
Questions
tip stall will occur first, which produces a nose-down moment leading edge stall will occur first, which produces a nose-down moment
263
For an aeroplane with one fixed value of VA the following applies. VA is:
the maximum speed in smooth air the speed at which unrestricted application of elevator control can be used, without exceeding the maximum manoeuvring limit load factor the speed at which the aeroplane stalls at the manoeuvring limit load factor at MTOW. just another symbol for the rough air speed
264
What factors determine the distance travelled over the ground of an aeroplane in a glide ?
The wind and weight together with power loading, which is the ratio of power output to the weight The wind and the lift/drag ratio, which changes with angle of attack The wind and the aeroplane's mass The wind and CLmax
265
The following unit of measurement: kgm/s is expressed in the SI-system as:

Watt Joule Newton Pascal
266
Excluding constants, the coefficient of induced drag (CDi) is the ratio of:
CL and AR (aspect ratio) CL and CD CL and b (wing span) CLand S (wing surface)
267
Critical Mach number is the free stream Mach number at which:

local supersonic flow first exists on any part of the aeroplane. there is subsonic flow over all parts of the aeroplane. there is supersonic flow over all parts of the aeroplane. the aeroplane has zero buffet margin.
268
One important advantage the turbulent boundary layer has over the laminar layer is that:
skin friction drag is less energy is less it is thinner it has less tendency to separate from the surface
Pgina 44 de 80
Questions
269
The Mach-trim function is installed on most commercial jets in order to minimize the adverse effects of:
increased drag due to shock wave formation uncontrolled changes in stabilizer setting compressibility effects on the stabilizer changes in the position of centre of pressure
270
When comparing a rectangular wing and a swept back wing of the same wing area and wing loading, the swept back wing has the advantage of:
Greater strength Increased longitudinal stability Higher critical Mach number Lower stalling speed
271
Which kind of ''tab'' is commonly used in case of manual reversion of fully powered flight controls ?
Servo tab Spring tab Balance tab Anti-balance tab
272
Which statement is correct about a normal shock wave ?

The airflow changes direction The airflow changes from subsonic to supersonic The airflow changes from supersonic to subsonic The airflow expands when passing the aerofoil
273
High Aspect Ratio, as compared with low Aspect Ratio, has the effect of:
Decreasing induced drag and critical angle of attack Increasing lift and critical angle of attack Increasing lift and drag Increasing induced drag and decreasing critical angle of attack
274
What wing shape or wing characteristic is the least sensitive to turbulence:

straight wings wing dihedral swept wings elliptical wing
Pgina 45 de 80
Questions
275
"A line connecting the leading- and trailing edge midway between the upper and lower surface of a aerofoil". This definition is applicable for:
the upper camber line the camber line the chord line the mean aerodynamic chord line
276
One advantage of a movable-stabilizer system compared with an elevator trim system is that:
it leads to greater stability in flight the system's complexity is reduced it is a more effective means of trimming the complete system (structure and control mechanism) weighs less
277
An aeroplane has a stall speed of 78 KCAS at its gross weight of 6850 Ibs. What is the stall speed when the weight is 5000 Ibs ?
67 KCAS 91 KCAS 78 KCAS 57 KCAS
278
Which statement is correct about a spring tab ?

At low IAS it behaves like a servo tab At high IAS it behaves like a fixed extension of the elevator At high IAS it behaves like a servo tab Its main purpose is to increase stick force per g
279
How is adverse yaw compensated for during entry into and roll out from a turn ?
Servo tabs Differential aileron deflection Horn-balanced controls Anti-balanced rudder control
280
What increases the stalling angle of attack ? Use of:

fuselage mounted speed-brakes spoilers slats flaps
Pgina 46 de 80
Questions
281
What is the unit of measurement for power ?

Nm/s kgm/s Pa/m N/m
282
The use of a slot in the leading edge of the wing enables the aeroplane to fly at a slower speed because:
it delays the stall to a higher angle of attack the laminar part of the boundary layer gets thicker it decelerates the upper surface boundary layer air it changes the camber of the wing
283
The angle of attack of a fixed pitch propeller blade increases when:

forward velocity increases and RPM decreasing velocity and RPM increase RPM increases and forward velocity decreases velocity and RPM decrease
284
What is the approximate value of the lift of an aeroplane at a gross weight of 50 000 N, in a horizontal coordinated 45 degrees banked turn ?
70 000 N 60 000 N 50 000 N 80 000 N
285
Load factor is:

Weight/Lift 1/Bank angle Lift/Weight Wing loading
286
Which has the effect of increasing load factor ? (all other relevant factors being constant)
Vertical gusts Increased aeroplane mass Increased air density Rearward CG location
Pgina 47 de 80
Questions
287
In twin-engine aeroplanes with right turning propellers

the left engine produces a higher yaw moment if the right engine fails than vice versa. the 'minimum control speed' is determined by the failure of the right engine. the left engine is the critical motor. the right engine is the critical motor.
288
The continuity equation states: If the area of a tube is increasing, the speed of the subsonic and incompressible flow inside is
decreasing. not changing. increasing. sonic.
289
If the continuity equation is applicable, what will happen to the air density (rho) if the cross sectional area of a tube changes ? (low speed, subsonic and incompressible flow)
rho1 < rho2 rho1 > rho2 rho1 = rho2 The density depends on the change of the tube area.
290
Bernoulli's equation can be written as: (pt = total pressure, ps = static pressure, q = dynamic pressure)
pt = q - ps pt - q = ps pt = ps - q pt + ps = q
291
Which kind of boundary layer has the strongest change in velocity close to the surface?
Transition boundary layer No difference Turbulent boundary layer Laminar boundary layer
292
(For this question use annex 081-6239A) Which one of the bodies in motion (all bodies have the same cross section area) will have lowest drag?
Body c Body a Body b
Pgina 48 de 80
Questions
Body d
293
Increasing dynamic pressure will have the following effect on the drag of an aeroplane (all other factors of importance remaining constant):
none drag decreases across the whole speed range. at speeds greater than the minimum drag speed, drag increases. drag increases across the whole speed range.
294
Increasing air density will have the following effect on the drag of a body in an airstream (angle of attack and TAS are constant):
the drag is only affected by the ground speed. the drag increases. this has no effect. the drag decreases.
295
Which of the following aeroplane parts affect induced drag most?

Landing gear Wing root junction Wing tip Engine cowling
296
Winglets
decrease the induced drag. decrease the static lateral stability. increase the manoeuvrability. create an elliptical lift distribution.
297
Interference drag is the result of:

aerodynamic interaction between aeroplane parts (e.g. wing/fuselage). downwash behind the wing. separation of the induced vortex. the addition of induced and parasite drag
298
(For this question use annex 081-6249A) Which line represents the total drag line of an aeroplane?
Line b Line d Line a Line c
Pgina 49 de 80
Questions
299
(For this question use annex 081-6250A) The diagram shows the parameter X versus TAS. If a horizontal flight is considered the axis X shows
the total drag. the lift force. the parasite drag. the induced drag.
300
(For this question use annex 081-6253A) How are the speeds (shown in the figure) at point 1 and point 2 related to the relative wind/airflow V?
V1 < V2 and V2 < V V1 = 0 and V2 = V V1 = 0 and V2 > V V1 > V2 and V2 < V
301
Consider an aerofoil with a certain camber and a positive angle of attack. At which location will the highest flow velocities occur ?
Upper side Lower side In front of the stagnation point In the stagnation point
302
The forces of lift and drag on an aerofoil are, respectively, normal and parallel to the:
chord line. longitudinal axis. relative wind/airflow. horizon.
303
If an aeroplane flies in the ground effect

the lift is increased and the drag is decreased. the effective angle of attack is decreased. the induced angle of attack is increased. drag and lift are reduced.
304
Ground effect has the following influence on the landing distance:

decreases. does not change. increases.
Pgina 50 de 80
Questions
increases, only if the landing flaps are fully extended.
305
An aeroplane performs a straight and level horizontal flight at the same angle of attack at two different altitudes. (all other factors of importance being constant, assume ISA conditions and no compressibility effects)
the TAS at the higher altitude is lower the TAS at the higher altitude is higher the TAS at both altitudes is the same the TAS at the higher altitude cannot be determined
306
(For this question use annex 081-6261A) Which point shown in the figure corresponds with CL for minimum horizontal flight speed?
Point b Point c Point d Point a
307
(For this question use annex 081-6262A) Which point marks the value for minimum sink rate (assume zero thrust) ?
Point 3 Point 1 Point 2 Point 4
308
(For this question use annex 081-6263A) Which point in the diagram corresponds to the minimum (zero thrust) glide angle ?
309
(For this question use annex 081-6264A) Which point in the diagram gives the lowest speed in horizontal flight?
310
What is the correct relationship between the true airspeed for (i) minimum sink rate and (ii) minimum glide angle, at a given altitude?
(i) can be greater than or less than (ii) depending on the type of aeroplane
Pgina 51 de 80
Questions
(i) is greater than (ii) (i) is less than (ii) (i) is equal to (ii)
311
If you decrease the propeller pitch during a glide with idle-power at constant IAS the lift to drag ratio will
decrease and the rate of descent will increase. increase and the rate of descent will increase. decrease and the rate of descent will decrease. increase and the rate of descent will decrease.
312
If you increase the propeller pitch during a glide with idle-power at constant IAS the lift to drag ratio will
increase and the rate of descent will decrease. increase and the rate of descent will increase. decrease and the rate of descent will decrease. decrease and the rate of descent will increase.
313
Which statement is correct? The lift to drag ratio determines the

endurance speed. maximum rate of climb. horizontal glide distance from a given altitude at zero wind and zero thrust. horizontal distance in the climb up to a given altitude.
314
(For this question use annex 081-6269A) Which type of flap is shown in the picture?
Fowler flap Double slotted flap Plain flap Split flap
315
(For this question use annex 081-6270A) Which type of flap is shown in the picture?
Single slotted flap Fowler flap Split flap Plain flap
316
(For this question use annex 081-6271A) The high lift device shown in the figure is a
Pgina 52 de 80
Questions
Slat Fowler flap Slotted flap Krueger flap
317
(For this question use annex 081-6272A) The high lift device shown in the figure below is a
Fowler flap Slotted flap Krueger flap Slot or slat
318
A plain flap will increase CLmax by

increasing the camber of the aerofoil. increasing angle of attack. boundary layer control. centre of lift movement.
319
During the retraction of the flaps at a constant angle of attack the aeroplane starts to (all other factors of importance being constant)
bank. climb. sink suddenly. yaw.
320
During the extension of the flaps at a constant angle of attack the aeroplane starts to (all other factors of importance being constant)
yaw. climb. bank. sink suddenly.
321
Compared with the clean configuration, the angle of attack at CLmax with trailing edge flaps extended is:
smaller or larger depending on the degree of flap extension. unchanged. smaller. larger.
322
A slat will
Pgina 53 de 80
Questions
prolongs the stall to a higher angle of attack. increase the camber of the aerofoil and divert the flow around the sharp leading edge. increase the lift by increasing the wing area and the camber of the aft portion of the wing. provide a boundary layer suction on the upper surface of the wing.
323
One method to compensate adverse yaw is:

a balance tab. an anti-balance tab. a differential aileron. a balance panel.
324
Flaperons are controls which combine the function of:

flaps and elevator. ailerons and flaps. ailerons and elevator. flaps and speed brakes.
325
The sensor of a stall warning system can be activated by a change in the location of the
centre of gravity. transition region. stagnation point. centre of lift.
326
Which aeroplane design has the highest probability of a super stall?

A T-tail. A canard wing. Swept wings. A low horizontal tail.
327
The flight Mach number is 0.8 and the TAS is 400 kts. The speed of sound is:
500 kts 320 kts 480 kts 600 kts
328
When the air has passed through a normal shock wave the Mach number is
lower than before but still greater than 1. equal to 1. less than 1.
Pgina 54 de 80
Questions
higher than before.
329
When the air is passing through a shock wave the static temperature will
increase. decrease. stay constant. decrease and beyond a certain Mach number start increasing again
330
When the air is passing through a shock wave the density will
decrease. stay constant. increase. decrease and beyond a certain Mach number start increasing again
331
When air has passed through a shock wave the local speed of sound is
increased. not affected decreased. decreased and beyond a certain Mach number start increasing again
332
If the Mach number of an aeroplane in supersonic flight is increased, the Mach cone angle will:
increase. stay constant. decrease. decrease and beyond a certain Mach number start increasing again.
333
The loss of total pressure in a shock wave is due to the fact that
kinetic energy in the flow is converted into heat energy. the speed reduction is too high. the static pressure decrease is comparatively high. the friction in the boundary layer is higher.
334
When the air is passing through an expansion wave the local speed of sound will
increase. stay constant. decrease. decrease and beyond a certain Mach number start increasing again.
Pgina 55 de 80
Questions
335
When the air is passing through an expansion wave the Mach number will
decrease and beyond a certain Mach number start increasing again. increase. decrease. stay constant.
336
When the air is passing through an expansion wave the static temperature will
stay constant. decrease and beyond a certain Mach number start increasing again. decrease. increase.
337
Compared with an oblique shock wave at the same Mach number a normal shock wave has a
higher compression. higher expansion. smaller compression. smaller expansion.
338
Compared with an oblique shock wave at the same Mach number a normal shock wave has a
higher total pressure. higher total temperature. higher loss in total pressure. lower static temperature.
339
In case of supersonic flow retarded by a normal shock wave a high efficiency (low loss in total pressure) can be obtained if the Mach number in front of the shock is
exactly 1. small but still supersonic. high (supersonic). lower than 1.
340
The regime of flight from the critical Mach number up to approximately M = 1.3 is called the:
subsonic range. hypersonic range. transonic range. supersonic range.
Pgina 56 de 80
Questions
341
Just above the critical Mach number the first evidence of a shock wave will appear at the
upper side of the wing. lower side of the wing. leading edge of the wing. trailing edge of the wing.
342
As the Mach number increases in straight and level flight, a shock wave on the upper surface of the wing will:
move towards the trailing edge. move towards the leading edge. not move. disappear.
343
Shock induced separation results in

increasing lift. constant lift. decreasing lift. decreasing drag.
344
In the transonic range lift will decrease at the shock stall due to the
separation of the boundary layer at the shock waves. attachment of the shock wave on the trailing edge of the wing. first appearance of a shock wave at the upper side of the wing. appearance of the bow wave.
345
Is a transport aeroplane allowed to fly at a higher Mach number than the 'buffet-onset' Mach number in 1g flight?
Yes, this causes no problems. Yes, but only during approach. No, this is not acceptable Yes, if you want to fly fast at very high altitudes.
346
To increase the critical Mach number a conventional aerofoil should

have a low thickness to chord ratio. have a large camber. be used with a high angle of attack. have a large leading edge radius.
Pgina 57 de 80
Questions
347
The critical Mach number can be increased by

positive dihedral of the wings. a T-tail. sweepback of the wings. an increase in wing aspect ratio.
348
Some aeroplanes have a 'waist' or 'coke bottle' contoured fuselage. This is done to
apply area rule. increase the strength of the wing root junction. fit the engine intakes better to the fuselage. improve the low speed characteristics.
349
Vortex generators mounted on the upper wing surface will

decrease the interference drag of the trailing edge flaps. decrease the stalling speed by increasing spanwise flow on the wing. decrease the shock wave induced separation. increase the effectiveness of the spoiler due to increase in parasite drag.
350
The application of the area rule on aeroplane design will decrease the
form drag. wave drag. skin friction drag. induced drag.
351
Tuck under will happen

above or below the critical Mach number depending on the angle of attack. only below the critical Mach number. only above the critical Mach number. only at the critical Mach number.
352
High speed buffet is induced by

boundary layer separation due to shock wave formation. boundary layer control. expansion waves on the wing upper surface. a shift of the centre of gravity.
353
The pitch up effect of an aeroplane with swept wing in a stall is due to the
aft movement of the centre of gravity.
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Questions
forward movement of the centre of gravity. wing tip stalling first. wing root stalling first.
354
A jet aeroplane equipped with inboard and outboard ailerons is cruising at its normal cruise Mach number. In this case
only the spoilers will be active, not the ailerons. only the inboard ailerons are active. only the outboard aileron are active. the inboard and outboard ailerons are active.
355
If a symmetrical aerofoil is accelerated from subsonic to supersonic speed the aerodynamic centre will move
forward to the mid of the chord. forward to the leading edge. aft to the mid of the chord. aft to the trailing edge.
356
What is the effect of an aft shift of the centre of gravity on (1) static longitudinal stability and (2) the required control deflection for a given pitch change?
(1) reduces (2) reduces (1) increases (2) reduces (1) increases (2) increases (1) reduces (2) increases
357
Which statement about a primary control surface controlled by a servo tab, is correct ?
Due to the effectiveness of the servo tab the control surface area can be smaller. The position is undetermined during taxiing, in particular with tailwind. The servo tab can also be used as a balance tab. The control effectiveness of the primary surface is increased by servo tab deflection.
358
Assuming an initial condition in straight and level flight with CL=1. What will be the new value of CL after the value of the speed has doubled?
2.00. 1.00. 0.50. 0.25.
359
An aeroplane is provided with spoilers and in- and outboard ailerons. Roll control during cruise is provided by:
Pgina 59 de 80
Questions
inboard ailerons and roll-spoilers. outboard ailerons and roll-spoilers. inboard and outboard ailerons. outboard ailerons only.
360
The airload on the horizontal tailplane (tailload) of an aeroplane in straight and level flight:
is in general directed upwards and will increase when c.g. is moved forward. will in principle be zero on transport aeroplanes without an electronic flight control system (Fly-by-Wire) due to the trim system. is in general directed downwards and will become less negative when the c.g. moves aft. is in general directed downwards and will always become less negative in a linear fashion with increasing airspeed.
361
The aerodynamic contribution to the static longitudinal stability of the nacelles of aft fuselage mounted engines is:
positive. negative. zero. maximum during cruise.
362
Examples of aerodynamic balancing of control surfaces are:

upper and lower rudder, seal between wing's trailing edge and leading edge of a control surface weight in the nose of the control surface, horn balance seal between wing's trailing edge and leading edge of a control surface, horn balance Fowler flaps, upper and lower rudder
363
At what speed does the front of a shock wave move across the earth's surface?
The ground speed of the aeroplane. The speed of sound at ground level. The speed of sound at flight level. The true air speed of the aeroplane.
364
In straight and level flight, as speed is increased:

both elevator and trim tab are deflected further downwards. the elevator and trim tab do not move. the elevator is deflected further downwards and the trim tab further upwards. the elevator is deflected further upwards and the trim tab further downwards.
365
Which of the following statements concerning control is correct?

In general the maximum downward elevator deflection is larger than upward.
Pgina 60 de 80
Questions
In a differential aileron control system the control surfaces have a larger upward than downward maximum deflection. On some aeroplanes, the servo tab also serves as a trim tab. Hydraulically powered control surfaces do not need mass balancing.
366
When are outboard ailerons (if present) de-activated ?

Landing gear retracted. Landing gear extended. Flaps (and slats) retracted or speed above a certain value. Flaps (and/or slats) extended or speed below a certain value..
367
Mach buffet occurs:

at the Mach Number at which shockwave induced boundary layer separation occurs. when the Mach Number has increased to Mcrit. directly after exceeding Mcrit. when the stalling angle of attack is exceeded.
368
In what flight phase are the outboard ailerons (if present) not operated ?
During take-off, until lift-off. In the approach phase, before landing. During cruise flight. During a landing with strong and gusty crosswind to avoid overcontrolling the aeroplane.
369
How can wing flutter be prevented?

By installing the fuel tanks in the fuselage. By locating mass in front of the torsion axis of the wing. By increasing the aspect ratio of the wing. By mounting the engines on the fuselage.
370
Increase of the delta load factor due to a given vertical upgust at a given EAS occurs when:
the wing loading increases. the altitude increases. the slope of the CL-alpha graph becomes steeper. the weight increases.
371
For shallow climb angles the following formula can be used: (gamma = climb angle)
sin gamma = T/W - CD/CL. sin gamma = W/T - CD/CL. sin gamma = W/T - CL/CD.
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sin gamma = T/W - CL/CD.
372
Positive static lateral stability is the tendency of an aeroplane to:

roll to the left in the case of a positive sideslip angle (aeroplane nose to the left). roll to the right in the case of a positive sideslip angle (aeroplane nose to the right). roll to the right in a right turn. roll to the left in a right turn.
373
Static lateral stability should not be too large, because:

constant aileron deflection would be required during cruise in case of crosswind. too much rudder deflection would be required in a crosswind landing. too much aileron deflection would be required in a crosswind landing. the roll trim sensitivity would increase sharply.
374
Static lateral stability should not be too small, because

the aeroplane would show too strong a tendency to spiral dive. after a disturbance around the longitudinal axis the aeroplane would show too strong a tendency to return to the original attitude. the stick force per g would become unacceptably small. the aeroplane would show too strong a tendency for Dutch Roll.
375
What is the influence of decreasing aeroplane weight on Mcrit at constant IAS ?

Mcrit increases as a result of compressibility effects. Mcrit decreases. Mcrit increases as a result of flying at a smaller angle of attack. Mcrit decreases as a result of flying at a greater angle of attack.
376
Assuming ISA conditions, which statement with respect to the climb is correct ?
At constant IAS the Mach number increases At constant IAS the TAS decreases At constant Mach number the IAS increases At constant TAS the Mach number decreases
377
What should be usually done to perform a landing with the stabilizer jammed in the cruise flight position ?
choose a lower landing speed than normal. if possible, relocate as many passengers as possible to the front of the cabin. choose a higher landing speed than normal and/or use a lower flapsetting for landing. use the Mach trimmer until after landing.
Pgina 62 de 80
Questions
378
In general transport aeroplanes with power assisted flight controls are fitted with an adjustable stabilizer instead of trim tabs on the elevator. This is because:
effectiveness of trim tabs is insufficient for those aeroplanes the pilot does not feel the stick forces at all mechanical adjustment of trim tabs creates too many problems trim tab deflection increases Mcrit
379
At a constant angle of attack, which of the following factors will lead to an increase of ground distance during a glide and with zero thrust ?
Headwind Increase of aeroplane mass Tailwind Decrease of aeroplane mass
380
In case the Mach trimmer fails:

the aeroplane weight must be limited. the Mach number must be limited. try to relocate the centre-of-gravity aft. the speed must be kept constant.
381
Which of the following parameters can be read from the parabolic polar diagram of an aeroplane?
The aspect ratio of the wing and the induced drag coefficient. The induced drag and the parasite drag. The minimum glide angle and the parasite drag coefficient. The minimum rate of descent and the induced drag.
382
An aeroplane transitions from steady straight and level flight into a horizontal co-ordinated turn with a load factor of 2, the speed remains constant and the:
induced drag increases by a factor of 4. angle of attack increases by a factor of 1/4. lift increases by a factor of 4. total drag increases by a factor of 4.
383
Bernoulli's law states: (note: rho is the mean sea level density under ISA conditions; pstat is static pressure; pdyn is dynamic pressure; ptot is total pressure)
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pstat + rhoTAS = constant. pdyn+ rhoV= constant. pstat + rhoV= constant. ptot+ rhoV= pstat.
384
During a climb at a constant IAS, the Mach Number:

increase initially and remain constant subsequently. increase. decrease initially and increase subsequently. remain constant.
385
The wing of an aeroplane will never stall at low subsonic speeds as long as....
there is a nose-down attitude. the CAS exceeds the power-on stall speed. the angle of attack is smaller than the value at which the stall occurs. the IAS exceeds the power-on stall speed.
386
The induced drag coefficient, CDi is proportional with:

CL CL square root (CL) CLmax
387
The stall speed increases, when: (all other factors of importance being constant)
spoilers are retracted. pulling out of a dive. weight decreases. minor altitude changes occur e.g. 0-10.000 ft.
388
When power assisted controls are used for pitch control:

they only function in combination with an elevator trim tab. aerodynamic balancing of the control surfaces is meaningless. a part of the aerodynamic forces is still felt on the column. trimming is superfluous.
389
Sensitivity for spiral dive will occur when:

the static directional stability is positive and the static lateral stability is relatively weak. the static directional stability is negative and the static lateral stability is positive. the static lateral and directional stability are both negative.
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the dutch roll tendency is too strongly suppressed by the yaw damper.
390
A Machtrimmer:
increases the stick force per g at high Mach Numbers. is necessary for compensation of the autopilot at high Mach Numbers. corrects insufficient stick force stability at high Mach Numbers. has no effect on the shape of the elevator position versus speed (IAS) curve for a fully hydraulic controlled aeroplane.
391
Which part of an aeroplane provides the greatest positive contribution to the static longitudinal stability ?
The horizontal tailplane. The engine. The fuselage. The wing.
392
Which statement about stick force per g is correct?

The stick force per g increases, when centre of gravity is moved aft. The stick force per g can only be corrected by means of electronic devices (stability augmentation) in case of an unacceptable value. The stick force per g must have both an upper and lower limit in order to ensure acceptable control characteristics. If the slope of the Fe-n line becomes negative, generally speaking this is not a problem for control of an aeroplane.
393
Why is VMCG determined with the nosewheel steering disconnected?

Because the value of VMCG must also be applicable on wet and/or slippery runways. Because the nosewheel steering could become inoperative after an engine has failed. Because it must be possible to abort the take-off even after the nosewheel has already been lifted off the ground. Because nosewheel steering has no effect on the value of VMCG.
394
By what approximate percentage will the stall speed increase in a horizontal coordinated turn with a bank angle of 45 ?
31% 41% 19% 52%
395
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:
150 kt. 122 kt.
Pgina 65 de 80
Questions
141 kt. 82 kt.
396
Which of the following wing planforms gives the highest local lift coefficient at the wing root ?
Positive angle of sweep. Tapered. Rectangular. Elliptical.
397
The speed range between high- and low speed buffet:

increases during a descent at a constant IAS. increases during climb. decreases during a descent at a constant Mach number. is always positive at Mach numbers below MMO.
398
Whilst flying at a constant IAS and at n = 1, as the aeroplane mass decreases the value of Mcrit:
remains constant. is independent of the angle of attack. increases. decreases.
399
Examples of aerodynamic balancing of control surfaces are:

spring tab, servo tab, and power assisted control. servo tab, spring tab, seal between the wing trailing edge and the leading edge of control surface. balance tab, horn balance, and mass balance. mass in the nose of the control surface, horn balance and mass balance.
400
In straight and level flight, as speed is reduced:

the elevator is deflected further downwards and the trim tab further upwards. the elevator and trim tab do not move. the elevator is deflected further upwards and the trim tab further downwards. both elevator and trim tab are deflected further upwards.
401
The positive manoeuvring limit load factor for a light aeroplane in the utility category in the clean configuration is:
4.4 2.5 3.8
Pgina 66 de 80
Questions
6.0
402
Which statement is correct about the gust load on an aeroplane (IAS and all other factors of importance remaining constant) ? 1. the gust load increases, when the weight decreases. 2. the gust load increases, when the altitude increases.
1 is incorrect and 2 is correct. 1 is correct and 2 is incorrect. 1 and 2 are correct. 1 and 2 are incorrect.
403
The angle of attack of a wing profile is defined as the angle between:

The undisturbed airflow and the mean camberline. The local airflow and the chordline. The local airflow and the mean camberline. The undisturbed airflow and the chordline.
404
Which statement is correct about an expansion wave in supersonic flow ? 1. The static temperature in front of an expansion wave is higher than the static temperature behind it. 2. The speed in front of an expansion wave is higher than the speed behind it.
1 is correct and 2 is incorrect. 1 and 2 are correct. 1 is incorrect and 2 is correct. 1 and 2 are incorrect.
405
An advantage of locating the engines at the rear of the fuselage, in comparison to a location beneath the wing, is:
easier maintenance of the engines. a wing which is less sensitive to flutter. less influence of thrust changes on longitudinal control. less influence on lateral/directional stability characteristics such as dutch roll.
406
Which phenomenon is counteracted with differential aileron deflection?

Turn co-ordination. Adverse yaw. Aileron reversal. Sensitivity for spiral dive.
Pgina 67 de 80
Questions
407
An aeroplane has a servo tab controlled elevator. What will happen if the elevator jams during flight?
The pitch control forces double. The servo-tab now works as a negative trim-tab. Pitch control sense is reversed. Pitch control is lost.
408
Which statement regarding the gust load factor on an aeroplane is correct (all other factors of importance being constant) ? 1. Increasing the aspect-ratio of the wing will increase the gust load factor. 2. Increasing the speed will increase the gust load factor.
1 and 2 are correct. 1 is incorrect and 2 is correct. 1 and 2 are incorrect. 1 is correct and 2 is incorrect.
409
Which statement is correct?

Flap extension causes a reduction in stall speed and the maximum glide distance. Flap extension will increase (CL/CD)max thus causing a reduction in the minimum rate descent. Flap extension has no influence on the minimum rate of descent, as only TAS has to be taken into account. Spoiler extension causes a reduction in stall speed and the minimum rate of descent, but increases the minimum descent angle.
410
What will increase the sensitivity to Dutch Roll?

An increased static directional stability. A forward movement of the centre of gravity. An increased static lateral stability. An increased anhedral.
411
In which phase of the take-off is the aerodynamic effect of ice located on the wing leading edge most critical?
The last part of the rotation. The take-off run. During climb with all engines operating. All phases of the take-off are equally critical.
412
Which statement with respect to the speed of sound is correct ?

Increases always if the density of the air decreases.
Pgina 68 de 80
Questions
Is independent of altitude. Varies with the square root of the absolute temperature. Doubles if the temperature increases from 9 to 36 Centigrade.
413
Which statement is correct at the speed for minimum drag (subsonic) ?

Propeller aeroplanes fly at that speed at max. endurance. The gliding angle is minimum (assume zero thrust). The CL/CD ratio is minimum (assume zero thrust). Induced drag is greater than the parasite drag.
414
From a polar diagram of the entire aeroplane in the clean configuration one can read:
the minimum CL/CD ratio and the minimum drag. the minimum drag coefficient and the maximum lift. the maximum CL/CD ratio and maximum lift coefficient. the minimum drag and the maximum lift.
415
An aeroplane has a stall speed of 100 kt at a load factor n=1. In a turn with a load factor of n=2, the stall speed is:
141 kt 282 kt 70 kt 200 kt
416
The induced angle of attack is the result of:

downwash due to tip vortices. a large local angle of attack in a two dimensional flow. downwash due to flow separation. change in direction of flow due to the effective angle of attack.
417
A horn balance in a control system has the following purpose:

to obtain mass balancing. to decrease the effective longitudinal dihedral of the aeroplane. to decrease stick forces. to prevent flutter.
418
Which statement is correct for a side slip condition at constant speed and side slip angle, where the geometric dihedral of an aeroplane is increased ?
the required lateral control force decreases. the required lateral control force does not change.
Pgina 69 de 80
Questions
the stick force per g decreases. the required lateral control force increases.
419
What is the position of the elevator in relation to the trimmable horizontal stabiliser of a power assisted aeroplane that is in trim?
The elevator deflection (compared to the stabilizer position) is always zero. At a forward CG the elevator is deflected upward and at an aft CG the elevator is deflected downward. The position depends on speed, the position of slats and flaps and the position of the centre of gravity. The elevator is always deflected slightly downwards in order to have sufficient remaining flare capability.
420
The positive manoeuvring limit load factor for a large jet transport aeroplane with flaps extended is:
2.0 1.5 2.5 3.75
421
Mass-balancing of control surfaces is used to:

limit the stick forces. ensure that the control surfaces are in the mid-position during taxiing . prevent flutter of control surfaces increase the stick force stability.
422
An aeroplane performs a steady horizontal turn with a TAS of 200 kt. The turn radius is 2000 m. The load factor (n) is approximately:
1.1. 1.4. 2.0. 1.8.
423
Amongst the following factors, which will decrease the ground distance covered during a glide (assume zero power/thrust)?
Tailwind. An increase in aeroplane mass. Headwind. A decrease in aeroplane mass.
424
An aeroplane exhibits static longitudinal stability, if, when the angle of attack changes:
the change in wing lift is equal to the change in tail lift. the change in total aeroplane lift acts aft of the centre of gravity.
Pgina 70 de 80
Questions
the change in total aeroplane lift acts through the centre of gravity. the resulting moment is positive.
425
If an aeroplane exhibits insufficient stick force per g, this problem can be resolved by installing:
a spring which pushes the stick forwards. a bobweight in the control system which pulls the stick backwards. a bobweight in the control system which pulls the stick forwards. a spring which pulls the stick backwards.
426
The effect of the wing downwash on the static longitudinal stability of an aeroplane is:
negative. negligible. positive. smallest at high values of the lift coefficient.
427
In a slipping turn (nose pointing outwards), compared to a co-ordinated turn, the bank angle (i) and the "ball" or slip indicator (ii) are respectively:
(i) too small, (ii) displaced towards the low wing. (i) too large, (ii) displaced towards the high wing. (i) too large, (ii) displaced towards the low wing. (i) too small, (ii) displaced towards the high wing.
428
For a given aeroplane which two main variables determine the value of VMCG?
Engine thrust and gear position. Airport elevation and temperature. Engine thrust and rudder deflection. Air density and runway length.
429
During the take-off roll with a strong crosswind from the left, a four engine jet aeroplane with wing mounted engines experiences an engine failure above V1. Which engine causes the greatest control problem?
The left inboard engine. The right inboard engine. The left outboard engine. The right outboard engine.
430
A jet transport aeroplane exhibits pitch up when thrust is suddenly increased from an equilibrium condition, because the thrust line is below the:
CG.
Pgina 71 de 80
Questions
drag line of action. neutral point. centre of pressure.
431
The pitch angle is defined as the angle between the:

longitudinal axis and the horizontal plane. longitudinal axis and the chord line. chord line and the horizontal plane. speed vector axis and the longitudinal axis.
432
Consider subsonic incompressible airflow through a venturi: I The dynamic pressure in the undisturbed airflow is higher than in the throat. II The total pressure in the undisturbed airflow is higher than in the throat.
I is correct, II is correct. I is incorrect, II is correct. I is incorrect, II is incorrect. I is correct, II is incorrect.
433
An aeroplane has the following flap positions: 0, 15, 30, 45. Slats can also be selected. Generally speaking, which selection provides the highest positive contribution to the CLMAX?
The slats from the retracted to the take-off position. The flaps from 30 to 45 . The flaps from 0 to 15 . The flaps from 15 to 30 .
434
An aeroplane enters a horizontal turn with a load factor n=2 from straight and level flight whilst maintaining constant indicated airspeed. The:
induced drag doubles. lift becomes four times its original value. lift doubles. total drag becomes four times its original value.
435
Which statement is correct regarding a shockwave on a lift generating wing?

It moves slightly aft when an aileron is deflected downward. It reaches its highest strength when flying at the critical Mach number. It moves forward when the Mach number is increased. It is located at the greatest wing thickness when the aeroplane reaches the speed of sound.
Pgina 72 de 80
Questions
436
Which statement is correct about the gust load on an aeroplane, while all other factors of importance remain constant? I When the mass increases, the gust load increases. II When the altitude decreases, the gust load increases.
I is incorrect, II is incorrect. I is correct, II is correct. I is incorrect, II is correct. I is correct, II is incorrect.
437
An aeroplane is in a steady horizontal turn at a TAS of 194.4 kt. The turn radius is 1000 m. The bank angle is: (assume g = 10 m/sec2)
45 30 50 60
438
An aeroplane should be equipped with a Mach trimmer, if:

stick force stability is independent of the airspeed and -altitude. stick force per g strongly decreases at low Mach numbers. at transonic Mach numbers the aeroplane demonstrates unconventional elevator stick force characteristics. at high airspeed and low altitude the aeroplane demonstrates unconventional elevator stick force characteristics.
439
The manoeuvre stability of a large jet transport aeroplane is 280 N/g. What stick force is required, if the aeroplane is pulled to the limit manoeuvring load factor from a trimmed horizontal straight and steady flight? (cruise configuration)
1050 N 420 N 770 N 630 N
440
Upward deflection of a trim tab in the longitudinal control results in:

the stick force stability remaining constant. increasing the stick force stability. the stick position stability remaining constant. increasing the stick position stability.
Pgina 73 de 80
Questions
441
Which statement is correct? I Stick force per g is independent of altitude. II Stick force per g increases when the centre of gravity moves forward.
I is incorrect, II is correct. I is correct, II is correct. I is correct, II is incorrect. I is incorrect, II is incorrect
442
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 c.g. shift, decrease in thrust. a lower weight, decreasing bank angle, a smaller flapsetting.
443
Which statement is correct?

The stagnation point is always situated on the chordline, the centre of pressure is not. As the angle of attack increases, the stagnation point on the wing's profile moves downwards. The centre of pressure is the point on the wing's leading edge where the airflow splits up. The stagnation point is another name for centre of pressure.
444
How will the density and static temperature change in a supersonic flow from a position in front of a shock wave to behind it ?
Density will decrease, static temperature will decrease. Density will decrease, static temperature will increase. Density will increase, static temperature will increase. Density will increase, static temperature will decrease.
445
Which statement about a jet transport aeroplane is correct during take-off with the cg at the forward limit and the trimmable horizontal stabiliser (THS) positioned at the maximum allowable aeroplane nose down position?
The rotation will require extra stick force. If the THS position is just within the limits of the green band, the take off warning system will be activated. Early nose wheel raising will take place. Rotation will be normal.
446
When flutter damping of control surfaces is obtained by mass balancing, these weights will be located with respect to the hinge of the control surface:
in front of the hinge. below the hinge.
Pgina 74 de 80
Questions
above the hinge. behind the hinge.
447
How can the designer of an aeroplane with straight wings increase the static lateral stability?
By increasing the aspect ratio of the vertical stabiliser, whilst maintaining a constant area. By increasing anhedral. By fitting a ventral fin (a fin at the under side of the aeroplane). By applying wing twist.
448
Positive static longitudinal stability means that a:

nose-down moment occurs after encountering an up-gust. nose-up moment occurs with a speed change at constant angle of attack. nose-down moment occurs with a speed change at constant angle of attack. nose-up moment occurs after encountering an up-gust.
449
Which statement in respect of a trimmable horizontal stabiliser is correct?

Because take-off speeds do not vary with centre of gravity location, the need for stabiliser adjustment is dependant on flap position only. An aeroplane with a forward cg requires the stabiliser leading edge to be higher than for one with an aft cg in the same trimmed condition. An aeroplane with a forward cg requires the stabiliser leading edge to be lower than for one with an aft cg in the same trimmed condition. At the forward C.G. limit , stabiliser trim is adjusted fully nose down to obtain maximum elevator authority at rotation during take-off.
450
Which definition of propeller parameters is correct?

Geometric pitch is the theoretical distance a propeller blade element would travel in a forward direction during one revolution. Blade angle is the angle between the blade chord line and the propeller axis. Angle of attack is the angle between the blade chord line and the propeller vertical plane. Critical tip velocity is the propeller speed at which flow separation first occurs at some part of the blade.
451
The angle of attack for a propeller blade is the angle between the blade chord line and the:
direction of propeller axis. aeroplane heading. local air speed vector. principal direction of the propeller blade.
452
Given two identical aeroplanes with wing mounted engines, one fitted with jet engines and the other with counter rotating propellers, what happens following an engine failure?
More roll tendency for the propeller aeroplane.
Pgina 75 de 80
Questions
The same yaw tendency for both aeroplanes regardless of left or right engine failure. The same roll tendency for both aeroplanes. Less roll tendency for the propeller aeroplane.
453
The stall speed (IAS) will change according to the following factors:
May increase when the cg moves forward, with higher altitude and due to the slipstream from a propeller on an engine located forward of the wing Will increase in a turn, higher temperature and will increase when the cg moves aft May increase with altitude, especially high altitude, will increase during icing conditions and will increase when the cg moves forward Will increase with increased load factor, more flaps and increased bank angle in a turn
454
The stalling speed in IAS will change according to the following factors:
Increase with increased load factor, more flaps but will not increase due to the bank angle in a turn Increase during turn, increased mass and forward c.g. location Decrease in a forward c.g. location, higher altitude and due to the slip stream from a propeller on an engine located forward of the wing Increase with increased load factor, icing conditions and an aft c.g. location
455
The stalling speed in IAS will change according to the following factors:
Will increase with increased load factor, icing conditions and more flaps Will decrease with a forward c.g. location, lower altitude and due to the slip stream from a propeller on an engine located forward of the wing May increase during turbulence and will always increase when banking in a turn Will increase during turn, increased mass and an aft c.g. location
456
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
457
A conventional stabiliser on a stable aeroplane in a normal cruise condition: 1 - always provides negative lift. 2 - contributes to the total lift of the aeroplane. 3 - may stall before the wing, in icing conditions, with large flap settings, unless adequate design and/or operational precautions are taken. 4 - is necessary to balance the total pitch moment of the aeroplane. Which of the following lists all the correct statements ?
1, 3 and 4 1 and 3
Pgina 76 de 80
Questions
2, 3 and 4 1 and 4
458
Which statements are correct for a straight steady climb? 1 - lift is less than weight. 2 - lift is greater than weight. 3 - load factor is less than 1. 4 - load factor is greater than 1. 5 - lift is equal to weight. 6 - load factor is equal to 1. Which of the following lists all the correct statements ?
1 and 6 1 and 3 2 and 4 5 and 6
459
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:
30 . 32 . 60 . 44 .
460
A 50 ton twin engine aeroplane performs a straight, steady, wings level climb. If the lift/drag ratio is 12 and the thrust is 60 000N per engine, the climb gradient is: (assume g = 10m/s)
15.7%. 3.7%. 24%. 12%.
461
An aeroplane in straight and level flight is subjected to a strong vertical gust. The point on the wing, where the instantaneous variation in wing lift effectively acts is known as the:
aerodynamic centre of the wing. centre of thrust. centre of gravity. neutral point.
462
In a straight steady descent, which of the following statements is correct ?

Lift is less than weight, load factor is less than 1. Lift is equal to weight, load factor is less than 1.
Pgina 77 de 80
Questions
Lift is equal to weight, load factor is equal to 1. Lift is less than weight, load factor is equal to 1.
463
VLE is defined as the:

maximum landing gear extended speed. maximum speed at which the landing gear may be extended or retracted. maximum flap extended speed. maximum authorised speed.
464
When Fowler type trailing edge flaps are extended at a constant angle of attack, the following changes will occur:
CL increases and the centre of pressure moves forward. CL increases and CD remains constant. CL and CD increase. CD decreases and the centre of pressure moves aft.
465
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:
123 kt. 141 kt. 200 kt. 150 kt.
466
When an aeroplane performs a straight steady climb with a 20% climb gradient, the load factor is equal to:
0.83. 1. 0.98. 1.02.
467
In a convergent tube with an incompressible sub-sonic airflow, the following pressure changes will occur: Ps = static pressure. Pdyn = dynamic pressure. Ptot = total pressure.
Ps decreases, Pdyn increases, Ptot remains constant. Ps increases, Pdyn decreases, Ptot remains constant. Ps decreases, Pdyn increases, static temperature increases. Ps decreases, Ptot increases, static temperature decreases.
Pgina 78 de 80
Questions
468
An aeroplane climbs to cruising level with a constant pitch attitude and maximum climb thrust, (assume no supercharger). How do the following variables change during the climb? (gamma = flight path angle)
gamma decreases, angle of attack increases, IAS decreases. gamma decreases, angle of attack increases, IAS remains constant. gamma decreases, angle of attack remains constant, IAS decreases. gamma remains constant, angle of attack remains constant, IAS decreases.
469
The point, where the single resultant aerodynamic force acts on an aerofoil, is called:
neutral point. aerodynamic centre. centre of pressure. centre of gravity.
470
Which statement about minimum control speed is correct?

The nose wheel steering control may used to determine VMCG. Crosswind is taken into account to determine VMCG. VMCA may not be lower than VMCL VMCA depends on the airport density altitude, and the location of the engine on the aeroplane (aft fuselage or wing).
471
The manoeuvring speed VA expressed in indicated airspeed, of a transport aeroplane:

is a constant value. is independent of aeroplane mass, but dependent on pressure altitude. depends on aeroplane mass and pressure altitude. depends on aeroplane mass and is independent of pressure altitude.
472
Which of the following statements is correct ? I When the critical engine fails during take-off the speed VMCL can be limiting. II The speed VMCL is always limited by maximum rudder deflection.
I is incorrect, II is incorrect I is correct, II is correct I is correct, II is incorrect I is incorrect, II is correct
473
Which of the following statements is correct ? I When the critical engine fails during take-off the speed VMCL can be limiting. II The speed VMCL can be limited by the available maximum roll rate
I is incorrect, II is correct I is correct, II is incorrect
Pgina 79 de 80
Questions
I is correct, II is correct I is incorrect, II is incorrect
474
Which of the following statements is correct ? I VMCL is the minimum control speed in the landing configuration. II The speed VMCL can be limited by the available maximum roll rate
I is correct, II is correct I is incorrect, II is incorrect I is correct, II is incorrect I is incorrect, II is correct
475
The speed for minimum glide angle occurs at an angle of attack that corresponds to: (assume zero thrust; ^ denotes power of )
(CL/CD)max CLmax (CL/CD^2)max (CL^3/CD^2)max
476
How does VMCG change with increasing field elevation and temperature ?
increases, because VMCG is related to V1 and VR and those speeds increase if the density decreases decreases, because the engine thrust decreases. decreases, because VMCG is expressed in IAS which decreases with constant TAS and decreasing density increases, because at a lower density a larger IAS is necessary to generate the required rudder force
Pgina 80 de 80

13 - Principles of Flight - Questions

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13 - Principles of Flight - Questions

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Principles of Flight

The SI units of air density (I) and force (II) are:

Static pressure acts:

Lift is generated when:

Which one of the following statements about Bernoulli's theorem is correct?

Which of the following statements about boundary layers is correct?

The aerodynamic centre of the wing is the point, where:

"Flutter" may be caused by:

On a swept wing aeroplane at low airspeed, the "pitch up" phenomenon:

Low speed pitch up is caused by the:

On a symmetrical aerofoil, the pitching moment for which Cl=0 is:

The effect of a positive wing sweep on static directional stability is as follows:

The lift formula is:

Drag is in the direction of - and lift is perpendicular to the:

If the nose of an aeroplane yaws left, this causes:

The correct drag formula is:

Induced drag at constant IAS is affected by:

Which of the following will reduce induced drag?

Induced drag is created by the:

A boundary layer fence on a swept wing will:

The centre of gravity moving aft will:

Rotation about the lateral axis is called:

Rolling is the rotation of the aeroplane about the:

For a normal stable aeroplane, the centre of gravity is located:

Longitudinal static stability is created by the fact that the:

Which statement on dynamic longitudinal stability of a conventional aeroplane is correct?

The "short period mode" is an:

An aeroplane that has positive static stability:

A statically unstable aeroplane is:

One of the requirements for positive dynamic stability is:

"Tuck under" is:

"Tuck under" may happen at:

Which of the following statements about dihedral is correct?

The manoeuvrability of an aeroplane is best when the:

Which moments or motions interact in a dutch roll?

Which of the following statements about a Mach trimmer is correct?

Which aeroplane behaviour will be corrected by a yaw damper ?

Which of the following statements about stall speed is correct ?

Which of the following statements about the spin is correct?

During an erect spin recovery:

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

Which combination of design features is known to be responsible for deep stall?

The function of the stick pusher is:

Trailing edge flap extension will:

What is the most effective flap system?

Deploying a Fowler flap, the flap will:

A slotted flap will increase the CLmax by:

What is the purpose of an auto-slat system ?

Upon extension of a spoiler on a wing:

When "spoilers" are used as speed brakes:

Stick forces, provided by an elevator feel system, depend on:

Why is a propeller blade twisted from root to tip?

Propeller efficiency may be defined as the ratio between:

When the blades of a propeller are in the feathered position:

Increasing the number of propeller blades will:

Gyroscopic precession of a propeller is induced by:

Asymmetric propeller blade effect is mainly induced by:

How does stalling speed (IAS) vary with altitude?

Mcrit is the free stream Mach Number at which:

Which kind of flow separation occurs at the smallest angle of attack?

Which type of stall has the largest associated angle of attack?

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

Vortex generators on the upper side of the wing: