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# 080 PRINCIPLES OF FLIGHT

## 081-01 SUBSONIC AERODYNAMICS 081-01-01 Basics, laws and definitions

2625. The angle between the aeroplane longitudinal axis and the chord line is the: A angle of incidence B glide path angle C angle of attack cli!b path angle "ef: A#": atpl\$ cpl% Ans: A 26&'. Assu!ing #(A conditions\$ which state!ent with respect to the cli!b is correct) A At constant TA( the *ach nu!ber decreases B At constant *ach nu!ber the #A( increases C At constant #A( the TA( decreases At constant #A( the *ach nu!ber increases "ef: A#": atpl\$ cpl% Ans: &+,+. *aintaining thickness-chord ratio but changing to a supercritical wing section will: A lead to !ore pro!inent shockwa.e for!ation B !ake lateral stabilit/ !ore critical C gi.e the aircraft an increased range reduce the aft shift of C0 in the transonic range "ef: A#": atpl\$ cpl% Ans: C

&+1'. The point about which the wing pitching !o!ent is independent of angle of attack is called: A the pitching centre B the centre of gra.it/ C the centre of pressure the aerod/na!ic centre "ef: A#": atpl\$ cpl% Ans: ,2+,. The unit of !easure!ent of pressure is: A psi B kg-!& C lb-gal kg-d!2 "ef: A#": atpl\$ cpl% Ans: A ,2+1. The unit of densit/ is: A Bar B psi C kg-c!2 kg-!& "ef: A#": atpl\$ cpl% Ans: ,211. The angle of attack of a wing profile is defined as the angle between: A the undisturbed airflow and the chordline B the local airflow and the !ean ca!berline C the local airflow and the chordline the undisturbed airflow and the !ean ca!berline "ef: A#": atpl\$ cpl% Ans: A

,2''. The ter! angle of attack is defined as: A the angle that deter!ines the !agnitude of the lift force B the angle between the wing chord line and the relati.e wind C the angle between the relati.e airflow and the hori3ontal axis the angle between the wing and tailplane incidence "ef: A#": atpl\$ cpl% Ans: B ,2'2. 4ing loading is: A the ratio of lift to wing weight B the ratio of wing area to wing weight C the ratio of lift to aircraft weight the ratio of aircraft weight to wing area "ef: A#": atpl\$ cpl% Ans: ,2',. At a constant #A(\$ induced drag is affected b/: A aircraft weight B changes in thrust C angle between chord line and longitudinal axis wing location "ef: A#": atpl\$ cpl% Ans: A ,22&. 4hat is the effect on 5A( as height is increased when /ou are holding a constant #A() A 5A( re!ains the sa!e B 5A( falls C 5A( rises The effect depends on the te!perature "ef: A#": atpl\$ cpl% Ans: B

,225. At a constant CA( when fl/ing below sea le.el an aircraft will ha.e: A a higher TA( than at sea le.el B a lower TA( than at sea le.el at #(A conditions C the sa!e TA( as at sea le.el the sa!e TA(\$ but an increased #A( "ef: A#": atpl\$ cpl% Ans: B ,2&2. The angle of attack of a two di!ensional wing section is the angle between: A the chord line of the aerofoil and the fuselage centreline B the chord line of the aerofoil and the free strea! direction C the fuselage core line and the free strea! direction the chord line and the ca!ber line of the aerofoil "ef: A#": atpl\$ cpl% Ans: B ,2&6. The units of wing loading 7i8 4 - ( and 7ii8 d/na!ic pressure 9 are: A 7i8 :-!2% 7ii8 kg-!2 B 7i8 kg-!% 7ii8 :-!2 C 7i8 :-!% 7ii8 kg 7i8 :-!2% 7ii8 :-!2 "ef: A#": atpl\$ cpl% Ans: ,252. 4hat is the *AC of a wing) A Area of wing di.ided b/ the span B The sa!e as the !ean chord of a rectangular wing of the sa!e span C The !ean chord of the whole aeroplane The 25; chord of a swept wing "ef: A#": atpl\$ cpl% Ans: B

,25,. The units of the densit/ of the air 7i8 and the force 7ii8 are: A 7i8 kg-!&% 7ii8 : B 7i8 kg-!&% 7ii8 kg C 7i8 :-!&% 7ii8 : :-kg% 7ii8 kg "ef: A#": atpl\$ cpl% Ans: A 66,&. 4hich of the following state!ents\$ about a .enture in a sub<sonic airflow are correct) 2. The d/na!ic pressure in the undisturbed flow and in the throat are e9ual 2. The total pressure in the undisturbed flow and in the throat are e9ual A 2 is incorrect and 2 is correct B 2 and 2 are correct C 2 is correct and 2 is incorrect 2 and 2 are incorrect "ef: A#": atpl\$ cpl% Ans: A 66,,. A s/!!etrical aerofoil section at C= > ' will produce) A A negati.e 7nose down8 pitching !o!ent B A positi.e 7nose up8 pitching !o!ent C ?ero pitching !o!ent :o aerod/na!ic force "ef: A#": atpl\$ cpl% Ans: C 665'. The C0 on a swept wing aircraft will !o.e forward due to: A boundar/ la/er fences and spanwise flow B tip stall of the wing C flow separation at the root due to spanwise flow change in wing angle of incidence "ef: A#": atpl\$ cpl% Ans: B

6655. 4hat is the (# unit that results fro! !ultipl/ing kg and !-s2) A @oule B 0si C :ewton 4att "ef: A#": atpl\$ cpl% Ans: C 665+. The airfoil chord line is: A a straight line fro! the wing leading edge to the trailing edge B a line e9uidistant fro! the upper and lower wing surfaces C a line tangential to the wing surface at the point of !axi!u! cur.ature a line drawn at 25; chord fro! the root to the tip "ef: A#": atpl\$ cpl% Ans: A 66+'. 4hat happens to total drag when accelerating fro! C= *AA to !axi!u! speed) A #ncreases B #ncreases then decreases C ecreases ecreases then increases "ef: A#": atpl\$ cpl% Ans: 66+1. Co!pared to a wing at sea le.el at 2'' kt TA(\$ a wing at ,'\$'''ft at ,''kt TA( and the sa!e angle of attack will ha.e: A 2., ti!es the lift B < twice the lift C four ti!es the lift the sa!e lift "ef: A#": atpl\$ cpl% Ans:

6612. The ter! angle of attack in a two di!ensional flow is defined as: A the angle for !axi!u! lift-drag ratio B the angle between the aeroplane cli!b path and the hori3on C the angle for!ed b/ the longitudinal axis of the aeroplane and the chord line of the wing the angle between the wing chord line and the direction of the relati.e wind-airflow "ef: A#": atpl\$ cpl% Ans: 661,. 4hich of the following is the correct description of the !ethod for !easuring the dihedral angle) A The angle between the wing plane and the hori3ontal B The angle between a line which passes through the 25; wing chord and the hori3ontal axis C The angle between the 25; chord line and the hori3ontal axis The angle between 25; chord and the lateral axis "ef: A#": atpl\$ cpl% Ans: A 66''. The continuit/ e9uation states: #f the area of a tube is increasing\$ the speed of the subsonic and inco!pressible flow inside is: A sonic B not changing C < increasing decreasing "ef: A#": atpl\$ cpl% Ans: 66'5. 4hat pheno!ena causes induced drag) A 4ing tip .ortices B 4ing tanks C The increased pressure at the leading edge The spanwise flow\$ inward below the wing and outward abo.e "ef: A#": atpl\$ cpl% Ans: A

66'6. #n a strea! tube\$ if densit/ is hal.ed\$ drag will be reduced b/ a factor of: A+ B, C6 2 "ef: A#": atpl\$ cpl% Ans: 66'+. The following unit of !easure!ent kg!-s) is expressed in the (#<s/ste! as: A 0ascal B :ewton C @oule 4att "ef: A#": atpl\$ cpl% Ans: B 6625. The 7subsonic8 static pressure: A increases in a flow in a tube when the dia!eter decreases B is the total pressure plus the d/na!ic pressure C is the pressure in a point at which the .elocit/ has beco!e 3ero decreases in a flow in a tube when the dia!eter decreases "ef: A#": atpl\$ cpl% Ans: 662+. 4hich of the following is the speed that would acti.ate the stick shaker: A 2.5 B( B 2.'5 B( C 2.2 B( Abo.e B( "ef: A#": atpl\$ cpl% Ans: B

662&. #f the #A( is increased b/ a factor of ,\$ b/ what factor would the drag increase) A, B+ C 22 26 "ef: A#": atpl\$ cpl% Ans: 662,. 4hich state!ent is correct about the C# and angle of attack) A Cor a s/!!etric aerofoil\$ if angle of attack > '\$ C# > ' B Cor a s/!!etric aerofoil\$ if angle of attack > '\$ C# is not e9ual to ' C Cor an as/!!etric aerofoil\$ if angle of attack > '\$ C# > ' Cor an as/!!etric aerofoil with positi.e ca!ber\$ if angle of attack is greater than '\$ C# > ' "ef: A#": atpl\$ cpl% Ans: A 66&2. 4hat are the correct (# units for densit/ and force) A DE-:\$ :!& B :-!&\$ Dg C Dg-!&\$ :ewtons DE-!&\$ Dg "ef: A#": atpl\$ cpl% Ans: C 66&+. when the undercarriage is lowered in flight: A for! drag will increase and the aircrafts nose down pitching !o!ent will be unchanged B induced drag will increase and the aircrafts nose down pitching !o!ent will increase C for! drag will increase and the aircrafts nose down pitching !o!ent will increase induced drag will decrease and the aircrafts nose down pitching !o!ent will increase "ef: A#": atpl\$ cpl% Ans: C

66,6. At a gi.en CA( an aircraft fl/ing below sea le.el will ha.e: A the sa!e TA( as at sea le.el B a lower TA( than at sea le.el C a higher TA( than at sea le.el the sa!e TA( as at sea le.el but an increased #A( "ef: A#": atpl\$ cpl% Ans: B 6652. 4hich of the following expressions could represent the relationship between force\$ !ass and acceleration: A a > !-C B!>Cxa CC>!xa a>Cx! "ef: A#": atpl\$ cpl% Ans: C 6652. A line connecting the leading and trailing edge !idwa/ between the upper and lower surface of an aerofoil. This definition is applicable for: A the !ean aerod/na!ic chord line B the chord line C the ca!ber line the upper ca!ber line "ef: A#": atpl\$ cpl% Ans: C 666'. #n reco.er/ fro! a spin: A ailerons should be kept neutral B airspeed increases C ailerons used to stop the spin ruddeer and ailerons used against the direction of spin rotation "ef: A#": atpl\$ cpl% Ans: A

6662. 4hat causes deep stall in a swept back wing) A C0 !o.es aft B C0 !o.es forward C "oot stall (panwise flow fro! tip to root on wing upper surface "ef: A#": atpl\$ cpl% Ans: B 6666. 4hat is the (# unit which results fro! !ultipl/ing kg and !-s s9uared) A :ewton B 0si C @oule 4att "ef: A#": atpl\$ cpl% Ans: A 6665. Fow is the thickness of an aerofoil section !easured) A As the ratio of wing angle B "elated to ca!ber C As the percentage of chord #n !etres "ef: A#": atpl\$ cpl% Ans: C 66+'. The angle between the chord line of the wing and the longitudinal axis of the airplane is known as the angle of: A attack B relati.e wind C incidence dihedral "ef: A#": atpl\$ cpl% Ans: C

661&. 4hat is the C= and C ratio at nor!al angles of attack) A C= higher B C higher C The sa!e C= !uch higher "ef: A#": atpl\$ cpl% Ans: 6611. #n subsonic flight\$ which is correct for B* ) A 0arasite drag greater than induced drag B C= and C are !ini!u! C Best glide range achie.ed Best endurance speed for a piston engine "ef: A#": atpl\$ cpl% Ans: C 6+'&. The !axi!u! angle of attack for the flaps down configuration\$ co!pared to flaps up is: A greater B s!aller C unchanged s!aller or greater\$ depending on CE position "ef: A#": atpl\$ cpl% Ans: B 6+'+. The aspect ratio of the wing: A is the ratio between the wing span and the root chord B is the ratio between the wing span and the !ean geo!etric chord C is the ratio between the tip chord and the wing span is the ratio between chord and root chord "ef: A#": atpl\$ cpl% Ans: B

6+22. rag is in the direction of and lift is perpendicular to the: A chord line B relati.e wind-airflow C hori3on longitudinal axis "ef: A#": atpl\$ cpl% Ans: B 6+26. Bernoullis Theore! states: A d/na!ic pressure increase and static pressure increase B d/na!ic pressure increase and static pressure decrease C d/na!ic pressure is !axi!u! at stagnation point 3ero pressure at 3ero d/na!ic pressure "ef: A#": atpl\$ cpl% Ans: B 6+22. Gn an airfoil the centre of pressure will be !ost forward: A at the opti!u! angle B at the stalling angle C Hust below the stalling angle Hust abo.e the stalling angle "ef: A#": atpl\$ cpl% Ans: C 6+&&. The true airspeed 7TA(8 is: A higher than the speed of the undisturbed airstrea! about the aeroplane B lower than the indicated airspeed 7#A(8 at #(A conditions and altitudes below sea le.el C e9ual to the #A(\$ !ultiplied b/ the air densit/ at sea le.el lower than the speed of the undisturbed airstrea! about the aeroplane "ef: A#": atpl\$ cpl% Ans: B

6+&5. 4hat does parasite drag .ar/ with) A (9uare of the speed B C=!ax C (peed (urface area "ef: A#": atpl\$ cpl% Ans: A 6+&6. 4hat effect on stall speed do the following ha.e) A #ncreased anhedral increases stall speed B Citting a T tail will reduce stall speed C #ncreasing sweepback decreases stall speed ecreasing sweep angle decreases stall speed "ef: A#": atpl\$ cpl% Ans: 6+&1. Bernoullis e9uation can be written as 7pt > total pressure\$ ps > static pressure\$ 9 > d/na!ic pressure8: A pt > ps 9 B pt 9 > ps C pt I ps > 9 pt > 9 ps "ef: A#": atpl\$ cpl% Ans: B 6+,6. #n a s/!!etrical airfoil the !ean ca!ber line is) A A line Hoining points of !ean ca!ber along the wing B A line Hoining points of !axi!u! ca!ber along the wing C A cur.e co<incident with the top surface of the airfoil A straight line co<incident with the chord line "ef: A#": atpl\$ cpl% Ans:

6+5,. =ift is a function of: A .elocit/\$ densit/\$ wing shape and lift coefficient B .elocit/\$ wing area\$ C= and densit/ C .elocit/\$ wing shape\$ wing area and C= .elocit/\$ densit/\$ gross wing area and C "ef: A#": atpl\$ cpl% Ans: B 6+6&. Considering a positi.e ca!bered aerofoil\$ the pitch !o!ent when Cl>' is: A negati.e 7pitch<down8 B e9ual to 3ero C infinite positi.e 7pitch<up8 "ef: A#": atpl\$ cpl% Ans: A 6++6. #f the continuit/ e9uation is applicable\$ what will happen to the air densit/ 7rho8 if the cross sectional area of a tube changes) 7low speed\$ subsonic and inco!pressible flow8: A The densit/ depends on the change of the tube area B rho 2 J rho 2 C rho 2 K rho 2 rho 2 > rho 2 "ef: A#": atpl\$ cpl% Ans: 6+1,. =ongitudinal dihedral is: A the difference between the wing and tail angle of sweep B < the difference between the wing and tail angle of incidence C when the wing has anhedral and the tail dihedral the difference between the wing and tail dihedral angles "ef: A#": atpl\$ cpl% Ans: B

6+15. The angle between the airflow 7relati.e wind8 and the chord line of an aerofoil is: A cli!b path angle B glide path angle C angle of attack sa!e as the angle between chord line and fuselage axis "ef: A#": atpl\$ cpl% Ans: C 6+1+. 4hich of the following state!ents are correct) A rag acts in the sa!e direction as the relati.e airflow and lift perpendicular to it B =ift acts at right angles to the top surface of the wing and drag acts at right angles to lift C rag acts parallel to the chord and opposite to the direction of !otion of the aircraft and lift acts perpendicular to the chord =ift acts perpendicular to the hori3ontal and drag parallel in a rearwards direction "ef: A#": atpl\$ cpl% Ans: A 61'1. Consider a certain strea! line tube. The .elocit/ of the strea! in the tube is B. An increase of te!perature of the strea! at constant .alue of B will: A increase the !ass flow when the tube is di.ergent in the direction of the flow B increase the !ass flow C not affect the !ass flow decrease the !ass flow "ef: A#": atpl\$ cpl% Ans: 6121. (tatic pressure acts: A parallel to airflow B parallel to d/na!ic pressure C in all directions downwards "ef: A#": atpl\$ cpl% Ans: C

6125. As subsonic air flows through a con.ergent duct: 7i8 7ii8 static pressure .elocit/

A 7i8 increases and 7ii8 decreases B 7i8 increases and 7ii8 increases C 7i8 decreases and 7ii8 decreases 7i8 decreases and 7ii8 increases "ef: A#": atpl\$ cpl% Ans: 61&+. ihedral of the wing is: A the angle between the '.25 chord line of the wing and the .ertical axis B the angle between the leading edge of the wing and the lateral axis C the angle between the '.25 chord line of the wing and the lateral axis the angle between the '.25 chord line of the wing and the hori3on "ef: A#": atpl\$ cpl% Ans: C 61,5. 4hich one of the following state!ents about Bernoullis theore! is correct) A The d/na!ic pressure is !axi!u! in the stagnation point B The d/na!ic pressure decreases as static pressure decreases C The total pressure is 3ero when the .elocit/ of the strea! is 3ero The d/na!ic pressure increases as static pressure decreases "ef: A#": atpl\$ cpl% Ans: 6152. A wing has a span of 5' feet and an area of 2'' s9uare feet. #ts !ean chord would be: A , feet B 2' feet C 6.5 feet 2.5 feet "ef: A#": atpl\$ cpl% Ans: A

6166. Gn a s/!!etrical aerofoil\$ the pitch !o!ent for which Cl>' is: A 3ero B e9ual to the !o!ent coefficient for stabili3ed angle of attack C positi.e 7pitch<up8 negati.e 7pitch<down8 "ef: A#": atpl\$ cpl% Ans: A 256'6. The angle of attack 7aerod/na!ic angle of incidence8 of an aerofoil is the angle between the: A botto! surface and the chord line B chord line and the relati.e undisturbed airflow C botto! surface and the Fori3ontal botto! surface and the relati.e airflow "ef: A#": atpl\$ cpl% Ans: B 256'1. 4hich for!ula or e9uation describes the relationship between force 7C8\$ acceleration 7a8 and !ass 7!8) A ! > C.a B a > C.! C C < !-a C > !.a "ef: A#": atpl\$ cpl% Ans: 2562'. The static pressure is acting: A onl/ perpendicular to the direction of the flow B onl/ in the direction of the total pressure C in all directions onl/ in direction of the flow "ef: A#": atpl\$ cpl% Ans: C

2562&. The Cl alpha cur.e of a positi.e ca!bered aerofoil intersects with the .ertical axis of the Cl alpha graph: A in the origin B below the origin C nowhere abo.e the origin "ef: A#": atpl\$ cpl% Ans: 25615. 7"efer to Cigure '+2<2+8 An A&2' aeroplane weighing 2'' tons is turning at C= &5' at constant altitude with a bank of 5' degrees. #ts flight *ach range between low<speed buffering and high<speed buffering goes fro!: A * > '.62 to * higher than '.+, B * > '.65 to * higher than '.+, C * > '.6, to * > '.+, * > '.61 to * higher than '.+, "ef: A#": atpl\$ cpl% Ans: 25616. 4hich one of the following state!ents about the lift<to<drag ratio in straight and le.el flight is correct) A At the highest .alue of the lift-drag ratio the total drag is lowest B The highest .alue of the lift-drag ratio is reached when the lift is 3ero C The lift-drag ratio alwa/s increases as the lift decreases The highest .alue of the lift-drag ratio is reached when the lift is e9ual to\$ the aircraft weight "ef: A#": atpl\$ cpl% Ans: A 256'5. The correct drag for!ula is: A B C >C >C >C >C L "FG B) ( 2 "FG B) ( L "FG B ( L 2-"FG B) (

## "ef: A#": atpl\$ cpl% Ans: A

256&6. A la!inar boundar/ la/er is a la/er\$ in which: A the .ortices\$ are weak B the .elocit/ is constant C the te!perature .aries constantl/ no .elocit/ co!ponents exist nor!al to the surface "ef: A#": atpl\$ cpl% Ans: 256&6. The total pressure is: A can be !easured in a s!all hole in a surface\$ parallel to the local strea! B static pressure plus the d/na!ic pressure C static pressure !inus the d/na!ic pressure L rho B2 "ef: A#": atpl\$ cpl% Ans: B 256&+. The lift and drag forces\$ acting on a wing cross section: A .ar/ linearl/ with the angle of attack B depend on the pressure distribution about the wing cross section C are nor!al to each other at Hust one angle of attack are proportional to each other\$ independent of angle of attack "ef: A#": atpl\$ cpl% Ans: B 256&1. The relati.e thickness of an aerofoil is expressed in: A degrees cross section tail angle B < ; chord C ca!ber !eters "ef: A#": atpl\$ cpl% Ans: B

2565'. The *ean Aerod/na!ic Chord 7*AC8 for a gi.en wing of an/ platfor! is: A the chord of a rectangular wing with sa!e !o!ent and lift B the chord of a large rectangular wing C the a.erage chord of the actual aeroplane the wing area di.ided b/ the wing span "ef: A#": atpl\$ cpl% Ans: A 25656. Figh Aspect "atio\$ as co!pared with low Aspect "atio\$ has the effect of: A increasing lift and drag B increasing induced drag and decreasing critical angle of attack C decreasing induced drag and critical angle of attack increasing lift and critical angle of attack "ef: A#": atpl\$ cpl% Ans: C 2566'. 4hat is the unit of !easure!ent for power) A :-! B :!-s C kg!-s2 0a-!2 "ef: A#": atpl\$ cpl% Ans: B 25666. =ift and drag on an aerofoil are .ertical respecti.el/ parallel to the: A hori3on B relati.e wind-airflow C chord line longitudinal axis "ef: A#": atpl\$ cpl% Ans: B

25665. 4hich of the following wing planfor!s gi.es the highest local profile lift coefficient at the wingroot) A "ectangular B 5lliptical C Tapered 0ositi.e angle of sweet "ef: A#": atpl\$ cpl% Ans: A 2665&. Cor an aircraft in le.el flight\$ if the wing centre of pressure is aft of the centre of gra.it/ and there is no thrust-drag couple\$ the tailplane load !ust be: A upward B unknown<insufficient infor!ation has been pro.ided C downward 3ero "ef: A#": atpl\$ cpl% Ans: C 26651. =oad factor is the actual lift supported b/ the wings at an/ gi.en ti!e: A di.ided b/ the surface area of the wing B di.ided b/ the total weight of the aircraft C subtracted fro! the aircraftMs total weight di.ided b/ the aircraftMs e!pt/ weight "ef: A#": atpl\$ cpl% Ans: B 26662. #n straight and le.el flight the centre of pressure is behind the centre of gra.it/. 4ith the resultant force fro! the ele.ators and tailplane action to !aintain straight and le.el flight\$ the force would be action: A upward B downward C hori3ontall/ in a direction depending on the thrust-drag couple "ef: A#": atpl\$ cpl% Ans: B

26661. The ser.ice ceiling of an aircraft is: A the altitude where rate of cli!b is 3ero B the highest altitude per!itted for flight because of !anoeu.re capabilit/ C the altitude where a low specific rate of cli!b is achie.ed the altitude abo.e which cruising speed cannot be !aintained "ef: A#": atpl\$ cpl% Ans: C 26662. #f the weight of an aircraft is increased\$ the !axi!u! lift-drag ratio will: A decrease B increase C not be affected increase although the aircraft will ha.e to be flown !ore slowl/ "ef: A#": atpl\$ cpl% Ans: C 22'26. an aerofoil is ca!bered when: A the upper surface of the aerofoil is cur.ed B the chord line is cur.ed C the line\$ which connects the centres of all inscribed circles\$ is cur.ed the !axi!u! thickness is large co!pared with the length of the chord "ef: A#": atpl\$ cpl% Ans: C 22'&6. BernoulliMs e9uation can be written as: 7pt > total pressure\$ ps > static pressure and 9 > d/na!ic pressure8 A pt > ps-9 B pt > ps 9 C pt > 9 ps pt > ps I 9 "ef: A#": atpl\$ cpl% Ans:

22'&6. BernoulliMs e9uation is: 7note: rho is densit/% pstat is static pressure% pd/n is d/na!ic pressure% ptot is total pressure8 A ptot I 2rho N TA(2 > constant B ptat I 2rho N #A(2 > constant C pd/n I 2rho N #A(2 > constant pstat I 2rho N TA(2 > constant "ef: A#": atpl\$ cpl% Ans: 22'&1. Consider the stead/ flow through a strea! tube where the .elocit/ of the strea! is B. an increase in te!perature of the flow at a constant .alue of B will: A increase the !ass flow when the tube is di.ergent in the direction of the flow B increase the !ass flow C not affect the !ass flow decrease the !ass flow "ef: A#": atpl\$ cpl% Ans: 22'66. #f the aspect ratio of a wing increases whilst all other rele.ant factors re!ain constant\$ the critical angle of attack will: A re!ain constant onl/ for a wing consisting of s/!!etrical aerofoils B increase C re!ain constant decrease "ef: A#": atpl\$ cpl% Ans:

22'+2. #n a con.ergent tube with an inco!pressible sub<sonic airflow\$ the following pressure changes will occur: 0s > static pressure 0d/n > d/na!ic pressure 0tot > total pressure A 0s decreases\$ 0d/n increases\$ static te!perature increases B 0s increases\$ 0d/n decreases\$ 0tot re!ains constant C 0s decreases\$ 0d/n increases\$ 0tot re!ains constant 0s decreases\$ 0tot increases\$ static te!perature decreases "ef: A#": atpl\$ cpl% Ans: C 222'+. The angle of attack of a aerofoil section is defined as the angle between: A The undisturbed airflow and the !ean ca!berline B the local airflow and the !ean ca!berline C The local airflow and the chordline The undisturbed airflow and the chordline "ef: A#": atpl\$ cpl% Ans: 22222. The angle of attack of an aerofoil section is the angle between the: A botto! surface and the chord line B botto! surface and the hori3ontal C botto! surface and the relati.e airflow chord line and the relati.e undisturbed airflow "ef: A#": atpl\$ cpl% Ans: 22226. The difference between #A( and TA( will: A increase with increasing air densit/ B increase with decreasing te!perature C decrease with decreasing altitude decrease with increasing speed "ef: A#": atpl\$ cpl% Ans: C

22221. The (l unit of !easure!ent for pressure is: A lb-gal B kg-!& C :-!2 bar-d!2 "ef: A#": atpl\$ cpl% Ans: C 222&'. The (l units of air densit/ 7i8 and force 7ii8 are: A 7i8 kg-!2\$ 7ii8 kg B 7i8 kg-!&\$ 7ii8 : C 7i8 :-!&\$ 7ii8 : 7i8 :-kg\$ 7ii8 kg "ef: A#": atpl\$ cpl% Ans: B 222&&. The unit of !easure!ent for densit/ is: A kg-!& B psi C kg-c!2 bar "ef: A#": atpl\$ cpl% Ans: A 22265. 4hich definition of propeller para!eters is correct) A Blade angle is the angle between the blade chord line and the propeller axis B Eeo!etric pitch is the theoretical distance a propeller blade ele!ent would tra.el in a forward direction during one re.olution C Angle of attack is the angle between the blade chord line and the propeller .ertical plane Critical tip .elocit/ is the propeller speed at which flow separation first occurs at so!e part of the blade "ef: A#": atpl\$ cpl% Ans: B

2226'. 4hich of the following state!ents about a .enture in a sub sonic airflow are correct) 2. The d/na!ic pressures in the undisturbed flow and in the throat are e9ual 2. the total pressures in the undisturbed flow and in the throat are e9ual A 2 is incorrect and 2 is correct B 2 and 2 are correct C 2 is correct and 2 is incorrect 2 and 2 are incorrect "ef: A#": atpl\$ cpl% Ans: A 2&2''. /na!ic pressure is: A the total pressure at a point where the !o.ing air strea! is brought to rest B the a!ount b/ which the pressure rises at a point where a !o.ing air strea! is brought to rest C the pressure due to the weight of the at!osphere in still air the pressure change caused b/ heating when a !o.ing air strea! is brought to rest "ef: A#": atpl\$ cpl% Ans: B 2&2'2. The input connections to an Air (peed #ndicator are fro!: A a static source onl/ B a pitot source onl/ C both pitot and static sources pitot and static sources and outside air te!perature sensor "ef: A#": atpl\$ cpl% Ans: C 2&2'2. The !ean ca!ber line of an aerofoil section is: A a straight line fro! the leading edge to the trailing edge B a line fro! the leading to the trailing edge e9uidistant fro! the upper and lower surfaces C the profile of the upper surface of an aerofoil section an arc of circle fro! the leading edge to the trailing edge "ef: A#": atpl\$ cpl% Ans: B

2&2',. Cor a ca!bered aerofoil which of the following state!ents is correct: A it will gi.e lift at s!all negati.e angles of attack B at negati.e angles of attack it will produce negati.e lift onl/ C it will gi.e lift at positi.e angles of attack onl/ it will gi.e negati.e lift at s!all positi.e angles of attack "ef: A#": atpl\$ cpl% Ans: A 2&2'5. The d/na!ic pressure is e9ual to: A the densit/ x speed s9uared B half the densit/ x speed C half the densit/ x speed s9uared half the speed x densit/ s9uared "ef: A#": atpl\$ cpl% Ans: C 2&2'6. As air flows into the con.erging section of a .enture: A static pressure decreases\$ .elocit/ increases\$ !ass flow decreases B static pressure increases\$ .elocit/ decreases\$ !ass flow is constant C static pressure decreases\$ .elocit/ increases\$ !ass flow is constant static pressure decreases\$ .elocit/ decreases\$ !ass flow decreases "ef: A#": atpl\$ cpl% Ans: C 2&2'+. To obtain TA(\$ the 5A( !ust be corrected for: A relati.e densit/ onl/ B relati.e densit/ and co!pressibilit/ C position error and co!pressibilit/ position error and relati.e densit/ "ef: A#": atpl\$ cpl% Ans: A

2&2'1. The chord line of an aerofoil is: A a line fro! wing tip to wing tip B a line fro! the leading edge to trailing edge e9uidistant fro! the upper and lower surfaces C a straight line Hoining the centre of cur.ature of the leading and trailing edges a hori3ontal line tangential to the wing surface "ef: A#": atpl\$ cpl% Ans: C 2&22'. The thickness : chord ratio of an aerofoil is: A the ratio of wing thickness at the root to the thickness at the tip B the ratio of the !axi!u! thickness of an aerofoil section to its chord C the ratio of the wing span to the !ean chord the ratio of the thickness at the 9uarter chord point to the chord "ef: A#": atpl\$ cpl% Ans: B 2&22&. A s/!!etrical aerofoil at 3ero degree angle of attack will\$ in le.el flight produce: A !ost of its lift on the lower surface B !ost of its lift on the upper surface C the sa!e a!ount of lift on the upper and lower surfaces 3ero lift "ef: A#": atpl\$ cpl% Ans: 2&226. Aspect ratio is: A the ratio of the !ean chord to the !axi!u! wing thickness B the ratio of the wingspan to the s9uare of the !ean chord C the ratio of the wingspan to the !ean chord the ratio of the wingspan to the wing area "ef: A#": atpl\$ cpl% Ans: C

2&22+. At higher ele.ation airports the pilot should know that indicated airspeed: A will be unchanged\$ but ground speed will be faster B will be higher\$ but ground speed will be unchanged C should be increased to co!pensate for the thinner air to !aintain the re9uired d/na!ic pressure the indicated airspeed should be increased "ef: A#": atpl\$ cpl% Ans: A 2&2&6. Cor a tapered wing without twist\$ the effecti.e angle of attack will be: A greatest at the tip B greatest at the root C e9ual across the span greatest at the centre span "ef: A#": atpl\$ cpl% Ans: A 2&2&1. 5ffecti.e angle of attack is the: A angle between the chord line and the !ean direction of a non<unifor! disturbed air strea! B angle between the relati.e airflow and the chord line C angle between the chord line and the fuselage hori3ontal datu! angle between the fuselage hori3ontal datu! and the chord line of the hori3ontal stabiliser "ef: A#": atpl\$ cpl% Ans: A 2&2,'. The !agnitude of a force is: A its direction of application B its largeness or si3e C the units in which it is nor!all/ !easured its .ector "ef: A#": atpl\$ cpl% Ans: B

2&2,2. #f the speed of an aircraft is 2'' !iles per hour\$ its speed in knots would be: A +6 kts B 225 kts C 6' kts 65 kts "ef: A#": atpl\$ cpl% Ans: A 2&2,2. #n #(A the air te!perature is considered to be: A < <56.5 degrees C at 26.'1' ft B < <56.5 degrees C at &6.5'' ft C < <56.5 degrees C at &6.'1' ft 56.5 degrees C at &6.'1' ft "ef: A#": atpl\$ cpl% Ans: C 2&2,&. #n #(A pressure decreases: A at a constant rate as altitude increases B at a rate of !ilibar per &' ft at low altitudes C at a rate of '.5 lb-in per 2'' ft abo.e 2'''' ft altitude at a rate of &' !ilibars per ft "ef: A#": atpl\$ cpl% Ans: B 2&2,,. #f an aircraft is descending at 5'' ft-!in fro! 5''' ft altitude\$ the rate of pressure increase outside the aircraft is: A greater than the rate of pressure increase outside an aircraft descending at 5'' ft-!in fro! 25''' ft to 2'''' ft B less than the rate of pressure increase outside an aircraft descending at 5'' ft-!in fro! 25''' ft to 2'''' ft C e9ual to the rate of pressure increase outside an aircraft descending at 5''' ft-!in at an/ altitude the rate of change will be the sa!e "ef: A#": atpl\$ cpl% Ans: A

2&2,+. Taper ratio is the ratio of: A the root thickness to the root chord B the span to the root chord C the root chord to the tip chord the span to the !ean chord "ef: A#": atpl\$ cpl% Ans: C 2&2,1. A wing has a span of 6,! and an area of 525 s9uare !etres. The !ean chord is: A 6.+ ! B '.22 ! C +.2 ! &., ! "ef: A#": atpl\$ cpl% Ans: C 2&25'. A wing would be said to be swept back if: A the wing tips were lower than the wing roots B the tip chord was less than the root chord C the 9uarter chord line was inclined backwards fro! the lateral axis the tip incidence was less than the root incidence "ef: A#": atpl\$ cpl% Ans: C 2&25&. At a gi.en TA(\$ what effect will an increase in air densit/ ha.e on lift and drag) A lift will increase but drag will decrease B lift and drag will increase C lift and drag will decrease lift will decrease and drag will increase "ef: A#": atpl\$ cpl% Ans: B

2&256. A wing with a high thickness : chord ratio would be suitable for: A an aircraft with a high wing loading B an aircraft intended to operate at high speed C an aircraft intended to operate at low speed an aircraft designed to operate at extre!el/ high altitudes "ef: A#": atpl\$ cpl% Ans: C 2&262. A !o!ent is: A the product of a force and the distance through which it acts. The distance in the !o!ent is !erel/ a le.erage and no !o.e!ent is in.ol.ed B the product of a force and the distance through which it !o.es C the product of the application of a force the .ector 9uantit/ of a le.er "ef: A#": atpl\$ cpl% Ans: A 2&265. At a constant TA( the d/na!ic pressure: A will be greater at sea le.el than at high altitude B will be less at sea le.el than at high altitude C will be the sa!e at sea le.el as at high altitude will be greater at altitude than at sea le.el "ef: A#": atpl\$ cpl% Ans: A 2&266. The position error of an A(# results fro!: A !echanical differences in indi.idual instru!ents B the difference in air densit/ fro! sea le.el #(A ensit/ C the effects of the airflow around the static .ent and pitot head the fact that air beco!es !ore co!pressible at high speeds "ef: A#": atpl\$ cpl% Ans: C

2&266. The CA( is the A(# reading corrected for: A position and instru!ent error B position\$ instru!ent and co!pressibilit/ error C co!pressibilit/ and densit/ error position\$ instru!ent\$ co!pressibilit/ and densit/ error "ef: A#": atpl\$ cpl% Ans: A 2&2+'. #f the at!ospheric pressure is less than standard: A take<off distance would be reduced B take<off distance would be increased C take<off distance would not be affected "ef: A#": atpl\$ cpl% Ans: B 2&2+2. A wing as a span of &' ! and an area of &'' s9uare !etres. The aspect ratio is: A &:2 B 2':2 C &':2 1:2 "ef: A#": atpl\$ cpl% Ans: A 2&2+2. A wing is said to be tapered if: A it is inclined upwards fro! root to tip B the chord at the wing tip is less than the chord at the root C the incidence at the tip is less than at the root the ca!ber is increased at the wing tip "ef: A#": atpl\$ cpl% Ans: B

2&2+5. The !ost correct list of factors that affect the lift produced b/ an aerofoil are: A angle of attack\$ air densit/\$ .elocit/\$ wing area B angle of attack\$ air te!perature\$ .elocit/\$ wing area C angle of attack\$ .elocit/\$ wing area\$ aerofoil section\$ air densit/ incidence\$ TA(\$ wing plan\$ leading edge radius and thrust "ef: A#": atpl\$ cpl% Ans: C 2&2+6. A wing has a !ean chord of 6 !etres and a span of &' !etres. The aspect ratio is: A 5 to 2 B &' to 2 C 2+' to 2 6 to 2 "ef: A#": atpl\$ cpl% Ans: A 2&2+1. =ift of a wing is increased b/: A an increase in the te!perature of the at!osphere B an increase in the pressure of the at!osphere C an increase in the hu!idit/ of the at!osphere a decrease in the densit/ of the at!osphere at a constant TA( "ef: A#": atpl\$ cpl% Ans: B 2&&''. A swept wing: A produces !ore lift at a gi.en angle of attack than an e9ui.alent straight wing B reaches the critical angle of attack before an e9ui.alent straight wing C produces less lift at a gi.en angle of attack than an e9ui.alent straight produces 3ero lift at 3ero angle of attack "ef: A#": atpl\$ cpl% Ans: C

2&&2'. To con.ert knots into !iles per hour: A !ultipl/ the knots b/ '.+6 B di.ide the knots b/ '.+6 C !ultipl/ the knots b/ '.+6 and di.ide b/ the relati.e densit/ di.ide the knots b/ +.6 "ef: A#": atpl\$ cpl% Ans: B 2&&22. The aerod/na!ic centre is the point on the chord line where: A drag acts B the su! of all aerod/na!ic forces act C the geo!etric centre of the wing is located the pitching !o!ent re!ains constant throughout changes in angle of attack within the nor!al range "ef: A#": atpl\$ cpl% Ans: 2&&2&. The nose up or nose down orientation of an aircraft relati.e to the hori3on is known as: A the angle of attack B the angle of incidence C the attitude of the aircraft the angle between the relati.e airflow and the chord line of the wing "ef: A#": atpl\$ cpl% Ans: C 2&&2,. Airflow\$ the product of the aircraft !o.ing forwards\$ parallel to and in the opposite direction to the flight path\$ its pressure\$ te!perature and relati.e .elocit/ unaffected b/ the presence of the aircraft: A is known as static pressure B is known as d/na!ic pressure C is known as total pressure is known as relati.e airflow "ef: A#": atpl\$ cpl% Ans:

2&&26. #f TA( is kept constant\$ to !aintain straight and le.el flight with reduced air densit/ the angle of attack of an aircraftMs wings !ust be: A increased B decreased C unaltered increased to the critical angle of attack "ef: A#": atpl\$ cpl% Ans: A 2&&,'. The densit/ of air !a/ be !easured in: A kg-s9uare !etre B !ilibars C kg-cubic !etre :ewtonMs per cubic !etre "ef: A#": atpl\$ cpl% Ans: C 2&&,&. The effect of increasing aspect ratio is to: A increase the !axi!u! lift-drag ratio B decrease the !axi!u! lift-drag ratio C not affect the !axi!u! lift-drag ratio "ef: A#": atpl\$ cpl% Ans: A 2&&5'. ensit/ of the at!osphere will: A increase with rising hu!idit/ B decrease with rising hu!idit/ C re!ain unaffected b/ changes in hu!idit/ decrease with reduced hu!idit/ "ef: A#": atpl\$ cpl% Ans: B

2&,++. B/ is defined as: A speed for best rate of descent B speed for best angle of cli!b C speed for best rate of cli!b !axi!u! speed which should be used in a cli!b "ef: A#": atpl\$ cpl% Ans: C 2&5&2. #f air is assu!ed to be inco!pressible\$ this !eans: A there will be no change in pressure when the speed of the airflow is changed B there will be no change of densit/ due to change of pressure C the densit/ will onl/ change with speed at supersonic speed pressure changes will onl/ occur at .er/ high speeds "ef: A#": atpl\$ cpl% Ans: B 2&561. A line fro! the centre of cur.ature of the leading edge to the trailing edge\$ e9uidistant fro! the top and botto! wing surface is: A ca!ber line B upper ca!ber line C !ean chord !ean aerod/na!ic chord "ef: A#": atpl\$ cpl% Ans: A 2&511. 4hat is the (# unit for densit/) A !B2 B kg-c!2 C kg<! kg-!& "ef: A#": atpl\$ cpl% Ans:

2&622. =a!inar flow has: A !ore friction than turbulent B sa!e friction as turbulent C less friction than turbulent "ef: A#": atpl\$ cpl% Ans: C 2&662. 4hich of the following is the e9uation for power) A :-! B :*-s C 0a-s2 Dg-!-s2 "ef: A#": atpl\$ cpl% Ans: B 2&6&,. 4hat wing produces !ost of its lift at the root) A swept B rectangular C elliptical tapered "ef: A#": atpl\$ cpl% Ans: B 2,'65. The aerod/na!ic centre is: A the point where the CE !eets the lateral axis B the point where all changes in the !agnitude of the lift force effecti.el/ take place C situated at about 5'; chord alwa/s to the rear of the neutral point "ef: A#": atpl\$ cpl% Ans: B

2,'66. #n the e9uation of continuit/ relating to low .elocit/ air\$ what is the effect on densit/ with a change in area) A area increases-densit/ decreases B area decreases-densit/ decreases C area increases-densit/ increases area increases or decreases-no significant change in densit/ "ef: A#": atpl\$ cpl% Ans: 2,,6,. 4hich of the following wing planfor!s will be least affected b/ turbulence) A straight\$ high aspect ratio B swept\$ low aspect ratio C straight\$ !oderate aspect ratio swept\$ high aspect ratio "ef: A#": atpl\$ cpl% Ans: B

## 081-01-0 !"e two-di#ensional ai\$flow a%o&t an ae\$ofoil

,2'+. 4hen Cowler flaps are deplo/ed) A Gnl/ the area increases B The/ !o.e backwards then downwards C The/ !o.e downwards then backwards The/ !o.e forwards "ef: A#": atpl\$ cpl% Ans: B ,26'. 4ith increasing angle of attack\$ the stagnation point will !o.e 7i8 and the point of lowest pressure will !o.e 7ii8. A 7i8 up\$ 7ii8 aft B 7i8 down\$ 7ii8 forward C 7i8 down\$ 7ii8 aft 7i8 up\$ 7ii8 forward "ef: A#": atpl\$ cpl% Ans: B

,26+. Consider an aerofoil with a certain ca!ber and a positi.e angle of attack. At which location will the highest flow .elocities occur) A Opper side B =ower side C #n front of the stagnation point #n the stagnation point "ef: A#": atpl\$ cpl% Ans: A 66,+. 4hich of the following is the greatest factor causing lift) A #ncreased airflow .elocit/ below the wing B #ncreased pressure below wing C (uction abo.e the wing ecreased airflow .elocit/ abo.e the wing "ef: A#": atpl\$ cpl% Ans: C 6661. Gn a ca!bered airfoil the 3ero lift angle of attack will be: A dependent on the wing aspect ratio B positi.e C negati.e 3ero "ef: A#": atpl\$ cpl% Ans: C 66+,. 4hat is the purpose of a slat on the leading edge) A ecelerate the air o.er the top surface B Thicken the la!inar boundar/ la/er o.er the top surface C #ncrease the ca!ber of the wing Allow greater angle of attack "ef: A#": atpl\$ cpl% Ans:

66+6. #n a two<di!ensional flow pattern\$ where the strea!lines con.erge the static pressure will: A increase initiall/\$ then decrease B decrease C increase not change "ef: A#": atpl\$ cpl% Ans: B 66&6. 4hat is true regarding deplo/!ent of (lats-Drueger flaps) A (lats increase the critical angle of attack\$ Drueger flaps do not B Drueger flaps increase the critical angle of attack\$ (lats do not C Drueger flaps for! a slot\$ (lats do not (lats for! a slot\$ Drueger flaps do not "ef: A#": atpl\$ cpl% Ans: 66,2. (ubsonic flow o.er a ca!bered airfoil at ,o angle of attack will cause: A an increase in speed and drop in pressure o.er the upper surface and a decrease in speed and a rise in pressure o.er the lower surface B a decrease in speed and drop in pressure o.er the upper surface and a decrease in speed and a drop in pressure o.er the lower surface C an increase in speed and drop in pressure o.er the upper surface and an increase in speed and a drop in pressure o.er the lower surface a decrease in speed and drop in pressure o.er the upper surface and an increase in speed and a drop in pressure o.er the lower surface "ef: A#": atpl\$ cpl% Ans: C 6+'1. Ca!bered wing sections gi.e PPPP !axi!u! C= at a relati.el/ PPP angles of attack. A high% high B low% high C low% low high% low "ef: A#": atpl\$ cpl% Ans:

6+62. At 3ero angle of attack in flight\$ a s/!!etrical wing section will produce: A so!e lift and drag B 3ero lift with so!e induced and profile drag C 3ero lift and drag 3ero lift with so!e drag "ef: A#": atpl\$ cpl% Ans: 61'2. 4hich of the following is the !ost effecti.e t/pe of flap s/ste!) A (lotted B (plit C Cowler 0lain "ef: A#": atpl\$ cpl% Ans: C 61'5. The lift force\$ acting on an aerofoil: A is !ainl/ caused b/ suction on the upperside of the aerofoil B increases\$ proportional to the angle of attack until ,' degrees C is !ainl/ caused b/ o.erpressure at the underside of the aerofoil is !axi!u! at an angle of attack of 2 degrees "ef: A#": atpl\$ cpl% Ans: A 6122. =ift is generated when: A an aerofoil is placed in a high .elocit/ air strea! B the shape of the aerofoil is slightl/ ca!bered C a certain !ass of air is accelerated downwards a certain !ass of air is retarded "ef: A#": atpl\$ cpl% Ans: C

6126. Gn an as/!!etrical\$ single cur.e aerofoil\$ in subsonic airflow\$ at low angle of attack\$ when the angle of attack is increased\$ the centre of pressure will 7assu!e a con.entional transport aeroplane8: A !o.e forward B !o.e aft C re!ain !atching the airfoil aerod/na!ic centre re!ain unaffected "ef: A#": atpl\$ cpl% Ans: A 6121. The point\$ where the aerod/na!ic lift acts on a wing is: A the c.g. location B the centre of pressure C the point of !axi!u! thickness of the wing the suction point of the wing "ef: A#": atpl\$ cpl% Ans: B 6162. 4hich state!ent is correct) A The centre of pressure is the point on the wings leading edge where the airflow splits up B As the angle of attack increases\$ the stagnation point on the wings profile !o.es downwards C The stagnation point is another na!e for centre of pressure The stagnation point is alwa/s situated on the chord line\$ the centre of pressure is not "ef: A#": atpl\$ cpl% Ans: B 256'+. #n a stationar/ subsonic strea!line flow pattern\$ if the strea!lines con.erge\$ in this part of the pattern\$ the static pressure will 7i8 and the .elocit/ will 7ii8: A 7i8 decrease% 7ii8 increase B 7i8 increase% 7ii8 increase C 7i8 increase% 7ii8 decrease 7i8 decrease% 7ii8 decrease "ef: A#": atpl\$ cpl% Ans: A

2562'. The .ane of a stall warning s/ste! with a flapper switch is acti.ated b/ the change of the: A point of lowest pressure B stagnation point C centre of pressure centre of gra.it/ "ef: A#": atpl\$ cpl% Ans: B 26666. 4hen an aircraft pitches up\$ the angle of attack of the tailplane will: A re!ain the sa!e B depend solel/ upon the riggerMs angle of incidence C decrease increase "ef: A#": atpl\$ cpl% Ans: 22''1. A flat plate\$ when positioned in the airflow at a s!all angle of attack\$ will produce: A both lift and drag B lift but no drag C drag but no lift neither lift nor drag "ef: A#": atpl\$ cpl% Ans: A 22','. Considering a positi.el/ ca!bered aerofoil section\$ the pitching !o!ent when the lift coefficient Cl>' is: A positi.e 7nose up8 B e9ual to 3ero C !axi!u! negati.e 7nose down8 "ef: A#": atpl\$ cpl% Ans:

22'66. #f in a two<di!ensional inco!pressible and subsonic flow\$ the strea!lines con.erge the static pressure in the flow will: A not change B increase C decrease increase initiall/\$ then decrease "ef: A#": atpl\$ cpl% Ans: C 22'1&. =ift is generated when: A a certain !ass of air is accelerated in its flow direction B the flow direction of a certain !ass of air is changed C a s/!!etrical aerofoil is placed in a high .elocit/ air strea! at 3ero angle of attack a certain !ass of air is retarded "ef: A#": atpl\$ cpl% Ans: B 2222&. The location of the centre of pressure of a positi.el/ ca!bered aerofoil section at increasing angle of attack will: A shift forward until approaching the critical angle of attack B not shift C shift aft until approaching the critical angle of attack shift in spanwise direction "ef: A#": atpl\$ cpl% Ans: A 2222+. The point where the single resultant aerod/na!ic force acts on an aerofoil\$ is called: A neutral point B centre of gra.it/ C centre of pressure aerod/na!ic centre "ef: A#": atpl\$ cpl% Ans: C

22252. 4hat is the stagnation point) A The intersection of the total aerod/na!ic force and the chord line B The point where the .elocit/ of the relati.e airflow is reduced to 3ero C The intersection of the thrust .ector and the chord line The point\$ relati.e to which the su! total of all !o!ents is independent of angle of attack "ef: A#": atpl\$ cpl% Ans: B 222+6. 4hich state!ent is correct) 2. The angle of attack of a positi.el/ ca!bered aerofoil has a negati.e .alue when the lift coefficient e9uals 3ero 2. There is a nose down pitching !o!ent about a positi.el/ ca!bered aerofoil when the lift coefficient e9ual A 2 is incorrect and 2 is correct B 2 is correct and 2 is incorrect C 2 is correct and 2 is correct 2 is incorrect and 2 is incorrect "ef: A#": atpl\$ cpl% Ans: C 2&2'&. A s/!!etrical aerofoil set at 3ero angle of attack in an air strea! will produce: A lift and drag B no lift and no drag C lift but no drag drag but no lift "ef: A#": atpl\$ cpl% Ans: 2&222. The centre of pressure of an aerofoil is: A the point where the pressure on the upper surface of the wing is lowest B the centre of gra.it/ of the aerofoil C the point where the pressure on the lower surface of the wing is highest the point on the chord line where the resultant lift force acts "ef: A#": atpl\$ cpl% Ans:

2&222. #f the angle of attack of an aerofoil is increased slightl/\$ the C of 0 will: A !o.e forward slightl/ B !o.e forward to the leading edge C !o.e rearward re!ain stationar/ "ef: A#": atpl\$ cpl% Ans: A 2&22,. Co!pared to the relati.e airflow\$ air on top of a wing: A pressure increases\$ .elocit/ decreases B pressure increases\$ .elocit/ increases C pressure decreases\$ .elocit/ decreases pressure decreases\$ .elocit/ increases "ef: A#": atpl\$ cpl% Ans: 2&225. ue to the span wise pressure gradient\$ on an unswept wing at a low angle of attack\$ producing lift\$ the airflow: A on the upper surface tends to flow towards the tip\$ on the lower surface towards the root B on both upper and lower surfaces tends to flow towards the tip C on the upper surface tends to flow towards the root\$ on the lower surface towards the tip on both upper and lower surfaces tends to flow e9uall/ towards the root "ef: A#": atpl\$ cpl% Ans: C 2&226. Cor an aircraft in le.el flight at the opti!u! angle of attack\$ the lift will be: A slightl/ less than drag B approxi!atel/ e9ual to the drag C about 2 to & ti!es greater than the drag about 2' to 2' ti!es greater than the drag "ef: A#": atpl\$ cpl% Ans:

2&226. Cor a t/pical wing the opti!u! angle of attack is approxi!atel/: A < <&o B 'o C ,o 25o "ef: A#": atpl\$ cpl% Ans: C 2&2&2. uring flight with 3ero angle of attack\$ the pressure along the upper surface of a wing would be: A greater than at!ospheric pressure B e9ual to at!ospheric pressure C less than at!ospheric pressure alwa/s abo.e *crit "ef: A#": atpl\$ cpl% Ans: C 2&2,5. Gf the total lift produced b/ the wing: A the lower surface produces the greater proportion B the upper and lower surfaces alwa/s gi.e e9ual proportions of the lift C the upper surface produces the greater proportion at high speed\$ but the lower surface produces the greater proportion at low speed the upper surface produces the greater proportion at all speeds "ef: A#": atpl\$ cpl% Ans: 2&252. Cor aircraft of the sa!e weight\$ fl/ing at the sa!e #A( the angle of attack will be: A the sa!e at altitude as at sea le.el B greater at altitude than at sea le.el because the TA( is greater C less at altitude than at sea le.el because the TA( is greater less at altitude than at sea le.el because the densit/ is less "ef: A#": atpl\$ cpl% Ans: A

2&26+. Between approxi!atel/ + and 25 degrees angle of attack an aerofoil produces lift due to: A an increase in the speed of the airflow o.er the upper surface gi.ing a decrease in pressure and a decrease in the speed of the airflow past the under surface gi.ing a decrease in pressure B an increase in the speed of the airflow o.er the upper surface gi.ing a decrease in pressure and a decrease in the speed of the airflow past the under surface gi.ing an increase in pressure C a decrease in the speed of the airflow o.er the upper surface gi.ing a decrease in pressure and a decrease in the speed of the airflow past the under surface gi.ing an increase in pressure a decrease in the speed of the airflow o.er the lower surface gi.ing an increase in pressure and a decrease in pressure o.er the upper surface causing an increase in .elocit/ "ef: A#": atpl\$ cpl% Ans: B 2&261. As the air flows o.er the upper surface of a wing: A its speed increases and total pressure decreases B its speed increases and static pressure decreases C its speed decreases and static pressure decreases its speed increases and d/na!ic pressure decreases "ef: A#": atpl\$ cpl% Ans: B 2&21&. 4ith a decrease in angle of attack: A the stagnation point !o.es forward B the separation point !o.es forward C for! drag will increase induced drag will increase "ef: A#": atpl\$ cpl% Ans: A

2&&,2. Changes in the centre of pressure of a wing affect the aircrafts: A lift-drag ratio B lifting capacit/ C aerod/na!ic balance and controllabilit/ drag "ef: A#": atpl\$ cpl% Ans: C 2&&,2. At positi.e angles of attack\$ a wing produces !ost lift at: A ,o angle of attack B wings le.el C Hust before the stall Hust after the stall "ef: A#": atpl\$ cpl% Ans: C 2&&52. #f speed is increased in le.el flight the C0 will: A !o.e forward B !o.e rearward C re!ain stationar/ coincide with the aerod/na!ic centre "ef: A#": atpl\$ cpl% Ans: B 2&,''. #f the CE is ahead of the wing C0 and there is no thrust-drag couple\$ for le.el flight: A the wing lift !ust be greater than the weight B the wing lift !ust be less than the weight C the wing lift !ust be exactl/ e9ual to weight the aircraft could not be balanced "ef: A#": atpl\$ cpl% Ans: A

2&,66. Cor an aircraft in stead/ le.el flight\$ if the tail plane is producing a download\$ the C0 of the wing !ust be: A forward of the CE B aft of the CE C coincident with the CE coincident with the AC "ef: A#": atpl\$ cpl% Ans: B 2&5&&. A s/!!etrical aerofoil section of a wing is set at 3ero AGA will produce: A !ost of the lift on the upper surface B !ost of the lift on the lower surface C depends on the aircraftMs speed 3ero lift "ef: A#": atpl\$ cpl% Ans: 2&5+5. 4hich of the following creates lift) A a slightl/ ca!bered aerofoil B an aerofoil in a high speed flow C air accelerated upwards air accelerated downwards "ef: A#": atpl\$ cpl% Ans: 2&65&. 4here does airflow separation begin) A upper surface-towards the leading edge B lower surface-towards the trailing edge C upper surface-towards the trailing edge lower surface-towards the leading edge "ef: A#": atpl\$ cpl% Ans: C

2&66+. 4hen considering the aerod/na!ic forces acting on an aerofoil section: A lift and drag increase linearl/ with an increase in angle of attack B lift and drag act nor!al to each other onl/ at one angle of attack C lift and drag increase exponentiall/ with an increase in angle of attack lift increases linearl/ and drag increases exponentiall/ with an increase in angle of attack "ef: A#": atpl\$ cpl% Ans: 2&62'. Consider a positi.el/ ca!bered aerofoil section\$ the pitching !o!ent when Cl > ' will be: A negati.e B infinite C positi.e e9ual to 3ero "ef: A#": atpl\$ cpl% Ans: A 2,5&1. Gn a ca!bered airfoil\$ as the angle of attack increases fro! 3ero to about ten degrees\$ the Centre of 0ressure: A *o.es back and then forward B "e!ains in the sa!e place C *o.es forward and then re!ains in the sa!e place *o.es back and then re!ains in the sa!e place "ef: A#": atpl\$ cpl% Ans: C

## 081-01-0' !"e coefficients

2626. An aeroplane !aintains straight and le.el flight while the #A( is doubled. The change in lift coefficient will be: A x '.25 B x 2.' C x '.5 x ,.' "ef: A#": atpl\$ cpl% Ans: A

66+2. A bod/ is placed in a certain airstrea!. The densit/ of the airstrea! decreases to half of the original .alue. The aerod/na!ic drag will decrease with a factor: A, B2 C+ 2., "ef: A#": atpl\$ cpl% Ans: B 66'1. The aerofoil polar is: A the relation between the hori3ontal and the .ertical speed B a graph of the relation between the lift coefficient and the angle of attack C a graph of the relation between the lift coefficient and the drag coefficient a graph\$ in which the thickness of the wing aerofoil is gi.en as a function of the chord "ef: A#": atpl\$ cpl% Ans: C 662,. An aeroplane perfor!s a straight and le.el hori3ontal flight at the sa!e angle of attack at two different altitudes: 7all other factors of i!portance being constant\$ assu!e #(A conditions and no co!pressibilit/ effects8 A the TA( at the higher altitude is higher B the TA( at both altitudes is the sa!e C the TA( at the higher altitude cannot be deter!ined the TA( at the higher altitude is lower "ef: A#": atpl\$ cpl% Ans: A 6655. The ter!s 9 and ( in the lift for!ula are: A s9uare root of surface and wing loading B d/na!ic pressure and the area of the wing C static pressure and wing surface area static pressure and d/na!ic pressure "ef: A#": atpl\$ cpl% Ans: B

6+26. The aerod/na!ic drag of a bod/\$ placed in a certain airstrea! depends a!ongst others on: A the airstrea! .elocit/ B the specific !ass of the bod/ C the weight of the bod/ the c.g. location of the bod/ "ef: A#": atpl\$ cpl% Ans: A 6+&,. A bod/ is placed in a certain airstrea!. The airstrea! .elocit/ increases b/ a factor ,. The aerod/na!ic drag will increase with a factor: A+ B, C 26 22 "ef: A#": atpl\$ cpl% Ans: C 6+66. 4hen considering an angle of attack .ersus coefficient of lift graph for a ca!bered aerofoil\$ where does the lift cur.e intersect the .ertical C= axis) A Abo.e the origin B Below the origin C At the point of origin To the left of the origin "ef: A#": atpl\$ cpl% Ans: A 61'2. Co!paring the lift coefficient and drag coefficient at nor!al angle of attack: A C= is !uch greater than C B C= has approxi!atel/ the sa!e .alue as C C C= is lower than C C= is !uch lower than C "ef: A#": atpl\$ cpl% Ans: A

612'. The lift for!ula is: A = > C= L "FG B) ( B=>4 C = > C= 2 "FG B) =>n4 "ef: A#": atpl\$ cpl% Ans: A 61&,. #ncreasing d/na!ic 7kinetic8 pressure will ha.e the following effect on the drag of an aeroplane 7all other factors of i!portance re!aining constant8: A the drag decreases B this has no effect C the drag increases the drag is onl/ affected b/ the ground speed "ef: A#": atpl\$ cpl% Ans: C 61,1. The frontal area of a bod/\$ placed in a certain airstrea! is increased b/ a factor &. The shape will not alter. The aerod/na!ic drag will increase with a factor: A 2.5 B1 C6 & "ef: A#": atpl\$ cpl% Ans: 22'22. An aeroplane flies in straight and le.el flight with a lift coefficient C=>2. 4hat will be the new .alue of C= after the speed has doubled\$ whilst still !aintaining the original condition of flight) A 2.'' B '.5' C '.25 2.'' "ef: A#": atpl\$ cpl% Ans: C

22'&5. Assu!ing 3ero wing twist\$ the wing planfor! that gi.es the highest local lift coefficient at the wing root is: A tapered B elliptical C rectangular swept back "ef: A#": atpl\$ cpl% Ans: C 22'+6. #n straight and le.el flight at a speed of 2.& B(\$ the lift coefficient\$ expressed as a percentage of its !axi!u! 7C=!ax8\$ would be: A 261; B 2&'; C 51; 66; "ef: A#": atpl\$ cpl% Ans: C 22266. 4hich of the following para!eters can be read fro! the parabolic polar diagra! of an aeroplane) A The aspect ratio of the wing and the induced drag coefficient B The !ini!u! rate of descent and the induced drag C The induced drag and the parasite drag The !ini!u! glide angle and the parasite drag coefficient "ef: A#": atpl\$ cpl% Ans: 2226+. 4hich state!ent is correct regarding Cl 7lift coefficient8 and alpha 7angle of attack8) A Cor a s/!!etrical aerofoil section\$ if the alpha is 3ero\$ Cl is 3ero B Cor a s/!!etrical aerofoil section\$ if the alpha is 3ero\$ Cl is not 3ero C Cor an as/!!etrical aerofoil section\$ if the alpha is 3ero\$ Cl is 3ero Cor an as/!!etrical aerofoil section with positi.e ca!ber\$ if alpha is greater than 3ero\$ Cl is 3ero "ef: A#": atpl\$ cpl% Ans: A

2&255. Cor a gi.en angle of attack the lift-drag ratio: A decreases with increase of densit/ B is unaffected b/ densit/ changes C increases with increase of densit/ decreases with decrease of densit/ "ef: A#": atpl\$ cpl% Ans: B 2&2++. The lift coefficient 7Cl8 of a wing at a gi.en angle of attack: A is increased b/ the use of high lift de.ices B is a constant and not affected b/ high lift de.ices C is reduced when high lift de.ices are used "ef: A#": atpl\$ cpl% Ans: A 2&211. The take<off distance re9uired for a swept wing aircraft co!pared to the sa!e aircraft without sweep would be: A less because the acceleration would be better B the sa!e because the take<off speed will be the sa!e C greater\$ because Cl will be less for a gi.en #A( less because the take<off speed will be lower "ef: A#": atpl\$ cpl% Ans: C 2&&52. #f the weight of the aircraft is increased\$ the !axi!u! lift-drag ratio will: A decrease B increase C re!ain the sa!e and occur at the sa!e speed re!ain the sa!e but occur at a higher speed "ef: A#": atpl\$ cpl% Ans:

2&6''. 4hich is the coefficient for !ini!u! glide angle) A 7Cl-Cd8 !in B 7Cl-Cd8 !ax C Cl2-Cd Cl&-Cd2 "ef: A#": atpl\$ cpl% Ans: B 2&6&5. 4hat do Q(M and Q9M represent in the lift e9uation) A static pressure and chord B wing span and d/na!ic pressure C wing area and d/na!ic pressure wing area and static pressure "ef: A#": atpl\$ cpl% Ans: C 2&662. 4hen considering the coefficient of lift and angle of attack of aerofoil sections: A a s/!!etric section at 3ero angle of attack will produce a s!all positi.e coefficient of lift B an as/!!etric section at 3ero angle of attack will produce 3ero coefficient of lift C a s/!!etric section at 3ero angle of attack will produce 3ero coefficient of lift aerofoil section s/!!etr/ has no effect on lift coefficient "ef: A#": atpl\$ cpl% Ans: C 2&615. Considering the lift to drag ratio\$ in straight and le.el flight which of the following is correct) A =B =C = =is !axi!u! at the speed for !ini!u! total drag decreases with increasing lift is !axi!u! when lift e9uals weight is !axi!u! when lift e9uals 3ero

## "ef: A#": atpl\$ cpl% Ans: A

2,551. 4hich of the following for!ulae is correct for @A"25) A BA > B(2E x RC:*ax B B(2E > BA x RC:*ax C BA > B(2E x Rn2 BA > B(2E x n "ef: A#": atpl\$ cpl% Ans: A ,212. #nduced drag is created b/ the: A separation of the boundar/ la/er o.er the wing B interference of the air strea! between wing and fuselage C spanwise flow pattern resulting in the tip .ortices propeller wash blowing across the wing "ef: A#": atpl\$ cpl% Ans: C ,226. 4hich of the following descriptions !ost accuratel/ describes the airflow that causes wing tip .ortices) A Cro! the tip to the root on the top surface and fro! the root to the tip on the botto! surface o.er the wing tip B Cro! the tip to the root on the top surface and fro! the root to the tip on the botto! surface o.er the trailing edge C Cro! the root to the tip on the top surface and fro! the tip to the root on the botto! surface o.er the trailing edge Cro! the root to the tip on the top surface and fro! the tip to the root on the botto! surface o.er the wing tip "ef: A#": atpl\$ cpl% Ans: A ,22&. #nduced drag !a/ be reduced b/: A an increase in the taper ratio of the wing B an increase in aspect ratio C a decrease of the aspect ratio the use of a wing tip with a !uch thinner aerofoil "ef: A#": atpl\$ cpl% Ans: B

,2,1. 5xcluding constants\$ the coefficient of induced drag 7C #8 is the ratio of: A C=2 and ( 7wing surface8 B C=2 and A" 7aspect ratio8 C C= and C C= and b 7wing span8 "ef: A#": atpl\$ cpl% Ans: B ,25+. The induced drag: A increases as the lift coefficient increases B increases as the aspect ratio increases C has no relation to the lift coefficient increases as the !agnitude of the tip .ortices decreases "ef: A#": atpl\$ cpl% Ans: A 6662. An increase in aspect ratio will: A ha.e no effect on a wing or airfoil section B cause B#* to be reduced C cause induced drag to increase cause B#* to be increased "ef: A#": atpl\$ cpl% Ans: B 6661. 4hich of the following wing planfor!s produces the lowest induced drag) 7all other rele.ant factors constant8 A "ectangular B 5lliptical C Tapered Circular "ef: A#": atpl\$ cpl% Ans: B

66'2. 4ith flaps deplo/ed\$ at a constant #A( in straight and le.el flight\$ the !agnitude of tip .ortices: A increases B increases or decreases depending upon the initial angle of attack C decreases re!ains the sa!e "ef: A#": atpl\$ cpl% Ans: C 6622. The wake .ortices behind a large aircraft begin on takeoffPPP and end on landing PPP A at B2% in the flare B on rotation% as the nosewheel goes down C at B2% when lift du!p is selected at +'kt% on touchdown "ef: A#": atpl\$ cpl% Ans: B 66&&. 4hich location on the aeroplane has the largest effect on the induced rag) A 4ing root Hunction B 5ngine cowling C 4ing tip =anding gear "ef: A#": atpl\$ cpl% Ans: C 6+21. 4hich state!ent about induced drag ad tip .ortices is correct) A Tip .ortices can be di!inished b/ .ortex generators B The flow direction at the upper side of the wing has a co!ponent in wing rot direction\$ the flow at the underside of the wing in wing tip direction C The flow direction at the upper ad under side of the wing\$ both de.iate in wing tip direction < The wing tip .ortices and the induced drag decrease at increasing angle of attack "ef: A#": atpl\$ cpl% Ans: B

6+5+. The induced drag coefficient\$ C i is proportional with: < A C=2 B C= C s9uare root 7C=8 C=!ax "ef: A#": atpl\$ cpl% Ans: A 6+66. The relationship between induced drag and the aspect ratio is: A a decrease in the aspect ratio increases the induced drag B there is no relationship C induced drag > 2.& aspect ratio .alue an increase in the aspect ratio increases the induced drag "ef: A#": atpl\$ cpl% Ans: A 61', #nduced drag at constant #A( is affected b/: A engine thrust B aeroplane weight C aeroplane wing location angle between wing chord and fuselage centre line "ef: A#": atpl\$ cpl% Ans: B 612&. Cor a gi.en angle of attack\$ a swept wing will: A ha.e a lower lift coefficient than an e9ui.alent straight one B ha.e the sa!e lift coefficient as an e9ui.alent straight one C ha.e reduced lateral stabilit/ than an e9ui.alent straight one ha.e the sa!e lateral stabilit/ as an e9ui.alent straight one "ef: A#": atpl\$ cpl% Ans: A

61&1. A function of .ortex generators in the transonic regi!e is to: A reduce boundar/ la/er separation drag when shock wa.es for! B pre.ent the rearward shift of C0 on swept wing stalls C reduce wing root co!pression effects increase directional static stabilit/ "ef: A#": atpl\$ cpl% Ans: A 61,6. The span<wise flow is caused b/ the difference between the air pressure on top and beneath the wing and its direction of !o.e!ent goes fro!: A the top to beneath the wing .ia the wings trailing edge B beneath to the top of the wing .ia the wing tip C beneath to the top of the wing .ia the trailing edge the top to beneath the wing .ia the leading edge "ef: A#": atpl\$ cpl% Ans: B 6161. Fow do .ortex generators work) A "e<direct spanwise flow B Take energ/ fro! free strea! and introduce it into the boundar/ la/er C "educe kinetic energ/ to dela/ separation "educe the ad.erse pressure gradient "ef: A#": atpl\$ cpl% Ans: B 2562,. =ow speed pitch up is caused b/ the: A wing tip .ortex B *ach tri! s/ste! C spanwise flow on a swept back wing spanwise flow on a swept forward wing "ef: A#": atpl\$ cpl% Ans: C

256'6. An aeroplane accelerates fro! +' kt to 26' kt at a load factor e9ual to 2. The induced drag coefficient 7i8 and the induced drag 7ii8 alter with the following factors: A 7i8 L% 7ii8 2-26 B 7i8 2% 7ii8 L C 7i8 2-26% 7ii8 S 7i8 S% 7ii8 2 "ef: A#": atpl\$ cpl% Ans: C 256'+. 4hat is the effect of high aspect ratio of an aeroplaneMs wing on induced drag) A #t is unaffected because there is no relation between aspect ratio and induced drag B #t is increased because high aspect ratio produces greater downwash C #t is reduced because the effect of wing<tip .ortices is reduced #t is increased because high aspect ratio has greater frontal area "ef: A#": atpl\$ cpl% Ans: C 25652. 4hat is the effect on induced drag of weight and speed changes) A #nduced drag decreases with decreasing speed and induced drag decreases with increasing weight B < #nduced drag increases with increasing speed and induced drag increases with decreasing weight C #nduced drag increases with decreasing speed and induced drag increases with increasing weight #nduced drag decreases with increasing speed and induced drag decreases with decreasing weight "ef: A#": atpl\$ cpl% Ans: 2566&. 4inglets: A create an elliptical lift distribution B decrease the induced drag C decrease the static lateral stabilit/ increase the !anoeu.rabilit/ "ef: A#": atpl\$ cpl% Ans: B

2566+. The induced angle of attack is the result of: A downwash due to tip .ortices B a large local angle of attack in a two di!ensional flow C downwash due to flow separation change in direction of flow due to the effecti.e angle of attack "ef: A#": atpl\$ cpl% Ans: A 22'21. An aeroplane enters a hori3ontal turn with a load factor n>2 fro! straight and le.el flight whilst !aintaining constant indicated airspeed. The: A lift doubles B induced drag doubles C lift beco!es four ti!es its original .alue total drag beco!es four ti!es its original .alue "ef: A#": atpl\$ cpl% Ans: A 22'2,. An aeroplane in straight and le.el flight is subHected to a strong .ertical gust. The point on the wing\$ where the instantaneous .ariation in wing lift effecti.el/ acts is known as the: A neutral point B centre of thrust C centre of gra.it/ aerod/na!ic centre of the wing "ef: A#": atpl\$ cpl% Ans: 22'&2. An aeroplane transitions fro! stead/ straight and le.el flight into a hori3ontal co<ordinated turn with a load factor of 2\$ the speed re!ains constant and the: A lift increases b/ a factor of , B angle of attack increases b/ a factor of S C induced drag increases b/ a factor of , total drag increases b/ a factor of , "ef: A#": atpl\$ cpl% Ans: C

22'1'. #n what wa/ do 728 induced drag and 728 parasite drag alter with increasing speed in straight and le.el flight) A 728 increases and 728 increases B 728 decreases and 728 increases C 728 decreases and 728 decreases 728 increases and 728 decreases "ef: A#": atpl\$ cpl% Ans: B 22'12. #nterference drag is the result of: A separation of the induced .ortex B downwash behind the wing C aerod/na!ic interaction between aeroplane parts 7eg. wing-fuselage8 the addition of induced and parasite drag "ef: A#": atpl\$ cpl% Ans: C 22'16. *ini!u! drag of an aeroplane in straight and le.el flight occurs at the: A !axi!u! C=<C ratio B !ini!u! speed C !ini!u! C .alue !ini!u! angle of attack "ef: A#": atpl\$ cpl% Ans: A 22221. The effect of the wing downwash on the static longitudinal stabilit/ of an aeroplane is: A negligible B negati.e C positi.e s!allest at high .alues of the lift coefficient "ef: A#": atpl\$ cpl% Ans: B

222&2. The span<wise flow on an unswept wing is fro! the: A lower to the upper surface .ia the wing tip B upper surface .ia the trailing edge to the lower wing surface C lower surface .ia the trailing edge to the upper wing surface upper surface .ia the leading edge to the lower wing surface "ef: A#": atpl\$ cpl% Ans: A 222,+. 4hat is the effect on induced drag of an increase in aspect ratio) A #nduced drag increases\$ because the effect of tip .ortices increases B #nduced drag increases\$ because a larger aspect ratio increases the frontal area C #nduced drag decreases\$ because the effect of tip .ortices decreases #nduced drag decreases\$ because a larger aspect ratio causes !ore downwash "ef: A#": atpl\$ cpl% Ans: C 2226&. 4hich state!ent concerning the local flow pattern around a wing is correct) A (lat extension\$ at a constant angle of attack and nor!al extension speeds\$ will increase the lift coefficient\$ which will also increase the induced drag coefficient B B/ fitting winglets to the wing tip\$ the strength of the wing tip .ortices is reduced which in turn reduces induced drag C (weepback reduces drag since\$ co!pared with a straight wing of e9ual area\$ the span increases Bortex generators on the wing partiall/ block the spanwise flow o.er the wing leading to a reduction in induced drag "ef: A#": atpl\$ cpl% Ans: B

22261. 4hich state!ent is correct) A Tip .ortices and induced drag decrease with increasing angle of attack B Tip .ortices can be di!inished b/ .ortex generators C The flows on the upper and lower surfaces of the wing are both in wing tip direction The flow on the upper surface of the wing has a co!ponent in wing root direction "ef: A#": atpl\$ cpl% Ans: 2&2'6. The calibration for the A(# is based on densit/: A at the nor!al cruising altitude B at the tropopause C at sea le.el\$ #(A te!perature at sea le.el\$ #(AI25oC "ef: A#": atpl\$ cpl% Ans: C 2&22'. Cor an aircraft fl/ing at a constant #A(: A the drag will be less at altitude than at sea le.el because the TA( is lower B the drag will be less at altitude than at sea le.el because densit/ is lower C the drag will be greater at altitude than at sea le.el because TA( is higher the drag will be the sa!e at altitude as at sea le.el "ef: A#": atpl\$ cpl% Ans: 2&222. Cor an aircraft in le.el flight\$ induced drag: A would be less if the aspect ratio was increased B would be greater if the aspect ratio was increased C would be less if the weight was increased would be independent of aspect ratio "ef: A#": atpl\$ cpl% Ans: A

2&22,. To fl/ at a gi.en #A(\$ the thrust re9uired at altitude: A will be less than at sea le.el B will be the sa!e as at sea le.el and will be gi.en b/ the sa!e throttle position C will be the sa!e as at sea le.el\$ but will re9uire the throttle to be ad.anced will be greater than at sea le.el "ef: A#": atpl\$ cpl% Ans: C 2&225. An aircraft at an #A( of 25'kts at sea le.el\$ then flies at 2'\$'''ft\$ the drag will: A be greater at sea le.el than at 2'\$''' ft B be greater at 2'\$''' ft than at sea le.el C be the sa!e depends on the angle of incidence "ef: A#": atpl\$ cpl% Ans: C 2&2&2. #nduced drag of an aircraft would be increased with: A increased speed B increased weight C increased aspect ratio decreased angle of attack "ef: A#": atpl\$ cpl% Ans: B 2&2&6. A swept wing co!pared to the sa!e wing without sweep will gi.e: A the sa!e lift at a gi.en angle of attack but a lower Cl !ax B !ore lift at a gi.en angle of attack C less lift at a gi.en angle of attack the sa!e lift at a gi.en angle of attack and a higher Cl !ax "ef: A#": atpl\$ cpl% Ans: C

2&2&+. To !aintain the sa!e aircraft speed\$ a swept wing co!pared to the sa!e wing without sweep will re9uire: A a higher angle of attack B a lower angle of attack C the sa!e angle of attack the sa!e angle of incidence "ef: A#": atpl\$ cpl% Ans: A 2&2,6. An aerofoil which is producing lift will ha.e: A upwash ahead of the wing and downwash behind it B upwash ahead of the wing but no deflection of the airflow behind it C no deflection of the airflow ahead of the wing but downwash behind it no deflection of the airflow either ahead or behind the aerofoil "ef: A#": atpl\$ cpl% Ans: A 2&2,6. ownwash is: A the decrease in the angle of incidence fro! root to tip of the wing B the higher speed airspeed behind the propeller C the downward deflection of the airflow behind the wing the downward slope of a wing fro! root to tip "ef: A#": atpl\$ cpl% Ans: C 2&252. 4hich condition reduces the re9uired runwa/ for take<off) A higher than reco!!ended airspeed before rotation B lower than standard air densit/ C increased headwind co!ponent increased TA( "ef: A#": atpl\$ cpl% Ans: C

2&25+. (kin friction drag resulting fro! a la!inar boundar/ la/er will be: A !ore than fro! a turbulent boundar/ la/er B less than fro! a turbulent boundar/ la/er C the sa!e as fro! a turbulent boundar/ la/er un!easurable "ef: A#": atpl\$ cpl% Ans: B 2&26'. #f speed is reduced fro! &'' kt to 25' kt the for! drag will be: A double B half C a 9uarter a third "ef: A#": atpl\$ cpl% Ans: C 2&2+,. Fow does increased weight affect the take<off distance of an aeroplane) A The aeroplane will accelerate !ore slowl/ with the sa!e take<off power output\$ and a higher airspeed is re9uired to generate the necessar/ lift for take<off B 5.er/ aeroplane has the sa!e acceleration factor with the sa!e power output\$ but a higher airspeed is needed to o.erco!e the increased ground effect C The aeroplane will accelerate !ore slowl/ with the sa!e power output\$ but the sa!e airspeed is re9uired to generate necessar/ lift for take<off The aeroplane will accelerate !ore slowl/ with a greater power output\$ and a decreased airspeed is re9uired to generate necessar/ lift for take<off "ef: A#": atpl\$ cpl% Ans: A 2&212. Gn a high wing aircraft\$ when the undercarriage is lowered: A a nose up pitch !o!ent will occur B a nose down pitch !o!ent will occur C the C0 will !o.e aft the CE will !ore aft "ef: A#": atpl\$ cpl% Ans: B

2&21,. #f the weight of an aircraft is increased\$ the !ini!u! drag speed 7B!d8: A is the sa!e but occurs at a higher angle of attack B is the sa!e and occurs at the sa!e angle of attack C is increased is decreased "ef: A#": atpl\$ cpl% Ans: C 2&&'&. Cor a rectangular wing at constant speed and angle of attack\$ induced drag: A will be unifor! across the wing span B will be greatest at the wing tip C will be greatest at the wing root will be greatest at the inboard end of the wing root "ef: A#": atpl\$ cpl% Ans: B 2&&',. The change in downwash along a wing without taper: A reduces da!ping in roll B reduces the ad.erse /aw effect in roll C causes the stall to occur at the root first increases the load factor at the wing tip "ef: A#": atpl\$ cpl% Ans: C 2&&2&. The principal cause of ha3ardous conditions associated with the wake turbulence of large aeroplanes is the: A high speeds at which large aircraft operate B .ortices generated at the wing tips C propeller or Het wash la!inar flow aerofoil "ef: A#": atpl\$ cpl% Ans: B

2&&2,. Bortex wake behind large aircraft: A sta/s at ground le.el B graduall/ descends to ground le.el C graduall/ descends to a lower le.el graduall/ ascends to a higher le.el "ef: A#": atpl\$ cpl% Ans: C 2&&25. uring a take<off !ade behind a departing large aircraft\$ the pilot can !ini!ise the ha3ard of wake turbulence b/: A extending the take<off roll and not rotating until well be/ond the HetMs rotation point B !aintaining extra speed on take<off and cli!b out C re!aining below the HetMs flight path until able to turn clear of its wake being airborne prior to reaching the HetMs rotation point and cli!bing abo.e its flight path "ef: A#": atpl\$ cpl% Ans: 2&&5&. #nduced drag is greatest: A at the wing tip B at the wing root C at high speeds at low angles of attack "ef: A#": atpl\$ cpl% Ans: A 2&&56. #ncreased downwash fro! the wing: A reduces the effecti.e angle of attack of the tail plane B increases the effecti.e angle of attack of the tail plane C reduces the effecti.e angle of attack of the tail plane if it has a positi.e ca!ber\$ and increases the effecti.e angle of attack of the tail plane if it has a negati.e ca!ber does not affect the effecti.e angle of attack of the tail plane "ef: A#": atpl\$ cpl% Ans: A

2&&+2. An accu!ulation of frost on an aircraftMs wing will result in: A a decrease in lift and drag B an increase in lift and a decrease in drag C a decrease in lift and an increase in drag an increase in lift and drag "ef: A#": atpl\$ cpl% Ans: C 2&5&5. 4hich of the following would occur if an aircraft in le.el flight !aintaining a constant TA(\$ flew into an area of lower pressure) A total drag decrease B parasite drag decrease C lift increase induced drag increase "ef: A#": atpl\$ cpl% Ans: 2&5&6. The !ini!u! drag speed 7TA(8: A re!ains constant with increasing aircraft weight B increases with increasing altitude C decreases with increasing altitude reduces with increasing aircraft weight "ef: A#": atpl\$ cpl% Ans: B 2&5,6. As altitude increases the excess thrust at a gi.en #A(: A decreases because drag increases and thrust decreases B increases because drag decreases and thrust is constant C decreases because thrust decreases and drag is constant increases because drag decreases and thrust increases "ef: A#": atpl\$ cpl% Ans: C

2&6'2. 4ing tip .ortices are caused b/ une9ual pressure distribution on the wing which results in airflow fro!: A botto! to top around the trailing edge B top to botto! around the trailing edge C botto! to top around the wingtip top to botto! around the wingtip "ef: A#": atpl\$ cpl% Ans: C 2&6&1. 4hich of the following is the correct definition of aspect ratio) A span di.ided b/ tip chord B chord di.ided b/ span C span di.ided b/ !ean chord chord di.ided b/ span\$ !easured at the 25; chord position "ef: A#": atpl\$ cpl% Ans: C 2&6'2. 4hat is the cause of induced angle of attack) A downwash fro! trailing edge in the .icinit/ of the wing tips B change in flow fro! effecti.e angle of attack C the upward inclination of the free strea! flow around the wing tips wing downwash altering the angle at which the airflow !eets the tail plane "ef: A#": atpl\$ cpl% Ans: A 2,'66. 0arasite drag is linearl/ proportional to: A speed B angle of attack C speed2 weight "ef: A#": atpl\$ cpl% Ans: C

2,,+&. Gn an untapered wing of constant section: A induced downwash is !axi!u! at the wing tip B induced downwash increases fro! tip to root C the separation point is constant throughout the span induced downwash is constant o.er all the span "ef: A#": atpl\$ cpl% Ans: A 2,5&6. An aircraft fl/ing at 25' kt 5A( at 2'.''' ft co!pared to the sa!e aircraft fl/ing at the sa!e 5A( at sea le.el will ha.e: A The sa!e angle of attack B A s!aller angle of attack C A larger angle of attack A lower TA( "ef: A#": atpl\$ cpl% Ans: A

## 081-01-0( !"e total d\$a)

,2',. 7"efer to figure '+2<'28 4hich point on the whole aeroplane polar diagra! will gi.e !ini!u! sink rate) A 0oint A B 0oint C C 0oint B 0oint "ef: A#": atpl\$ cpl% Ans: B ,26&. 7"efer to figure '+2<'28 4hich point in the diagra! gi.es the best glide condition) A 0oint C B 0oint A C 0oint B 0oint "ef: A#": atpl\$ cpl% Ans: C

,215. 7"efer to figure '+2<',8 4hich line represents the total drag line of an aeroplane) A =ine B B =ine A C =ine C =ine "ef: A#": atpl\$ cpl% Ans: C ,216. 4hich of the following decreases induced drag) A 4ing fences B Anhedral C 4inglets =ow aspect ratio plan for! "ef: A#": atpl\$ cpl% Ans: C ,2'5. 4hich of the following is the cause of wing tip .ortices) A Air spilling fro! the top surface to the botto! surface at the wing tip B Air spilling fro! the botto! surface to the top surface at the wing tip C Air spilling fro! the botto! surface to the top surface at the left wing tip and fro! the top surface to the botto! surface at the right wing tip (panwise flow .ector fro! the tip to the root on the botto! surface of the wing "ef: A#": atpl\$ cpl% Ans: B ,222. 7"efer to figure '+2<'68 The diagra! shows the para!eter A .ersus TA(. #f a hori3ontal flight is considered the axis A shows: A the total drag B the induced drag C the lift force the parasite drag "ef: A#": atpl\$ cpl% Ans: B

,22&. Figh aspect ratio: A reduces parasite drag B reduces induced drag C increases stalling speed reduces !anoeu.rabilit/ "ef: A#": atpl\$ cpl% Ans: B ,256. At an aeroplane !ini!u! drag speed\$ what is the ratio between induced drag i and profile drag p 7 i- p8) A 2-2 B #t .aries between aeroplane t/pes C 2-2 L "ef: A#": atpl\$ cpl% Ans: A ,256. 5xtending airbrakes during an approach will: A increase induced drag B increase !ini!u! drag speed 7B !in8 C reduce the !ini!u! drag speed 7B !in8 decrease profile drag "ef: A#": atpl\$ cpl% Ans: C ,26'. Fow does the total drag .ar/ as speed is increased fro! stalling speed 7B(8 to !axi!u! #A( 7B:58 in a straight and le.el flight at constant weight) A ecreasing\$ then increasing B ecreasing C #ncreasing #ncreasing\$ then decreasing "ef: A#": atpl\$ cpl% Ans: A

,262. The aeroplane drag in straight and le.el flight is lowest when the: A parasite drag e9uals twice the induced drag B parasite drag is e9ual to the induced drag C induced drag is e9ual to 3ero induced drag is lowest "ef: A#": atpl\$ cpl% Ans: B 6666. The effects of .er/ hea./ rain 7tropical rain8 on the aerod/na!ic characteristics of an aeroplane are: A decrease of C=!ax and increase of drag B decrease of C=!ax and decrease of drag C increase of C=!ax and increase of drag increase of C=!ax and decrease of drag "ef: A#": atpl\$ cpl% Ans: A 6662. #nduced drag is caused b/: A increased pressure at the leading edge stagnation point B wing !ounted fuel tanks C wing tip .ortices and downwash winglets and washout "ef: A#": atpl\$ cpl% Ans: C 66&6. Cor a constant aircraft weight at constant #A( and in le.el flight: A B#* B B#* C B#* B#* will increase with increased altitude will constantl/ .ar/ regardless of altitude will re!ain the sa!e regardless of altitude will reduce with increased altitude

## "ef: A#": atpl\$ cpl% Ans: C

6666. Total rag at high *ach nu!bers is a co!bination of: A wa.e drag\$ interference drag\$ for! drag\$ and induced drag B induced drag\$ wa.e drag\$ for! drag\$ skin friction drag and interference drag C profile drag\$ for! drag\$ induced drag and wa.e drag induced drag\$ for! drag\$ interference drag and 3ero lift drag "ef: A#": atpl\$ cpl% Ans: B 6+&2. Fow does aerod/na!ic drag .ar/ when airspeed is doubled) B/ a factor of: A2 B2 C 26 , "ef: A#": atpl\$ cpl% Ans: 6+,'. As the speed of an aircraft at 2'\$''' ft increases\$ profile drag: A decreases at first\$ then increases B decreases C increases at first\$ then decreases at *crit increases as the s9uare of the TA( "ef: A#": atpl\$ cpl% Ans: 6+62. #n straight and le.el flight\$ which of the following would cause induced drag to .ar/ linearl/ if weight is constant: A 2-B BB C 2-B2 B2 "ef: A#": atpl\$ cpl% Ans: C

6122. An aircraft fl/ing straight and le.el% if densit/ hal.es aerod/na!ic drag will: A increase b/ a factor of four B increase b/ a factor of two C decrease b/ a factor of two decrease b/ a factor of four "ef: A#": atpl\$ cpl% Ans: C 2256,. 7"efer to figure '+2<'28 4hich point !arks the .alue for !ini!u! sink rate) A 0oint A B 0oint B C 0oint C 0oint "ef: A#": atpl\$ cpl% Ans: C 256'6. The .alue of the parasite drag in straight and le.el flight at constant weight .aries linearl/ with the: A angle of attack B s9uare of the angle of attack C s9uare of the speed speed "ef: A#": atpl\$ cpl% Ans: C 25622. 4hich of the following will reduced induced drag) A 5lliptical lift distribution B =ow aspect ratio C Cl/ing at high angles of attack 5xtending the flaps "ef: A#": atpl\$ cpl% Ans: A

25662. #ncreasing air pressure will ha.e the following effect on the drag of an aeroplane 7angle of attack\$ GAT and TA( are constant8: A the drag is onl/ affected b/ the ground speed B the drag increases C this has no effect the drag decreases "ef: A#": atpl\$ cpl% Ans: B 2566,. The interference drag is created as a result of: A separation of the induced .ortex B the addition of induced and parasite drag C interaction between aeroplane parts 7eg. 4ing-fuselage8 downwash behind the wing "ef: A#": atpl\$ cpl% Ans: C 2'++6. 7"efer to figure '+2<'28 4hich point in the diagra! gi.es the lowest speed in hori3ontal flight) A 0oint B B 0oint C C 0oint 0oint A "ef: A#": atpl\$ cpl% Ans: C 22'62. Fow does the total drag change\$ in straight and le.el flight at constant !ass\$ as speed is increased fro! flight at constant !ass\$ as speed is increased fro! the stall speed 7B(8 to !axi!u! #A( 7B:5 or B*G8) A #nitiall/ decreases\$ then increases B ecreases C #ncreases #nitiall/ increases\$ then decreases "ef: A#": atpl\$ cpl% Ans: A

22'12. #ncreasing d/na!ic pressure will ha.e the following effect on the drag of an aeroplane 7all other factors of i!portance re!aining constant8: A drag increases across the whole speed range B none C drag decreases across the whole speed range at speeds greater than the !ini!u! drag speed\$ drag increases "ef: A#": atpl\$ cpl% Ans: 2&221. #f landing gear is lowered: A total drag increases and B!d decreases B total drag increases and B!d increases C total drag is the sa!e and B!d increases total drag increases and B!d is the sa!e "ef: A#": atpl\$ cpl% Ans: A 2&226. The !ini!u! total drag of an aircraft in flight occurs: A at the stalling speed B at the speed where parasite drag and induced drag are e9ual C at the speed where induced drag is least at the speed where parasite drag is least "ef: A#": atpl\$ cpl% Ans: B 2&256. The purpose of strea!lining is: A to reduce for! drag B to reduce induced drag C to increase lift to reduce skin friction drag "ef: A#": atpl\$ cpl% Ans: A

2&251. Cor an aircraft in le.el flight\$ as indicated air speed increases: A both parasite and induced drag increase B parasite drag decreases\$ induced drag increases C parasite drag increases\$ induced drag decreases both parasite and induced drag decrease "ef: A#": atpl\$ cpl% Ans: C 2&262. #f the weight of an aircraft is increased\$ for a constant speed: A profile drag will increase% induced drag will re!ain the sa!e B induced drag will increase% profile drag will re!ain the sa!e C both profile drag and induced drag will re!ain the sa!e profile drag will increase\$ induced drag will decrease "ef: A#": atpl\$ cpl% Ans: B 2&21'. At high speed an aircraft will ha.e: A !ore profile drag than induced drag B !ore induced drag than profile drag C about the sa!e profile drag as induced drag onl/ induced drag "ef: A#": atpl\$ cpl% Ans: A 2&&25. The drag of an aircraft will: A increase with increase in air te!perature B increase with decrease in air densit/ C increase with increase in air pressure decrease with an increase in stagnation pressure "ef: A#": atpl\$ cpl% Ans: C

2&&26. Both lift and drag of an aerofoil are: A proportional to the s9uare of the .elocit/ of the relati.e airflow B proportional to increases and decreases in the .elocit/ of the relati.e airflow C in.ersel/ proportional to the air densit/ in.ersel/ proportional to the area of the wing "ef: A#": atpl\$ cpl% Ans: A 2&&26. An aircraft is re9uired to cruise\$ !aintaining B!d. As the weight decreases the #A( !ust be: A decreased\$ and the angle of attack decreased B decreased\$ and the angle of attack re!ain constant C increased\$ and the angle of attack decreased kept the sa!e\$ and the angle of attack kept the sa!e "ef: A#": atpl\$ cpl% Ans: B 2&&21. At a PPP weight the !axi!u! le.el flight speed will be PPP because of a change in PPP drag: A lower-less-parasite B lower-less-induced C higher-less-induced higher-less-parasite "ef: A#": atpl\$ cpl% Ans: C 2&&&2. Cor an aircraft fl/ing at a speed abo.e B!d: A a speed increase causes a drag increase which will cause a deceleration B a speed increase causes a drag decrease causing further acceleration C a speed increase causes a drag increase causing an acceleration a speed decrease causes a drag increase causing a deceleration "ef: A#": atpl\$ cpl% Ans: A

2&6'1. The speed for !ini!u! sink rate is: A faster than B!d B slower than B!d C B!d not related to B!d "ef: A#": atpl\$ cpl% Ans: B 2,5,6. 4hen an aircraft selects its undercarriage and flaps down in flight\$ its B#* will 7i8 PPP and if it !aintained the clean configuration B#* its speed stabilit/ would 7ii8 PPP. A #ncrease-"educe B #ncrease-#ncrease C "educe-"educe "educe-#ncrease "ef: A#": atpl\$ cpl% Ans:

## 081-01-0* !"e )\$o&nd effect

,222. 4hat is the effect on induced drag on entering the ground effect) A #nduce drag increases\$ but profile drag decreases B #nduced drag re!ains the sa!e C #nduced drag decreases #nduced drag increases "ef: A#": atpl\$ cpl% Ans: C ,222. 4hen an aircraft enters ground effect: A the total reaction .ector is unaffected B the total reaction .ector is inclined forwards\$ reducing drag C the total reaction .ector is inclined rearwards\$ increasing drag the total reaction .ector is inclined forwards\$ increasing drag "ef: A#": atpl\$ cpl% Ans: B

6665. Eround effect is !ost likel/ to result in which proble!) A eep stall B Fard landings C Beco!ing airborne before reaching reco!!ended takeoff speed #nabilit/ to et airborne e.en though airspeed is sufficient for nor!al takeoff needs "ef: A#": atpl\$ cpl% Ans: C 666&. Eround 5ffect occurs: A acts like a decrease in aspect ratio B is onl/ effecti.e up to 2 wingspan fro! the ground C during the approach to landing aids landing b/ increasing the induced drag "ef: A#": atpl\$ cpl% Ans: B 666,. 4hat will happen in ground effect) A an increase in strength of the wing tip .ortices B The wing downwash on the tail surfaces increases C The induced angle of attack and induced drag decreases A significant increase in thrust re9uired "ef: A#": atpl\$ cpl% Ans: C 6666. Eround effect has the following influence on the landing distance: A decreases B increases C does not change increases\$ onl/ if the landing flaps are full/ extended "ef: A#": atpl\$ cpl% Ans: B

661'. Gn entering ground effect\$ !aintaining flight at the sa!e speed: A ground effect has no effect on power B less power is re9uired C !ore power is re9uired lift decreases "ef: A#": atpl\$ cpl% Ans: B 6+26. 4hat effect on induced drag does entering ground effect ha.e: A #ncrease B ecrease C "e!ain the sa!e #nduced drag will increase\$ but profile drag will decrease "ef: A#": atpl\$ cpl% Ans: B 6+56. #f 5A( is increased b/ a factor of ,\$ b/ what factor would profile drag increase) A 26 B 22 C+ , "ef: A#": atpl\$ cpl% Ans: 6+6&. #f an aeroplane flies in the ground effect: A drag and lift are reduced B the effecti.e angle of attack is decreased C the induced angle of attack is increased the lift is increased and the drag is decreased "ef: A#": atpl\$ cpl% Ans:

612,. Cloating due to ground effect during an approach to land will occur: A at a speed approaching the stall B when the height is less than twice the length of the wing span abo.e the surface C when a higher than nor!al angle of attack is used when the height is less than hal.e of the length of the wing span abo.e the surface "ef: A#": atpl\$ cpl% Ans: 2225&. 4hen an aeroplane enters ground effect: A the effecti.e angle of attack is decreased B the lift is increased and the drag is decreased C the induced angle of attack is increased drag and lift are reduced "ef: A#": atpl\$ cpl% Ans: B 2&22&. The effect of changes of aspect ratio on total drag will be: A greatest at low speed B greatest at high speed C the sa!e at all speeds no effect at an/ speed "ef: A#": atpl\$ cpl% Ans: A 2&&2+. 4hat !ust a pilot be aware of as a result of ground effect) A 4ingtip .ortices increase\$ creating wake turbulence proble!s for arri.ing and departing aircraft B #nduced drag decreases\$ and an/ excess speed in the flare !a/ cause floating C A full stall landing will re9uire less up ele.ator deflection than when free of ground effect Eround effect is due to a cushion of air generated b/ a landing aircraft when .er/ close to the ground "ef: A#": atpl\$ cpl% Ans: B

2&&21. Cloating caused b/ ground effect will be !ost reali3ed during an approach to land when: A at a higher than nor!al angle of attack B at twice the length of the wing span abo.e the surface C at less than the length of the wing span abo.e the surface at target threshold speed "ef: A#": atpl\$ cpl% Ans: C 2&&2'. #t is possible to fl/ an aircraft Hust clear of the ground at a slightl/ slower airspeed than that re9uired to sustain le.el flight at higher altitudes. This is the result of: A a cushioning effect of the air as it is trapped between the ground and the descending aircraft B ground interference with the static pressure s/ste! which produces false indications on the A(# C interference of the ground surface with the airflow patterns about the aircraft in flight the A(# gi.ing a false reading due to lower TA( at low pressure altitudes "ef: A#": atpl\$ cpl% Ans: C 2&&22. An aeroplane lea.ing ground effect will: A experience a decrease in the thrust re9uired B experience a decrease in stabilit/ and a nose up change in !o!ents C re9uire a lower angle of attack to attain the sa!e lift coefficient experience a decrease in induced drag "ef: A#": atpl\$ cpl% Ans: B 2&&22.An aeroplane is usuall/ affected b/ ground effect at what height abo.e the surface) A twice the aeroplaneMs wing span abo.e the surface B & to , ti!es the aircraftMs wing span C less than half the aircraftMs wing span abo.e the surface onl/ after the !ain wheels touch the ground "ef: A#": atpl\$ cpl% Ans: C

2&6,6. 4hen an aircraft enters ground effect: A the induced angle of attack increases B lift decreases and drag increases C lift increases and drag decreases the aircraft will be partiall/ supported on a cushion of air "ef: A#": atpl\$ cpl% Ans: C 2,'61. 4hen an aeroplane is in ground effect: A drag and lift are both increased B drag is increased\$ lift is decreased C drag is decreased\$ lift is increased drag and lift "ef: A#": atpl\$ cpl% Ans: C

081-01-0+ !"e \$elation %etween t"e lift coefficient and t"e s,eed fo\$ constant lift
,2++. #n le.el flight an increase in angle of attack will cause: A the stagnation point to !o.e down and aft B the boundar/ la/er to beco!e thinner C a decrease in pitch angle the centre of pressure to !o.e aft "ef: A#": atpl\$ cpl% Ans: A 6612. 4hat !ust happen to the C= when flaps are deplo/ed while !aintaining a constant #A( in straight and le.el flight) A #ncrease then decrease B "e!ain constant C ecrease #ncrease "ef: A#": atpl\$ cpl% Ans: B

6+61. #f #A( is doubled\$ b/ which of the following factors should the original C= be !ultiplied to !aintain le.el flight) A '.25 B '.5 C 2.' ,.' "ef: A#": atpl\$ cpl% Ans: A 61'6. To !aintain le.el flight\$ if the angle of attack is increased the speed !ust be: A reduced B increased in the sa!e ratio as the lift-drag ratio decreases C kept constant increased "ef: A#": atpl\$ cpl% Ans: A 6122. 4hat is the effect on TA( if altitude is increased to &5\$''' ft while fl/ing at a constant *ach nu!ber) A #ncrease then re!ain constant B #ncrease C ecrease #ncrease then decrease "ef: A#": atpl\$ cpl% Ans: C 615&. 4hen an aeroplane is fl/ing at an airspeed which is 2.& ti!es its basic stalling speed\$ the coefficient of lift as a percentage of the !axi!u! lift coefficient 7C=!ax8 would be: A 261; B 2&'; C 51; 66; "ef: A#": atpl\$ cpl% Ans: C

256,'. Clap selection at constant #A( in straight and le.el flight will increase the: A lift coefficient and the drag B stall speed C lift and the drag !axi!u! lift coefficient 7C=!ax8 and the drag "ef: A#": atpl\$ cpl% Ans:

## 081-01-08 !"e stall

262+. The stall speed increases\$ when) 7all other factors of i!portance being constant8 A weight decreases B pulling out of a di.e C spoilers are retracted !inor altitude changes occur eg. '<2'.''' ft "ef: A#": atpl\$ cpl% Ans: B 26&2. The speed range between high and low speed buffet: A decreases during a descent at a constant *ach nu!ber B is alwa/s positi.e at *ach nu!bers below **G C increases during a descent at a constant #A( increases during cli!b "ef: A#": atpl\$ cpl% Ans: C &+&,. Fow does stalling speed 7#A(8 .ar/ with altitude) A #t re!ains constant at lower altitudes but decreases at higher altitudes due to co!pressibilit/ effects B #t re!ains constant C #t increases with increasing altitude\$ because the densit/ decreases #t re!ains constant at lower altitudes but increases at higher altitudes due to co!pressibilit/ effects "ef: A#": atpl\$ cpl% Ans: B

,2'2. 4hen entering a stall\$ the C0 of a straight wing will 7i8 and of a strongl/ swept wing will 7ii8: A 7i8 not !o.e\$ 7ii8 not !o.e B 7i8 !o.e aft\$ 7ii8 not !o.e C 7i8 !o.e aft\$ 7ii8 !o.e aft 7i8 !o.e aft\$ 7ii8 !o.e forward "ef: A#": atpl\$ cpl% Ans: ,2'1. An aircraft whose weight is 2&6,'2 : stalls at 2&2 kt. At a weight of &562'& : it would stall at: A ++ kt B 262 kt C 2'+ kt 262 kt "ef: A#": atpl\$ cpl% Ans: B ,22,. 4hich state!ent is correct about the la!inar and turbulent boundar/ la/er: A separation point will occur earlier in the turbulent la/er B friction drag will be e9ual in both t/pes of la/ers C friction drag is lower in the turbulent la/er friction drag is lower in the la!inar la/er "ef: A#": atpl\$ cpl% Ans: ,22,. An aeroplane has a stall speed of 2'' kt at a load factor n>2\$ in a turn with a load factor of n>2\$ the stall speed is: A 6' kts B 2+2 kts C 2,2 kts 2'' kts "ef: A#": atpl\$ cpl% Ans: C

,2&1. Gn a swept wing aeroplane at low airspeed\$ the pitch up pheno!enon: A is caused b/ boundar/ la/er fences !ounted on the wings B ne.er occurs\$ since a swept wing is a re!ed/ to pitch up C is caused b/ extension of trailing edge lift aug!entation de.ices is caused b/ wingtip stall "ef: A#": atpl\$ cpl% Ans: ,2,&. 4hich stall has the greatest angle of attack) A =ow speed stall B Figh speed stall 7shock stall8 C eep stall Accelerated stall "ef: A#": atpl\$ cpl% Ans: C ,2,+. 4ith increasing angle of attack the C0 will reach its !ost forward point: A Hust below the stalling angle B Hust abo.e the stalling angle C at the stalling angle at .arious points dependent on aircraft weight "ef: A#": atpl\$ cpl% Ans: A ,26,. A Het aeroplane cruises buffet free at high constant altitude in significant turbulence. 4hich t/pe of stall can occur if this aeroplane decelerates) A =ow speed stall B Accelerated stall C (hock stall eep stall "ef: A#": atpl\$ cpl% Ans: B

66,5. The sensor of a stall warning s/ste! can be acti.ated b/ a change in the location of the: A stagnation point B centre of lift C transition region centre of gra.it/ "ef: A#": atpl\$ cpl% Ans: A 6656. An aeroplane has a stalling speed of 2'' kt in a stead/ le.el flight. 4hen the aeroplane is fl/ing a le.el turn with a load factor of 2.5\$ the stalling speed is: A 2,2 kt B 222 kt C +2 kt 25' kt "ef: A#": atpl\$ cpl% Ans: B 666,. 4hich of the following state!ents about stall speed is correct) A Ose of a T<tail will decrease the stall speed B #ncreasing the angle of sweep of the wing will decrease the stall speed C ecreasing the angle of sweep of the wing will decrease the stall speed #ncreasing the anhedral of the wing will decrease the stall speed "ef: A#": atpl\$ cpl% Ans: C 66+2. (tick pushers !ust be installed in aeroplanes with dangerous stall characteristics. angerous stall characteristics include: A pitch down and !inor wing drop B pitch down and /aw C excessi.e wing drop and deep stall pitch down and increase in speed "ef: A#": atpl\$ cpl% Ans: C

661+. (tall speed in a turn is proportional to: A the s9uare root of the load factor B weight C lift TA( s9uared "ef: A#": atpl\$ cpl% Ans: A 6611. 4hich of the following is the correct designation of stall speed in the landing configuration: A B(= B B(' C B(2 B(2g "ef: A#": atpl\$ cpl% Ans: B 6626. The pitch up effect of an aeroplane with swept wing in a stall is due to the: A aft !o.e!ent of the centre of gra.it/ B wing tip stalling first C forward !o.e!ent of the centre of gra.it/ wing root stalling first "ef: A#": atpl\$ cpl% Ans: B 6626. The wing of an aeroplane will ne.er stall at low subsonic speeds as long as: A the CA( exceeds the power<on stall speed B the #A( exceeds the power<on stall speed C the angle of attack is s!aller than the .alue at which the stall occurs there is a nose<down attitude "ef: A#": atpl\$ cpl% Ans: C

662+. 4hich of the following is the speed in le.el flight that would acti.ate the stall warning) A B(2E I 25 kts B 2.2 B(2E C 2.'5 B(2E 2.5B(2E "ef: A#": atpl\$ cpl% Ans: C 6621. 7"efer to figure '+2<'58 At an aircraft weight of +'\$'''lb in 2E le.el flight at C=&5' /our low speed buffet boundar/ will be: A 222 kts B 2'' kts C &2' kts * '.6 "ef: A#": atpl\$ cpl% Ans: A 66&2. The input to a stick shaker co!es fro!: A the airspeed\$ an so!eti!es the rate of change in airspeed B the angle of incidence C angle of attack\$ and so!eti!es the rate of change in angle of attack the angle of attack onl/ "ef: A#": atpl\$ cpl% Ans: C 665'. (tick shaker stall warnings should be acti.ated at: A 2.2 B( B 2.'5 B( C 2.5 B( B( "ef: A#": atpl\$ cpl% Ans: B

6651. #f angle of attack is increased be/ond the critical angle of attack\$ the lift coefficient PPP and the stagnation point !o.es PPP A decreases% rearward B increases% rearward C decreases% forward increases% forward "ef: A#": atpl\$ cpl% Ans: A 6662. 4hich t/pe of stall has the largest associated angle of attack) A =ow speed stall B (hock stall C Accelerated stall eep stall "ef: A#": atpl\$ cpl% Ans: 666+. The boundar/ la/er of a wing is caused b/: A suction at the upper wing side B the nor!al shock wa.e at transonic speeds C a turbulent strea! pattern around the wing a la/er on the wing in which the strea! .elocit/ is lower than the free strea! .elocit/\$ due to friction "ef: A#": atpl\$ cpl% Ans: 666&. 4hich kind of boundar/ la/er has the strongest change in .elocit/ close to the surface) A :o difference B =a!inar boundar/ la/er C Turbulent boundar/ la/er Transition boundar/ la/er "ef: A#": atpl\$ cpl% Ans: C

666,. 4hich of the following state!ents about the stall of a straight wing aeroplane is correct) A The hori3ontal tail will stall at a higher speed than the wing B Buffeting is the result of low separation on the tail plane C The nose down effect is the result of increasing downwash\$ due to flow separation @ust before the stall the aeroplane will ha.e a nose<down tendence "ef: A#": atpl\$ cpl% Ans: 66+2. At the point of stall: A lift decreases\$ drag decreases B lift constant\$ drag increases C lift decreases\$ drag increases lift decreases\$ drag constant "ef: A#": atpl\$ cpl% Ans: C 6+''. uring an erect spin reco.er/: A the ailerons are held in the neutral position B the control stick is !o.ed side wa/s\$ against the angle of bank C the control stick is !o.ed side wa/s\$ in the direction of the angle of bank the control stick is pulled to the !ost aft position "ef: A#": atpl\$ cpl% Ans: A 6+2'. 4hen a pilot !akes a turn in hori3ontal flight\$ the stall speed: A increases with flap extension B increases with the s9uare root of load factor C decreases with increasing bank angle increases with the load factor s9uared "ef: A#": atpl\$ cpl% Ans: B

6+2,. 4hich of the following state!ents about the spin is correct) A #n the spin\$ airspeed continuousl/ increases B An aeroplane is prone to spin when the stall starts at the wing root C uring spin reco.er/ the ailerons should be kept in the neutral position 5.er/ aeroplane should be designed such that it can ne.er enter a spin "ef: A#": atpl\$ cpl% Ans: C 6+2+. A boundar/ la/er fence on a swept wing will: A i!pro.e the low speed characteristics B i!pro.e the high speed characteristics C increase the critical *ach :u!ber i!pro.e the lift coefficient of the trailing edge flap "ef: A#": atpl\$ cpl% Ans: A 6+2&. 4hich co!bination of design features is known to be responsible for deep stall: A (wept back wings and wing !ounted engines B (traight wings and a T<tail C (wept back wings and a T<tail (traight wings and aft fuselage !ounted engines "ef: A#": atpl\$ cpl% Ans: C 6+2,. The standard procedure for reco.er/ fro! a stall in a light single engine aircraft is: A idle power% stick<roll neutral and forward B !axi!u! power% stick<roll neutral and forward\$ correct for bank with stick C !axi!u! power% stick<roll neutral and forward\$ correct for bank with rudder idle power% stick neutral\$ wait for nor!al nose down tendenc/ "ef: A#": atpl\$ cpl% Ans: C

6+,2. 4hich aeroplane design has the highest probabilit/ of a super stall) A A canard wing B A T<tail C (wept wings A low hori3ontal tail "ef: A#": atpl\$ cpl% Ans: B 6+,2. Gne disad.antage of the swept back wing is its stalling characteristics. At the stall: A wing root stall will occur first\$ which produces a rolling !o!ent B tip stall will occur first\$ which produces a pitch<up !o!ent C tip stall will occur first\$ which produces a nose<down !o!ent leading edge stall will occur first\$ which produces a nose<down !o!ent "ef: A#": atpl\$ cpl% Ans: B 6+,+. The nor!al stall reco.er/ procedure for a light single engined aeroplane is: A full power and stick roll<neutral nose<down\$ correction for angle of bank with stick B full power and stick roll<neutral nose<down\$ correcting for angle of bank with rudder C idle power and stick roll<neutral\$ waiting for the natural nose<down tendenc/ idle power and stick neutral\$ waiting for the natural nose<down tendenc/ "ef: A#": atpl\$ cpl% Ans: B 6+5'. The following factors increase stall speed: A a lower weight\$ decreasing bank angle\$ a s!aller flap setting B a higher weight\$ selecting a higher flap setting\$ a forward c.g. shift C increasing bank angle\$ increasing thrust\$ slat extension an increase in load factor\$ a forward c.g. shift\$ decrease in thrust "ef: A#": atpl\$ cpl% Ans:

6+55. #f the straight and le.el stall speed is 2'' kt\$ what will be the stall speed in a 2.5g turn) A 222 kts B 25' kts C +2 kts 2'' kts "ef: A#": atpl\$ cpl% Ans: A 6+6'. B/ what approxi!ate percentage will the stall speed increase in a hori3ontal co<ordinated turn with a bank angle of ,5o) A 21; B &2; C ,2; 52; "ef: A#": atpl\$ cpl% Ans: A 6+6+. The stall speed: A increases with the length of the wingspan B decreases with an increased weight C does not depend on weight increases with an increased weight "ef: A#": atpl\$ cpl% Ans: 6+12. At the sa!e weight\$ with the CE at its forward li!it: A B( is lower\$ the stalling angle is unchanged B B( is higher\$ the stalling angle is greater C B( is higher\$ the stalling angle is unchanged B( is lower\$ the stalling angle is less "ef: A#": atpl\$ cpl% Ans: C

6+16. The stalling speed in #A( will change according to the following factors: A increase with increased load factor\$ icing conditions and an aft c.g. location B decrease in a forward c.g. location\$ higher altitude and due to the slip strea! fro! a propeller on an engine located forward of the wing C increase during turn\$ increased !ass and forward c.g. location increase with increased load factor\$ !ore flaps but will not increase due to the bank angle in a turn "ef: A#": atpl\$ cpl% Ans: C 61'&. Two identical aeroplanes A and B are fl/ing hori3ontal stead/ turns. Curther data are: A: 4>25'' kg Bank>2'o TA(>2&' kt B: 4>25'' kg Bank>2'o TA(>2'' kt 4hich of the following state!ents is correct) A The turn radius A is larger than the turn radius B B The load factor A is larger than the load factor B C The rate of turn A is larger than the rate of turn B The lift coefficient A is s!aller than the lift coefficient B "ef: A#": atpl\$ cpl% Ans: C 612,. The !ost i!portant proble! of ice accretion on an aeroplane during flight is: A blocking of control surfaces B increase in weight C increase in drag reduction in C=!ax "ef: A#": atpl\$ cpl% Ans:

6126. 4hat is the standard stall reco.er/ for a light aircraft: A 0itch down\$ stick neutral roll\$ correct for bank with rudder B 0itch down\$ stick neutral roll\$ correct for bank with aileron C 0itch down\$ stick neutral\$ wait for neutral tendenc/ 0itch down\$ stick neutral roll\$ do not correct for bank "ef: A#": atpl\$ cpl% Ans: A 6126. 5ntering the stall the centre of pressure of a straight 128 wing and of a strongl/ swept back wing 728 will: A 728 !o.e aft 728 not !o.e B 728 !o.e aft 728 not !o.e C 728 nor !o.e 728 !o.e forward 728 !o.e aft 728 !o.e forward "ef: A#": atpl\$ cpl% Ans: 61&6. 4hich of the following aircraft designs would be !ost prone to super stall) A T<tail B (wept forward wing C (wept back wing 0od !ounted engines beneath the wing "ef: A#": atpl\$ cpl% Ans: C 61,2. (talling speed in a 25s bank le.el turn is 6' kt. The stalling speed in a ,5s bank le.el turn will be: A 6' kts B +5 kts C 6' kts +& kts "ef: A#": atpl\$ cpl% Ans: C

61,+. The stalling speed in #A( will change according to the following factors) A 4ill increase during turn\$ increased !ass and an aft c.g. location B 4ill decrease with a forward c.g. location\$ lower altitude and due to the slip strea! fro! a propeller on an engine located forward of the wing C 4ill increase with increased load factor\$ icing conditions and !ore flaps *a/ increase during turbulence and will alwa/s increase when banking in a turn "ef: A#": atpl\$ cpl% Ans: 616,. 4hat causes a swept wing aircraft to pitch<up at the stall: A :egati.e ca!ber at the root B (eparated airflow at the root C (panwise flow "earward !o.e!ent of the C0 "ef: A#": atpl\$ cpl% Ans: C 25622. 4hich of the following state!ents about boundar/ la/ers is correct) A The turbulent boundar/ la/er is thinner than the la!inar boundar/ la/er B The turbulent boundar/ la/er gi.es a lower skin friction than the la!inar boundar/ la/er C The turbulent boundar/ la/er will separate !ore easil/ than the la!inar boundar/ la/er The turbulent boundar/ la/er has !ore kinetic energ/ than the la!inar boundar/ la/er "ef: A#": atpl\$ cpl% Ans: 25625. 4hat factors deter!ine the distance tra.elled o.er the ground of an aeroplane in a glide) A The wind and the lift-drag ratio\$ which changes with angle of attack B The wind and the aeroplaneMs !ass C The wind and C=!ax The wind and weight together with power loading which is the ratio of power output to the weight "ef: A#": atpl\$ cpl% Ans: A

2562+. Co!pared with le.el flight prior to the stall\$ the lift 728 and drag 728 in the stall change as follows: A 728 increases% 728 decreases B 728 decreases% 728 increases C 728 decreases% 728 decreases 728 increases% 728 increases "ef: A#": atpl\$ cpl% Ans: B 25622. The function of the stick pusher is: A to acti.ate and push the stick forward at or be/ond a certain .alue of angle of attack B to acti.ate and push the stick forward prior to stick shaker C to .ibrate the controls to pull the stick\$ to a.oid a high speed stall "ef: A#": atpl\$ cpl% Ans: A 256,2. 4hich of the following situations leads to a decreasing stall speed 7#A(8) A increasing air densit/ B increasing load factor C decreasing weight increasing altitude "ef: A#": atpl\$ cpl% Ans: C 256,5. #ncrease of wing loading will: A decrease the !ini!u! gliding angle B increase C=!ax C decrease take off speeds increase the stall speeds "ef: A#": atpl\$ cpl% Ans:

256,6. Co!pared with stalling airspeed 1B(8 in a gi.en configuration\$ the airspeed at which stick shaker will be triggered is: A 2.2' B( B 2.&' B( C 2.22 B( greater than B( "ef: A#": atpl\$ cpl% Ans: 256,+. The critical angle of attack: A changes with an increase in gross weight B re!ains unchanged regardless of gross weight C increases if the CE is !o.ed forward decreases if the CE is !o.ed aft "ef: A#": atpl\$ cpl% Ans: b 25652. After the transition point between the la!inar and turbulent boundar/ la/er: A the !ean speed increases and the friction drag decreases B the boundar/ la/er gets thicker and the speed decreases C the !ean speed and friction drag increases the boundar/ la/er gets thinner and the speed increases "ef: A#": atpl\$ cpl% Ans: C 2565&. The stall speed in a 6'o banked turn increases b/ the following factor: A 2.,2 B 2.'6 C 2.&' 2.'' "ef: A#": atpl\$ cpl% Ans: A

2565+. An aeroplane has a stall speed of 6+ DCA( at its gross weight of 6.+5' lbs. 4hat is the stall speed when the weight is 5.''' lbs) A 12 DCA( B 6+ DCA( C 56 DCA( 66 DCA( "ef: A#": atpl\$ cpl% Ans: 26655. 4ith the centre of gra.it/ on the forward li!it\$ the stalling speed would be: A independent of the centre of gra.it/ position B lower than with the centre of gra.it/ on the aft li!it C higher than with the centre of gra.it/ on the aft li!it the sa!e as with the centre of gra.it/ on the aft li!it "ef: A#": atpl\$ cpl% Ans: C 26656. 4hat effect does an increased load ha.e on an aircraft) A The aircraft will ha.e a tendenc/ to spin B The aircraft will suffer i!!ediate structural failure C The aircraft will stall at a higher speed The aircraft will ha.e a tendenc/ to roll and /aw "ef: A#": atpl\$ cpl% Ans: C 2665+. As the centre of gra.it/ is changed\$ reco.er/ fro! a stall beco!es progressi.el/: A !ore difficult as the centre of gra.it/ !o.es aft B !ore difficult as the centre of gra.it/ !o.es forward C less difficult as the centre of gra.it/ !o.es aft is unaffected b/ centre of gra.it/ position\$ onl/ b/ all up weight "ef: A#": atpl\$ cpl% Ans: A

2666'. A wing stalling angle is: A unaffected b/ a turn B increased in a high rate of turn C decreased in a high rate of turn decreased in an/ turn "ef: A#": atpl\$ cpl% Ans: A 26666. A low wing loading 7aircraft weight has been reduced8: A increases stalling speed B increases take<off run\$ stalling speed and landing speed C decreases stalling speed and landing speed does not affect an/ of the abo.e "ef: A#": atpl\$ cpl% Ans: C 2666'. The load factor is: A the ratio of lift to drag B the ratio of centripetal force to lift C the ratio of thrust to weight the ratio of lift to weight "ef: A#": atpl\$ cpl% Ans: 2666+. 4hen an aircraft with a t/pical aerofoil is in le.el flight at low speed and high angle of attack\$ the nor!al axis is: A .ertical B hori3ontal fro! side to side C hori3ontal fro! front to rear nearl/ .ertical "ef: A#": atpl\$ cpl% Ans:

22'22. An aeroplane has a stall speed of 2'' kt at a !ass of 2''' kg. #f the !ass is increased to 2''' kg\$ the new .alue of the stall speed will be: A 2,2 kt B 2'' kt C 25' kt 22& kt "ef: A#": atpl\$ cpl% Ans: A 22'&&. As altitude is increased\$ the stall speed 7#A(8: A re!ains constant regardless of altitude B initiall/ re!ains constant and at higher altitudes decreases C initiall/ re!ains constant and at higher altitudes increases re!ains constant until the tropopause and at higher altitudes increases "ef: A#": atpl\$ cpl% Ans: C 22',6. uring a stead/ hori3ontal turn\$ the stall speed: A increases with the s9uare root of the load factor B increases linearl/ with the load factor C increases in.ersel/ with the load factor increases with the s9uare of the load factor "ef: A#": atpl\$ cpl% Ans: A 22',1. uring which t/pe of stall does the angle of attack ha.e the s!allest .alue) A eep stall B Accelerated stall C =ow speed stall (hock stall "ef: A#": atpl\$ cpl% Ans:

22'56. Ei.en an initial condition in straight and le.el flight with a speed of 2., B(. The !axi!u! bank angle attainable without stalling in a stead/ co<ordinated turn\$ whilst !aintaining speed and altitude\$ is approxi!atel/: A &2o B ,,o C 6'o &'o "ef: A#": atpl\$ cpl% Ans: C 22'6&. Fow is stall warning presented to the pilots of a large transport aeroplane) A (tick pusher B (tick shaker and-or aerod/na!ic buffet C (tall warning light onl/ Aural warning onl/ "ef: A#": atpl\$ cpl% Ans: B 22256. 4hen considering a swept back wing\$ with no correcti.e design features\$ at the stall: A leading edge stall will occur first\$ which produces a nose<down pitching !o!ent B wing root stall will occur first\$ which produces a rolling !o!ent C tip stall will occur first\$ which produces a nose<down pitching !o!ent tip stall will occur first\$ which produces a nose<up pitching !o!ent "ef: A#": atpl\$ cpl% Ans:

22261. 4hich of the following state!ents is true) A Clight in se.ere turbulence !a/ lead to a stall and-or structural li!itations being exceeded B Clap extension in se.ere turbulence at constant speed increases both the stall speed and the structural li!itation !argins C B/ increasing the flap setting in se.ere turbulence at constant speed the stall speed will be reduced and the risk for exceeding the structural li!its will be decreased Clap extension in se.ere turbulence at constant speed !o.es the centre of pressure aft\$ which increases the structural li!itation !argins "ef: A#": atpl\$ cpl% Ans: A 2&2&&. The critical angle of attack at which a gi.en aircraft stalls is dependent on the: A gross weight B attitude and airspeed C design of the wing altitude "ef: A#": atpl\$ cpl% Ans: C 2&2&,. 4hich action will result in a stall) A exceeding the critical angle of attack B fl/ing at a low airspeed C raising the aircraftMs nose too high lowering the flaps during the cruise "ef: A#": atpl\$ cpl% Ans: A 2&2&5. An aircraft is said to stall when: A the lift force fro! the wings is greater than the weight B the airflow o.er the top surface of the wing separates which results in a large increase in drag and a large loss of lift C the angle of attack of the wings is greater than 2' degrees it flies too slowl/ at low altitude "ef: A#": atpl\$ cpl% Ans: B

2&25,. At the stalling angle of attack the lift-drag ratio will be: A higher than the opti!u! angle of attack B lower than at the opti!u! angle of attack C the sa!e as at the opti!u! angle of attack the angle of attack does not affect the lift-drag ratio "ef: A#": atpl\$ cpl% Ans: B 2&262. 4hat affects indicated stall speed) A Angle of attack\$ weight\$ and air densit/ B =oad factor\$ angle of attack and power C 4eight\$ load factor\$ CE position and *ach nu!ber Fu!idit/\$ air densit/ and te!perature "ef: A#": atpl\$ cpl% Ans: C 2&26&. #f the weight of an aircraft is increased the stalling speed will: A increase B decrease C re!ain the sa!e be in.ersel/ proportional to the s9uare root of the new weight "ef: A#": atpl\$ cpl% Ans: A 2&26,. 4ith the CE on the forward li!it\$ co!pared to the aft li!it\$ the stalling speed would be: A higher B lower C the sa!e depends on the length of *AC "ef: A#": atpl\$ cpl% Ans: A

2&265. 4ith engine power on\$ an aircraft will stall: A at a higher speed than with power off B at a lower speed than with power off C at the sa!e speed as with power off aircraft will not stall "ef: A#": atpl\$ cpl% Ans: B 2&266. The ratio between the total air load i!posed on the wing and the gross weight of an aircraft in flight is known as: A load factor and directl/ affects stall speed B load factor and has no effect on stall speed C aspect ratio and directl/ affects stall speed load factor and is in.ersel/ proportional to the s9uare root of the stall speed "ef: A#": atpl\$ cpl% Ans: A 2&266. #n a rapid reco.er/ fro! a di.e\$ the effects of load factor would cause the stall speed to: A not .ar/ B decrease C increase "ef: A#": atpl\$ cpl% Ans: C 2&26+. The TA( of an aircraft at the stalling angle of attack at a gi.en weight: A is constant at all altitudes B increases as altitude increases C decreases as altitude increases increases as altitude decreases "ef: A#": atpl\$ cpl% Ans: B

2&2+6. The stalling angle of an aerofoil is approxi!atel/: A ,o B < <2o C 26o 2'o "ef: A#": atpl\$ cpl% Ans: C 2&216. #f the stalling speed of an aircraft is 65 kts\$ the approxi!ate stalling speed in !ph is: A !ultipl/ 65 b/ '.+6 B di.ide 65 b/ '.+6 C di.iding 65 b/ '.+6 and subtracting the relati.e densit/ !ultipl/ing 65 b/ +.6 "ef: A#": atpl\$ cpl% Ans: B 2&216. The wing tip !a/ be pre.ented fro! stalling before the root b/: A ha.ing the wing swept back B gi.ing the tip a sharper leading edge than the root C wash<in wash<out "ef: A#": atpl\$ cpl% Ans: 2&21+. A fixed spoiler on the leading edge of the wing at the root will: A pre.ent the stall co!!encing at the root B induce a root stall C gi.e a shorter landing run !aintain a la!inar boundar/ la/er at the stall "ef: A#": atpl\$ cpl% Ans: B

2&&'2. 4ash out of a wing is: A an increase of incidence fro! root to tip B a decrease of chord fro! root to tip C a decrease in incidence fro! root to tip a decrease of ca!ber fro! root to tip "ef: A#": atpl\$ cpl% Ans: C 2&&'2. A rectangular wing\$ co!pared to other wing planfor!s\$ has a tendenc/ to stall: A first at the leading edge\$ with progression outward toward the wing root and tip B first at the wingtip\$ with the stall progression toward the wing root C first at the wing root\$ with the stall progression toward towards the wing tip first at the se!i<span centre\$ gi.ing good aerod/na!ic stall warning "ef: A#": atpl\$ cpl% Ans: C 2&&&,. A stick shaker will operate: A at the stall B before the stall C after the stall onl/ during the stall "ef: A#": atpl\$ cpl% Ans: B 2&&&5. A stall warning .ane on an aircraft wing is fitted: A on the lower surface B on or at the leading edge C Hust abo.e the leading edge Hust below the leading edge "ef: A#": atpl\$ cpl% Ans:

2&&&6. 4hich state!ent is true concerning the aerod/na!ic conditions which occur during a spin entr/) A after a full stall\$ the wing that drops continues in a stalled condition while the rising wing regains and continues to produce so!e lift\$ causing the rotation B after a partial stall\$ the wing that drops re!ains in a stalled condition while the rising wing regains and continues to produce lift causing the rotation C after a full stall\$ both wings re!ain in a stalled condition throughout the rotation after an incipient spin\$ the wing that drops re!ains in a stalled condition while the rising wing continues un<stalled\$ causing the rotation "ef: A#": atpl\$ cpl% Ans: C 2&&&6. uring a spin to the left\$ which wing7s8 is-are stalled) A neither B onl/ the left C both onl/ the right "ef: A#": atpl\$ cpl% Ans: C 2&&&+. uring autorotation the: A outer wing is stalled B outer wing is !ore stalled than the inner C inner wing is !ore stalled than the outer outer wing is not stalled "ef: A#": atpl\$ cpl% Ans: C 2&&,,. A decrease in weight due to fuel consu!ption in flight will: A reduce the stalling speed\$ but the stall angle re!ains the sa!e B reduce the stalling speed and the stalling angle C reduce the stalling angle and increase the stalling speed ha.e no effect on the stall speed or angle "ef: A#": atpl\$ cpl% Ans: A

2&&5,. The lift-drag ratio of a wing section at its stalling angle of attack is: A high B of a negati.e 9uantit/ C !axi!u! low "ef: A#": atpl\$ cpl% Ans: 2&&6&. #f the clean 2E stall speed for an aircraft is 252 kt\$ Bs during a ,5o bank turn will be: A 252 kt B 222 kt C 2,2 kt 2+' kt "ef: A#": atpl\$ cpl% Ans: 2&&62. #n what flight condition !ust an aircraft be placed in order to spin: A stalled B partiall/ stalled with one wing low C in a steep di.ing spiral a steep turn "ef: A#": atpl\$ cpl% Ans: A 2&&61. #n a turn the stalling speed will be: A less than in le.el flight B !ore than in le.el flight but at a lower angle of attack C the sa!e as in le.el flight !ore than in le.el and at the sa!e angle of attack "ef: A#": atpl\$ cpl% Ans:

2&5&6. Co!paring the #A( and TA( stall speed at 5''' ft and sea le.el\$ the #A( stalling speed will nor!all/ be: A the sa!e at sea le.el but the TA( will be higher B higher than at sea le.el but the TA( will be the sa!e C the sa!e as at sea le.el and the TA( will be the sa!e higher than at sea le.el and the TA( will be higher "ef: A#": atpl\$ cpl% Ans: A 2&5,'. 4hen considering the approach to an airfra!e icing induced stall\$ which of the following state!ents is !ost correct) A can easil/ be detected b/ the flight crew B will gi.e the sa!e indications as an/ other stall C can be so insidious that the pilot !a/ be unaware that the aircraft has stalled will cause a nose down pitching !o!ent due to the rearward !o.e!ent of the C0 at the stall "ef: A#": atpl\$ cpl% Ans: C 2&5,2. #f the CE of an aircraft is !o.ed fro! the aft li!it to the forward li!it\$ how will it affect the stalling speed and stick force) A increase stalling speed and stick force B decrease the stalling speed and stick force C decrease the stalling speed and increase the stick force increase the stalling speed and decrease the stick force "ef: A#": atpl\$ cpl% Ans: A 2&562. 4hich of the following is the speed that would acti.ate the stick shaker) A 2.5Bs B 2.25Bs C 2.2Bs Abo.e Bs "ef: A#": atpl\$ cpl% Ans:

2&5+'. 4hich of the following wing characteristics would be least affected b/ turbulence) A straight wing B swept back wing C winglets dihedral wing "ef: A#": atpl\$ cpl% Ans: B 2&5+,. 4hat happens to stalling speed at a constant #A( in a cli!b) A constant B increase C initiall/ constant then decreases at high altitudes initiall/ constant then increases at high altitudes "ef: A#": atpl\$ cpl% Ans: 2&6'5. 4ith a swept wing the nose up pheno!ena is caused b/: A deplo/ing lift aug!entation de.ices B wing fences C wing sweep pre.ents the nose up pheno!ena tip stall "ef: A#": atpl\$ cpl% Ans: 2&6,&. The effect of rain on drag and stall speed would be to: A increase-increase B increase-decrease C decrease-increase decrease-decrease "ef: A#": atpl\$ cpl% Ans: A

2&66'. 4hich of the following is true) A a turbulent boundar/ la/er has !ore kinetic energ/ B a turbulent boundar/ la/er is thinner C less skin friction is generated b/ a turbulent la/er a la!inar flow boundar/ la/er is less likel/ to separate "ef: A#": atpl\$ cpl% Ans: A 2&662. (talling speed increases when: A reco.ering fro! a steep di.e B the aircraft is subHected to !inor altitude changes C the aircraft weight decreases flaps are deplo/ed "ef: A#": atpl\$ cpl% Ans: A 2&6+,. 4hat happens to stall speed with flaps down) A increases B decreases C re!ains constant "ef: A#": atpl\$ cpl% Ans: B 2&6+5. Bs is 2'' kts at n>2 4hat will the stall speed be if n>2) A 2'' kt B 221 kt C 2,2 kt 2'' kt "ef: A#": atpl\$ cpl% Ans: C

2&612. 4hich of the following increases the stall angle) A slats B flaps C spoilers ailerons "ef: A#": atpl\$ cpl% Ans: A 2&611. 4hich of the following is used to acti.ate a stall warning de.ice) A !o.e!ent of the C0 B !o.e!ent of the CE C !o.e!ent of the stagnation point a reduction in d/na!ic pressure "ef: A#": atpl\$ cpl% Ans: C 2&6'+. #f a Het is at 6'o bank angle during a constant altitude turn\$ the stall speed will be: A 2.6 greater B 2.21 greater C 2.,2 greater 2.' greater "ef: A#": atpl\$ cpl% Ans: C 2&62&. The #A( of a stall: A increases with high altitude-!ore flaps-slats B !a/ increase with increasing altitude\$ especiall/ high altitude-forward CE-icing C forward CE and increasing altitude altitude ne.er affects stall speed #A( "ef: A#": atpl\$ cpl% Ans: B

2&62,. The angle of attack at the stall: A increases with forward CE B decreases with aft C decrease with decrease in weight is not affected b/ changes in weight "ef: A#": atpl\$ cpl% Ans: 2&626. 4hich of the following would indicate the stall) A stall strip and stick shaker B stall strip and angle of attack sensor C A(# and stick shaker stick shaker and angle of attack indicator "ef: A#": atpl\$ cpl% Ans: 2&6&&. 4hich list of configurations gi.es an increasing critical angle of attack) A clean wing-flaps extended-slats extended B flaps extended-clean wing-slats extended C slats extended-clean wing-flaps extended clean wing-slat extended-flaps extended "ef: A#": atpl\$ cpl% Ans: B 2,,62. Gne of the factors leading to pitch<up at the stall on swept wing aircraft is: A negati.e ca!ber at the root B airflow separation at the root C spanwise outward flow of the boundar/ la/er rearward !o.e!ent of the C0 "ef: A#": atpl\$ cpl% Ans: C

2,,6&. 4hich of the following aircraft designs would be !ost likel/ to ha.e poor reco.er/ characteristics fro! a deep stall) A high aspect ratio straight wing B straight wing\$ T tail turboprop C swept wing\$ T tail low aspect ratio straight wing "ef: A#": atpl\$ cpl% Ans: C 2,,65. 4hat happens to the le.el flight stalling speed gi.en as #A( or CA( as /ou increase height) A re!ains constant B< increases rapidl/ C effecti.el/ constant\$ then increases effecti.el/ constant\$ then decreases "ef: A#": atpl\$ cpl% Ans: C 2,,66. At an AO4 of 2,2'&' : an aircraft stalls at 2&& kt in le.el flight. At an AO4 of &662'' : it will stall at PPP in le.el flight. A +1 kt B 26& kt C 22' kt 2+' kt "ef: A#": atpl\$ cpl% Ans: B 2,,66. 4hich of the following is the correct for!ula relating B(\$ BA and n) A Bs2g > BaRn B BA > B(2gRn C BA > B(2g x n2 BA > B(2g x n "ef: A#": atpl\$ cpl% Ans: B

2,,+,. An aircraft with a take off weight of 2'''' kg has a basic stalling speed B( of 2,' kts. 4hat is the stalling speed as the aircraft turns on to finals with landing flaps extended 7C=!ax doubles8 at &'o AGB at an AO4 of 6,'' kg) A 2,6 kts B 212 kts C 2,' kts 212 kts "ef: A#": atpl\$ cpl% Ans: A

## 081-01-0- C.#a/ a&)#entation

,'26. 7"efer to figure '+2<258. The lift aug!entation de.ice shown in the figures is a: A ?ap flap B Cowler flap C Drueger flap (plit flap "ef: A#": atpl\$ cpl% Ans: B ,212. After take<off the slats 7when installed8 are alwa/s retracted later than the flaps. 4h/) A Because (=AT( 5AT5: 5 pro.ides a better .iew fro! the cockpit than C=A0( 5AT5: 5 B Because (=AT( 5AT5: 5 gi.es a large decrease in stall speed with relati.el/ less drag C Because B*CA with (=AT( 5AT5: 5 is !ore fa.ourable co!pared to the C=A0( 5AT5: 5 situation Because C=A0( 5AT5: 5 gi.es a large decrease in stall speed with relati.el/ less drag "ef: A#": atpl\$ cpl% Ans: B

,2'&. The trailing edge flaps when extended: A increase the 3ero lift angle of attack B worsen the best angle of glide C significantl/ increase the angle of attack for !axi!u! lift significantl/ lower the drag "ef: A#": atpl\$ cpl% Ans: B ,221. 4hat is the purpose of an auto<slat s/ste!) A 0ro.ide auto!aticall/ slat #: selection after take<off B 5xtend auto!aticall/ when a certain .alue of angle of attack is exceeded C 5nsures that the slats are alwa/s extended when the ground-flight s/ste! is in the ground position Assist the ailerons during rolling "ef: A#": atpl\$ cpl% Ans: B ,2&5. An aeroplane has the following flap settings: 'o\$ 25o\$ &'o and ,5o. (lats can be selected too. 4hich of the abo.e selections will produce the greatest negati.e influence on the C=-C ratio) A Claps fro! 25o to &'o B The slats C Claps fro! 'o to 25o Claps fro! &'o to ,5o "ef: A#": atpl\$ cpl% Ans: ,2,2. 4hich of the following occurs when trailing edge flaps are extended) A The critical angle of attack decreases and C=*AA increases B C=*AA increases and the critical angle of attack increases C The critical angle of attack is constant\$ but C=*AA increases The critical angle of attack re!ains constant and stall speed increases "ef: A#": atpl\$ cpl% Ans: A

,262. 4hich state!ent is correct) A (poiler extension decreases the stall speed and the !ini!u! rate of descent\$ but increases the !ini!u! descent angle B 5xtension of flaps will increase 7C=-C 8 !ax\$ causing the !ini!u! rate of descent to decrease C 5xtension of flaps has no influence on the !ini!u! rate of descent\$ as onl/ the TA( has to be taken into account 5xtension of flaps causes a reduction of the stall speed\$ the !axi!u! glide distance also reduces "ef: A#": atpl\$ cpl% Ans: ,261. 4hat is the effect of deplo/ing leading edge flaps) A ecrease C=*AA B ecrease the critical angle of attack C :ot affect the critical angle of attack #ncrease the critical angle of attack "ef: A#": atpl\$ cpl% Ans: ,266. 5xtension of CG4=5" t/pe trailing edge lift aug!entation de.ices\$ will produce: A a nose<down pitching !o!ent B no pitching !o!ent C a nose<up pitching !o!ent a force which reduces drag "ef: A#": atpl\$ cpl% Ans: A 666&. Co!pared with the flap up configuration the !axi!u! angle of attack for the flaps down configuration is: A unchanged B larger C s!aller s!aller or larger depending on flap deflection "ef: A#": atpl\$ cpl% Ans: C

666&. 4hich of the following series of configurations has an increasing critical angle of attack: A flaps onl/ extended\$ clean wing\$ slats onl/ extended B clean wing\$ flaps onl/ extended\$ slats onl/ extended C slats onl/ extended\$ clean wing\$ flaps onl/ extended slats onl/ extended\$ flaps onl/ extended\$ clean wing "ef: A#": atpl\$ cpl% Ans: A 66+6. 4hen flaps are deplo/ed at constant angle of attack the lift coefficient will: A re!ain the sa!e B decrease C increase .ar/ as the s9uare of #A( "ef: A#": atpl\$ cpl% Ans: C 66++. An aeroplane with swept back wings is e9uipped with slats and-or leading edge 7=.58 flaps. Gne possible efficient wa/ to arrange the leading edge de.ices on the wings is) A 4ing roots: =.5. flaps 4ing tips: no de.ices B 4ing roots: slats 4ing tips: =.5. flaps C 4ing roots: slats 4ing tips: no de.ices 4ing roots: =.5. flaps 4ing tips: slats "ef: A#": atpl\$ cpl% Ans: 66'6 The function of the slot between an extended slat and the leading edge of the wing is to: A allow space for .ibration of the slat B cause a .enture effect which energi3es the boundar/ la/er C reduce the wing loading slow the air flow in the slot so that !ore pressure is created under the wing "ef: A#": atpl\$ cpl% Ans: B

66&1. eflection of leading edge flaps will: A increase critical angle of attack B decrease C=!ax C decrease drag not affect critical angle of attack "ef: A#": atpl\$ cpl% Ans: A 6656. #n order to !aintain straight and le.el flight at a constant airspeed\$ whilst the flaps are being retracted\$ the angle of attack will: A increase B decrease C re!ain constant increase or decrease depending on t/pe of flap "ef: A#": atpl\$ cpl% Ans: A 6661. Bortex generators: A take energ/ fro! the la!inar flow to induce boundar/ la/er separation B use free strea! flow to induce la!inar flow C pre.ent spanwise flow use free strea! flow to increase energ/ in the turbulent boundar/ la/er "ef: A#": atpl\$ cpl% Ans: 66+2. A deplo/ed slat will: A decrease the boundar/ la/er energ/ and decrease the suction peak on the slat\$ so that C=!ax is reached at lower angles of attack B increase the boundar/ la/er energ/ and increase the suction peak on the fixed part of the wing\$ so that the stall is postponed to higher angles of attack C increase the boundar/ la/er energ/\$ !o.e the suction peak fro! the fixed part of the wing to the slat\$ so that the stall is postponed to higher angles of attack increase the ca!ber of the aerofoil and increase the effecti.e angle of attack\$ so that C=!ax is reached at higher angles of attack "ef: A#": atpl\$ cpl% Ans: C

66+5. Bortex generators: A transfer energ/ fro! the free airflow into the boundar/ la/er B change the turbulent boundar/ la/er into a la!inar boundar/ la/er C reduce the spanwise flow on swept wing take kinetic energ/ out of the boundar/ la/er to reduce separation "ef: A#": atpl\$ cpl% Ans: A 6+'2. uring the extension of the flaps at a constant angle of attack the aeroplane starts to: 7all other factors of i!portance being constant8 A sink suddenl/ B bank C cli!b /aw "ef: A#": atpl\$ cpl% Ans: C 6+'2. 4hat is the !ost effecti.e flap s/ste!) A (ingle slotted flap B (plit flap C 0lain flap Cowler flap "ef: A#": atpl\$ cpl% Ans: 6+2&. 4hat increases the stalling angle of attack) Ose of: A flaps B slats C spoilers fuselage !ounted speed<brakes "ef: A#": atpl\$ cpl% Ans: B

6+&+. A plain flap will increase C=!ax b/: A increasing the ca!ber of the aerofoil B increasing angle of attack C boundar/ la/er control centre of lift !o.e!ent "ef: A#": atpl\$ cpl% Ans: A 6+6,. =ower the inboard flaps causes the wing Centre of 0ressure: A to !o.e forward B to !o.e outboard towards the wing tips C to !o.e inboard towards the wing root to !o.e inward and forward "ef: A#": atpl\$ cpl% Ans: C 6++'. 4hen a trailing edge flap is lowered full/: A the C of 0 !o.es to the rear and lift-drag ratio is unaffected B the C of 0 !o.es to the rear and lift-drag ratio is decreased C the C of 0 !o.es forward and lift-drag ratio is decreased the C of 0 !o.es to the rear and lift-drag ratio is increased "ef: A#": atpl\$ cpl% Ans: B 6++5. uring flap down selection in a continuous straight and le.el flight at constant #A( and weight: A the lift coefficient and the drag coefficient increase B the centre of pressure !o.es aft C the stall speed increases the total boundar/ la/er beco!es la!inar "ef: A#": atpl\$ cpl% Ans: B

6+1'. 4hen flaps are extended in a straight and le.el flight at constant #A(\$ the lift coefficient will e.entuall/: A re!ain the sa!e B increase C decrease first increase and then decrease "ef: A#": atpl\$ cpl% Ans: A 61'+. A slotted flap will increase the C=!ax b/: A increasing the critical angle of attack B decreasing the skin friction C increasing onl/ the ca!ber of the aerofoil increasing the ca!ber of the aerofoil and i!pro.ing the boundar/ la/er "ef: A#": atpl\$ cpl% Ans: 6126. A slat will: A increase the lift b/ increasing the wing area and the ca!ber of the aft portion of the wing B increase the ca!ber of the aerofoil and di.ert the flow around the sharp leading edge C increase the boundar/ la/er energ/ and prolongs the stall to a higher angle of attack pro.ide a boundar/ la/er suction on the upper side of the wing "ef: A#": atpl\$ cpl% Ans: C 61,,. uring the retraction of the flaps at a constant angle of attack the aeroplane starts to 7all other factors of i!portance being constant8: A bank B sink suddenl/ C cli!b /aw "ef: A#": atpl\$ cpl% Ans: B

615+. The use of a slot in the leading edge of the wing enables the aeroplane to fl/ at a slower speed because: A it changes the ca!ber of the wing B the la!inar part of the boundar/ la/er gets thicker C it decelerates the upper surface boundar/ la/er air it dela/s the stall to a higher angle of attack "ef: A#": atpl\$ cpl% Ans: 6166. Gn a wing fitted with a fowler t/pe trailing edge flap\$ the Cull extended position will produce: A an unaffected wing area and increase in ca!ber B an increase in wing area and ca!ber C an unaffected C \$ at a gi.en angle of attack an increase in wing area onl/ "ef: A#": atpl\$ cpl% Ans: B 25622. 4here on the surface of a t/pical aerofoil will flow separation nor!all/ start at high angles of attack) A lower side leading edge B upper side trailing edge C upper side leading edge lower side trailing edge "ef: A#": atpl\$ cpl% Ans: B 2562'. #f flaps are deplo/ed at constant #A( in straight and le.el flight\$ the !agnitude of tip .ortices will e.entuall/: 7flap span less than wing span8 A increase B re!ain the sa!e C increase or decrease\$ depending on the initial angle of attack decrease "ef: A#": atpl\$ cpl% Ans:

2562,. Trailing edge flap extension will: A increase the critical angle of attack and increase the .alue of C=!ax B decrease the critical angle of attack and decrease the .alue of C=!ax C increase the critical angle of attack and decrease the .alue of C=!ax decrease the critical angle of attack and increase the .alue of C=!ax "ef: A#": atpl\$ cpl% Ans: 25625. 4hich of the following state!ents about the difference between Drueger flaps and slats is correct) A eplo/ing a Drueger flap will increase critical angle of attack\$ deplo/ing a slat does not B eplo/ing a slat will for! a slot deplo/ing a Drueger flap does not C eplo/ing a Drueger flap will for! a slot\$ deplo/ing a slat does not eplo/ing a slat will increase critical angle of attack\$ deplo/ing a Drueger flap does not "ef: A#": atpl\$ cpl% Ans: B 25626. eplo/ing a Cowler flap\$ the flap will: A Hust turn down B !o.e aft\$ then turn down C turn down\$ then !o.e aft Hust !o.e aft "ef: A#": atpl\$ cpl% Ans: B 25626. 4hen spoilers are used as speed brakes: A at sa!e angle of attack\$ C= re!ains unaffected B at sa!e angle of attack\$ C is increased and C= is decreased C C=!ax of the polar cur.e is not affected the/ do not affect wheel braking action during landing "ef: A#": atpl\$ cpl% Ans: B

2565,. 4hen the trailing edge flaps are deflected in le.el flight\$ the change in pitch !o!ent will be: A dependent on c.g. location B nose down C nose up 3ero "ef: A#": atpl\$ cpl% Ans: B 2566+. 7"efer to figure '+2<258 4hich t/pe of flap is shown in the picture) A 0lain flap B (plit flap C Cowler flap ouble slotted flap "ef: A#": atpl\$ cpl% Ans: C 25661. 4hich t/pe of flap is shown in the picture) A 0lain flap B (plit flap C (ingle slotted flap Cowler flap "ef: A#": atpl\$ cpl% Ans: B 2566'. 7"efer to figure '+2<2&8 The high lift de.ice shown in the figure is a: A Drueger flap B (lat C Cowler flap (lotted flap "ef: A#": atpl\$ cpl% Ans: B

25662. 7"efer to figure '+2<228 The high lift de.ice shown in the figure is a : A (lot or slat B Drueger flap C< Cowler flap (lotted flap "ef: A#": atpl\$ cpl% Ans: B 26662. #f the flaps are lowered but the airspeed is kept constant\$ to !aintain le.el flight: A the nose !ust be pitched down B the nose !ust be pitched up C the altitude !ust be held constant soilers !ust be deplo/ed "ef: A#": atpl\$ cpl% Ans: A 266+2. 4hen deplo/ing the flaps the effecti.e angle of attack: A decreases B re!ains the sa!e C increases !a/ increase of decrease depending on the aircraft t/pe "ef: A#": atpl\$ cpl% Ans: C 266+2. The lift coefficient C of a wing at a gi.en angle of attack: A is dependent on the surface area of the wing B is increased b/ the use of high lift de.ices C is constant and not affected b/ high lift de.ices is reduced when high lift de.ices are used "ef: A#": atpl\$ cpl% Ans: B

266+,. The purpose of a fixed spoiler on the leading edge of a wing at the root is to: A reduce the landing run B ensure that the root of the wing stalls before the tip C pre.ent the wing fro! stalling at the root re<energise the boundar/ la/er thereb/ dela/ing the stall 7although at a cost of increased fro! drat8 "ef: A#": atpl\$ cpl% Ans: B 266+6. C=!ax !a/ be increased b/ the use of: A flaps B slats C boundar/ la/er control A\$ B and C "ef: A#": atpl\$ cpl% Ans: 266++. (lats: A de<energise the boundar/ la/er\$ thereb/ decreasing the stalling angle of attack B re<energise the boundar/ la/er thereb/ decreasing the stalling angle of attack C re<energise the boundar/ la/er thereb/ increasing the stalling angle of attack de<energise the boundar/ la/er thereb/ increasing the stalling angle of attack "ef: A#": atpl\$ cpl% Ans: C 26626. (lats: A increase C=!ax B decrease the !ini!u! angle of attack C both A and B neither A or B "ef: A#": atpl\$ cpl% Ans: A

22'2,. A slat will: A increased the ca!ber of the aerofoil and di.ert the flow around the sharp leading edge B prolong the stall to a higher angle of attack C increase the lift b/ increasing the wing area and the ca!ber of the aft portion of the wing pro.ide a boundar/ la/er suction on the upper surface of the wing "ef: A#": atpl\$ cpl% Ans: B 22'2&. An aeroplane has the following flap positions: 'o\$ 25o\$ &'o\$ ,5o (lats can also be selected. Eenerall/ speaking\$ which selection pro.ides the highest positi.e contribution to the C=*AA) A The flaps fro! 'o to 25o B The flaps fro! &'o to ,5o C The slats fro! the retracted to the take<off position The flaps fro! 25o to &'o "ef: A#": atpl\$ cpl% Ans: C 22'&+. Co!pared with the clean configuration\$ the angle of attack at C=!ax with trailing edge flaps extended is: A s!aller or larger depending on the degree of flap extension B larger C unchanged s!aller "ef: A#": atpl\$ cpl% Ans: 22'52. 5xtension of leading edge flaps will: A increase critical angle of attack B decrease C=!ax C decrease drag not affect critical angle of attack "ef: A#": atpl\$ cpl% Ans: A

22'52. Clap extension at constant #A( whilst !aintaining straight and le.el flight will increase the: A stall speed B lift coefficient and the drag C !axi!u! lift coefficient 7C=!ax8 and the drag lift and the drag "ef: A#": atpl\$ cpl% Ans: C 22'56. Ei.en the following aeroplane configurations: 2. Clean wing 2. (lats onl/ extended &. Claps onl/ extended 0lace these configurations in order of increasing critical angle of attack: A 2\$ 2\$ & B 2\$ &\$ 2 C &\$ 2\$ 2 2\$ &\$ 2 "ef: A#": atpl\$ cpl% Ans: C 22'16. Gn a large transport aeroplane\$ the auto<slat s/ste!: A assist the ailerons B pro.ides for auto!atic slat 7retraction after take<off8 C ensures that the slats are alwa/s extended when the ground-flight s/ste! is in the TgroundU position extends the slats auto!aticall/ when a certain .alue of angle of attack is exceeded "ef: A#": atpl\$ cpl% Ans:

222''. (lat extension will: A increase the critical angle of attack B reduce tip .ortices C create gaps between leading edge and engine nacelles decrease the energ/ in the boundar/ la/er on the upper side of the wing "ef: A#": atpl\$ cpl% Ans: A 22226. The difference between the effects of slat and flap as/!!etr/ is that: 7TlargeU in the context of this 9uestion !eans not or hardl/ controllable b/ nor!al use of controls8 A flap as/!!etr/ causes a large difference in C=!ax whereas slat as/!!etr/ causes a large rolling !o!ent at an/ speed B flap as/!!etr/ causes a large rolling !o!ent whereas slat as/!!etr/ causes a large /awing !o!ent C flap as/!!etr/ causes a large /awing !o!ent whereas slat as/!!etr/ causes a large rolling !o!ent at an/ speed flap as/!!etr/ causes a large rolling !o!ent at an/ speed whereas slat as/!!etr/ causes a large difference in C=!ax "ef: A#": atpl\$ cpl% Ans: 222&5. Trailing edge flaps once extended: A degrade the best angle of glide B increase the 3ero lift angle of attack C significantl/ increase the angle of attack for !axi!u! lift significantl/ lower the drag "ef: A#": atpl\$ cpl% Ans: A 222&+. Opon extension of Cowler flaps whilst !aintaining the sa!e angle of attack: A C= increases\$ while C re!ains unaffected B C= and C increase C C decreases\$ while the centre of lift shifts aft C= decreases\$ while the centre of lift shifts forward "ef: A#": atpl\$ cpl% Ans: B

22256. 4hen Cowler t/pe trailing edge flaps are extended at a constant angle of attack\$ the following changes will occur: A C= increases and C re!ains constant B C= increases and the centre of pressure !o.es forward C C= and C increase C decreases and the centre of pressure !o.es aft "ef: A#": atpl\$ cpl% Ans: C 22262. 4hen trailing edge flaps are extended in le.el flight\$ the change in pitching !o!ent\$ ignoring an/ effects on the tailplane\$ will be: A dependent on cg location B nose up C 3ero nose down "ef: A#": atpl\$ cpl% Ans: 22262. 4hen trailing edge flaps are extended whilst !aintaining straight and le.el flight at constant #A(: A the centre of pressure !o.es aft B the lift coefficient and the drag coefficient increase C the stall speed increases the total boundar/ la/er beco!es la!inar "ef: A#": atpl\$ cpl% Ans: A 2&261. A slat is fitted to an aerofoil to: A reduce the stalling angle B dela/ the stall and so increase the lift C increase the drag and so enable the aircraft to fl/ !ore slowl/ increase the speed at which the aircraft stalls "ef: A#": atpl\$ cpl% Ans: B

2&26'. #f flaps are slightl/ as/!!etric this would cause: A a roll to a gi.en bank angle which !a/ be correctable with rudder B a stead/ rate of roll which !a/ be correctable with ailerons C a stead/ rate of pitch which !a/ be correctable with ele.ators a roll to a gi.en bank angle which !a/ be correctable with ailerons "ef: A#": atpl\$ cpl% Ans: B 2&262. Because of the reduction in Cl when flaps are raised\$ to !aintain a constant lift force: A the angle of attack !ust be decreased B the angle of attack !ust be increased C the angle of attack !ust re!ain the sa!e the nose of the aircraft should be lowered "ef: A#": atpl\$ cpl% Ans: B 2&&'5. The purpose of .ortex generators is: A to dela/ stall b/ reducing boundar/ la/er separation B to increase the lift of the wing C to counteract the effect of the wing tip .ortices to dela/ the stall b/ reducing the kinetic energ/ of the boundar/ la/er "ef: A#": atpl\$ cpl% Ans: A 2&&'6. #f the increased downwash at the tail plane due to lowering trailing edge flaps is considered in isolation: A a nose up pitching !o!ent will be generated B a nose down pitching !o!ent will be generated C the direction of the pitch change will depend on the initial direction of the tail load tail plane angle of attack will be increased\$ causing a nose up pitching !o!ent "ef: A#": atpl\$ cpl% Ans: A

2&&'6. (plit flaps ha.e the characteristic of: A increasing the lift and decreasing the drag for take<off B increasing the drag without appreciable increase in lift when !o.ed fro! inter!ediate to full/ down C changing the !ain plane area and thus reducing the wing loading allowing opti!u! wing flexing "ef: A#": atpl\$ cpl% Ans: B 2&&'+. #f the trailing edge flaps are lowered and #As kept constant\$ to !aintain le.el flight: A the nose !ust be lowered and thrust increased B the nose !ust be raised and thrust increased C attitude and thrust !ust be kept constant attitude !ust be increased and thrust increased "ef: A#": atpl\$ cpl% Ans: A 2&&'1. A slat is: A a leading edge high lift de.ice\$ hinged at its forward edge\$ which increases the ca!ber and leading edge radius of the !ain aerofoil when deplo/ed B a trailing edge de.ice which is auto!aticall/ deplo/ed b/ !o.e!ent of the stagnation point at high angles of attack C an auxiliar/\$ ca!bered aerofoil positioned forward of the !ain aerofoil so as to for! a slot a fixed slot in the leading edge of so!e older t/pes of aircraft "ef: A#": atpl\$ cpl% Ans: C 2&&&&. Bortex generators are fitted in front of control surfaces to: A tip stall at low speed for better handling B re<energise the boundar/ la/er C pre.ent control surface flutter increase the effecti.e angle of attack "ef: A#": atpl\$ cpl% Ans: B

2&&,5. A Drueger flap is: A part of the upper surface of the leading edge\$ which !o.es forward B part of the lower surface of the leading edge\$ hinged at its forward edge C a flap which extends rearward fro! the trailing edge a flap which extends fro! the upper surface of the wing\$ to increase drag "ef: A#": atpl\$ cpl% Ans: B 2&&,6. The t/pe of flap which extends backwards fro! the trailing edge as its lowered is: A a split flap B a Drueger flap C a Cowler flap a =ower flap "ef: A#": atpl\$ cpl% Ans: C 2&&,6. A low wing !onoplane has its tail plane !ounted on the top of the fin. 4hen the Cowler flaps deplo/ the aircraft will: A tend to pitch nose up B tend to pitch nose down C tend to re!ain in a le.el attitude lose altitude and pitch nose up "ef: A#": atpl\$ cpl% Ans: B 2&&,+. Because of the reduction in Cl when the flaps are raised in flight to !aintain le.el flight\$ the angle of attack: A would ha.e to be decreased B would ha.e to be increased C would be re9uired to re!ain the sa!e "ef: A#": atpl\$ cpl% Ans: B

2&&,1. #f flaps are raised in flight while speed and attitude are kept constant: A the aircraft will gain height B the aircraftg will sink C the aircraft will !aintain height the aircraft will stall "ef: A#": atpl\$ cpl% Ans: B 2&&55. The t/pe of flap that increases wing area is: A a split flap B a fowler flap C a 0lain flap a (lotted flap "ef: A#": atpl\$ cpl% Ans: B 2&&6,. An auto!atic leading edge slat is operated b/: A an auto!atic speed controlled switch B a switch controlled b/ the pilot C aerod/na!ic forces acting on the leading edge changes in d/na!ic pressure acting on the stagnation point "ef: A#": atpl\$ cpl% Ans: C 2&&66. Gne of the !ain functions of flaps during an approach andlanding is to: A decrease the angle of descent without increasing the airspeed B pro.ide the sa!e a!ount of lift at a slower speed C decrease lift\$ thus enabling a steeper than nor!al approach to be !ade increase lift !ore than drag "ef: A#": atpl\$ cpl% Ans: B

2&,2'. #f trailing edge flaps are lowered as/!!etricall/\$ this will cause: A a nose up pitching !o!ent B a nose down pitching !o!ent C a rolling !o!ent a /awing !o!ent "ef: A#": atpl\$ cpl% Ans: C 2&525. 4hen considering a high speed Het\$ if flaps are selected down at a speed greater than Bfe: A the flaps will !o.e to the selected position\$ causing structural da!age B flap !o.e!ent will be pre.ented b/ the flap load relief s/ste! C the flap selector le.er cannot be !o.ed because it is locked in position b/ a solenoid at these speeds the flaps will stall and a .iolent nose up pitch will result "ef: A#": atpl\$ cpl% Ans: B 2&5&+. 4hat would be the effect of taking off with full flaps deplo/ed) A acceleration would not be affected and the TG would be shorter than nor!al B acceleration would be reduced and the attitude re9uired to cli!b would be !ore nose down than nor!al C acceleration would be reduced because of the extra drag and cli!b abilit/ would be i!pro.ed because of the extra lift acceleration would be less\$ TG would be less and cli!b gradient would be i!pro.ed "ef: A#": atpl\$ cpl% Ans: B 2&5&1. 4hen flaps are lowered\$ the downwash behind the wing: A decreases and gi.es a decrease of tailplane effecti.e AGA B increases and gi.es an increase of tailplane effecti.e AGA C decreases and gi.es an increase of tailplane effecti.e AGA increases and gi.es a decrease of tailplane effecti.e AGA "ef: A#": atpl\$ cpl% Ans:

2&626. 4hen a Cowler flap !o.es rearwards the wing area: A increases and ca!ber increases B decreases and ca!ber decreases C is unaffected as is the ca!ber increases and ca!ber decreases "ef: A#": atpl\$ cpl% Ans: A 2&6+6. 4hat effect has a plain flap on Cl) A increase ca!ber B increases angle of attack C changes position of C0 decreases the aspect ratio "ef: A#": atpl\$ cpl% Ans: A 2&61+. #n order to !aintain straight and le.el flight when trailing edge flaps are retracted\$ the angle of attack !ust: A be increased or decreased depending on t/pe of flap B be decreased C be increased sta/ the sa!e because the lift re9uire!ent will be the sa!e "ef: A#": atpl\$ cpl% Ans: C 2&6'2. Gn a highl/ swept back wing with leading edge flaps and leading edge slats\$ which de.ice would be fitted in the following locations) A slats inboard-flaps outboard B slats outboard-flaps inboard C alternating slats and flaps no preferred positions "ef: A#": atpl\$ cpl% Ans: B

2,5,2. The increased upwash experienced at the leading edge of a wing when trailing edge flaps are lowered causes: A An increase in the angle of attack B A rearwards !o.e!ent of the C of E C A forward !o.e!ent of the C of 0 A reduction in C=*AA "ef: A#": atpl\$ cpl% Ans: A

## 081-01-10 Means to dec\$ease t"e C. 0 CD \$atio, inc\$easin) d\$a)

662'. (poiler deflection causes: A an increase in lift and drag B an increase in lift onl/ C an increase indrag and decrease in lift decrease in lift and drag "ef: A#": atpl\$ cpl% Ans: C 6612. 4hich of the following is the !ost i!portant result-proble! caused b/ ice for!ation) A #ncreased drag B #ncreased weight C Blockage of the controls "eduction in C=*AA "ef: A#": atpl\$ cpl% Ans: 6+62. Opon extension of a spoiler on a wing: A onl/ C= is decreased 7C re!ains unaffected8 B C is increased and C= is decreased C both C= and C are increased C is increased\$ while C= re!ains unaffected "ef: A#": atpl\$ cpl% Ans: B

2'++&. 7"efer to figure '+2<'28 4hich point shown in the figure corresponds with C= for !ini!u! hori3ontal flight speed) A 0oint C B 0oint C 0oint A 0oint B "ef: A#": atpl\$ cpl% Ans: B 222'2. (poiler extension causes: A an increase in drag and decrease in lift B an increase in lift and drag C an increase in lift onl/ decrease in lift and drag "ef: A#": atpl\$ cpl% Ans: A 22251. 4hen roll spoilers are extended\$ the part of the wing on which the/ are !ounted: A stalls. This causes a difference in lift between both wings\$ which generates the desired rolling !o!ent B experiences extra drag\$ which generates a /awing !o!ent. The speed difference between both wings generates the desired rolling !o!ent C experiences a reduction in lift\$ which generates the desired rolling !o!ent. #n addition there is a local increase in drag\$ which suppresses ad.erse /aw is forced downwards as a reaction to the increased drag "ef: A#": atpl\$ cpl% Ans: C

222+'. 4hich state!ent is correct) A Clap extension reduces the !axi!u! lift-drag ratio thus reducing the !ini!u! rate of descent B (poiler extension increases the stallspeed\$ the !ini!u! rate of descent and the !ini!u! angle of descent C Clap extension reduces the stallspeed\$ which increases the !axi!u! glide distance flap extension has no effect on the !ini!u! rate of descent s this is onl/ affected b/ TA( "ef: A#": atpl\$ cpl% Ans: B 2&&2+. 4hen airbrakes are deplo/ed: A the !ini!u! drag speed will reduce B the !ini!u! drag speed will re!ain the sa!e C the lift-drag ratio will re!ain constant the !ini!u! drag speed will increase "ef: A#": atpl\$ cpl% Ans: A 2&,62. (poiler surfaces on the top surface of a wing when operated s/!!etricall/: A are used to tri! the aircraft B are for use on landing onl/\$ to reduce speed C !a/ be used as airbrakes in flight cannot be used as airbrakes in flight because of excessi.e buffeting "ef: A#": atpl\$ cpl% Ans: C 2&,62. The pri!ar/ purpose of wing spoilers is to decrease: A landing speed B the lift of the wing C the drag lift and drag "ef: A#": atpl\$ cpl% Ans: B

2&62'. The result of spoiler surfaces deplo/ing are: A lift and drag increases B lift and drag decreases C lift increases and drag decreases drag increases and lift decreases "ef: A#": atpl\$ cpl% Ans:

## 081-01-11 !"e %o&nda\$1 la1e\$

,2'6. The transition point located on the wing is the point whereV A airflow starts separating fro! the wing B the boundar/ la/er changes fro! la!inar flow to turbulent flow C the static pressure reaches its highest .alue the airflow changes fro! subsonic to supersonic flow "ef: A#": atpl\$ cpl% Ans: B 666,. A la!inar boundar/ la/er is PPP and has PPP drag than a turbulent la/er: A thick% !ore B thick% less C thin% !ore thin% less "ef: A#": atpl\$ cpl% Ans: 6622. The boundar/ la/er is considered to be turbulent: A @ust in front of the transition point B Between the transition and separation points C @ust aft of the separation point @ust in front of the centre of pressure "ef: A#": atpl\$ cpl% Ans: B

6+65. There are two t/pes of boundar/ la/er: la!inar and turbulent. Gne i!portant ad.antage the turnbulent boundar/ la/er has o.er the la!inar t/pe is that: A skin friction drag is less B it is thinner C it has less tendenc/ to separate fro! the surface energ/ is less "ef: A#": atpl\$ cpl% Ans: C 6155. The ad.antage of a turbulent boundar/ la/er o.er a la!inar boundar/ la/er is: A decreases energ/ B thinner C increased skin friction less tendenc/ to separate "ef: A#": atpl\$ cpl% Ans: 2226&. 4hich boundar/ la/er\$ when considering its .elocit/ profile perpendicular to the flow\$ has the greatest change in .elocit/ close to the surface) A :o difference B =a!inar boundar/ la/er C Turbulent boundar/ la/er The boundar/ la/er in the transition between turbulent and la!inar "ef: A#": atpl\$ cpl% Ans: C 2&62'. 4hen considering the properties of a la!inar and turbulent boundar/ la/er\$ which of the following state!ents is correct) A friction drag is the sa!e B friction drag higher in la!inar C friction drag higher in turbulent separation point is!ost forward with a turbulent la/er "ef: A#": atpl\$ cpl% Ans: C

2,'62. 4hen co!paring the properties of la!inar and turbulent boundar/ la/ers\$ which of the following state!ents is correct) A the separation point is further aft in the la!inar la/er B friction drag is the sa!e in both la/ers C friction drag is lower in the turbulent la/er friction drag is lower in the la!inar la/er "ef: A#": atpl\$ cpl% Ans:

## 081-01-1 S,ecial ci\$c&#stances

2621. #n which phase of the take<off is the aerod/na!ic effect of ice located on the wing leading edge !ost critical) A The last part of the rotation B The take<off run C uring cli!b with all engines operating All phases of the take<off are e9uall/ critical "ef: A#": atpl\$ cpl% Ans: A ,26,. 4hich is the !ost critical phase regarding ice on a wing leading edge) A uring the take off run B The last part of rotation C Cli!b with all engines operating All phases are e9uall/ i!portant "ef: A#": atpl\$ cpl% Ans: B 222++. 4hile fl/ing under icing conditions\$ the largest ice build<up will occur\$ principall/\$ on: A the upper and lower surfaces on the rear of the wing B the frontal areas of the aircraft C the upper and lower rudder surfaces the pitot and static probes onl/ "ef: A#": atpl\$ cpl% Ans: B

2&221. #f the static pressure prot iced o.er while descending fro! altitude\$ the A(# would read: A 3ero B high C low correctl/ "ef: A#": atpl\$ cpl% Ans: B 2&&+2. 4hich is the effect of ice\$ snow or frost for!ation on an aeroplane) A decreased angle of attack for the stall B decreased stall speed C increased tendenc/ to be stable in roll increased angle of attack for stall "ef: A#": atpl\$ cpl% Ans: A

081-0

## !RANSONIC AERODYNAMICS 081-0 -01 !"e Mac" n&#%e\$ definition

&666. "educing the thickness-chord ratio on a wing will: A reduce the transonic .ariations in drag coefficient B reduce the transonic .ariations in lift coefficient C dela/ the onset of shockwa.e for!ation all of the abo.e "ef: A#": atpl% Ans: &66+. The *ach cone se!i<angle: A decreases with increasing speed B increases with increasing speed C decreases up to a certain speed\$ then increases re!ains constant at all speeds abo.e *C"#T "ef: A#": atpl% Ans: A &66,. 4hich of the following flight pheno!ena can happen at *ach :u!bers below the critical *ach nu!ber) A utch roll B Tuck under C *ach buffet (hock stall "ef: A#": atpl% Ans: A &666. The for!ula for the *ach :u!ber is: 7a > speed of sound8 is) A * > TA(Na B * > a-TA( C * > TA(-a * > #A(-a "ef: A#": atpl% Ans: C

&66+. The speed of sound is affected b/ the: A pressure of the air B densit/ of the air C te!perature of the air hu!idit/ of the air "ef: A#": atpl% Ans: C &6++. #f the altitude is increased and the TA( re!ains constant in the standard troposphere the *ach :u!ber will: A not change B decrease C increase increase or decrease\$ depends on the t/pe of aeroplane "ef: A#": atpl% Ans: C &61'. An aeroplane is descending at a constant *ach nu!ber fro! C= &5'. 4hat is the effect on true airspeed) A #t re!ains constant B #t decreases as pressure increases C #t decreases as altitude decreases #t increases as te!perature increases "ef: A#": atpl% Ans: &61+. The two areas of speed instabilit/ in transonic aircraft are: A abo.e B B below B C abo.e B below B !in\$ abo.e * '., !in\$ * '.+1 to '.1+ !in\$ * '.65 to '.+2 !in\$ abo.e * 2.'

## "ef: A#": atpl% Ans: B

&+'1. As an aircraft accelerates through the transonic speed range: A The coefficient of drag increases then decreases B The coefficient of drag increases C The coefficient of drag decreases then increases The coefficient of drag decreases "ef: A#": atpl% Ans: A &+2'. The *ach nu!ber: A increases at a gi.en TA( when the te!perature rises B is the ratio between the TA( of the aeroplane and the speed of sound at sea le.el C is the ratio between the #A( of the aeroplane and the local speed of sound is the ratio between the TA( of the aeroplane and the local speed of sound "ef: A#": atpl% Ans: &+22. Co!pared to a noar!al transonic airfoil section a supercritical section has: A a !ore ca!bered top surface B a flatter to surface C a flatter botto! surface a .er/ sharp leading edge "ef: A#": atpl% Ans: B &+2&. (hock stall is: A separation of the flow behind the bow wa.e B separation of the boundar/ la/er behind the shock wa.e C separation of the flow at high angles of attack and at high *ach :u!bers separation of the flow at the trailing edge of the wing at high *ach :u!bers "ef: A#": atpl% Ans: B

&+2,. #n the transonic range the aeroplane characteristics are strongl/ deter!ined b/: A the CA( B the TA( C the #A( the *ach :u!ber "ef: A#": atpl% Ans: &+26. (hould a transport aeroplane fl/ at a higher *ach nu!ber than the buffet<onset *ach nu!ber) A Wes\$ but onl/ during approach B Wes\$ this causes no proble!s C :o\$ this is not acceptable Wes\$ if /ou want to fl/ fast at .er/ high altitudes "ef: A#": atpl% Ans: C &+26. A shock stall occurs when la!inar flow breaks down: A behind the shock wa.e B behind the trailing edge C behind the leading edge at a high angle of attack and high *ach nu!ber "ef: A#": atpl% Ans: A &+2+. Cli!bing at a constant *ach :u!ber up to C= &5' the TA( will: A decrease B first increase\$ then decrease C increase re!ain constant "ef: A#": atpl% Ans: A

&+22. #n the transonic range C=!ax will PPP and the 2g stalling speed will PPP A decrease\$ increase B decrease\$ decrease C increase\$ decrease increase\$ increase "ef: A#": atpl% Ans: A &+2,. The *ach tri! s/ste! will: A pu!p the fuel fro! tank to tank\$ depending on the *ach :u!ber B keep the *ach :u!ber auto!aticall/ constant C adHust the stabili3er\$ depending on the *ach :u!ber adHust the ele.ator tri! tab\$ depending on the *ach :u!ber "ef: A#": atpl% Ans: C &+26. The flight *ach nu!ber is '.+ and the TA( is ,'' kts. The speed of sound is: A ,+' kts B &2' kts C 5'' kts 6'' kts "ef: A#": atpl% Ans: C &+21. Gn a t/pical s/!!etrical airfoil\$ as the free strea! *ach nu!ber approaches * 2.'\$ the centre of pressure will: A !o.e fro! 25; chord to the leading edge B !o.e forward to about 25; chord C !o.e aft to about ,5; chord !o.e aft to the trailing edge "ef: A#": atpl% Ans: C

&+&6. Gn a t/pical transonic airfoil the transonic rearward shift of the C0 occurs at about: A * '.65 to * '.1+ B * '.+2 to * 2., C * '.65 to * '.+1 * '.+1 to * '.1+ "ef: A#": atpl% Ans: A &+&1. To be able to predict co!pressibilit/ effects /ou ha.e to deter!ine the: A #A( B 5A( C TA( *ach :u!ber "ef: A#": atpl% Ans: &+,6. A Het aeroplane is cruising at high altitude with a *ach<nu!ber\$ that pro.ides a buffet !argin of '.&g incre!ental. #n order to increase the buffet !argin to '.,g incre!ental the pilot !ust: A fl/ at a lower altitude and the sa!e *ach<nu!ber B extend the flaps to the first selection C fl/ at a higher *ach<nu!ber fl/ at a larger angle of attack "ef: A#": atpl% Ans: A &+62. 4hich state!ent with respect to the speed of sound is correct) A Baries with the s9uare root of the absolute te!perature B #ncreases alwa/s if the densit/ of the air decreases C #s independent of altitude oubles if the te!perature increases fro! 1o to &6o Centigrade "ef: A#": atpl% Ans: A

22'&,. Assu!ing #(A conditions\$ cli!bing at a constant *ach :u!ber up the tropopause the TA( will: A first increase\$ then decrease B decrease C increase re!ain constant "ef: A#": atpl% Ans: B 22',&. uring a cli!b at a constant #A(\$ the *ach nu!ber will: A re!ain constant B decrease initiall/ and increase subse9uentl/ C increase increase initiall/ and re!ain constant subse9uentl/ "ef: A#": atpl% Ans: C 2222,. The *ach nu!ber is the ratio between the: A TA( of the aeroplane and the speed of sound at sea le.el B TA( of the aeroplane and speed of sound of the undisturbed flow C #A( of the aeroplane and the speed of sound of the undisturbed flow #A( of the aeroplane and the speed of sound at sea le.el "ef: A#": atpl% Ans: B 222&6. Transonic speed is: A a speed at which locall/ around the aeroplane both supersonic and subsonic speeds exist B a speed at which locall/ an obli9ue shock wa.e has de.eloped in the flow along the aeroplane C a speed at which co!pressibilit/ effects are first noticeable the speed range between *crit and **G "ef: A#": atpl% Ans: A

2&26,. An aircraft fl/ing at '.5* would be fl/ing at: A half the speed of sound at ground le.el onl/ B half the speed of sound at the tropopause onl/ C half the speed of sound under all conditions in the at!osphere half the speed of sound at sea le.el onl/ "ef: A#": atpl% Ans: C 2&5'&. The *ach nu!ber corresponding to a gi.en TA( will: A be greater if te!perature increases B be less if te!perature increases C be the sa!e at all te!peratures te!perature does not affect the !ach nu!ber because it is a ratio "ef: A#": atpl% Ans: B 2&5',. Cor a constant flight le.el and #A(\$ if the GAT increases\$ the *ach nu!ber will: A increase B decrease C re!ain constant "ef: A#": atpl% Ans: C 2&552. The !ach nu!ber will re!ain constant if the GAT increases whilst an aircraft is fl/ing at a constant flight le.el and CA( because: A when fl/ing at a constant flight le.el the aircraft will change height as the actual pressure of the at!osphere changes\$ thus !aintaining the sa!e TA( and speed of sound B the speed of sound and the TA( both increase with the s9uare root of the absolute te!perature of the air C the aircraft is fl/ing abo.e the tropopause\$ where the air te!perature re!ains constant\$ and the TA( will re!ain the sa!e if the CA( re!ains constant the !ach !eter has beco!e unser.iceable\$ if the air te!perature increases the speed of sound will increase "ef: A#": atpl% Ans: B

2&55&. B!o can be exceeded in a descent at a constant !ach nu!ber because: A B!o is an #A( and descending at a constant !ach will re9uire a decrease in TA( which will reduce d/na!ic pressure B as altitude is reduced the speed of sound will increase which increases #As C as altitude decreases the A(# will start to under<read due to the increasing air densit/ B!o is an #A( and descending at a constant !ach will re9uire an increase in TA( which will increase d/na!ic pressure "ef: A#": atpl% Ans: 2&6',. An aircraft is descending at a constant !ach nu!ber\$ which of the following operational speed li!itations !a/ be exceeded) A B!o B Bne C *!o Bd "ef: A#": atpl% Ans: A 2&621. The speed of sound is affected b/ the: A densit/ B hu!idit/ C pressure te!perature "ef: A#": atpl% Ans: 2&6+'. 4hat happens to !ach nu!ber if #A( is increased when fl/ing at C=&1') A re!ain constant B increase C decrease depends on the GAT "ef: A#": atpl% Ans: B

2&6',. The local speed of sound: A is independent of altitude B will double if te!perature .aries fro! 1o to &6o C is dependent on the s9uare root of the absolute te!perature decreases with increasing densit/ "ef: A#": atpl% Ans: C 2,,51. #n a stead/ cli!b: A At a stead/ #A(\$ *ach nu!ber re!ains constant because *ach nu!ber is onl/ proportional to TA( and in.ersel/ proportional to the local speed of sound B At stead/ #A(\$ *ach nu!ber will increase C At a stead/ #A(\$ *ach nu!ber will re!ain constant because the local speed of sound is proportional to the s9uare root of the absolute te!perature At a stead/ #A(\$ *ach nu!ber will decrease because the absolute te!perature will decrease "ef: A#": atpl% Ans: B

## 081-0 -0 No\$#al s"oc2wa3es

&51'. (hockwa.es at *C( abo.e * 5T will be: A (ufficient to slow the local airflow to subsonic .alues B :or!al C Gbli9ue etached "ef: A#": atpl% Ans: C &51&. At what speed does the front of a shock wa.e !o.e across the earthMs surface) A The speed of sound at ground le.el B The ground speed of the aeroplane C The speed of sound at flight le.el The true air speed of the aeroplane "ef: A#": atpl%

Ans: B &516. 4hen air has passed an expansion wa.e\$ the static pressure is: A decreased or increased\$ depending on *ach :u!ber B decreased C increased unchanged "ef: A#": atpl% Ans: B &661. 4hen air has passed through a shock wa.e the speed of sound is) A decreased B not affected C increased decreased and be/ond a certain *ach nu!ber start increasing again "ef: A#": atpl% Ans: C &66&. Co!pared with an obli9ue shock wa.e at the sa!e *ach nu!ber a nor!al shock wa.e has a: A s!aller co!pression B higher expan sion C higher co!pression s!aller expansion "ef: A#": atpl% Ans: C &661. At higher altitudes\$ the stall speed 7#A(8: A decreases until the tropopause B decreases C re!ains the sa!e increases "ef: A#": atpl% Ans:

&6+2. The buffet !argin: A increases during a descent with a constant #A( B is alwa/s greatest after a stepcli!b has been executed C decreases during a descent with a constant *ach nu!ber is alwa/s positi.e at *ach nu!bers below **G "ef: A#": atpl% Ans: A &6+&. Bortex generators on the upper side of the wing surface will: A decrease the intensit/ of shock wa.e induced air separation B increase the critical *ach :u!ber C decrease the span wise flow at high *ach :u!bers increase the !agnitude of the shock wa.e "ef: A#": atpl% Ans: A &6+6. Tuck under is caused b/ 7i8 which !o.e!ent of the centre of pressure of the wing and 7ii8 which change of the downwash angle at the location of the stabili3er A 7i8 forward 7ii8 increasing B 7i8 forward 7ii8 decreasing C 7i8 aft 7ii8 increasing 7i8 aft 7ii8 decreasing "ef: A#": atpl% Ans: &6+1. The least energ/ loss through a nor!al shockwa.e occurs when the local *ach nu!ber is: A well abo.e 2.' * B Hust abo.e 2.' * C Hust below 2.' * exactl/ 2.' * "ef: A#": atpl% Ans: B

&615. 4hen the air has passed through a nor!al shock wa.e the *ach nu!ber is) A Figher than before B =oer than before but still greater than 2 C 59ual to 2 =ess than 2 "ef: A#": atpl% Ans: &616. #n the transonic range lift will decrease at the shock stall due to the: A first appearance of a shock wa.e at the upper side of the wing B attach!ent of the shock wa.e on the trailing edge of the wing C separation of the boundar/ la/er at the shock wa.es appearance of the bow wa.e "ef: A#": atpl% Ans: C &616. (hock induced separation results in: A constant lift B decreasing lift C increasing lift decreasing drag "ef: A#": atpl% Ans: B &+'2. The high speed buffet is induced b/: A a shift of the centre of gra.it/ B boundar/ la/er control C expansion wa.es on the wing upper side boundar/ la/er separation due to shock wa.es "ef: A#": atpl% Ans:

&+'2. Cor !ini!u! wa.e drag\$ an aircraft should be operated at which of the following speeds) A *ach 2.' B Figh supersonic C =ow supersonic (ubsonic "ef: A#": atpl% Ans: &+',. 4hat data !a/ be obtained fro! the Buffet Gnset Boundar/ chart) A The .alues of **G at different weights and altitudes B The .alues of the *ach :u!ber at which low speed and *ach Buffet occur at different weights and altitudes C The .alues of *crit at different weights and altitudes The .alues of the *ach :u!ber at which low speed and shock<stall occur at different weights and altitudes "ef: A#": atpl% Ans: B &+'6. #f an aeroplane is fl/ing at transonic speed with increasing *ach nu!ber the shock wa.e on the upper side of the wing: A !o.es into leading edge direction B !o.es into trailing edge direction C sta/s all the ti!e at the sa!e position disappears "ef: A#": atpl% Ans: B &+'6. 4hich state!ent is correct about a nor!al shock wa.e) A The airflow expands when passing the aerofoil B The airflow changes direction C The airflow changes fro! subsonic to supersonic The airflow changes fro! supersonic to subsonic "ef: A#": atpl% Ans:

&+25. The loss of total pressure in a shock wa.e is due to the fact that: A the friction in the boundar/ la/er is higher B the speed reduction is too high C the static pressure decrease is co!parati.el/ high kinetic energ/ in the flow is changed into heat energ/ "ef: A#": atpl% Ans: &+21. Tuck under will happen: A onl/ abo.e the critical *ach nu!ber B onl/ at the critical *ach nu!ber C onl/ below the critical *ach nu!ber abo.e or below the critical *ach nu!ber depending on the angle of attack "ef: A#": atpl% Ans: A &+26. 4hen the *ach nu!ber is slowl/ increased in straight and le.el flight the first shockwa.es will occur: A on the underside of the wing B at the wing root seg!ent\$ upperside C so!ewhere on the fin so!ewhere on the hori3ontal tail "ef: A#": atpl% Ans: B &+&'. Bortex generators !ounted on the upper wing surface will: A decrease the shock wa.e induced separation B decrease the interference drag of the trailing edge flaps C decrease the stalling speed b/ increase of the tangential .elocit/ of the swept wing increase the effecti.eness of the spoiler due to increase in parasite drag "ef: A#": atpl% Ans: A

&+,&. Co!pared with an obli9ue shock wa.e at the sa!e *ach nu!ber a nor!al shock wa.e has a: A higher total te!perature B higher total pressure C higher loss in total pressure lower static te!perature "ef: A#": atpl% Ans: C &+5'. 4hich kind of flow separation occurs at the s!allest angle of attack) A shock stall B high<speed stall C low<speed stall deep stall "ef: A#": atpl% Ans: A &+52. @ust abo.e the critical *ach nu!ber the first e.idence of a shock wa.e will appear at the A upper side of the wing B lower side of the wing C leading edge of the wing trailing edge of the wing "ef: A#": atpl% Ans: A &+5,. A nor!al shock wa.e: A is a discontinuit/ plane in an airflow\$ in which the pressure drops suddenl/ B is a discontinuit/ plane in an airflow\$ in which the te!perature drops suddenl/ C can occur at different points on the aeroplane in transonic flight is a discontinuit/ plane in an airflow\$ which is alwa/s nor!al to the surface "ef: A#": atpl% Ans: C

&+55. The application of the area rule on aeroplane design will decrease the: A wa.e drag B skin friction drag C induced drag for! drag "ef: A#": atpl% Ans: A &+56. Air passes a nor!al shock wa.e. 4hich of the following state!ents is correct) A The te!perature increases B The pressure decreases C The te!perature decreases The .elocit/ increases "ef: A#": atpl% Ans: A &+51. 7"efer to figure '+2<218 #n 2E le.el flight at C=&,' and at an aircraft weight of 22'.''' kg and a CE at &5; *AC /our low speed and high speed buffet boundaries will be: A * '.5,% * '.+2 B * '.6'% * '.6+ C * '.,1% **G * '.5,% * '.+, "ef: A#": atpl% Ans: &+6'. 7"efer to figure '+2<'58 At an aircraft weight of 6'.''' lbs /our aerod/na!ic ceiling in 2E le.el flight will be: A C=&2' B C=&1' C C=,2' C=,,' "ef: A#": atpl% Ans: C

&+6,. 4hen the air is passing through a shock wa.e the static te!perature will: A increase B decrease C sta/ constant decrease and be/ond a certain *ach nu!ber start increasing again "ef: A#": atpl% Ans: A &+65. 4hen the air is passing through a shock wa.e the densit/ will: A decrease and be/ond a certin *ach nu!ber start increasing again B decrease C sta/ constant increase "ef: A#": atpl% Ans: &+66. At what speed does a shock w.e !o.e forward o.er the ground) A (peed of sound at ground le.el B Clight le.el airspeed C Aircraft ground speed Aircraft TA( "ef: A#": atpl% Ans: C 2562+. 4hich of the following flight pheno!ena can onl/ happen at *ach :u!bers abo.e the critical *ach :u!ber) A 5le.ator stall B *ach buffet C utch roll (peed instabilit/ "ef: A#": atpl% Ans: B

256&2. #n transonic flight the ailerons will be less effecti.e than in subsonic flight because: A behind the shock wa.e pressure is lower B aileron down deflection !o.es the shock wa.e forward C aileron deflection onl/ affects the air in front of the shock wa.e aileron deflection onl/ partl/ affects the pressure distribution around the wing "ef: A#": atpl% Ans: 256&2. 4hen an aeroplane is fl/ing through the transonic range with increasing *ach :u!ber the centre of the pressure of the wing will !o.e aft. This re9uires: A !uch !ore thrust fro! the engine B a higher #A( to co!pensate the nose down effect C a pitch up input of the stabili3er a stabilit/ aug!entation s/ste! "ef: A#": atpl% Ans: C 22'2'. A Het aeroplane cruises buffet free at constant high altitude. 4hich t/pe of stall is !ost likel/ to occur if this aeroplane decelerates during an inad.ertent increase in load factor) A =ow speed stall B Accelerated stall C (hock stall eep stall "ef: A#": atpl% Ans: B 22'2&. A nor!al shock wa.e is a discontinuit/ plane: A across which the pressure drops suddenl/ B across which the te!perature drops suddenl/ C that is alwa/s nor!al to the local flow that is alwa/s nor!al to the surface "ef: A#": atpl% Ans: C

22',2. Critical *ach nu!ber is the free strea! *ach nu!ber at which: A there is supersonic flow o.er all parts of the aeroplane B there is subsonic flow o.er all parts of the aeroplane C local supersonic flow first exists on an/ part of the aeroplane the aeroplane has 3ero buffet !argin "ef: A#": atpl% Ans: C 22'55. Cro! the buffet onset graph of a gi.en Het transport aeroplane it is deter!ined that at C= &2' at a gi.en !ass buffet free flight is possible between * > '.6, and * > '.++. #n what wa/ would these nu!bers change if the aeroplane is suddenl/ pulled up) A Both *ach nu!bers decrease B The lower *ach nu!ber decreases and the higher *ach nu!ber increases C The lower *ach nu!ber increases and the higher *ach nu!ber decreases Both *ach nu!bers increase "ef: A#": atpl% Ans: C 22'1,. *ach buffet occurs: A directl/ after exceeding *crit B when the *ach nu!ber has increased to *crit C at the *ach nu!ber at which shock wa.e indiced boundar/ la/er separation occurs when the stall angle of attack is exceeded "ef: A#": atpl% Ans: C 222'2. (o!e aeroplanes ha.e a QwaistM or Qcoke bottleM contoured fuselage. This is done to: A increase the strength of the wing root Hunction B appl/ area rule C fit the engine intakes better to the fuselage i!pro.e the low speed characteristics "ef: A#": atpl% Ans: B

2222,. The critical *ach nu!ber of an aerofoil is the free strea! *ach nu!ber at which: A a shock wa.e appears on the upper surface B the !axi!u! operating te!perature is reached C sonic speed 7*>28 is first reached on the upper surface a Tsupersonic bellU appears on the upper surface "ef: A#": atpl% Ans: C 222&,. To increase the critical *ach nu!ber a con.entional aerofoil should: A ha.e a low thicknedss to chord ratio B ha.e a large ca!ber C be used with a high angle of attack ha.e a large leading edge radius "ef: A#": atpl% Ans: A 2226'. 4hen the *ach nu!ber is slowl/ increased in straight and le.el flight the first shock wa.es will occur: A on the lower surface of the wing B on the upper surface at the wing root C so!ewhere on the fin so!ewhere on the hori3ontal tail "ef: A#": atpl% Ans: B 22266. 4hich state!ent is correct regarding a shock wa.e on a lift generating wing) A #t is located at the greatest wing thickness when the aeroplane reaches the speed of sound B #t reaches its highest strength when fl/ing at the critical *ach nu!ber C #t !o.es forward when the *ach nu!ber is increased #t !o.es slightl/ aft when an aileron is deflected downward "ef: A#": atpl% Ans:

222+1. 4hilst fl/ing at a constant #A( and at n > 2\$ as the aeroplane !ass decreases the .alue of *crit: A decreases B re!ains constant C is independent of the angle of attack increases "ef: A#": atpl% Ans: 2&,+&. 4hat is the free strea! *ach nu!ber which produces first e.idence of local sonic flow) A the transonic !ach nu!ber B the critical !ach nu!ber C * 2.' *!o "ef: A#": atpl% Ans: B 2&5'5. At *crit\$ a shockwa.e will appear first: A at the leading edge B near to the point of !axi!u! wing thickness C at the trailing edge on the underside of the wing "ef: A#": atpl% Ans: B 2&5'6. The critical *ach nu!ber is: A the !ach nu!ber when the aircraft reaches the speed of sight B the !ach nu!ber when a shock wa.e for!s at the leading edge C the aircraftMs !ach nu!ber when the airflow reaches the speed of sound at so!e point on the aircraft the !axi!u! speed at which the aircraft is per!itted to fl/ during nor!al operations "ef: A#": atpl% Ans: C

2&5'6. At speeds Hust abo.e the critical !ach nu!ber\$ the drag coefficient: A will start to increase B will start to decrease C will re!ain constant is in.ersel/ proportional to the *ach nu!ber "ef: A#": atpl% Ans: A 2&52'. At speeds Hust abo.e the critical !ach nu!ber the =- ratio will: A increase B decrease C re!ain the sa!e "ef: A#": atpl% Ans: B 2&526. The effect of a shock wa.e on control surface hinge !o!ent will be: A none on powered fl/ing controls\$ re.ersal on !anual controls B none\$ the shock wa.e for!s forward of the fl/ing control surfaces C stalling of the control surfaces rapid fluctuation of hinge !o!ents\$ causing a high fre9uenc/ Qbu33M "ef: A#": atpl% Ans: 2&521. 4ith increasing !ach nu!ber the C0 !o.es: A re!ains stationar/ B forwards C rearwards rearwards initiall/\$ then !o.es forward to a position in front of the leading edge "ef: A#": atpl% Ans: C

2&51&. The local airflow after passing through a nor!al shockwa.e is: A !ore than !ach 2 B less than !ach 2 C exactl/ !ach 2 initiall/ !ore than !ach 2 then decreasing to !ach 2 "ef: A#": atpl% Ans: B 2&515. 4hat causes a large increase in drag at high transonic speed) A an increase in parasite drag due to shockwa.e for!ation B an increase in induced drag due to shockwa.e for!ation C the reduction is thrust due to shockwa.e for!ation wa.e drag "ef: A#": atpl% Ans: 2&51+. #n the transonic range\$ lift will decrease when shock stall occurs\$ because: A of the separation of the boundar/ la/er at the shock wa.e B of the attach!ent of the shock wa.e on the trailing edge of the wing C of the appearance of the bow wa.e *crit is reached "ef: A#": atpl% Ans: A 2&6'6. A nor!al shockwa.e causes the airflow to: A expand as it passes the aerofoil B change direction C change fro! subsonic to supersonic change fro! supersonic to subsonic "ef: A#": atpl% Ans:

2&622. 4hat is the effect of weight on *crit at a constant #A() A increase B decrease C increase with decreasing angle of attack decrease with increasing angle of attack "ef: A#": atpl% Ans: 2&62&. A nor!al shock wa.e is: A a discontinuit/ plane which is alwa/s nor!al to the surface B de.elops an/ti!e an aircraft is in the transonic range C a discontinuit/ plane where pressure changes none of the abo.e "ef: A#": atpl% Ans: B 2&626. Fow does an aircraft with swept wings beha.e due to shock stall) A nose down B nose up C nose re!ains in neutral position it depends on the GAT "ef: A#": atpl% Ans: A 2&62+. #ncreasing speed abo.e *crit on a swept wing could cause: A buffeting and nose pitch up B increased lift re9uiring high speed tuck C structural failure of the wing due to shock wa.e for!ation buffeting and nose down pitch "ef: A#": atpl% Ans:

2&62+. 4hich of the following is the correct definition of the free strea! *crit) A when the local .elocit/ reaches !ach 2 B when shock stall first occurs C when the shock wa.e on the top surface and the botto! surface both reach the trailing edge e9ual to the local speed of sound "ef: A#": atpl% Ans: A 2&6&+. 4hat wing design features will help increase *crit) A sweep bak-thin aerofoil B positi.e ca!ber-sweepback C dihedral-thin aerofoil negati.e ca!ber-sweepback "ef: A#": atpl% Ans: A 2&6,'. #n the transonic speed range\$ what affects the flight handing characteristics) A #A( B CA( C TA( *ach nu!ber "ef: A#": atpl% Ans: 2&6,2. 4hat pheno!enon can exist at low *ach nu!ber) A !ach tuck B shock wa.es C dutch roll tuck under "ef: A#": atpl% Ans: C

2&6,6. 4hich of the following co!binations would result in the lowest .alue of *crit) A s!all ca!ber-thin aerofoil B large ca!ber-thick aerofoil C s!all ca!ber-thick aerofoil large ca!ber-thin aerofoil "ef: A#": atpl% Ans: B 2&6,1. Fow does the densit/ and te!perature of the airflow .ar/ as it passes through a shock wa.e) A increases-decreases B decreases-decreases C increases-increases decreases-increases "ef: A#": atpl% Ans: C 2&655. 4hat is deter!ined b/ the buffet onset chart) A .alues of low speed and !ach buffet at different weights and altitudes B .alues of *crit at different weights and altitudes C .alues of stall and shock stall .alues of stall "ef: A#": atpl% Ans: A 2&651. *ach tuck is: A nose up at transonic speeds B nose down at transonic speeds C nose u pitching caused b/ C0 !o.e!ent caused b/ the tendenc/ of a swept wing to initiall/ stall at the tip "ef: A#": atpl% Ans: B

2&66,. Tuck under occurs at: A all !ach nu!bers B abo.e and below *crit C !ach nu!bers abo.e *crit !ach nu!bers below *crit "ef: A#": atpl% Ans: C 2&665. 4hat happens to *crit if weight decreases) A increases B decreases C re!ains constant "ef: A#": atpl% Ans: A 2&666. 4hich of the following will gi.e an increase in *crit) A low thickness-chord ratio B large leading edge radius C ca!bered surface "ef: A#": atpl% Ans: A 2&66+. eflecting a control surface down will cause *crit to: A increase B decrease C re!ain the sa!e "ef: A#": atpl% Ans: B

2&661. 4hat is nor!al shock wa.e perpendicular to) A angle of attack B angle of incidence C aircraft longitudinal axis the relati.e airflow "ef: A#": atpl% Ans: 2&6++. 4h/ does total pressure decrease across a shock wa.e) A boundar/ la/er control B separation of boundar/ la/er C because so!e of the kinetic energ/ is used in heating the air pressure drop after shock wa.e "ef: A#": atpl% Ans: C 2&616. Critical !ach nu!ber is the highest speed at which: A highest speed at which the aeroplane is certificated for operation 7**G8 B speed at which there is subsonic airflow o.er all parts of the aircraft 7*ach nu!ber J 28 C speed at which there is supersonic airflow o.er all parts of the aeroplane highest speed without supersonic flow o.er an/ part of the aeroplane "ef: A#": atpl% Ans: 2&622. 4hat are the reasons for an aircraft to ha.e a waisted or Qcoke bottleM shaped fuselage) A allow engine intakes !ore roo! B increased strength for wing attach!ent C transonic area rule increase low speed stabilit/ "ef: A#": atpl% Ans: C

2&625. The !ach buffet !argin: A increases as altitude decreases at constant #A( B decreases as altitude decreases at constant !ach nu!ber C re!ains constant at *!o is better using a step cli!b techni9ue "ef: A#": atpl% Ans: A 2&622. #n transonic flight the increase in drag is due to the: A increase in skin friction B increase in angle of attack C shock wa.e increase in parasite drag "ef: A#": atpl% Ans: C 2&62&. An aircraft accelerates in the transonic region\$ the C0 !o.es aft. This co!pensated for b/: A a stabilit/ aug!entation de.ice B a nose up pitch fro! the stabiliser C !o.ing the CE forward b/ transferring fuel increasing the angle of incidence of the hori3ontal stabiliser "ef: A#": atpl% Ans: B 2&626. As !ach nu!ber increases at transonic speed\$ tuck under is caused b/ the C0 !o.ing PPP and downwash at the tail PPP. A aft-increasing B aft-decreasing C forward-increasing forward-decreasing "ef: A#": atpl% Ans: B

2,,62. 7"efer to figure '+2<218 4hat are the low and high buffet onset speeds gi.en the following conditions: C= &5' *ass: 22' ''' Dg Bank angle: 5'o A *'.61 and K *'.+, B *'.62 and K *'.+, C *'.6& and *'.+& *'.62 and *'.+& "ef: A#": atpl% Ans: C 2556+. 7"efer to figure '+2<218 #n 2E le.el flight at C= &,' and at an aircraft weight of 22'.''' kg\$ CE at &5; *AC and at ,5o bank /our low speed and high speed buffet boundaries will be: A *'.5,% *'.6, B *'.,1% **G C *'.6'% *'.6+ *'.5,% *'.+2 "ef: A#": atpl% Ans: A

## 081-0 -0' Means to a3oid t"e effects of e/ceedin) Mc\$it

&662. 4hen co!paring a rectangular wing and a swept back wing of the sa!e wing area and wing loading\$ the swept back wing has the ad.antage of: A =ower stalling speed B Ereater strength C #ncreased longitudinal stabilit/ Figher critical *ach nu!ber "ef: A#": atpl% Ans:

&6+'. The regi!e of flight fro! the critical *ach nu!ber upto * > 2.& is called: A h/personic range B supersonic range C transonic range subsonic range "ef: A#": atpl% Ans: C &6+5. The critical *ach :u!ber of an aeroplane is the free strea! *ach :u!ber\$ which produces the first e.idence of: A buffet B local sonic flow C shock wa.e supersonic flow "ef: A#": atpl% Ans: B &6+6. The critical *ach nu!ber can be increased b/: A an increase in wing aspect ratio B positi.e dihedral of the wings C a T<tail sweepback of the wings "ef: A#": atpl% Ans: &612. *crit is the free strea! *ach nu!ber at which: A the botto! shock wa.e reaches the wing trailing edge B the first local *ach nu!ber at an/ point on the aircraft e9uals * 2.' C the bow shock wa.e attaches to the wing leading edge the centre of pressure is at its !ost rearward point "ef: A#": atpl% Ans: B

&+'+. Two !ethods to increase the critical *ach :u!ber are: A thin aerofoils and sweep back of the wing B thin aerofoils and dihedral of the wing C positi.e ca!bering of the aerofoil and sweep back of the wing thick aerofoils and dihedral of the wing "ef: A#": atpl% Ans: A &+22. The conse9uences of exceeding *crit in a swept<wing aeroplane !a/ be: 7assu!e no correcti.e de.ices\$ straight and le.el flight8 A buffeting of the aeroplane and a tendenc/ to pitch up B an increase in speed and a tendenc/ to pitch up C engine unbalance and buffeting buffeting of the aeroplane and a tendenc/ to pitch down "ef: A#": atpl% Ans: &+2'. Co!pared to straight wings of the sa!e airfoil section swept wings PPP the onset of the transonic drag rise and ha.e a PPP C in supersonic flight: A dela/\$ lower B hasten\$ lower C hasten\$ higher dela/\$ higher "ef: A#": atpl% Ans: &+2&. 4hat is the effect of a decreasing aeroplane weight on *crit at n>2\$ when fl/ing at constant #A() The .alue of *crit: A increases B re!ains constant C is independent of the angle of attack decreases "ef: A#": atpl% Ans: A

&+25. The critical *ach :u!ber of an aeroplane can be increased b/: A dihedral of the wings B .ortex generators C control deflection sweep back of the wings "ef: A#": atpl% Ans: &+2+. 4hat is the influence of decreasing aeroplane weight on *crit at constant #A() A *crit increases as a result of fl/ing at a s!aller angle of attack B *crit increases as a result of co!pressibilit/ effects C *crit decreases *crit decreases as a result of fl/ing at a greater angle of attack "ef: A#": atpl% Ans: A &+&6. Co!pared to a straight wing of the sa!e airfoil section a wing swept at &' should theoreticall/ ha.e an *crit PPP ti!es *crit for the straight wing\$ but will\$ in practice gain PPP that increase: A cosine &'% twice B 2.25,% half C sine &'% half 2\$,2,% twice "ef: A#": atpl% Ans: B &+&+. Bortex generators on the upper side of the wing: A increase critical *ach :u!ber B increase wa.e drag C decrease wa.e drag decrease critical *ach nu!ber "ef: A#": atpl% Ans: C

&+,'. 4hich of the following 728 aerofoils and 728 angles of attack will produce the lowest *crit .alues) A 728 thick and 728 s!all B 728 thick and 728 large C 728 thin and 728 large 728 thin and 728 s!all "ef: A#": atpl% Ans: B &+,2. The critical *ach nu!ber for an aerofoil e9uals the free strea! airfoil *ach nu!ber at which: A the !axi!u! operating te!perature is reached B sonic speed 7*>28 is reached at a certain point on the upper side of the aerofoil C a shock wa.e appears on the upper surface a supersonic bell appears on the upper surface "ef: A#": atpl% Ans: B &+,,. Critical *ach<nu!ber is the: A highest speed at which the aeroplane is certificated for operation 7**G8 B speed at which there is subsonic airflow o.er all parts of the aircraft 7*ach nu!ber J 28 C speed at which there is supersonic airflow o.er all parts of the aeroplane highest speed without supersonic flow o.er an/ part of the aeroplane "ef: A#": atpl% Ans: &+,6. *crit is the free strea! *ach :u!ber at which: A shockstall occurs B *ach buffet occurs C so!ewhere about the airfra!e *ach 2 is reached locall/ the critical angle of attack is reached "ef: A#": atpl% Ans: C

22'&'. An aeroplane should be e9uipped with a *ach tri!!er\$ if: A stick force stabilit/ is independent of the airspeed and altitude B at transonic *ach nu!bers the aeroplane de!onstrates uncon.entional ele.ator stick force characteristics C stick force per g strongl/ decreases at low *ach nu!bers at high airspeed and low altitude the aeroplane de!onstrates uncon.entional ele.ator stick force characteristics "ef: A#": atpl% Ans: B 2&2+&. The purpose of sweep back on the wings of a high speed aircraft is: A to reduce drag at all speeds B to reduce drag at low speeds onl/ C to increase the lift at high speeds to dela/ to a higher speed the drag rise resulting fro! wa.e drag 7increase *crit8 "ef: A#": atpl% Ans: 2&&65. Bortex generators on an aircraftMs wings: A re<energise the boundar/ la/er b/ !aking it !ore turbulent B re<energise the boundar/ la/er b/ !aking it !ore la!inar C dela/ the transition fro! la!inar to turbulent flow dela/ the separation b/ decreasing the kinetic energ/ of the boundar/ la/er "ef: A#": atpl% Ans: A 2&,2&. At high airspeeds\$ .ortex generators: A !ix the boundar/ la/er to dela/ separation B increase *crit C decrease *crit increase the .elocit/ of the airflow through the shock wa.e "ef: A#": atpl% Ans: A

2&,2,. 4hat is the principal ad.antage of sweepback) A accelerates the onset of co!pressibilit/ effect B the *crit will increase C increases changes in the !agnitude of force coefficients due to co!pressibilit/ lateral stabilit/ is reduced "ef: A#": atpl% Ans: B 2&,+2. The purpose of .ortex generators on a high speed aircraft is to: A pre.ent the for!ation of shock wa.es B induce a root stall C reduce induced drag dela/ boundar/ la/er separation "ef: A#": atpl% Ans: 2&5'+. Cor a wing of low thickness-chord ratio the critical !ach nu!ber will be: A higher than a wing of high thickness-chord ratio B lower than a wing of high thickness-chord ratio C the sa!e as a wing of high thickness-chord ratio higher onl/ if the wing has a supercritical section "ef: A#": atpl% Ans: A 2&562. The purpose of .ortex generators is: A pre.ent span wise flow B to reduce the se.erit/ of shock induced airflow separation C pre.ent tip stalling on a swept wing to de<energise the boundar/ la/er "ef: A#": atpl% Ans: B

2&5+2. The !ach trip s/ste! operates: A operates at all !ach nu!bers B at low !ach nu!bers onl/ C at high !ach nu!bers onl/ operates at supersonic speeds onl/ "ef: A#": atpl% Ans: C 2&516. 4hat is the function of a !ach tri! de.ice) A to pre.ent high speed tuck B to pre.ent o.erspeed C to pre.ent short period oscillation to pre.ent phugoid oscillation "ef: A#": atpl% Ans: A 2&6,5. #f !ach tri! is unsere.iceable /ou should: A li!it the !ach nu!ber at which /ou fl/ B fl/ at a constant speed C !o.e pax to the rear of the aeroplane !o.e pax to the forward of the aeroplane "ef: A#": atpl% Ans: A 2&65+. The !ach tri!!er: A increases the stick force per QgM in the supersonic range B increases the nose down pitching !o!ent due to shock induced separation C co!pensates for the nose up pitching !o!ent due to super stall co!pensates for the nose down pitching !o!ent at transonic speeds "ef: A#": atpl% Ans:

2&6'&. *ach tri! is used to correct for: A increased drag B !o.e!ent of the C0 C pitching up changes in the position of the CE at speeds greater than *crit "ef: A#": atpl% Ans: B 2&622. To counter act tuck under: A increase #A( B decrease stabiliser incidence C increase thrust increase stabilit/ "ef: A#": atpl% Ans: B

081-0'

## SU4ERSONIC AERODYNAMICS 081-0'-01 O%li5&e s"oc2wa3es

26&2. 4hen the air is passing through an expansion wa.e the static te!perature will) A decrease B increase C sta/ constant decrease and be/ond a certain *ach nu!ber start increasing again "ef: A#": atpl% Ans: A &5+,. #f a s/!!etrical aerofoil is accelerated fro! subsonic to supersonic speed the centre of lift will !o.e: A forward to the leading edge B aft to the trailing edge C aft to the !id chord forward to the !id chord "ef: A#": atpl% Ans: C &5+6. #n case of supersonic flow retarded b/ a nor!al shock wa.e a high efficienc/ 7low loss in total pressure8 can be obtained if the *ach nu!ber in front of the shock is: A high 7supersonic8 B s!all but still supersonic C lower than 2 exactl/ 2 "ef: A#": atpl% Ans: B

&5+6. Gn a non<swept wing\$ when the aerofoil is accelerated fro! subsonic to supersonic speeds\$ the aerod/na!ic centre: A shifts fro! 25; to about 5'; of the aerofoil chord B shifts aft b/ about 2'; C re!ains unchanged slightl/ shifts forward "ef: A#": atpl% Ans: A &5++. 4hen airflow o.er a wing beco!es supersonic\$ the pressure pattern o.er the surface will beco!e: A the sa!e as subsonic B irregular C rectangular triangular "ef: A#": atpl% Ans: C &512. #f an aeroplane is accelerated fro! subsonic to supersonic speeds\$ the centre of pressure will !o.e: A to a position near the trailing edge B forward C to a position near the leading edge to the !id chord position "ef: A#": atpl% Ans: &51,. 4hen a supersonic airflow passes through an obli9ue shockwa.e static pressure will PPP and te!perature will PPP A rise% rise B fall% rise C fall% fall rise% fall "ef: A#": atpl% Ans: A

&515. The aft !o.e!ent of the centre of pressure during the acceleration through the transonic flight regi! will: A increase the static longitudinal stabilit/ B decrease the longitudinal stabilit/ C increase the static lateral stabilit/ decrease the static lateral stabilit/ "ef: A#": atpl% Ans: A &516. 4hich state!ent is correct about an expansion wa.e in supersonic flow: 2. The te!perature in front of an expansion wa.e is higher than the te!perature behind it 2. The speed in front of an expansion wa.e is higher than the speed behind it A 2 and 2 are incorrect B 2 and 2 are correct C 2 is incorrect and 2 is correct 2 is correct and 2 is incorrect "ef: A#": atpl% Ans: &51+. The bow wa.e will appear first at: A *>'.6 B *>*crit C *>2.' *>2.& "ef: A#": atpl% Ans: C &6'2. #n supersonic flilght aerofoil pressure distribution is: A irregular B rectangular C triangular the sa!e as in subsonic flight "ef: A#": atpl% Ans: B

&6'&. The additional increase of drag at *ach :u!bers abo.e the critical *ach :u!ber is due to: A increased angle of attack B wa.e drag C increased interference drag increased skin friction "ef: A#": atpl% Ans: B &6',. As an aircraft goes fro! subsonic to supersonic flight the C0: A re!ains in the sa!e position B !o.es aft and then forward C !o.es forward !o.es aft "ef: A#": atpl% Ans: &6'5. 4hich state!ent is correct about an expansion wa.e in a supersonic flow) 2. The densit/ in front of an expansion wa.e is higher than behind 2. The pressure in front of an expansion wa.e is higher than behind A 2 and 2 are correct B 2 is correct and 2 is incorrect C 2 is incorrect and 2 is correct 2 and 2 are incorrect "ef: A#": atpl% Ans: A &62'. 4hen the air is passing through an expansion wa.e the local speed of sound will: A sta/ constant B increase C decrease decrease and be/ond a certain *ach nu!ber start increasing again "ef: A#": atpl% Ans: C

&622. Fow will the densit/ and te!perature change in a supersonic flow fro! a position in front of a shock wa.e to behind it) A B C ensit/ will increase\$ te!perature will increase ensit/ will increase\$ te!perature will decrease ensit/ will decrease\$ te!perature will increase ensit/ will decrease\$ te!perature will decrease

"ef: A#": atpl% Ans: A &62&. 4hen a supersonic airflow passes through an expansion wa.e speed will PPP and te!perature PPP A decrease% fall B decrease% rise C increase% rise increase% fall "ef: A#": atpl% Ans: &62,. 4hen the air is passing through an expansion wa.e the *ach nu!ber will: A decrease B increase C sta/ constant decrease and be/ond a certain *ach nu!ber start increasing again "ef: A#": atpl% Ans: B &625. The shock wa.e angle of a supersonic aircraft at increasing *ach :u!ber: A re!ain the sa!e B decreases C increases decreases\$ the increases abo.e certain *ach nu!ber "ef: A#": atpl% Ans: B

&626. 4hen an aircraft is fl/ing at speeds abo.e *ach 2\$ pressure disturbances fro! the aircraft will be felt onl/: A in front of the nor!al shock wa.e B in front of the *ach cone C within the *ach cone in front of the obli9ue shock wa.e "ef: A#": atpl% Ans: C &626. #f the *ach nu!ber of an aeroplane in supersonic flight is increased\$ the shock wa.e angles will: A decrease and be/ond a certain *ach nu!ber start increasing again B increase C sta/ constant decrease "ef: A#": atpl% Ans: 256&'. #n supersonic flight\$ all disturbances produced b/ an aeroplane are: A in front of the aeroplane B .er/ weak and negligible C in between a conical area\$ depending on the *ach :u!ber outside the conical area depending on the *ach :u!ber "ef: A#": atpl% Ans: C 2&215. 4a.e drag: A !a/ occur at an/ speed\$ but will be .er/ s!all at low speeds B will onl/ occur on aircraft without sweepback C will onl/ occur at speeds abo.e the critical *ach nu!ber will onl/ occur when the aircraft is fl/ing at supersonic speed "ef: A#": atpl% Ans: C

2&5'1. A bow wa.e de.elops: A Hust below !ach 2 B e9ual to !ach 2 C abo.e !ach 2 onl/ if the leading edge is .er/ sharp "ef: A#": atpl% Ans: C 2&522. uring acceleration fro! subsonic to supersonic speed the centre of pressure !o.e!ent will be: A forward B rearward C re!ain stationar/ irregular\$ forward and aft\$ but o.erall rearward to the 5'; chord "ef: A#": atpl% Ans: 2&52+. The .elocit/ behind a 728 nor!al and an 728 obli9ue shock wa.e is: A decreased to subsonic-decreased but still supersonic B increased to supersonic-decreased to subsonic C decreased but still supersonic-increased to supersonic increased to supersonic-increased but still subsonic "ef: A#": atpl% Ans: A 2&55,. A bow wa.e is: A the aft li!it of influence of the aeroplane\$ air behind the bow wa.e is not affected b/ the presence of the aircraft B the forward li!it of influence of the aeroplane\$ air behind the bow wa.e is not affected b/ the presence of the aircraft C the aft li!it of influence of the aeroplane\$ air ahead of the bow wa.e is affected b/ the aircraftMs approach the forward li!it of influence of the aeroplane\$ air ahead of the bow wa.e recei.es no warning of the aircraftMs approach "ef: A#": atpl% Ans:

2&555. 4hat !o.e!ent of the centre of lift occurs when accelerating an aircraft with a s/!!etrical aerofoil to supersonic speed) A forward to the leading edge B irregular\$ but in an o.erall rearward direction towards the centre of the chord C aft to the trailing edge no !o.e!ent occurs "ef: A#": atpl% Ans: B 2&556. 4hat happens to the pressure and te!perature of supersonic airflow through an obli9ue shock wa.e) A static pressure increases-te!perature decreases B static pressure decreases-te!perature decreases C static pressure decreases-te!perature increases static pressure increases-te!perature increases "ef: A#": atpl% Ans: 2&551. 4hen an aircraft is fl/ing at supersonic speed\$ where will be the area of influence of an/ pressure disturbance due to the presence of the aircraft be located) A within the !ach cone B in front of the !ach cone C in front of the nor!al shock wa.e in front of the obli9ue shock wa.e "ef: A#": atpl% Ans: A 2&56'. 4hen an aircraft with s/!!etrical aerofoil accelerates to supersonic speed\$ what happens to the centre of lift) A !o.es aft to the centre of the chord B !o.es forward towards the 25; chord C !o.es forward of the 25; chord to the leading edge !o.es aft of the 25; chord to the trailing edge at a speed Hust in excess of *2.' "ef: A#": atpl% Ans: A

2&562. 4hat happens to the te!perature of airflow as it passes through an expansion wa.e) A increases B decreases C re!ains the sa!e initiall/ increases slightl/\$ then increases substantiall/ "ef: A#": atpl% Ans: B 2&562. 4hat happens to the static pressure and te!perature of supersonic flow through an obli9ue shock wa.e) A te!p increases and static pressure decreases B static pressure increases and te!p is constant C static pressure re!ains constant and te!p decreases static pressure increases and te!p increases "ef: A#": atpl% Ans: 2&566. 4hat happens to static pressure as air flows through an expansion wa.e) A increase B decrease C sta/ the sa!e initiall/ increases then decreases\$ but still higher than before "ef: A#": atpl% Ans: B 2&65'. 4hat happens to the *ach nu!ber of the airflow as it passes through an expansion wa.e) A increases B decreases C re!ains constant "ef: A#": atpl% Ans: A

2&665. 4hat is the !o.e!ent of the AC fro! subsonic to supersonic) A ' to 25; B ' to 5'; C 5'; to 25; 25; to 5'; "ef: A#": atpl% Ans: 2,'62. 4hen an aeroplane accelerates fro! subsonic to supersonic speed\$ the Aerod/na!ic Centre: A !o.es fro! 25; to 5'; chord B !o.es forward C is unchanged no longer exists "ef: A#": atpl% Ans: A

081-06

S!ABI.I!Y

## 081-06-01 Condition of e5&ili%\$i&# in sta%le "o\$i7ontal fli)"t

&666. At constant 5A(\$ what is the effect on aerod/na!ic da!ping as height increases) A B C a!ping in all axes is reduced a!ping in pitch !anoeu.res onl/ is reduced a!ping in roll is increased a!ping in all axes is increased

"ef: A#": atpl\$ cpl% Ans: A &6+'. An aircraft is placed in a le.el balanced turn and the controls released. #t is spirall/ unstable if: A the bank steadil/ increases B the bank re!ains the sa!e C the bank reduces the pitch attitude increases "ef: A#": atpl\$ cpl% Ans: A &6+,. A staticall/ unstable aeroplane is: A alwa/s d/na!icall/ stable B ne.er d/na!icall/ stable C so!eti!es d/na!icall/ stable so!eti!es d/na!icall/ unstable "ef: A#": atpl\$ cpl% Ans: B &++6. #n which situation would the wing lift of an aeroplane in straight and le.el flight ha.e the highest .alue) 7the engines are !ounted below the wing8) A Corward centre of gra.it/ and take<off thrust B Aft centre of gra.it/ and idle thrust C Corward centre of gra.it/ and idle thrust Aft centre of gra.it/ and take<off thrust "ef: A#": atpl\$ cpl% Ans: C

&++1. An aeroplane\$ with a C.E. location behind the centre of pressure of the wing can onl/ !aintain a straight and le.el flight when the hori3ontal tail loading is: A 3ero B upwards C downwards upwards or downwards depending on ele.ator deflection "ef: A#": atpl\$ cpl% Ans: B &+12. The effect of a .entral fin on the static stabilit/ of an aeroplane is as follows: 72>longitudinal\$ 2>lateral\$ &>directional8 A 2: no effect\$ 2: positi.e\$ &: negati.e B 2: positi.e\$ 2: negati.e\$ &: negati.e C 2: negati.e\$ 2: positi.e\$ &: positi.e 2: no effect\$ 2: negati.e\$ &: positi.e "ef: A#": atpl\$ cpl% Ans: &12,. #f the total !o!ents about an axis are not 3ero\$ what will be the result around that axis) A 59uilibriu! B Constant angular .elocit/ C Angular acceleration Constant angular displace!ent "ef: A#": atpl\$ cpl% Ans: C &121. #f an aircraft has its CE ahead of its C0\$ in straight and le.el flight: A there will nor!all/ be an upload on the tailplane B the tailplane will ha.e a negati.e angle of attack C there will nor!all/ be a download on the tailplane there will nor!all/ be no load on the tailplane "ef: A#": atpl\$ cpl% Ans: C

&1&2. #f the aircraft is properl/ loaded the CE\$ the neutral point and the !anoeu.re point will be in the order gi.en\$ forward to aft: A !anoeu.re point\$ neutral point\$ CE B !anoeu.re point\$ CE\$ neutral point C CE\$ neutral point\$ !anoeu.re point CE\$ !anoeu.re point\$ neutral point "ef: A#": atpl\$ cpl% Ans: C &1&5. #f the total su! of !o!ents about one of its axis is not 3ero\$ an aeroplane: A would fl/ a path with a constant cur.ature B would be difficult to control C would experience an angular acceleration about that axis would not be affected because the situation is nor!al "ef: A#": atpl\$ cpl% Ans: C &156. #f the su! of !o!ents in flight is not 3ero\$ the 3ero plane will rotate about: A the aerod/na!ic centre of the wing B the neutral point of the aeroplane C the centre of gra.it/ the centre of pressure of the wing "ef: A#": atpl\$ cpl% Ans: C 2&&&'. (peed stabilit/ of an aircraft: A is stable below B!d because total drag decreases as speed decreases B is unstable abo.e B!d because thrust decreases as speed increases C is unstable below B!d because total drag decreases as speed decreases is stable abo.e B!d because total drag increases as speed increases "ef: A#": atpl\$ cpl% Ans:

2&&&2. An aircraft is said to ha.e speed stabilit/: A if it reco.ers fro! displace!ents about an/ of the three axes at all speeds B if it can be tri!!ed to fl/ at an/ speed between stalling speed and Bne C when the speed is disturbed fro! its tri!!ed .alue\$ it tends to return to the original speed if it can fl/ a & degree glide slope without the need to adHust the thrust setting "ef: A#": atpl\$ cpl% Ans: C 2&5,,. #f an aircraft has negati.e d/na!ic and positi.e static stabilit/\$ this will result in: A unda!ped oscillations B con.ergent oscillations C di.ergent oscillations da!ped oscillations "ef: A#": atpl\$ cpl% Ans: C 2&626. #f an aircraft has positi.e static stabilit/: A #t is alwa/s d/na!icall/ stable B it is alwa/s d/na!icall/ unstable C it can be d/na!icall/ neutral-stable or unstable it is alwa/s d/na!icall/ neutral "ef: A#": atpl\$ cpl% Ans: C

## 081-06-0 Met"ods of ac"ie3in) %alance

&+6+. Cor a nor!al stable aeroplane\$ the centre of gra.it/ is located: A aft of the neutral point of the aeroplane B with a sufficient !ini!u! !argin ahead of the neutral point of the aeroplane C at the neutral point of the aeroplane between the aft li!it and the neutral point of the aeroplane "ef: A#": atpl\$ cpl% Ans: B

&+12. The distance between the CE atu! and the CE :eutral 0oint in straight and le.el flight is called the: A CE forward li!it B CE aft li!it C CE static !argin CE !anoeu.re !argin "ef: A#": atpl\$ cpl% Ans: C &126. #n a twin<engined Het powered aeroplane 7engines !ounted below the low wings8 the thrust is suddenl/ increased. 4hich ele.ator deflection will be re9uired to !aintain the pitching !o!ent 3ero) A own B O0 C :o ele.ator !o.e!ent will be re9uired because the thrust line of the engines re!ains unchanged #t depends on the position of the centre of gra.it/ "ef: A#": atpl\$ cpl% Ans: A 22'6'. Fow can the designer of an aeroplane with straight wings increase the static lateral stabilit/) A B/ increasing the aspect ratio of the .ertical stabiliser\$ whilst !aintaining a constant area B B/ fitting a .entral fin 7a fin at the under side of the aeroplane8 C B/ appl/ing wing twist B/ increasing anhedral "ef: A#": atpl\$ cpl% Ans: A 2&&+&. #f an aircraft is stable\$ this !eans that: A it is in a state of balance B all the stick forces ha.e been tri!!ed out C if it is displaced it will return to its original position without an/ correction b/ the pilot if it is displaced it !ust be returned to its original position b/ the pilot "ef: A#": atpl\$ cpl%

Ans: C

## 081-06-0' .on)it&dinal sta%ilit1

26&6. 4hat is the effect of an aft shift of the centre of gra.it/ on 728 static longitudinal stabilit/ and 728 the re9uired control deflection for a gi.en pitch change) A 728 reduces% 728 increases B 728 increases% 728 increases C 728 increases% 72 reduces 728 reduces% 728 reduces "ef: A#": atpl\$ cpl% Ans: &+'5. The effect of *ach tri! on stick forces for power operated controls: A is to decrease the stick force gradient to pre.ent the possibilit/ of high speed stall B is to decrease the stick force gradient to ensure the pilot can !anoeu.re the aircraft ade9uatel/ when fl/ing at high transonic *ach nu!ber C is to !aintain the re9uired stick force gradient a *ach tri! s/ste! is not re9uired if an aircraft has power operated controls "ef: A#": atpl% Ans: C &+,1. The *ach<tri! function is installed on !ost co!!ercial Hets in order to !ini!i3e the ad.erse effects of: A co!pressibilit/ effects on the stabiliser B increased drag due to shock wa.e for!ation C uncontrolled changes in stabiliser setting changes in the position of centre of pressure "ef: A#": atpl% Ans:

&+6&. 4hich of the following best describes the function of the *ach tri! s/ste!) A #t adHusts the longitudinal tri! of the aircraft B #t adHusts the stabiliser tri! position C #t adHusts thefore and aft fuel balance #t adHusts the ele.ator tri! tab "ef: A#": atpl% Ans: A &+66. The !ax aft position of the centre of gra.it/ is a!ongst others li!ited b/ the: A too s!all effect of the controls on the aeroplane B !axi!u! longitudinal stabilit/ of the aeroplane C !axi!u! ele.ator deflection !ini!u! .alue of the stick force per g "ef: A#": atpl\$ cpl% Ans: &+62. The effects of CE position on longitudinal static stabilit/ and control response will be: A forward !o.e!ent of the CE will reduce stabilit/ and increase control response B forward !o.e!ent of the CE will reduce control response and increase stabilit/ C rearward !o.e!ent of the CE will increase stabilit/ and reduce control response rearward !o.e!ent of the CE will reduce stabilit/ and control response "ef: A#": atpl\$ cpl% Ans: B &+1&. 4hich state!ent about stick force per g is correct) A The stick force per g can onl/ be corrected b/ !eans of electronic de.ices 7stabilit/ aug!entation8 in case of an unacceptable .alue B The stick force per g increases\$ when centre of gra.it/ is !o.ed aft C The stick force per g !ust ha.e both an upper and lower li!it in order to assure acceptable control characteristics #f the slope of the Ce<n line beco!es negati.e\$ generall/ speaking this is not a proble! for control of an aeroplane "ef: A#": atpl\$ cpl% Ans: C

&+1,. The !anoeu.rabilit/ of an aeroplane is best when the: A C.E. is on the aft C.E. li!it B speed is low C C.E. position is on the forward C.E. li!it flaps are down "ef: A#": atpl\$ cpl% Ans: A &+1+. #n case the *ach tri!!er fails: A the speed !ust be kept constant B tr/ to relocate the centre<of<gra.it/ aft C the *ach nu!ber !ust be li!ited the aeroplane weight !ust be li!ited "ef: A#": atpl% Ans: C &1''. 4hen an aeroplane with the centre of gra.it/ forward of the centre of pressure of the co!bined wing-fuselage is in straight and le.el flight\$ the .ertical load on the tailplane will be: A downwards because it is alwa/s negati.e regardless of the position of the centre of gra.it/ B upwards C 3ero because in stead/ flight all loads are in e9uilibriu! downwards "ef: A#": atpl\$ cpl% Ans: &1'2. The .alue of the !anoeu.re stabilit/ of an aeroplane is 25' :-g. The load factor in straight and le.el flight is 2. The increase of stick force necessar/ to achie.e the load factor of 2.5 is: A 25' : B &65 : C ,5' : 225 : "ef: A#": atpl\$ cpl% Ans:

&1'&. #f an airraft has static longitudinal instabilit/\$ it: A will be d/na!icall/ stable B !a/ or !a/ not be d/na!icall/ stable\$ depending on !o!entu! and da!ping factors C will be d/na!icall/ unstable will be d/na!icall/ stable onl/ at low speed "ef: A#": atpl\$ cpl% Ans: C &1',. The C.E. position of an aeroplane is forward of the neutral point in a fixed location. (peed changes cause a departure fro! the tri!!ed position. 4hich of the following state!ents about the stick force stabilit/ is correct) A #ncrease of speed generates pull forces B #ncreasing 2' kt tri!!ed at low speed has !ore effect on the stick force than increasing 2' kt tri!!ed at high speed C Aeroplane nose up tri! decreases the stick force stabilit/ (tick force stabilit/ is not affected b/ tri! "ef: A#": atpl\$ cpl% Ans: B &1'5. Gne of the re9uire!ents for d/na!ic stabilit/ is: A positi.e static stabilit/ B a large deflection range of the stabiliser tri! C a s!all C.E. range effecti.e ele.ator "ef: A#": atpl\$ cpl% Ans: A &1'+. The effect of a swept wing is to gi.e: A positi.e dihedral effect B negati.e dihedral effect C decreased roll<with</aw effect ad.erse /aw effect "ef: A#": atpl\$ cpl% Ans: A

&12+. Tuck under is: A the tendenc/ to nose up when speed is increased into the transonic flight regi!e B the tendenc/ to nose down when speed is increased into the transonic flight regi!e C shaking of the control colu!n at high *ach :u!ber the tendenc/ to nose down when the control colu!n is pulled back "ef: A#": atpl\$ cpl% Ans: B &122. #n what wa/ is the longitudinal stabilit/ affected b/ the degree of positi.e ca!ber of the aerofoil) A :egati.e\$ because the lift .ector rotates forward at increasing angle of attack B 0ositi.e\$ because the centre of pressure shifts rearward at increasing angle of attack C :o effect\$ because ca!ber of the aerofoil produces a constant pitch down !o!ent coefficient\$ independent of angle of attack 0ositi.e\$ because the lift .ector rotates backward at increasing angle of attack "ef: A#": atpl\$ cpl% Ans: C &12,. The short<period !ode of longitudinal d/na!ic stabilit/ is: A a rapid oscillation about the nor!al axis B a rapid oscillation about the longitudinal axis C a rapid oscillation about the lateral axis alwa/s induced b/ the pilot "ef: A#": atpl\$ cpl% Ans: C

&125. 4hich part of an aeroplane pro.ides the greatest positi.e contribution to the static longitudinal stabilit/) A The engine B The hori3ontal tailplane C The fuselage The wing "ef: A#": atpl\$ cpl% Ans: B &126. 4hich of the following state!ents is correct) A /na!ic stabilit/ !eans that after being displaced fro! original e9uilibriu! condition\$ the aeroplane will return to that condition without oscillation B (tatic stabilit/ !eans that the aeroplane is also d/na!icall/ stable about the rele.ant axis C /na!ic stabilit/ is possible onl/ when the aeroplane is staticall/ stable about the rele.ant axis A d/na!icall/ stable aeroplane would be al!ost i!possible to fl/ !anuall/ "ef: A#": atpl\$ cpl% Ans: C &1&'. /na!ic longitudinal stabilit/ re9uires: A an effecti.e ele.ator B a s!all CE range C positi.e static longitudinal stabilit/ a .ariable incidence 7tri!!ing8 tailplane "ef: A#": atpl\$ cpl% Ans: C &1&,. 4hich of the following co!ponents is !ost i!portant in deter!ining longitudinal static stabilit/) A Cuselage B 4ings C 5ngines Fori3ontal tailplane "ef: A#": atpl\$ cpl% Ans:

&1&6. A *achtri!!er: A has no effect on the shape of the ele.ator position .ersus speed 7#A(8 cur.e for a full/ h/draulic controlled aeroplane B increases the stick force per g at high *ach :u!bers C is necessar/ for co!pensation of the autopilot at high *ach :u!bers corrects insufficient stick force stabilit/ at high *ach :u!bers "ef: A#": atpl% Ans: &1&+. 4hich of the following state!ents about a *ach tri!!er is correct) A A *ach tri!!er reduces the stick force stabilit/ of a straight wing aeroplane to 3ero at high *ach nu!bers B A straight wing aeroplane alwa/s needs a *ach tri!!er for fl/ing at *ach nu!bers close to **G C A *ach tri!!er corrects the change in stick force stabilit/ of a swept wing aeroplane abo.e a certain *ach nu!ber The *ach tri!!er corrects the natural tendenc/ of a swept wing aeroplane to pitch<up "ef: A#": atpl% Ans: C &1,2. The 728 stik force stabilit/ and the 728 !anoeu.re stabilit/ are positi.el/ affected b/: A 728 forward C.E. position 728 forward CE. position B 728 forward C.E. position 728 aeroplane nose up tri! C 728 aft C.E. position 728 aft CE. position 728 aeroplane nose up tri! 728 aeroplane nose up tri! "ef: A#": atpl\$ cpl% Ans: A

&1,6. The effect of a highl/ ca!bered airfoil on longitudinal stabilit/ will be: A 0ositi.e effect because the lift .ector is inclined rearwards as angle of attack increases B :o effect C :egati.e effect because the lift .ector is inclined forwards as angle of attack increases 0ositi.e effect as C0 !o.es backwards as angle oof attack increases "ef: A#": atpl\$ cpl% Ans: B &1,1. 4hen the aircraft CE is on the aft li!it\$ it is: A in front of the neutral point B abo.e the neutral point C behind the neutral point on the neutral point "ef: A#": atpl\$ cpl% Ans: A &155. A C.E. location be/ond the aft li!it leads to: A a too high pulling stick force during rotation in the take off B an unacceptable low .alue of the !anoeu.re stabilit/ 7stick force per g. Ce-g8 C an increasing static longitudinal stabilit/ a better reco.er/ perfor!ance in the spin "ef: A#": atpl\$ cpl% Ans: B &16'. uring landing of a low<winged Het aeroplane\$ the !axi!u! ele.ator up deflection is nor!all/ re9uired when the flaps are: A full/ down and the C.E. is full/ forward B up and the C.E. is full/ forward C full/ down and the C.E. is full/ aft up and the C.E. is full/ aft "ef: A#": atpl\$ cpl% Ans: A

&16&. The aerod/na!ic centre of the wing is the point\$ where: A change of lift due to .ariation of angle of attack is constant B pitching !o!ent coefficient does not .ar/ with angle of attack C aerod/na!ic forces are constant the aeroplanes lateral axis intersects with the centre of gra.it/ "ef: A#": atpl\$ cpl% Ans: B &16,. =ongitudinal static stabilit/ is created b/ the fact that the: A wing surface is greater than the hori3ontal tail surface B centre of gra.it/ is located in front of the leading edge of the wing C centre of gra.it/ is located in front of the neutral point of the aeroplane aeroplane possesses a large tri! speed range "ef: A#": atpl\$ cpl% Ans: C 25626. Tuck under !a/ happen at: A low *ach nu!bers B all *ach nu!bers C onl/ at low altitudes high *ach nu!bers "ef: A#": atpl\$ cpl% Ans: 25621. The *ach tri! s/ste! will pre.ent: A dutch roll B buffeting C shock stall tuck under "ef: A#": atpl\$ cpl% Ans:

22''2. TTuck underU is the: A nose down pitching tendenc/ as speed is increased in the transonic range B nose up pitching tendenc/ as speed is increased in the transonic range C shaking of the control colu!n at high *ach nu!ber nose down pitching tendenc/ when the control colu!n is pulled rearwards "ef: A#": atpl\$ cpl% Ans: A 22''6. 7"efer to figure '+2<2'8 The aeroplane !otion\$ sche!aticall/ illustrated in the annex\$ is an exa!ple of a d/na!icall/: A unstable periodic !otion B indifferent periodic !otion C stable periodic !otion indifferent periodic !otion "ef: A#": atpl\$ cpl% Ans: A 22'22. A negati.e contribution to the static longitudinal stabilit/ of con.entional Het transport aeroplanes is pro.ided b/: A a fixed tri! position B the tail C the fuselage a fixed ele.ator deflection "ef: A#": atpl\$ cpl% Ans: C 22'26. An aeroplane\$ being !anuall/ flown in the speed unstable region\$ experiences a disturbance that causes a speed reduction. #f the altitude is !aintained and thrust re!ains constant\$ the aeroplane speed will: A increase B further decrease C initiall/ increase an thereafter decrease initiall/ further decrease and thereafter increase "ef: A#": atpl\$ cpl% Ans: B

22'2'. An aeroplane exhibits static longitudinal stabilit/\$ if\$ when the angle of attack changes: A the change in total aeroplane lift acts through the centre of gra.it/ B the change in total aeroplane lift acts aft of the centre of gra.it/ C the resulting !o!ent is positi.e the change in wing lift is e9ual to the change in tail lift "ef: A#": atpl\$ cpl% Ans: B 22',5. uring a phugoid the speed: A .aries significantl/\$ as during a short period oscillation B re!ains approxi!atel/ constant\$ as during a short period oscillation C .aries significantl/\$ whereas during a short period oscillation it does not re!ains approxi!atel/ constant\$ whereas during a short period oscillation it .aries significantl/ "ef: A#": atpl\$ cpl% Ans: C 22'11. 0ositi.e static lo ngitudinal stabilit/ !eans that a: A nose up !o!ent occurs with a speed change at constant angle of attack B nose down !o!ent occurs after encountering an up<gust C nose down !o!ent occurs with a speed change at constant angle of attack nose up !o!ent occurs after encountering an up<gust "ef: A#": atpl\$ cpl% Ans: B 222'5. (tick force per g: A does not change with increasing altitude B is selected b/ the pilot b/ electronic !eans before each flight C is dependent on cg location has a !axi!u! .alue related to acceptable controllabilit/\$ the !ini!u! .alue is of no concern "ef: A#": atpl\$ cpl% Ans: C

222'6. The aerod/na!ic contribution to the static longitudinal stabilit/ of the nacelles of aft fuselage !ounted engines is: A 3ero B negati.e C positi.e !axi!u! during cruise "ef: A#": atpl\$ cpl% Ans: C 22225. The !anoeu.re stabilit/ of a large Het transport aeroplane is 2+' :-g. 4hat stick force is re9uired\$ if the aeroplane is pulled to the li!it !anoeu.ring load factor fro! a tri!!ed hori3ontal straight and stead/ flight) 7cruise configuration8 A 2'5' : B 66' : C 6&' : ,2' : "ef: A#": atpl\$ cpl% Ans: 222,6. 4hat is the effect of ele.ator tri! tab adHust!ent on the static longitudinal stabilit/ of an aeroplane) A epends on the .alue of stick force-g B :o effect C Aeroplane nose up tri! increases the static longitudinal stabilit/ Aeroplane nose down tri! increases the static longitudinal stabilit/ "ef: A#": atpl\$ cpl% Ans: B 2225,. 4hen an aeroplane has 3ero static loingitudinal stabilit/\$ the C! .ersus angle of attack line: A is hori3ontal B is .ertical C has a negati.e slope has a positi.e slope "ef: A#": atpl\$ cpl% Ans: A

2225+. 4hen !o.ing the centre of gra.it/ forward the stick force per g will: A decrease B not change C increase change but onl/ at .er/ high speeds "ef: A#": atpl\$ cpl% Ans: C 22266. 4hich of the following state!ents is correct) l8 A high li!it load factor enables the !anufacturer to design for a lowr stick force per g ll8 The stick force per g is a li!itation on the use of an aeroplane\$ which the pilot should deter!ine fro! the A A l is correct and ll is correct B l is correct and ll is incorrect C l is incorrect and ll is incorrect l is incorrect and ll is correct "ef: A#": atpl\$ cpl% Ans: B 222+2. 4hich state!ent is correct: A uring a phugoid altitude .aries significantl/\$ but during a short period oscillation it re!ains approxi!atel/ constant B uring both a phugoid and a short period oscillation altitude re!ains approxi!atel/ constant C uring both a phugoid and a short period oscillation altitude .aries significantl/ uring a phugoid altitude re!ains approxi!atel/ constant\$ but during a short period oscillation it .aries significantl/ "ef: A#": atpl\$ cpl% Ans: A

222+2. 4hich state!ent is correct) A The phugoid should alwa/s be hea.il/ da!ped B The short period oscillation should alwa/s be hea.il/ da!ped C 4hen the phugoid is slightl/ unstable\$ an aeroplane beco!es uncontrollable A slightl/ unstable short period oscillation is no proble! for an aeroplane "ef: A#": atpl\$ cpl% Ans: B 222+,. 4hich state!ent is correct) l8 (tick force per g is independent of altitude ll8 (tick force per g increases when the centre of gra.it/ !o.es forward A l is correct\$ ll is correct B l is incorrect\$ ll is correct C l is correct\$ ll is incorrect l is incorrect\$ ll is incorrect "ef: A#": atpl\$ cpl% Ans: B 2&2&'. The CE of an aircraft with a nose wheel is: A forward of the !ain wheels B behind the !ain wheels C concident with the nose undercarriage in front of the nose wheel "ef: A#": atpl\$ cpl% Ans: A 2&&&1. a!ping is the propert/ that: A slows down the rate or di!inishes the a!plitude of .ibrations or c/cles B !akes a bod/ decelerate when thrust is reduced C re9uires an increased a!ountof energ/ to be used to accelerate a bod/ when it approaches the speed of sound !akes an aircraft !ore stable at high altitude "ef: A#": atpl\$ cpl% Ans: A

2&&66. #f the !axi!u! pull force acceptable is 5' lbs and the design li!it g of the aircraft is 6g\$ what stick force-g !ust be achie.ed to per!it the aircraft to be !anoeu.red to its design g li!it) A 2' lb-g B +.&& lb-g C 6 lb-g 5 lb-g "ef: A#": atpl\$ cpl% Ans: A 2&&+6. *o.ing the CE rearwards will: A ha.e no effect on stabilit/ B increase lateral stabilit/ C increase longitudinal stabilit/ reduce loingitudinal stabilit/ "ef: A#": atpl\$ cpl% Ans: 2&&+6. #f the aircraft has a nose up pitch displace!ent\$ the effecti.e angle of attack of the tail plane: A re!ains the sa!e B changes an causes the tail plan to appl/ a nose down !o!ent C changes and causes the tail plane to appl/ a nose up !o!ent will not change if the pitch up was due to ele.ator selection "ef: A#": atpl\$ cpl% Ans: B 2&,6&. The !agnitude of the stick force re9uired to pitch\$ for an aircraft with !anual controls\$ is deter!ined b/: A the distance the CE is forward of the neutral point B the distance the CE is forward of the static !argin C the distance the CE is forward of the forward CE li!it the neutral stabilit/ "ef: A#": atpl\$ cpl% Ans: A

2&,6,. The stick force gradient is: A the force re9uired to change the load factor of the aircraft a gi.en a!ount B the force re9uired to hold the aircraft in a particular pitch attitude C due to the d/na!ic pressure onl/ supplied b/ an artificial feel unit "ef: A#": atpl\$ cpl% Ans: A 2&,+,. #f a stick force of 2' lbs is re9uired to pull ,g fro! the position of tri!\$ the stick force gradient is: A 6.6 lb-g B 5 lb-g C 2' lb-g 6' lb-g "ef: A#": atpl\$ cpl% Ans: A 2&5,2. 4hen an aircraftMs forward CE li!it is exceeded\$ it will affect the flight characteristics of the aircraft b/ producing: A .er/ light ele.ator control forces B higher stalling speeds and !ore longitudinal stabilit/ C i!pro.ed perfor!ance since it reduces the induced drag an extre!el/ high tail down force "ef: A#": atpl\$ cpl% Ans: B 2&5,&. #f the airspeed increases and decreases during longitudinal phugoid oscillations\$ the aircraft: A is constantl/ changing AGA !aking it difficult to reduce the !agnitude of the oscillations B can be easil/ controlled b/ the pilot C will displa/ poor tri!!ing 9ualities is displa/ing lateral d/na!ic instabilit/ "ef: A#": atpl\$ cpl% Ans: B

2&56'. 4hich of the following co!ponents pro.ides longitudinal stabilit/) A engines B wing C fuselage tail plane "ef: A#": atpl\$ cpl% Ans: 2&56,. 4hat is the position of the CE in relation to the neutral point when the CE is on the aft li!it) A on the neutral point B Hust behind the neutral point C abo.e the neutral point in front of the neutral point "ef: A#": atpl\$ cpl% Ans: 2&565. Corward and aft !o.e!ent of the CE effect on stabilit/ and control will be: A rearward !o.e!ent of the CE will reduce control and stabilit/ B rearward !o.e!ent of the CE will reduce control and increase stabilit/ C forward !o.e!ent of the CE will increase stabilit/ and reduce control forward !o.e!ent of the CE will reduce stabilit/ and increase control "ef: A#": atpl\$ cpl% Ans: C 2&5+&. #n relation to the !anoeu.re point\$ the aft CE li!it is: A alwa/s forward of it B on the !anoeu.re point C the least distance awa/ when the CE is on the forward li!it aft of the !anoeu.re point "ef: A#": atpl\$ cpl% Ans: A

2&5+1. "earward !o.e!ent of the CE will: A gi.e increased tendenc/ for spiral instabilit/ B increase B!cg C gi.e greater tendenc/ to dutch roll increase ele.ator stick force gradient "ef: A#": atpl\$ cpl% Ans: C 2&516. #f an aircraft is longitudinall/ staticall/ unstable\$ at the sa!e ti!e it will be d/na!icall/: A unstable B neutral C stable positi.el/ stable "ef: A#": atpl\$ cpl% Ans: A 2&61'. =ong period 7phugoid8 oscillations are characterised b/: A oscillations will take 5 seconds to da!p out B speed is constant C long period of da!ping rapid and repeated changes in effecti.e angle of attack "ef: A#": atpl\$ cpl% Ans: C 2&61&. 4here !ust the CE be located) A aft of the neutral point and in front of the !anoeu.re point B between the aft li!it and the neutral point C with sufficient !argin ahead of the neutral point on the neutral point "ef: A#": atpl\$ cpl% Ans: C

2&61,. 4hat happens if CE !o.es behind the aft li!it) A stick forces beco!e excessi.e B lateral stabilit/ will be decreased C insufficient !anoeu.re stabilit/ longitudinal stabilit/ increases "ef: A#": atpl\$ cpl% Ans: C 2&6'5. (hort period oscillation is: A pilot induced and unstable B oscillation in pitch C oscillation in roll oscillation in /aw "ef: A#": atpl\$ cpl% Ans: B 2&6'1. The su! of the !o!ents in flight are not 3ero\$ therefore !o.e!ent would take place about: A the CE B the neutral point C the !anoeu.re point the C0 "ef: A#": atpl\$ cpl% Ans: A 2,'+'. 4hat will be the effect of a highl/ ca!bered aerofoil on longitudinal stabilit/) A a negati.e effect because the lift .ector is inclined forwards as the angle of attack increases B no effect C a positi.e effect because the lift .ector is inclined rearwards as the angle of attack increases a positi.e effect as the C0 !o.es to the rear as the angle of attack increases "ef: A#": atpl\$ cpl% Ans: B

2,52,. The forward and aft CE li!its are deter!ined respecti.el/ b/: A roll response\$ control forces B !ini!u! control response\$ decreasing stabilit/ C dutch roll\$ increasing stabilit/ control forces\$ increasing stabilit/ "ef: A#": atpl\$ cpl% Ans: B

## 081-06-06 Static di\$ectional sta%ilit1

&+62. 4hen considering the relationship between lateral static stabilit/ and directional stabilit/: A do!inant directional static stabilit/ gi.es an increased tendenc/ for dutch roll B do!inant lateral static stabilit/ gi.es an increased tendenc/ for spiral instabilit/ C do!inant lateral static stabilit/ gi.es an increased tendenc/ for dutch roll the/ are !utuall/ independent and ha.e no effect on each other "ef: A#": atpl\$ cpl% Ans: C &+66. An aerolplane that has positi.e static stabilit/: A is ne.er d/na!icall/ stable B is alwa/s d/na!icall/ stable C can be d/na!icall/ stable\$ neutral or unstable is alwa/s d/na!icall/ unstable "ef: A#": atpl\$ cpl% Ans: C &++2. The effect of a ositi.e wing sweep on static directional stabilit/ is as follows: A negati.e dihedral effect B no effect C destabilising dihedral effect stabilising effect "ef: A#": atpl\$ cpl% Ans:

&12+. irectional static stabilit/ is deter!ined b/: A aircraft weight B tail .olu!e C fin .olu!e ele.ator angle for tri! "ef: A#": atpl\$ cpl% Ans: C &1,,. 4hich of the following gi.es an unstable contribution in sideslip) A 4ing sweep B Clap extension C ihedral Figh wing "ef: A#": atpl\$ cpl% Ans: B &15'. An aeroplane has static directional stabilit/% in a sideslip to the right\$ initiall/ the: A nose of the aeroplane tends to !o.e to the left B right wing tends to go down C nose of the aeroplane will re!ain in the sa!e direction nose of the aeroplane tends to !o.e to the right "ef: A#": atpl\$ cpl% Ans: &166. The pri!ar/ function of the fin is to gi.e: A lateral stabilit/ about the longitudinal axis B directional stabilit/ about the nor!al axis C directional stabilit/ about the longitudinal axis directional stabilit/ about the lateral axis "ef: A#": atpl\$ cpl% Ans: B

25625. 0ositi.e static stabilit/ of an aeroplane !eans that once it has been displaced the: A tendenc/ will be to !o.e with an oscillating !otion of decreasing a!plitude B tendenc/ will be to !o.e with an oscillating !otion of increasing a!plitude C initial tendenc/ to !o.e is towards its e9uilibriu! position initial tendenc/ to !o.e is awa/ fro! its e9uilibriu! position "ef: A#": atpl\$ cpl% Ans: C 22'+'. #f the static lateral stabilit/ of an aeroplane is increased\$ whilst its static directional stabilit/ re!ains constant: A its sensiti.it/ to utch roll increases B its spiral stabilit/ decreases C turning flight beco!es !ore difficult the nose<down pitching !o!ent in a turn increases "ef: A#": atpl\$ cpl% Ans: A 22222. The contribution of swept back wings to static directional stabilit/: A is nil B is negati.e C is positi.e decreases as the sweepback increases "ef: A#": atpl\$ cpl% Ans: C 2222&. The contribution to the static directional stabilit/ of a straight wing with high aspect ratio and without dihedral: A is alwa/s positi.e B is alwa/s negati.e C is alwa/s negligible beco!es !ore positi.e as the aspect ratio increases "ef: A#": atpl\$ cpl% Ans: C

2222+. The effect of a wing with sweepback on static directional stabilit/ is as follows: A estabilising dihedral effect B :o effect C (tabilising effect :egati.e dihedral effect "ef: A#": atpl\$ cpl% Ans: C 2&&++. #ncreasing the si3e of the fin: A reduces directional stabilit/ B reduces lateral stabilit/ C increases longitudinal stabilit/ and directional control increases the si3e of the keel surface behind the CE\$ gi.ing increased directional stabilit/ "ef: A#": atpl\$ cpl% Ans:

## 081-06-0( Static late\$al sta%ilit1

&+6+. 4ith a swept wing aircraft\$ with an increase in altitude\$ which of the following state!ents about lateral stabilit/ is correct) A (tatic lateral stabilit/ increases\$ d/na!ic lateral stabilit/ increases B (tatic lateral stabilit/ re!ains the sa!e\$ d/na!ic lateral stabilit/ decreases C (tatic lateral stabilit/ decreases\$ d/na!ic lateral stabilit/ increases (tatic lateral stabilit/ increases\$ d/na!ic lateral stabilit/ decreases "ef: A#": atpl\$ cpl% Ans: B &+6'. 4hich of the following lists aeroplane features that each increase static lateral stabilit/) A Cuselage !ounted engines\$ dihedral\$ T<tail B =ow wing\$ dihedral\$ elliptical wing planfor! C Figh wing\$ sweep back\$ large and high .ertical fin (weep back\$ uner wing !ounted engines\$ winglets "ef: A#": atpl\$ cpl%

Ans: C &+65. The short period !ode is an: A oscillation about the .ertical axis B oscillation about the lateral axis C oscillation about the longitudinal axis unstable !o.e!ent of the aeroplane\$ induced b/ the pilot "ef: A#": atpl\$ cpl% Ans: B &++6. Considering the lateral stabilit/ of a swept wing airraft\$ at high flight le.els th static lateral stabilit/ will be PPP and th d/na!ic lateral stabilit/ will be PPP A greater% greater B the sa!e% less C less% greater the sa!e% greater "ef: A#": atpl\$ cpl% Ans: B &+16. The effect of a high wing with 3ero dihedral is as follows: A its onl/ purpose is to ease aeroplane loading B :egati.e dihedral effect C 0ositi.e dihedral effect ?ero dihedral effect "ef: A#": atpl\$ cpl% Ans: C &1'2. ihedral of the wing: A is the onl/ wa/ to increase the static lateral stabilit/ B increases the static lateral stabilit/ C is onl/ positi.e for aeroplanes with high !ounted wings decreases the static lateral stabilit/ "ef: A#": atpl\$ cpl% Ans: B

&125. After a disturbance about the lateral axis\$ an aeroplane oscillates about the lateral axis at a constant a!plitude. The aeroplane is: A (taticall/ unstable /na!icall/ neutral B (taticall/ unstable /na!icall/ stable C (taticall/ stable /na!icall/ unstable (taticall/ stable /na!icall/ neutral "ef: A#": atpl\$ cpl% Ans: &1&6. 4hat happens to lateral stabilit/ when flaps are extended) A =ateral stabilit/ is decreased B =ateral stabilit/ is increased as lift is increased C =ateral stabilit/ is unaffected\$ as the wings are s/!!etrical =ateral stabilit/ is increased as the centre of pressure !o.es inboard "ef: A#": atpl\$ cpl% Ans: A &1,2. 4hich of the following state!ents about dihedral is correct) A ihedral is necessar/ for the execution of slp<free turns B 5ffecti.e dihedral is the angle between the S<chord C ihedral contributes to d/na!ic but not to static lateral stabilit/ The effecti.e dihedral of an aeroplane co!ponent !eans the contribution of that co!ponent to the static lateral stabilit/ "ef: A#": atpl\$ cpl% Ans: &15,. 4hich t/pe of wing arrange!ent decreases the static lateral stabilit/ of an aeroplane) A #ncreased wing span B ihedral C Figh wing Anhedral "ef: A#": atpl\$ cpl% Ans:

&15+. 4hich state!ent is correct for a side slip condition at constant speed and side slip angle\$ where the geo!etric dihedral of an aeroplane is increased) A the re9uired lateral control force does not change B the re9uired lateral control force decreases C the re9uired lateral control force increases the stick force per g decreases "ef: A#": atpl\$ cpl% Ans: C &151. =ateral static stabilit/ is deter!ined b/: A aircraft response to sideslip B aspect ratio C wingspan cg position "ef: A#": atpl\$ cpl% Ans: A 25666. 4hat will increase the sensiti.it/ to utch "oll) A A forward !o.e!ent of the centre of gra.it/ B An increased anhedral C An increased static lateral stabilit/ An increased static directional stabilit/ "ef: A#": atpl\$ cpl% Ans: C 22'1+. 0ositi.e static lateral stabilit/ is the tendenc/ of an aeroplane to: A roll to the left in the case of a sideslip angle 7with the aeroplane nose pointing to the right of the inco!ing flow8 B roll to the left in the case of a sideslip 7with the aeroplane nose pointing to the left of theinco!ing flow8 C roll to the right in a right turn roll to the left in a right turn "ef: A#": atpl\$ cpl% Ans: B

222'&. (tatic lateral stabilit/ should not be too large\$ because: A too !uch rudder deflection would be re9uired in a crosswind landing B too !uch aileron deflection would be re9uired in a crosswind landing C constant aileron deflection would be re9uired during cruise in case of crosswind the roll tri! sensiti.it/ would increase sharpl/ "ef: A#": atpl\$ cpl% Ans: B 222',. (tatic lateral stabilit/ should not be too s!all because: A the aeroplane would show too strong a tendenc/ to spiral di.e B after a disturbance around the longitudinal axis the aeroplane would show too strong a tendenc/ to return to the original attitude C the stick force per g would beco!e unacceptabl/ s!all the aeroplane would show too strong a tendenc/ to utch roll "ef: A#": atpl\$ cpl% Ans: A 2222'. The effect on static lateral stabilit/ of an aeroplane with a high wing as co!pared with a low wing is: A 3ero dihedral effect B a negati.e dihedral effect C no effect as it is onl/ used to i!pro.e aeroplane loading a positi.e dihedral effect "ef: A#": atpl\$ cpl% Ans: 22262. 4hich state!ent concerning sweepback is correct) A (weepback pro.ides a positi.e contribution to static lateral stabilit/ B (weepback increases speed stabilit/ at *ach nu!bers abo.e *crit C (weepback is !ainl/ intended to increase static directional stabilit/ A disad.antage of sweepback is that it decreases *crit "ef: A#": atpl\$ cpl% Ans: A

2&&+,. Cor an aircraft with neutral static roll stabilit/\$ folliwng a wing drop: A the wing would tend to return to the le.el position B the wing would continue to drop C the wing would re!ain in its displaced position the forces of lift and weight would re!ain in balance "ef: A#": atpl\$ cpl% Ans: C 2&&+5. 4hich of the following does not increase lateral stabilit/: A large fin area B large keel surface with low CE C anhedral dihedral "ef: A#": atpl\$ cpl% Ans: C 2&56+. 4hen considering the effect of a swept wing on stabilit/ with an increase in altitude\$ which of the following is correct) A increased static lateral stabilit/-decreased d/na!ic lateral stabilit/ B decreased static lateral stabilit/-decreased d/na!ic lateral stabilit/ C sa!e static lateral stabilit/-reduced d/na!ic lateral stabilit/ increased static lateral stabilit/-sa!e d/na!ic lateral stabilit/ "ef: A#": atpl\$ cpl% Ans: C 2&6+1. 4hich of the following increases the tendenc/ for utch roll) A increased anhedral B increased keel surface aft of the CE C increased static lateral stabilit/ decreased dihedral "ef: A#": atpl\$ cpl% Ans: C

2&612. 4hich of the following will increase lateral stabilit/) A dihedral-wing !ounted engines-high wing B high wing-high .ertical stabiliser-sweepback C low wing-dihedral-elliptical plan for! anhedral-low wing-sweepback "ef: A#": atpl\$ cpl% Ans: B 2&6'6. The tendenc/ for utch roll increases with: A increased static directional stabilit/ B forward CE position C increased anhedral increased static lateral stabilit/ "ef: A#": atpl\$ cpl% Ans:

## 081-06-0* D1na#ic late\$al sta%ilit1

&++2. 4hich of the following will reduce lateral stabilit/) A Anhedral B Tip tanks C ihedral 4ing root fairing "ef: A#": atpl\$ cpl% Ans: A &12&. =ongitudinal d/na!ic oscillation takes two for!s. Gne of these\$ long period oscillation\$ in.ol.es slow changes in: A height and load factor B height and speed C pitch and load factor speed and load factor "ef: A#": atpl\$ cpl% Ans: B

&126. 4hich of the following state!ents about static lateral and directional stabilit/ is correct) A The effects of static lateral and static directional stabilit/ are co!pletel/ independent of eachother because the/ take place about different axis B An aeroplane with an excessi.e static directional stabilit/ in relation to its static lateral stabilit/\$ will be prone to spiral di.e 7spiral instabilit/8 C An aeroplane with an excessi.e static directional stabilit/ in relation to its static lateral stabilit/\$ will be prone to utch roll (tatic directional stabilit/ can be increased b/ installing !ore powerful engines "ef: A#": atpl\$ cpl% Ans: B &1&&. 4hich aeroplane beha.iour will be corrected b/ a /aw da!per) A (piral di.e B Tuck under C utch roll Buffeting "ef: A#": atpl\$ cpl% Ans: C &1,&. (ensiti.it/ for spiral di.e will occur when: A the static directional stabilit/ is negati.e and the static lateral stabilit/ is positi.e B the static directional stabilit/ is positi.e and the static lateral stabilit/ is relati.el/ weak C the static lateral and directional stabilit/ are both negati.e the dutch roll tendenc/ is too strongl/ suppressed b/ the /aw da!per "ef: A#": atpl\$ cpl% Ans: B

&152. 4ith increasing altitude and constant #A( the static lateral stabilit/ 728 and the d/na!ic lateral-directional stabilit/ 728 of an aeroplane with swept<back wing will: A 728 increase% 728 increase B 728 increase% 728 decrease C 728 decrease% 728 decrease 728 decrease% 728 increase "ef: A#": atpl\$ cpl% Ans: B &165. 4hich one of the following state!ents about the d/na!ic stabilit/ of a con.entional aeroplane about the lateral axis is correct) A An aft C.E. position shortens the period ti!e of the phugoid B (peed re!ains constant during one period of the phugoid C 0eriod ti!e of the phugoid is nor!all/ 5 sec a!ping of the phugoid is nor!all/ .er/ weak "ef: A#": atpl\$ cpl% Ans: 25626. 4hich one of the following s/ste!s suppresses the tendenc/ to utch roll) A "udder li!iter B Waw da!per C "oll spoilers (poiler !ixer "ef: A#": atpl\$ cpl% Ans: B 26656. 4hen pulling out of a di.e the angle of attack: A increases B decreases C re!ains the sa!e cannot be increased at all due to structural considerations "ef: A#": atpl\$ cpl% Ans: A

22252. 4hat will increase the tendenc/ to utch roll) A an increased static lateral stabilit/ B An increased static directional stabilit/ C A forward !o.e!ent of the centre of gra.it/ An increased anhedral "ef: A#": atpl\$ cpl% Ans: A 2&6&6. 4hich of the following conditions wouHld lea.e an aircraft suscepti.le to spiral di.ergence) A positi.e lateral stabilit/\$ negati.e directional stabilit/ B o.er acti.e rudder inputs fro! the /aw da!per when reco.ering fro! dutch roll C positi.e longitudinal stabilit/ positi.e directional stabilit/\$ weak lateral stabilit/ "ef: A#": atpl\$ cpl% Ans: 2&6+2. utch roll is a co!bination of: A pitch and roll B pitch and /aw C /aw and roll none of the abo.e "ef: A#": atpl\$ cpl% Ans: C 2,,6+. Aft settings of the CE will: A increase the possibilit/ of spiral instabilit/ B increase B*CE C increase the possibilit/ of dutch roll increase the ele.ator stick force gradient "ef: A#": atpl\$ cpl% Ans: C

081-0(

## CON!RO. 081-0(-01 8ene\$al

&162. 4hich of the following is the reason for putting the hori3ontal stabiliser on top of the fin\$ known as a T<tail) A to i!pro.e ground clearance during take<off and landing on a conta!inated runwa/ B to decrease the tendenc/ for super stall C to i!pro.e the aerod/na!ic efficienc/ of the .ertical tail to i!pro.e the wing efficienc/ "ef: A#": atpl\$ cpl% Ans: C &166. uring initiation of a turn with speedbrakes extended\$ the roll spoiler function induces a spoiler deflection: A on the downgoing wing onl/ B upward on the upgoing wing and downward on the downgoing wing C on the upgroing wing onl/ downward on the upgoing wing and upward on the downgoing wing "ef: A#": atpl\$ cpl% Ans: &115. The flaperon is a control that operates si!ultaneousl/ as: A< B< C< < flaps and ailerons ele.ators and ailerons flaps and speed brakes flaps and ele.ators

## "ef: A#": atpl\$ cpl% Ans: A

&116. The t/pe of flap which extends rearward fro! the trailing edge of the wing as it is lowered is called: A a 3ap flap B a fowler flap C a split flap a Drueger flap "ef: A#": atpl\$ cpl% Ans: B ,'2'. 4hen are outboard ailerons 7if present8 de<acti.ated) A Claps 7and slats8 retracted or speed abo.e a certain .alue B Claps 7and-or slats8 extended or speed below a certain .alue C =anding gear retracted =anding gear extended "ef: A#": atpl\$ cpl% Ans: A ,'56. *anoeu.reabilit/ is best at: A aft CE position B forward CE position C high flap settings low speed "ef: A#": atpl\$ cpl% Ans: A ,'61. 4hat is the ad.antage of a .ariable incidence tailplane o.er a fixed incidence tailplane with ele.ator and tri! tab) A =inkages and !echanis! less co!plicated B #ncreased flight stabilit/ and less weight C =ess tri! drag and !axi!u! ele.ator authorit/ retained 5le.ator !o.e!ent is restricted at high speed "ef: A#": atpl\$ cpl% Ans: C

,'+2. 4hich of the following state!ents is correct) 2. 4hen the critical engine fails during take<off the speed B*C= can be li!iting 22. The speed B*C= is alwa/s li!ited b/ !axi!u! rudder deflection A 2 is incorrect\$ 22 is incorrect B 2 is correct\$ 22 is correct C 2 is correct\$ 22 is incorrect 2 is incorrect\$ 22 is correct "ef: A#": atpl\$ cpl% Ans: A 2666&. The range of control surface !o.e!ents is li!ited b/: A lea.ing control cables a little stack B tensioning control cables correctl/ C defined li!its is the operations !anual pro.iding control stops "ef: A#": atpl\$ cpl% Ans: 2666,. G.er tensioned cables is a fl/ing control s/ste! could result in: A no appreciable difference B insufficient friction in the s/ste! C excessi.e friction in the s/ste! restricted !o.e!ent of control surfaces "ef: A#": atpl\$ cpl% Ans: C 266+'. The axes of an aircraft b/ definition !ust all pass through the: A flight desk B aircraft datu! C centre of pressure centre of gra.it/ "ef: A#": atpl\$ cpl% Ans:

2&&6'. The nor!al axis of an aircraft is: A the axis passing fro! nose to tail of the aircraft B an axis through the C0\$ perpendicular to the longitudinal axis C an axis through the CE\$ perpendicular to the longitudinal axis the axis which is a straight line passing through the CE which is parallel to a line passing through the wing tips "ef: A#": atpl\$ cpl% Ans: C 2&,2+. A cable operated control s/ste! has external locks: A when fitted to the control surface\$ the/ will pre.ent !o.e!ent of the control colu!n if the controls are not fitted with ser.o tabs B the/ will not pre.ent !o.e!ent of the control colu!n C the/ will not be necessar/ because controls are irre.ersible and cannot be !o.ed b/ the wind will pre.ent !o.e!ent of a ser.o tab "ef: A#": atpl\$ cpl% Ans: A 2&,2+. The aerod/na!ic force on a control surface: A increases as speed increases B depends onl/ on the control angle and is independent of speed C depends onl/ on the air densit/ decreases as speed increases "ef: A#": atpl\$ cpl% Ans: A 2&526. Control surface flutter: A a rapid oscillation of the control surface in flight B buffeting of the controls\$ caused b/ separation of the airflow o.er the control surface C the tendenc/ of the control surface to !o.e onto its stops due to o.erbalance !o.e!ent of the control\$ due to gusts\$ when the aircraft is on the ground "ef: A#": atpl\$ cpl% Ans: A

2,'6&. 0ower assisted fl/ing controls: A gi.e no feel B are irre.ersible C gi.e no !anual re.ersion gi.e so!e feel "ef: A#": atpl\$ cpl% Ans:

## 081-0(-0 4itc" cont\$ol

&161. 4hich of the following de.ices is used to counter ad.erse /aw on rolling into or out of a turn) A ifferential ailerons B A /aw da!per C A dorsal fin Bortex generators "ef: A#": atpl\$ cpl% Ans: A &16&. An aeroplane has a ser.o<tab controlled ele.ator. 4hat will happen when onl/ the ele.ator Ha!s during flight) A The pitch control forces double B 0itch control has been lost C The ser.o<tab now works as a negati.e tri!<tab 0itch control re.erses direction "ef: A#": atpl\$ cpl% Ans: &111. The centre of gra.it/ !o.ing aft will: A increase the ele.ator up effecti.eness B decrease the ele.ator up effecti.eness C not affect the ele.ator up or down effecti.eness increase or decrease the ele.ator up effecti.eness\$ depending on wing location "ef: A#": atpl\$ cpl% Ans: A

,''1. #n a !echanicall/ controlled aeroplane\$ the !ost forward allowable position of the centre of gra.it/ could be li!ited b/ the: A ele.ator capabilit/\$ ele.ator control forces B engine thrust\$ engine location C tri! s/ste!\$ tri! tab surface wing surface\$ stabiliser surface "ef: A#": atpl\$ cpl% Ans: A ,'&2. 4hen the control colu!n is !o.ed forward and to the right: A the ele.ator goes down\$ the starboard aileron !o.es down and the port aileron !o.es up B the ele.ator goes up\$ the starboard aileron !o.es up and the port aileron !o.es down C the ele.ator goes down\$ the starboard aileron !o.es up and the port aileron !o.es down the ele.ator goes up\$ the starboard aileron !o.es down and the port aileron !o.es up "ef: A#": atpl\$ cpl% Ans: C ,','. An aircraft is approaching to land with its CE at the forward li!it. #t will be PPP to flare and B"5C will be PPP than nor!al. A difficult% higher B eas/% lower C eas/% higher difficult% lower "ef: A#": atpl\$ cpl% Ans: A ,'6'. 4hen the C.E. position is !o.ed forward\$ the ele.ator deflection for a !anoeu.re with a load factor greater than 2 will be: A larger B s!aller C unchanged dependent on tri! position "ef: A#": atpl\$ cpl%

Ans: A ,'6,. An aircraft is fitted with an ele.ator with a ser.o tab !echanis! in the pitch control s/ste!. #f the ele.ator beco!es Ha!!ed\$ what is the effect on pitch control) A The ser.o tab will beco!e a negati.e tri! tab B (o!e pitch control will be retained\$ working in the re.erse sense C The ser.o tab will beco!e an anti<balance tab 0itch control will be lost "ef: A#": atpl\$ cpl% Ans: B ,'61. 4hat is the effect on the aeroplaneMs static longitudinal stabilit/ of a shift of the centre of gra.it/ to a !ore aft location and on the re9uired control deflection for a certain pitch up or down) A The static longitudinal stabilit/ is s!aller and the re9uired control deflection is larger B The static longitudinal stabilit/ is larger and the re9uired control deflection is s!aller C The static longitudinal stabilit/ is larger and the re9uired control deflection is larger The static longitudinal stabilit/ is s!aller and the re9uired control deflection is s!aller "ef: A#": atpl\$ cpl% Ans: 2562&. "otation about the lateral axis is called: A /awing B slipping C pitching rolling "ef: A#": atpl\$ cpl% Ans: C

22'22. A Het transport aeroplane exhibits pitch up when thrust is suddenl/ increased fro! an e9uilibriu! condition\$ because the thrust line is below the: A CE B drag line of action C neutral point centre of pressure "ef: A#": atpl\$ cpl% Ans: A 222'6. The air loads on the hori3ontal tailplane 8tail load8 of an aeroplane in straight and le.el cruise flight: A will in principle be 3ero on transport aeroplanes without an electronic flight control s/ste! 7Cl/<b/<4ire8 due to the tri! s/ste! B are generall/ directed upwards and will increase when cg is !o.ed forward C are generall/ directed downwards and will beco!e less negati.e when the cg !o.es aft are generall/ directed downwards and will alwa/s beco!e less negati.e in a linear fashion with increasing airspeed "ef: A#": atpl\$ cpl% Ans: C 22226. The pitch angle is defined as the angle between the: A chord line and the hori3ontal plane B longitudinal axis and the chord line C longitudinal axis and the hori3ontal plane speed .ector axis and the longitudinal axis "ef: A#": atpl\$ cpl% Ans: C 2&&56. 4ith the CE on the aft li!it the control forces re9uired to pitch the aircraft would be: A less than with a forward CE B !ore than with a forward CE C the sa!e as with a forward CE "ef: A#": atpl\$ cpl% Ans: A

2&&62. #f an increase in power tends to !ake the nose of an aeroplane rise\$ this is the result of the: A line of thrust being below the CE B centre of lift being ahead of the CE C centre of lift and CE being collocated line of thrust being abo.e the CE "ef: A#": atpl\$ cpl% Ans: A 2&&62. Gn an aircraft with an all<!o.ing tail plane\$ backward !o.e!ent of the control wheel in flight causes: A an increase in tail plane incidence and nose up pitch B an upward !o.e!ent of the tri!!ing tab and nose up pitch C an increase in tail plane incidence and nose down pitch a decrease in tail plane incidence and nose up pitch "ef: A#": atpl\$ cpl% Ans: 2&,21. #f an aircraft has a down<load on the tail plane\$ as the ele.ator is lowered: A the down<load is increased B the down<load is decreased C the down<load re!ains the sa!e unless the tail plane incidence is changed the negati.e ca!ber is increased "ef: A#": atpl\$ cpl% Ans: B 2&,65. Cor an aircraft with a !anuall/ operated ele.ator: A the neutral point will be forward of the CE B the neutral point will be aft of the CE C the neutral point will be coincident with the CE there will be a neutral point but no static !argin "ef: A#": atpl\$ cpl% Ans: B

2&,1&. The ele.ators control the aircraft around: A the lateral axis B the longitudinal axis C the nor!al axis the hori3ontal stabiliser "ef: A#": atpl\$ cpl% Ans: A 2&566. Corce on the tail and its effect on Bs due to CE !o.e!ent: A if rearward gi.es a reduced down force on the tail-Bs will be higher B if forward gi.es a reduced down force on the tail-Bs will be higher C if rearward gi.es a reduced down force on the tail-Bs will be reduced if rearward gi.es an increased down force on the tail-Bs will be reduced "ef: A#": atpl\$ cpl% Ans: C 2&512. 4hat is the ad.antage of a .ariable incidence tail plane o.er a fixed incidence tail plane with ele.ator and tri! tab) A !ore powerful tri! B increased flight stabilit/ C less weight linkages and !echanis!s less co!plicated "ef: A#": atpl\$ cpl% Ans: A 2&6,,. #f the hori3ontal stabiliser gets stuck in the cruise position what action should /ou take on landing) A land at slower speed B land at faster speed with less flap C !o.e pax forward use the !ach tri! s/ste! "ef: A#": atpl\$ cpl% Ans: B 2&6+2. 4hen is the greatest up ele.ator angle re9uired for landing) A flaps extended with a forward CE B flaps extended and an aft CE

C flaps up with a forward CE flaps up with an aft CE "ef: A#": atpl\$ cpl% Ans: A 2&6'6. 4ith forward CE !o.e!ent the ele.ator deflection re9uired for a !anoeu.re with load factor greater than one will: A increase B decrease C re!ain constant "ef: A#": atpl\$ cpl% Ans: A

## 081-0(-0' Yaw cont\$ol

&166. An ad.antage of locating the engines at the rear of the fuselage\$ in co!parison to a location beneath the wing is: A a wing which is less sensiti.e to flutter B easier !aintenance of the engines C less influence on longitudinal control of thrust changes lighter wing construction "ef: A#": atpl\$ cpl% Ans: C ,'6&. =eft rudder input will cause: A left /aw about the .ertical axis and left roll about the longitudinal axis B right /aw about the .ertical axis and right roll about the longitudinal axis C left /aw about the .ertical axis and right roll about the longitudinal axis right /aw about the .ertical axis and left roll about the longitudinal axis "ef: A#": atpl\$ cpl% Ans: A

,'66. 4hat happens during an engine failure with two si!ilar aeroplanes with wing !ounted engines\$ one of the! with Het engines\$ the other one with co<rotating propellers: A !ore roll tendenc/ for the propeller aeroplane B the sa!e /aw tendenc/ for both aeroplanes regardless of left or right engine failure C the sa!e roll tendenc/ for both aeroplanes less roll tendenc/ for the propeller aeroplane "ef: A#": atpl\$ cpl% Ans: A 2&&6'. #f the right rudder is pushed forward: A the rudder !o.es to the left and the aircraft /aws to the right B the rudder !o.es to the right and the aircraft /aws to the left C the rudder !o.es to the right and the aircraft /aws to the right the rudder !o.es to the left and the aircraft /aws to the left "ef: A#": atpl\$ cpl% Ans: C 2&&12. A s/!!etrical fin will gi.e a side force: A with rudder neutral and no /aw B onl/ when rudder is applied C onl/ when the aircraft /aws when rudder is applied and when the aircraft /aws "ef: A#": atpl\$ cpl% Ans: 2&&1&. #f left rudder is applied: A the aircraft will roll to the left and /aw to the right B the aircraft will /aw to the left and roll to the right C the aircraft will /aw to the left and roll to the left the aircraft will /aw to the left\$ but there will be no rolling !o!ent "ef: A#": atpl\$ cpl% Ans: C

2&,26. irectional control is: A b/ ailerons around the longitudinal axis B b/ rudder around the nor!al axis C b/ ele.ator around the lateral axis b/ rudder around the longitudinal axis "ef: A#": atpl\$ cpl% Ans: B 2&,1,. 4hen the rudder pedals are !o.ed to cause a /aw to the left: A the left pedal is !o.ed forward and the rudder !o.es to the right B the right pedal is !o.ed forward and the rudder !o.es to the left C the left pedal is !o.ed forward and the rudder !o.es to the left the right pedal is !o.ed forward and the rudder !o.es to the right "ef: A#": atpl\$ cpl% Ans: C

## 081-0(-06 Roll cont\$ol

&1+6. 4hich of the following state!ents concerning control is correct) A #n general the !axi!u! downward ele.ator deflection is larger than upward B Gn so!e aeroplanes\$ the ser.o tab also ser.es as a tri! tab C F/draulicall/ powered control surfaces do not need !ass balancing #n a different aileron control s/ste! the control surfaces ha.e a larger upward than downward !axi!u! deflection "ef: A#": atpl\$ cpl% Ans: ,''2. "olling is the rotation of the aeroplane about the: A longitudinal axis B .ertical axis C lateral axis wing axis "ef: A#": atpl\$ cpl% Ans: A

,''6. ifferential aileron deflection: A increases the C=!ax B is re9uired to keep the total lift constant when ailerons are deflected C e9uals the drag of the right and left aileron is re9uired to achie.e the re9uired roll<rate "ef: A#": atpl\$ cpl% Ans: C ,'2&. A !odern Het aeroplane e9uipped with inboard and outboard ailerons plus roll control spoilers is cruising at its nor!al cruise *ach nu!ber: A onl/ the inboard ailerons are acti.e\$ the spoilers !a/ be acti.e B the inboard and outboard ailerons are acti.e\$ the spoilers !a/ be acti.e C onl/ the outboard ailerons are acti.e\$ the spoilers !a/ be acti.e onl/ the spoilers will be acti.e\$ not the ailerons "ef: A#": atpl\$ cpl% Ans: A ,',2. "oll is: A rotation about the longitudinal axis due to speed brake selection B rotation about the nor!al axis C due to aileron deflection and is !otion about the lateral axis rotation about the longitudinal axis "ef: A#": atpl\$ cpl% Ans: ,',+. Fow is ad.erse /aw co!pensated for during entr/ into and roll out fro! a turn) A Anti<balanced rudder control B Forn<balanced controls C ifferential aileron deflection (er.o tabs "ef: A#": atpl\$ cpl% Ans: C

,'52. 4hich !otion occurs about the longitudinal axis) A (ideslip B "olling C 0itching Wawing "ef: A#": atpl\$ cpl% Ans: B ,'5,. 4hich pheno!enon is counteracted with differential aileron deflection) A Turn co<ordination B Aileron re.ersal C (ensiti.it/ for spiral di.e Ad.erse /aw "ef: A#": atpl\$ cpl% Ans: ,'5+. #n an aircraft fitted with spoilers for lateral control\$ and not deplo/ed as speed brakes\$ a roll to the right is initiated b/: A right spoiler extended\$ left spoiler retracted B both spoilers extended C left spoiler extended\$ right spoiler retracted right spoiler extended\$ but left spoiler extended !ore "ef: A#": atpl\$ cpl% Ans: A ,'65. An exa!ple of differential aileron deflection during initiation of left turn is: A left aileron: 2U up "ight aileron: 5U down B left aileron: 5U up "ight aileron: 2U down C left aileron: 5U down "ight aileron: 2U up left aileron: 2U down "ight aileron: 5U up "ef: A#": atpl\$ cpl% Ans: B

,'62. Gne !ethod to co!pensate ad.erse /aw is a: A differential aileron B balance tab C antibalance tab balance panel "ef: A#": atpl\$ cpl% Ans: A 25662. Claperons are controls which are used si!ultaneousl/ as: A flaps and ele.ator B ailerons and flaps C ailerons and ele.ator flaps and speed brakes "ef: A#": atpl\$ cpl% Ans: B 266+5. #f a turbulent gust causes an aeroplane to roll: A the down going wing experiences a decrease in angle of attack B the down going wing experiences an increase in angle of attack C the down going wing has no angle of attack the angle of attack depends on whether the aeroplane changes speed "ef: A#": atpl\$ cpl% Ans: B 26626. Ad.erse aileron /aw can be countered b/: A aileron re.ersal B nothing 7it is all a desirable flight characteristic8 C aileron snatch differential ailerons "ef: A#": atpl\$ cpl% Ans:

22'26. An aeroplane is pro.ided with spoilers and both inboard and outboard ailerons. "oll control during cruise is pro.ided b/: A outboard ailerons and roll spoilers B inboard ailerons and roll spoilers C inboard and outboard ailerons outboard ailerons onl/ "ef: A#": atpl\$ cpl% Ans: B 22'+1. #n what phase of flight are the outboard ailerons 7if fitted8 not acti.e) A Take<off\$ until lift<off B Cruise C Approach =anding with a strong and gust/ crosswind\$ to a.oid o.er<controlling the aeroplane "ef: A#": atpl\$ cpl% Ans: B 2226,. 4hich co!ponent of drag increases !ost when an aileron is deflected upwards) A #nduced drag B #nterference drag C 4a.e drag Cor! drag "ef: A#": atpl\$ cpl% Ans: 2&&5+. 4hile an aircraft is rolling\$ the down<going and up<going wing: A pro.ides a force to increase the rate of roll B pro.ides a da!ping force which reduces the rate of roll C has a reduced effecti.e angle of attack will stall due to the increased effecti.e angle of attack "ef: A#": atpl\$ cpl% Ans: B

2&&6+. 4h/ do so!e aeroplanes e9uipped with inboard-outboard ailerons use the outboards for slow flight onl/) A locking out the outboard ailerons in high speed flight pro.ides .ariable flight control feel B aerod/na!ic loads on the outboard ailerons tend to twist the wingtips at high speeds C increased surface area pro.ides greater controllabilit/ with flap extension none of the abo.e "ef: A#": atpl\$ cpl% Ans: B 2&&6&. Gn an aircraft on which the ailerons are assisted b/ spoilers to gi.e lateral control\$ if the control wheel is turned to the right: A the right aileron !o.es up\$ right spoiler re!ains retracted\$ left spoiler !o.es up\$ left aileron down B the right aileron !o.es up\$ right spoiler up\$ left spoiler re!ains retracted\$ left aileron down C the right aileron !o.es down\$ right spoiler up\$ left spoiler re!ains retracted\$ left aileron up the right aileron !o.es up\$ right spoiler up\$ left spoiler re!ains retracted\$ left spoiler neutral "ef: A#": atpl\$ cpl% Ans: B 2&&+1. Cor a gi.en #A( and angle of aileron deflection\$ increasing altitude will: A reduce the rate of roll B increase the rate of roll C increase the rate of turn reduce the rate of turn "ef: A#": atpl\$ cpl% Ans: B

2&&1'. =ateral control is gi.en b/: A the ailerons around the lateral axis B the ele.ators around the lateral axis C the rudder around the nor!al axis the ailerons around the longitudinal axis "ef: A#": atpl\$ cpl% Ans: 2&&1,. The aileron on which the leading edge protrudes below the wing when the aileron is raised\$ but not abo.e it when the aileron is lowered is: A a differential aileron B a drooped aileron C a frise aileron a !ass balanced aileron "ef: A#": atpl\$ cpl% Ans: C 2&&1+. (poilers are operated as/!!etricall/: A to pro.ide pitch control B to pro.ide roll control C to pro.ide /aw control as airbrakes in flight "ef: A#": atpl\$ cpl% Ans: B 2&,25. 4hich of the following is true with regard to inboard ailerons) A used during low speed flight onl/ B used during low and high speed flight C used during high speed flight acti.ated b/ the E04( "ef: A#": atpl\$ cpl% Ans: B

2&,26. 4hen the control colu!n is !o.ed back and to the left: A the ele.ators !o.e down and the left aileron !o.es down B the left aileron !o.es up and the ele.ators !o.e up C the ele.ators !o.e up and the left aileron !o.es down the left aileron !o.es down and the ele.ators !o.e down "ef: A#": atpl\$ cpl% Ans: B 2&,22. #n a differential aileron s/ste!: A the aileron !o.es further up than down B the aileron !o.es further down than up C the leading edge of the up going aileron proHects below the wing the ailerons are inter<connected with the rudder "ef: A#": atpl\$ cpl% Ans: A 2&,22. Ad.erse /aw during a turn entr/ is caused b/: A decreased induced drag on the lowered wing and increased induced drag on the raised wing B increased induced drag on the lowered wing and decreased induced drag on the raised wing C increased parasite drag on the raised wing and decreased parasite drag on the lowered wing decreased induced drag on the raised wing and decreased induced drag on the lowered wing "ef: A#": atpl\$ cpl% Ans: A

2&,2&. 4hen rolling out of a steep banked turn\$ what causes the lowered aileron to create !ore drag than when rolling into the turn) A the wing being raised is tra.elling faster through the air than the wing being lowered B the wing being lowered is tra.elling faster through the air and producing !ore lift than the wing being raised C the angle of attack of the wing being raised is greater as the rollout is started none of the abo.e "ef: A#": atpl\$ cpl% Ans: C 2&,2,. The angle of deflection of a differential aileron when the aircraft is being rolled will be: A greatest on the up going aileron on the up going wing B greatest on the down going aileron on the up going wing C greatest on the up going aileron on the down going wing greatest on the down going aileron on the down going wing "ef: A#": atpl\$ cpl% Ans: C 2&,25. 4hich of the following is a true state!ent with regard to inboard ailerons) A inboard ailerons are used during low speed flight onl/ B inboard ailerons are used during low speed and high speed flight C inboard ailerons are used during high speed flight onl/ inboard ailerons are acti.ated b/ the E04( "ef: A#": atpl\$ cpl% Ans: B 2&,26. 4hen an aircraft is rolled to the left\$ ad.erse aileron /aw will be reduced: A b/ a frise aileron being effecti.e on the left wing B b/ fries ailerons producing increased drag on both surfaces C b/ the leading edge of the downgoing aileron protruding into the airflow b/ the down going aileron !o.ing through a greater angle of deflection than the up going aileron "ef: A#": atpl\$ cpl% Ans: A

2&,+5. Gn an aircraft with a differential aileron control s/ste!\$ when the control wheel is turned to the right: A the right aileron !o.es up\$ and the left aileron !o.es down through a greater angle B the right aileron !o.es down and the left aileron !o.es up through a greater angle C the left aileron !o.es down and the right aileron !o.es up through a greater angle the left aileron !o.es up and the right aileron !o.es down through a greater angle "ef: A#": atpl\$ cpl% Ans: C 2&,16. #n a turn\$ differential ailerons: A reduce the drag on the inner wing B reduce the drag on the outer wing C reduce the drag on both wings increase the drag on the upper wing "ef: A#": atpl\$ cpl% Ans: B 2&5,6. (poilers are nor!all/ extended: A on the upper and lower wing surfaces in flight B on the upper wing surfaces on the down going wing C on the lower wing surface on the up going wing on the upper surface of both wings to roll the aircraft "ef: A#": atpl\$ cpl% Ans: B 2&6'2. "oll rate is rotation about the: A nor!al axis B longitudinal axis due to speed brake selection C longitudinal axis lateral axis "ef: A#": atpl\$ cpl% Ans: C

2&6&2. #n a turn with speed brakes extended\$ roll control spoilers: A !o.e on the down going wing onl/ B !o.e on the up going wing onl/ C !o.e up on the down going wing\$ down on the up going wing !o.e down on the down going wing\$ up on the up going wing "ef: A#": atpl\$ cpl% Ans: C 2&6&6. Ad.erse /aw in a turn is corrected with: A differential ailerons B horn balance C !ass in the nose of the aeroplane anti<balance tabs "ef: A#": atpl\$ cpl% Ans: A 2&652. 4hich of the following is the correct exa!ple of differential aileron deflection to initiate a left turn) A left aileron up 5o-right aileron down 2o B right aileron up 5o-left aileron down 2o C left aileron up 2o-right aileron down 5o right aileron up 2o-left aileron down 5o "ef: A#": atpl\$ cpl% Ans: A 2&656. 4hich of the following pheno!ena is pre.ented b/ differential ailerons) A ad.erse /aw B turn co<ordination C sensiti.it/ to spiral di.e aileron re.ersal "ef: A#": atpl\$ cpl% Ans: A

2&616. 4hen are outboard ailerons locked out) A flaps retracted B landing gear retracted C landing gear extended flaps extended "ef: A#": atpl\$ cpl% Ans: A 2,'6,. "olling is a PPP !o.e!ent about the PPP axis: A lateral-lateral B lateral-longitudinal C longitudinal-lateral longitudinal-longitudinal "ef: A#": atpl\$ cpl% Ans: B 2,'65. An aeroplane fitted with spoilers is rolling to the right\$ which wa/ do the spoilers !o.e) A down on the downgoing wing B up on the downgoing wing C up on the upgoing wing down on the upgoing wing "ef: A#": atpl\$ cpl% Ans: B 2,'6+. An aeroplane fitted with differential ailerons is in a le.el turn to the right. 4hich of the following state!ents is correct) A the left aileron !o.es up !ore than the right aileron !o.es down B the left aileron !o.es down !ore than the right aileron !o.es up C the right aileron !o.es up !ore than the left aileron !o.es down theright aileron !o.es down !ore than left aileron !o.es up "ef: A#": atpl\$ cpl% Ans: C

## 081-0(-0( Inte\$action in diffeent ,lanes 91aw:\$oll;

,'''. An aircraftMs tendenc/ to dutch roll !a/ be reduced b/: A reducing the si3e of the fin B gi.ing the wings an angle of anhedral C sweeping the wings gi.ing the aircraft longitudinal dihedral "ef: A#": atpl\$ cpl% Ans: B ,'22. 4hen an aircraft is rolled to port\$ ad.erse /aw will be reduced b/: A the leading edge of the down going aileron protruding into the airflow B Crise ailerons producing increased profile leading edge drag on both surfaces C a Crise aileron being effecti.e on the port wing the down going aileron producing a greater angle of deflection than the up going aileron "ef: A#": atpl\$ cpl% Ans: C ,'26. 4hich !o!ents or !otions interact in a dutch roll) A "olling and /awing B 0itching and /awing C 0itching and rolling 0itching and ad.erse /aw "ef: A#": atpl\$ cpl% Ans: A ,'+2. 4hen a Het aircraft enters a turn or straightens<up fro! a turn\$ what de.ice ensures correct response) A orsal fin B Waw da!per C Aileron rudder coupling Bortex generators "ef: A#": atpl\$ cpl%

Ans: C 22'6+. #f the nose of an aeroplane /aws left\$ this causes: A a roll to the right B a decrease in relati.e airspeed on the right wing C an increase in lift on the left wing a roll to the left "ef: A#": atpl\$ cpl% Ans: 2&&61. 4hat are the secondar/ effects of rudder and aileron respecti.el/: A /aw and roll B roll and /aw C pitch and roll /aw and pitch "ef: A#": atpl\$ cpl% Ans: B 2&,15. 4hen the rudder is !o.ed to the right\$ the force acting on the fin: A gi.es a /awing !o!ent but no rolling !o!ent B gi.es a rolling !o!ent to the left C gi.es a rolling !o!ent to the right gi.es a nose<up pitching !o!ent because the force is applied abo.e the CE "ef: A#": atpl\$ cpl% Ans: C 2&66&. #f an aircraft /aws to port\$ the secondar/ effect will be: A roll right B roll left C pitch up pitch down "ef: A#": atpl\$ cpl% Ans: B

## 081-0(-0* Means to \$ed&ce cont\$ol fo\$ces

&162. The inputs to the X unit are fro!: A static and te!perature B pitot and static C altitude and pitot pilot and altitude "ef: A#": atpl\$ cpl% Ans: B ,''&. 5xa!ples of aerod/na!ic balancing of control surfaces are: A spring tab\$ ser.o tab\$ and power assisted control B balance tab\$ horn balance\$ and !ass balance C !ass in the nose of the control surface\$ horn balance and !ass balance ser.o tab\$ spring tab\$ seal between the wing trailing edge and the leading edge of control surface "ef: A#": atpl\$ cpl% Ans: ,''6. A horn balance in a control s/ste! has the following purpose: A to decrease the effecti.e longitudinal dihedral of the aeroplane B to pre.ent flutter C to obtain !ass balancing to decrease stick forces "ef: A#": atpl\$ cpl% Ans: ,'22. #f an aircraft is fitted with powered fl/ing controls\$ which of the following would be used in the case of !anual re.ersion) A Balance tab B Anti<balance tab C (pring tab (er.o tab "ef: A#": atpl\$ cpl% Ans:

,'26. 4hich kind of tab is co!!onl/ used in case of !anual re.ersion of full/ powered flight controls) A Balance tab B (pring tab C (er.o tab Anti<balance tab "ef: A#": atpl\$ cpl% Ans: C ,'&2. The inputs to the X feel unit are fro!: A static pressure and te!perature B pitot and static pressures C altitude and pitot pressure pitot pressure and total head pressure "ef: A#": atpl\$ cpl% Ans: B ,'&,. Gn take<off with the CE at the forward li!it: A ele.ator stick force is less because of the increased tailplane ar! B ele.ator stick force to rotate the aircraft at B" will be unchanged\$ because the aircraft on the ground rotates about the !ain wheels C B*CE is lower due to the increased fin ar! ele.ator stick forces will be higher at B" "ef: A#": atpl\$ cpl% Ans: ,'&6. Aerod/na!ic balance can be obtained b/: A a weight !ounted forward of the control surface hinge line B an external balance\$ pro.ided b/ a seal fro! the wing to the traiing edge of the aileron C an internal balance 7the leading edge of the aileron is housed within a box inside the wing trailing edge\$ .ented to at!osphere\$ with a seal fro! the wing to the leading dge of the aileron8 the down going aileron !o.ing through a s!aller angle than the up going aileron "ef: A#": atpl\$ cpl% Ans: C

,',&. To hold a gi.en sideslip angle and airspeed\$ increased geo!etric dihedral would: A reduce the stick force to 3ero B ha.e no effect on stick force C decrease the stick force increase the stick force "ef: A#": atpl\$ cpl% Ans: ,'5'. (tick forces\$ pro.ide b/ an ele.ator feel s/ste!\$ depend on: A stabiliser position\$ static pressure B ele.ator deflection\$ d/na!ic pressure C ele.ator deflection\$ static pressure stabiliser position\$ total pressure "ef: A#": atpl\$ cpl% Ans: B ,'55. 4hen power assisted controls are used for pitch control\$ this: A !akes tri!!ing superfluous B ensures that a part of the aerod/na!ic forces is still felt on the colu!n C !akes aerod/na!ic balancing of the control surfaces !eaningless can onl/ function in co!bination with an ele.ator tri! tab "ef: A#": atpl\$ cpl% Ans: B ,'6&. 4hich state!ent about a pri!ar/ control surface controlled b/ a ser.o tab\$ is correct) A The position is undeter!ined during taxiing\$ in particular with tailwind B The ser.o tab can also be used as a tri!tab C The control effecti.eness of the pri!ar/ surface is increased b/ ser.o tab deflection ue to the effecti.eness of the ser.o tab the control surface area can be s!aller "ef: A#": atpl\$ cpl% Ans: A

,'6+. 4hen flutter da!ping of control surfaces is obtained b/ !bas balancing\$ these weights will be located with respect to the hinge of the control surface: A abo.e the hinge B below the hinge C in front of the hinge behind the hinge "ef: A#": atpl\$ cpl% Ans: C 2'+++. 5xa!ples of aerod/na!ic balancing of control surfaces are: A Cowler flaps\$ upper and lower rudder B seal between wingMs trailing edge and leading edge of a control surface\$ horn balance C upper and lower rudder\$ seal between wingMs trailing edge and leading edge of a control surface weight in the nose of the control surface\$ horn balance "ef: A#": atpl\$ cpl% Ans: B 22''+. A downward adHust!ent of a tri! tab in the longitudinal control s/ste!\$ has the following effect: A the stick force stabilit/ re!ains constant B the stick position stabilit/ increases C the stick position stabilit/ re!ains constant the stick force stabilit/ decreases "ef: A#": atpl\$ cpl% Ans: C 22'5'. 5xa!ples of aerod/na!ic balancing of control surfaces are: A weight in the nose of the control surface\$ horn balance B upper and lower rudder\$ seal between wingMs trailing edge and leading edge of a control surface C seal between wingMs trailing edge and leading edge of a control surface\$ horn balance Cowler flaps\$ upper and lower rudder "ef: A#": atpl\$ cpl% Ans: C

222&1. Opward deflection of a tri! tab in the longitudinal control results in: A the stick position stabilit/ re!aining constant B increasing the stick position stabilit/ C increasing the stick force stabilit/ the stick force stabilit/ re!aining constant "ef: A#": atpl\$ cpl% Ans: A 222,1. 4hat is the funda!ental difference between a tri! tab and a ser.o tab) A A ser.o tab affects the stick force stabilit/\$ whereas a tri! tab does not B The purpose of a tri! tab is to reduce continuous stick force to 3ero\$ a ser.o tab onl/ reduces stick force C A tri! tab is auto!aticall/ adHusted when its particular control surface !o.es\$ whereas a ser.o tab is !o.ed independentl/ of its particular control surface The functioning of a tri! tab is based on aerod/na!ic balancing\$ whereas a ser.o tab is usuall/ adHusted .ia a screwHack "ef: A#": atpl\$ cpl% Ans: B 22265. 4hich state!ent is correct about a spring tab) A At high #A( it beha.es like a ser.o tab B At low #A( it beha.es like a ser.o tab C At high #A( it beha.es like a fixed extension of the ele.ator #ts !ain purpose is to increase stick force per g "ef: A#": atpl\$ cpl% Ans: A 222+6. 4hich three aerod/na!ic !eans decrease !anoeu.ring stick forces) A (er.o tab horn balance spring tab B (er.o tab tri! tab balance tab C (pring tab tri! tab !ass balancing weight (pring tab horn balance bobweight "ef: A#": atpl\$ cpl% Ans: A

2&&6,. A ser.o tab on the rudder !o.es: A when the rudder pedals are !o.ed B when the rudder is !o.ed C when the rudder tri! wheel is !o.ed in the sa!e direction as the rudder to !ake the rudder !ore effecti.e at low speed "ef: A#": atpl\$ cpl% Ans: A 2&&15. Gn an aileron with an inset hinge\$ the leading dge of the control surface !a/ protrude abo.e or below the wing surface when the control is !o.ed. This is to: A gi.e assistance to the pilot to !o.e the control B increase the effecti.eness of the control C increase the drag in a turn gi.e a !ass balance "ef: A#": atpl\$ cpl% Ans: A 2&&16. Balance tabs: A !o.e in the sa!e direction as the control surface B !o.e in the sa!e direction as control surfaces and tri! tabs C !o.e in the opposite direction to control surfaces and the sa!e direction as tri! tabs !o.e in the opposite direction to both control surfaces and tri! tabs "ef: A#": atpl\$ cpl% Ans: C 2&,21. Aerod/na!ic balance on a fl/ing control is used to: A pre.ent flutter of the fl/ing control B reduce the load re9uired to !o.e the control C reduce the control load to 3ero balance the aircraft about its axes "ef: A#": atpl\$ cpl% Ans: B

2&,&'. #f the control surface hinge is placed too far back fro! the control surface leading edge: A control effecti.eness will be reduced B the controls will be too hea./ C range of control surface !o.e!ent will be reduced control surface C0 !a/ !o.e ahead of the hinge and cause o.erbalance "ef: A#": atpl\$ cpl% Ans: 2&,&2. An inset hinge is an exa!ple of 7i8 balance and a horn balance is an exa!ple of 7ii8 balance A 7i8 !ass% 7ii8 !ass B 7i8 !ass% 7ii8 aerod/na!ic C 7i8 aerod/na!ic% 7ii8 !ass 7i8 aerod/na!ic% 7ii8 aerod/na!ic "ef: A#": atpl\$ cpl% Ans: 2&,&2. An aileron control surface is pro.ided with an inset hinge: A to pre.ent flutter B to pre.ent ad.erse aileron /aw C to pro.ide aerod/na!ic balance to increase the stick force "ef: A#": atpl\$ cpl% Ans: C 2&,&&. #nset hinges: A pro.ide !ass forward of the control surface CE to pre.ent flutter B pro.ide !ass aft of the hinge line to pre.ent flutter C pro.ide aerod/na!ic assistance to the pilot pre.ent o.er balance of the controls "ef: A#": atpl\$ cpl% Ans: C

2&,&5. A graduated horn balance: A gi.es a high degree of assistance at high speed B ensures that onl/ a li!ited degree of assistance is a.ailable at low speed C pre.ents o.er balance resulting fro! excess balance at high speed pro.ides the re9uired a!ount of aerod/na!ic assistance to the pilot at low speed "ef: A#": atpl\$ cpl% Ans: B 2&,&6. A balance tab is an auxiliar/ surface fitted to a !ain control surface operated: A auto!aticall/ to assist the pilot to !o.e the controls B auto!aticall/ to pro.ide feel C independentl/ b/ the pilot to re!o.e excessi.e loads fro! the controls directl/ b/ the pilot to cause !o.e!ent of the !ain control surface "ef: A#": atpl\$ cpl% Ans: A 2&,&6. A balance tab reduces aerod/na!ic stick forces: A and control effecti.eness B but increases control effecti.eness C and has no effect on control effecti.eness none of the abo.e "ef: A#": atpl\$ cpl% Ans: A 2&,&+. 4hat is the purpose of a balance tab) A *o.e the flight controls in the e.ent of !anual re.ersion B reduce control forces b/ deflecting in the proper direction to !o.e a pri!ar/ flight control C pre.ent a control surface fro! !o.ing to a full<deflection position due to aerod/na!ic forces decrease control forces b/ deflecting in the sa! direction as the !ain control "ef: A#": atpl\$ cpl% Ans: B

2&,&1. 4hich direction fro! the pri!ar/ control surface does an anti<balance tab !o.e) A opposite direction B sa!e direction C re!ains fixed for all positions fixed at low speeds\$ sa!e direction at high speed "ef: A#": atpl\$ cpl% Ans: B 2&,,'. An anti<balance tab !o.es in the: A opposite direction to the control surface and increases control effecti.eness B sa!e direction as the control surface and increases control effecti.eness C opposite direction to the control surface and decreases control effecti.eness sa!e direction as the control surface and decreases control effecti.eness "ef: A#": atpl\$ cpl% Ans: B 2&,,2. 4hich of the following de.ices is used to pro.ide aerod/na!ic balance) A tri! tab B fries ailerons C anti<balance tab !ass balance fitted forward of the hinge line "ef: A#": atpl\$ cpl% Ans: C 2&,,2. 4hen an ele.ator is deflected down the balance tab will: A !aintain its chord line parallel to the ele.ator chord line B !o.e up relati.e to the ele.ator chord line C !o.e down relati.e to the ele.ator chord line !aintain its chord line parallel to the tail plane chord line "ef: A#": atpl\$ cpl% Ans: B

2&,,&. 4ith the aircraft stationar/\$ if the control colu!n is pulled back\$ a sprig tab on the ele.ator will: A !o.e down relati.e to the ele.ator B !o.e up relati.e to the ele.ator C re!ain in the neutral position relati.e to the ele.ator re!ain in the neutral position until the ele.ator reaches the li!it of its tra.el\$ and then !o.e up "ef: A#": atpl\$ cpl% Ans: C 2&,,,. A tab fitted to 3ero the loads on the pilotMs control during flight is known as: A a balance tab B a spring tab C an anti<balance tab a tri! tab "ef: A#": atpl\$ cpl% Ans: 2&,56. (o!e aircraft are fitted with fixed tri!!ing tabs: A these are set b/ the !anufacturer and !ust not be altered B these !a/ be adHusted onl/ on the ground C these !a/ be adHusted b/ the pilot in flight these !a/ be adHusted b/ the !anufacturer "ef: A#": atpl\$ cpl% Ans: B 2&,5+. Cor an aircraft fitted with ser.o operated controls\$ if external locks are fitted to the !ain control surfaces: A the/ will pre.ent !o.e!ent of the control wheel\$ the control surfaces and the ser.o tabs B the/ will pre.ent !o.e!ent of the control surfaces but not the control wheel or the ser.o tabs C the/ will pre.ent !o.e!ent of the control wheel and the control surfaces but not the ser.o tabs the/ will pre.ent !o.e!ent of the control wheel and the ser.o tabs but not the control surfaces "ef: A#": atpl\$ cpl% Ans: B

2&,51. #n a ser.o tab operated control s/ste!\$ !o.e!ent of the tab: A is alwa/s in the sa!e direction as the control surface B is alwa/s in the opposite direction to the control surface C !a/ be either opposite or in the sa!e direction as the control surface is controlled directl/ b/ the !ain control surface "ef: A#": atpl\$ cpl% Ans: B 2&,6'. Cor an aircraft fitted with ser.o tabs: A locks fitted on the control surface will not pre.ent !o.e!ent of the control wheel B locks on the control surface will pre.ent !o.e!ent of the control wheel C locks on the control surface will pre.ent !o.e!ent of the tabs none of the abo.e "ef: A#": atpl\$ cpl% Ans: A 2&,+6. Aerod/na!ic balance !a/ be achie.ed b/: A a fixed tri!!ing tab B a horn balance C a weight attached forward of the control hinge a spring attached to the rudder control circuit "ef: A#": atpl\$ cpl% Ans: B 2&56&. #f ser.o tabs are fitted to a !ain control surface: A the/ !ake the control surface effecti.e allowing for a reduced si3e to be used B the/ also act as tri! tabs C the/ are acti.ated b/ !o.e!ent of the control surface the controls are less effecti.e at low speed "ef: A#": atpl\$ cpl% Ans:

2&51'. An aircraft is fitted with a ser.o tab\$ if the ele.ator beco!es Ha!!ed\$ what is the effect of the ser.o tab) A pitch control will be lost B it will beco!e an anti<balance tab C it will beco!e a negati.e tri! tab it will re.erse the direction of pitch input "ef: A#": atpl\$ cpl% Ans: 2&621. (tick force artificial feel depends on: A ele.ator deflection-static pressure B ele.ator deflection-d/na!ic pressure C stabiliser deflection-total pressure stabiliser deflection-static pressure "ef: A#": atpl\$ cpl% Ans: B 2,'6'. The force characteristics of a 9 feel s/ste! rel/ on: A h/draulic pressure B d/na!ic pressure C static pressure kinetic pressure "ef: A#": atpl\$ cpl% Ans: B

## 081-0(-0+ Mass %alance

&16,. The location of !ass balance weights is: A on the hinge line if the control surface has an inset hinge B on the hinge line if the control surface does not ha.e an inset hinge C alwa/s on the hinge line\$ irrespecti.e of the t/pe of aerod/na!ic balance in front of the hinge line "ef: A#": atpl\$ cpl% Ans:

&1+6. *ass balance to reduce control flutter is not re9uired on: A aircraft with a full/ powered irre.ersible control s/ste! with no !anual e!ergenc/ s/ste! B aircraft with a full/ powered irre.ersible control s/ste! C aircraft li!ited to speeds below 2''kt aircraft with short rigid wings "ef: A#": atpl\$ cpl% Ans: A ,'5&. 4hen a large !odern aircraft e!plo/s a .ariable incidence tailplane\$ tri! changes are !ade b/: A adHusting the tri! tab on the trailing edge of the ele.ator B changing the angle of the entire tailplane C .ar/ing the spring bias tri!!ing s/ste! adHusting the X feel unit "ef: A#": atpl\$ cpl% Ans: B 22'65. #f an aeroplane exhibits insufficient sticl force per g\$ this proble! can be resol.ed b/ installing: A a spring which pulls the stick backwards B a bobweight in the control s/ste! which pulls the stick forwards C a spring which pushes the stick forwards a bobweight in the control s/ste! which pulls the stick backwards "ef: A#": atpl\$ cpl% Ans: B 22'15. *ass<balancing of control surfaces is used to: A increase the stick force stabilit/ B li!it the stick forces C ensure that the control surfaces are in the !id<position during taxiing pre.ent flutter of control surfaces "ef: A#": atpl\$ cpl% Ans:

222+5. 4hich state!ent is correct) l. Gn full/ h/draulic powered flight controls there is no need for !ass balancing ll. Gn full/ h/draulic powered flight controls there is no need for tri! tabs A 2 is incorrect\$ ll is correct B l is incorrect\$ ll is incorrect C l is correct\$ ll is correct l is correct\$ ll is incorrect "ef: A#": atpl\$ cpl% Ans: A 2&&16. The effect of a !ass balance weight is to: A !o.e the control surface CE forward onto the control hinge B increase the !ass of the control surface without !o.ing its CE C !o.e the control surface E rearwards !ake the !ass balance weight coincident with the control hinge "ef: A#": atpl\$ cpl% Ans: A 2&6'+. #f !ass balance is used to reduce flutter\$ it should be attached to a control surface: A on the hinge B behind the hinge C abo.e the hinge in front of the hinge "ef: A#": atpl\$ cpl% Ans:

081-0(-08 !\$i##in)
&16+. 0ower assisted fl/ing control s/ste!s ha.e tri! controls pri!aril/ in order to: A allow the pilot to !aintain control in case of h/draulic failure B relie.e stresses on the tri! tab C relie.e stresses on the h/draulic actuators bring the control forces to 3ero in stead/ flight "ef: A#": atpl\$ cpl%

Ans: &1+'. 4hich of the following is an ad.antage of engines !ounted on the rear fuselage o.er those !ounted in wing pods) A 4ings can ha.e a lighter for! of construction B The wing is less likel/ to suffer fro! flutter C 5asier !aintenance access =ongitudinal tri! is less affected b/ changes in thrust "ef: A#": atpl\$ cpl% Ans: &1+,. Gne ad.antage of a !o.able<stabiliser s/ste! co!pared with a fixed stabiliser s/ste! is that: A the s/ste!s co!plexit/ is reduced B the structure weighs less C it leads to greater stabilit/ in flight it is a !ore powerful !eans of tri!!ing "ef: A#": atpl\$ cpl% Ans: ,'22. 4hat should be usuall/ done to perfor! a landing with the stabiliser Ha!!ed in the cruise flight position) A #f possible\$ relocate as !an/ passengers as possible to the front of the cabin B Choose a lower landing speed than nor!al C Choose a higher landing speed than nor!al and-or use a lower flapsetting for landing Ose the *ach tri!!er until after landing "ef: A#": atpl\$ cpl% Ans: C ,'21. #n general transport aeroplanes with power assisted flight controls are fitted with an adHustable stabiliser instead of tri! tabs on the ele.ator. This is because: A the pilot does not feel the stick forces at all B effecti.eness of tri! tabs is insufficient for those aeroplanes C !echanical adHust!ent of tri! tabs creates too !an/ proble!s tri! tab deflection increases *crit "ef: A#": atpl\$ cpl%

Ans: B ,'&5. 4hich state!ent about a Het transport aeroplane is correct\$ during take<off at the !axi!u! allowable forward centre of gra.it/ li!it\$ while the TF( 7Tri!!ing Fori3ontal (tabiliser8 has been positioned at the !axi!u! allowable A: 7Aeroplane :ose own8 position. A The rotation will re9uire extra stick force B #f the TF( position is Hust within the li!its of the green band\$ the take off warning s/ste! will be acti.ated C 5arl/ nose wheel raising will take place :othing special will happen "ef: A#": atpl\$ cpl% Ans: A ,'&6. The reason for ha.ing a tri! s/ste! on powered assisted fl/ing controls is: A enables the pilot to !aintain control in case of h/draulic failure B relie.e stresses on the tri! tab C relie.e stresses on the h/draulic actuators enables the stick force to be reduced to 3ero "ef: A#": atpl\$ cpl% Ans: ,'62. 4hich state!ent about the tri! position is true related to centre of gra.it/ and adHustable stabiliser position) A A nose hea./ aeroplane re9uires that the stabiliser leading edge is lower than co!pared with a tail hea./ aeroplane B Because characteristic speeds at take off do not .ar/ with centre of gra.it/ location\$ the need for stabiliser adHust!ent is dependent on flap position onl/ C A nose hea./ aeroplane re9uires that the stabiliser leading edge is higher than co!pared with a tail hea./ aeroplane At the forward li!it for centre of gra.it/\$ stabiliser tri! is adHusted !axi!u! :ose own to obtain !axi!u! ele.ator authorit/ at take off rotation "ef: A#": atpl\$ cpl% Ans: A

,'62. 4hat is the position of the ele.ator in relation to the tri!!able hori3ontal stabiliser of a power assisted aeroplane\$ which is in tri!) A The position depends on speed\$ the position of slats and flaps and the position of the centre of gra.it/ B The ele.ator deflection 7co!pared to the stabiliser position8 is alwa/s 3ero C At a forward CE the ele.ator is deflected upward and at an aft CE the ele.ator is deflected downward The ele.ator is alwa/s deflected slightl/ downwards in order to ha.e sufficient re!aining flare capabilit/ "ef: A#": atpl\$ cpl% Ans: A ,'66. #f the ele.ator tri! tab is deflected up\$ the cockpit tri! indicator presents: A nose<left B neutral C nose<up nose<down "ef: A#": atpl\$ cpl% Ans: ,'6+. Fow would the exterior appearance of an aeroplane change\$ when tri!!ing for speed increase) A The exterior appearance of the aeroplane will not change B The ele.ator is deflected further up b/ a downward deflected tri! tab C The ele.ator is deflected further downward b/ !eans of a !o.able hori3ontal stabiliser 5le.ator deflection is increased further downward b/ an upward deflected tri! tab "ef: A#": atpl\$ cpl% Ans:

25666. Fow does the exterior .iew of an aeroplane change\$ when the tri! is used during a speed decrease) A The ele.ator is deflected further downwards b/ !eans of an upwards deflected tri! tab B The ele.ator is deflected further upwards b/ !eans of a downwards deflected tri! tab C The ele.ator is deflcted further downwards b/ !eans of a tri!!able hori3ontal stabiliser :othing changes in the exterior .iew "ef: A#": atpl\$ cpl% Ans: B 266'+. An aircraft is e9uipped with an all fl/ing tailplane which has c o!bined antibalance and tri!!ing tab. The top of the tri! wheel is !o.ed forward. 4hich of the following state!ents is !ost correct) A The tab !o.es up\$ so that less effort is re9uired when the pilot atte!pts to !o.e the control colu!n to the rear B The tab !o.es up\$ so that !ore effect is re9uired when the pilot atte!pts to !o.e the control clu!n to the rear C The tab !o.es down\$ so that less effort is re9uired when the pilot atte!pts to !o.e the control colu!n to the rear The tab !o.es down\$ so that !ore effort is re9uired when the pilot atte!pts to !o.e the control colu!n to the rear "ef: A#": atpl\$ cpl% Ans: B 22'+6. #n straight and le.el flight\$ as speed is reduced: A the ele.ator is deflected further downwards and the tri! tab further upwards B both ele.ator and tri! tab are deflected further upwards C the ele.ator and tri! tab do not !o.e the ele.ator is deflected further upwards and the tri! tab further downwards "ef: A#": atpl\$ cpl% Ans:

2226,. 4hich state!ent in respect of a tri!!able hori3ontal stabiliser is correct) A Because take<off speeds do not .ar/ with centre of gra.it/ location\$ the need for stabiliser adHust!ent is dependent on flap position onl/ B An aeroplane with a forward cg re9uires the stabiliser leading edge to be lower than for one with an aft cg in the sa!e tri!!ed condition C An aeroplane with a forward cg re9uires the stabiliser leading edge to be higher than for one with an aft cg in the sa!e tri!!ed condition At the forward C.E. li!it\$ stabiliser tri! is adHusted full/ nose down to obtain !axi!u! ele.ator authorit/ at rotation during take<off "ef: A#": atpl\$ cpl% Ans: B 2&&66. #n the unlikel/ e.ent of an aircraft beco!ing airborne with the ele.ator control lock engaged\$ operation of an ele.ator tri! tab control in the nor!al direction to counteract a nose up tendenc/ would: A ha.e no effect B result in a reduction of the nose up tendenc/ C result in an increase in the nose down pitching !o!ent result in an increase of the nose up tendenc/ "ef: A#": atpl\$ cpl% Ans: 2&,,5. 4hen checking the range of !o.e!ent of an ele.ator tri! tab as part of the pre<flight check\$ !o.e!ent of the tri! wheel or tri! switches will !o.e the: A tab and control colu!n B ele.ator C tab tab\$ ele.ator and control colu!n "ef: A#": atpl\$ cpl% Ans: C 2&,,6. #f the control colu!n is pushed forward\$ a tri! tab on the ele.ator: A will !o.e up relati.e to the ele.ator B will !o.e down relati.e to the ele.ator C will onl/ !o.e relati.e to the ele.ator at high speed will not !o.e relati.e to the ele.ator unless the tri! wheel is !o.ed "ef: A#": atpl\$ cpl% Ans:

2&,,6. 4hich direction fro! the pri!ar/ control surface does an ele.ator adHustable tri! tab !o.e when the control surface is !o.ed) A sa!e direction B opposite direction C in the sa!e direction at high speeds to increase the stick force\$ but in the opposite direction at low speed re!ains fixed for all positions "ef: A#": atpl\$ cpl% Ans: 2&,,+. #n order to 3ero the load if a rearward force on the control colu!n is re9uired to !aintain le.el flight: A the ele.ator tri! tab !ust be !o.ed up B the ele.ator tri! tab !ust be !o.ed down C< the incidence of a tri!!ing tail plane !ust be increased the ele.ator will be re9uired to re!ain neutral "ef: A#": atpl\$ cpl% Ans: B 2&,,1. Gn an aircraft with a .ariable incidence tri!!ing tail plane\$ the tail plane incidence changes: A if the control colu!n is !o.ed B if the tri! wheel is turned C auto!aticall/ if the ele.ator !o.es b/ re<setting it on the ground "ef: A#": atpl\$ cpl% Ans: B 2&,5'. Gn a .ariable incidence tail plane with ele.ators fitted at the trailing edge\$ longitudinal tri!!ing will be done b/ adHusting the: A ele.ators with the control wheel B ele.ators with the tri! wheel C tail plane incidence with the control wheel tail plane incidence with the twi! wheel "ef: A#": atpl\$ cpl% Ans:

2&,52. #f the ele.ator tri! wheel is !o.ed full/ back\$ what will happen to the control range) A no effect on range B increase ele.ator range C decrease ele.ator range "ef: A#": atpl\$ cpl% Ans: A 2&,52. #f the ele.ator tri! tab has been !o.ed full/ to the aircraft nose up position\$ the a.ailable aircraft nose up pitch authorit/ will be: A increased B reduced C not affected re.ersed "ef: A#": atpl\$ cpl% Ans: B 2&,5&. 4hen an aileron tri! control in the cockpit is !o.ed to correct a tendenc/ to fl/ left wing low\$ an aileron tri! tab on the left aileron will !o.e: A up and this causes theleft aileron to !o.e down\$ and the right one to !o.e up B up and this causes the left aileron to !o.e down\$ but the right aileron will re!ain neutral C down and this causes the left aileron to !o.e up and the right aileron to !o.e down down and this causes the left aileron to !o.e up and the right aileron to !o.e up "ef: A#": atpl\$ cpl% Ans: A 2&,5,. To counteract a right wing low tendenc/\$ a fixed tab on the port aileron would: A be !o.ed up causing the left aileron to co!e up B be !o.ed up causing the right aileron to co!e down C be !o.ed down causing the left aileron to go down be !o.ed down causing the left aileron to co!e up "ef: A#": atpl\$ cpl% Ans:

2&,55. own !o.e!ent of the ele.ator tri!!ing tab will: A !ake the aircraft nose hea./ B o.erco!e a tendenc/ to fl/ nose hea./ C o.erco!e a tendenc/ to fl/ tail hea./ !ake the aircraft pitch nose down "ef: A#": atpl\$ cpl% Ans: B 2&,56. An aircraft keeps /awing to the left\$ /ou would tri! it b/: A !o.ing the fixed tri!!ing tab on the rudder o.er to the left B !o.ing the adHustable tri! tab to the right C adHusting the rudder bar to keep theleft rudder pedal forward adHusting the aileron tri! tab wheel to the right "ef: A#": atpl\$ cpl% Ans: A 2&5,5. To tri! an aircraft which tends to fl/ tail hea./ with hands off\$ the top of the ele.ator tri!!ing wheel !ounted on a shaft running laterall/ would be rotated: A forward-tri! tab down-ele.ator up B rearward-tri! tab up-ele.ator up C rearward-tri! tab down-ele.ator down forward-tri! tab up-ele.ator down "ef: A#": atpl\$ cpl% Ans: 2&622. An aeroplane has a CE on the forward li!it and full nose down tri!. Fow will this affect stick forces at take<off) A increase stick forces B decrease stick forces C set off an alar! nose wheel will lift off earl/ "ef: A#": atpl\$ cpl% Ans: A

2&622. #f the tri! tab is !o.ed up\$ what is the cockpit indication) A neutral B nose up C nose down "ef: A#": atpl\$ cpl% Ans: C 2&6,+. 4hat position !ust the stabiliser be in during take<off with a nose hea./ aircraft\$ co!pared to a TbalancedU aircraft) A !ore nose u tri!-decreased stabiliser incidence B !ore nose down tri!-decreased stabiliser incidence C less nose up tri!-increased stabiliser incidence less nose down tri!-increased stabiliser incidence "ef: A#": atpl\$ cpl% Ans: A 2&66&. Gn an aircraft with a tri!!ing hori3ontal stabiliser\$ what is the ele.ator position relati.e to the stabiliser when the aircraft is in the tri!!ed condition) A downwards B upwards C alwa/s neutral to the stabiliser alwa/s down relati.e to the stabiliser "ef: A#": atpl\$ cpl% Ans: C 2&666. 4h/ does a transport aircraft with powered controls use a hori3ontal stabiliser tri!) A pilot input is not subHect to aerod/na!ic control forces B tri! tabs are not effecti.e enough C o.erl/ co!plex !echanis! tri! tabs would increase *crit "ef: A#": atpl\$ cpl% Ans: B

2&621. 4hen the tri! tab on the ele.ator is deflected down the cockpit indication of tri! is: A nose up B nose down C nose left nose right "ef: A#": atpl\$ cpl% Ans: A 2&6&'. To adHust for a deceleration\$ the tri! tab on an ele.ator: A !o.es up\$ !aking the ele.ator !o.e down B !o.es down\$ !aking the ele.ator !o.e up C !o.es down\$ adHusting the .ariable incidence tail plane !o.es up\$ !aking the .ariable incidence tail plane increase incidence "ef: A#": atpl\$ cpl% Ans: B 2,'66. Gn take<off\$ with the CE at the forward li!it\$ the aeroplane is tri!!ed full/ nose down. 4hat is the effect) A less stick force is re9uired to rotate B !ore stick force is re9uired to rotate C the stick force re9uired to rotate is not affected the aeroplane is longitudinall/ neutrall/ staticall/ stable "ef: A#": atpl\$ cpl% Ans: B

081-0*

## .IMI!A!IONS 081-0*-01 O,e\$atin) li#itations

&62+. BA is: A the speed that should not be exceeded in the cli!b B the !axi!u! speed at which rolls are allowed C the speed at which a hea./ transport aeroplane should fl/ in turbulence the !axi!u! speed at which !axi!u! ele.ator deflection up is allowed "ef: A#": atpl\$ cpl% Ans: &62+. An aircraft is flown at 2'; below its nor!al weight. Because of this\$ BA will be: A 2'; lower B 2'; higher C 2'; higher 2'; lower "ef: A#": atpl\$ cpl% Ans: &6&,. 4hen fl/ing at speeds abo.e BA: A full ele.ator deflection !a/ result in da!age to the airfra!e or structural failure B an o.erspeed warning will be acti.ated C the aircraft !a/ self<destruct in a turn the aircraft cannot be stalled "ef: A#": atpl\$ cpl% Ans: A &6&5. 4hat is the relationship of B*G and **G\$ in a cli!b and descent) A #f cli!bing at B*G\$ *ach nu!ber is decreasing B #f cli!bing at **G\$ #ndicated Airspeed is increasing C #f cli!bing at B*G\$ it is possible to exceed **G #f descending at **G\$ B*G cannot be exceeded "ef: A#": atpl%

Ans: C &6&+. 7"efer to figure '+2<'58 #n a high speed descent at **G /ou will reach B*G at: A * '.+ B C= 26' C &5' kts C= 25' "ef: A#": atpl% Ans: B &6,2. The relationship between the stall speed B( and BA 75A(8 for a large transport aeroplane can be expressed in the following for!ula: 7(X"T> s9uare root8 A Ba > BA (X"T 7&.658 B B( > BA (X"T 72.58 C B( > BA (X"T 7&.658 BA > B( (X"T 72.58 "ef: A#": atpl\$ cpl% Ans: &6,2. B/ what percentage does BA 75A(8 alter when the aeroplaneMs weight decreases b/ 21;) A 21; lower B ,.&6; lower C :o change 2'; lower "ef: A#": atpl\$ cpl% Ans:

&6,,. 4hich of the following state!ents is true) A =i!iting factors in se.ere turbulence are the possibilit/ of a stall and the !argin to the structural li!itations B Through extension of the flaps in se.ere turbulence it is possible to reduce the speed and increase the !argins to the structural li!its C B/ increasing the flap setting in se.ere turbulence the stall speed will be reduced and the risk for exceeding the structural li!its will be decreased Through extension of the flaps in se.ere turbulence the centre of pressure will !o.e aft which will increase the !argins to the structural li!its "ef: A#": atpl\$ cpl% Ans: A &6,+. Cor an aeroplane with one fixed .alue of BA the following applies. B( is: A the speed at which the aeroplane stalls at the !anoeu.ring li!it load factor at *TG4 B the !axi!u! speed in s!ooth air C the speed at which unrestricted application of ele.ator control can be used\$ without exceeding the !axi!u! !anoeu.ring li!it load factor Hust another s/!bol for the rough air speed "ef: A#": atpl\$ cpl% Ans: A &6,1. Clutter !a/ be caused b/: A distorsion b/ bending and torsion of the structure causing increasing .ibration in the reasonable fre9uenc/ B low airspeed aerod/na!ic wing stall C roll control re.ersal high airspeed aerod/na!ic wing stall "ef: A#": atpl\$ cpl% Ans: A

&65,. 4hat can happen to the aeroplane structure fl/ing at a speed Hust exceeding BA) A #t !a/ break if the ele.ator is full/ deflected upwards B #t !a/ suffer per!anent defor!ation if the ele.ator is full/ deflected upwards C #t !a/ suffer per!anent defor!ation because the flight is perfor!ed at too large d/na!ic pressure #t wsill collapse if a turn is !ade "ef: A#": atpl\$ cpl% Ans: B &662. A Het transport aeroplane is in a straight cli!b at the constant #A( and constant weight. The operational li!it that !a/ be exceeded is: A BA B B*G C **G * "ef: A#": atpl\$ cpl% Ans: C &665. An aircraft has a !ass of 6'\$''' kg and a li!iting positi.e load factor of 2.5. BA is calculated as the 5A( at which full positi.e ele.ator deflection will gi.e the li!iting load factor at the stall\$ and is 2&6 kts. #f the aircraft !ass is reduced to ,'\$''' kg b/ fuel burn\$ what will be the new BA) A &65 kts B 21, kts C 2&6 kts 25' kts "ef: A#": atpl\$ cpl% Ans: B

256&&. A co!!ercial Het aeroplane is perfor!ing a straight descent at a constant *ach :u!ber with constant weight. The operational li!it that !a/ be exceeded is: A **G B B*G C B:5 B "ef: A#": atpl% Ans: B 256,6. B*G: A should be chosen in between BC and B B is e9ual to the design speed for !axi!u! gust intensit/ C is the calibrated airspeed at which **G is reached at &5.''' ft should be not greater than BC "ef: A#": atpl% Ans: 266+6. Aileron re.ersal can be caused b/: A twisting of the wing abo.e re.ersal speed B fries t/pe ailerons at low angles of attack C both A and B neither A nor B "ef: A#": atpl\$ cpl% Ans: A 22'''. TClutterU !a/ be caused b/ a: A co!bination of bending and torsion of the structure B co!bination of fuselage bending and wing torsion C co!bination roll control re.ersal and low speed stall high airspeed aerod/na!ic wing stall "ef: A#": atpl% Ans: A

22'62. Fow can wing flutter be pre.ented) A B/ installing the fuel tanks in the fuselage B B/ increasing the aspect ratio of the wing C B/ !ounting the engines on the fuselage B/ locating !ass in front of the torsion axis of the wing "ef: A#": atpl\$ cpl% Ans: 222,'. B=5 is defined as the: A !axi!u! landing gear extended speed B !axi!u! speed at which the landing gear !a/ be extended or retracted C !axi!u! flap extended speed !axi!u! authorised speed "ef: A#": atpl\$ cpl% Ans: A 2&&12. Aileron re.ersal !a/ be caused b/: A the wing twisting and increasing incidence when the aileron is lowered B the wing twisting and reducing incidence when the aileron is lowered C the aileron being pushed in the re.erse direction b/ aileron drag the wing twisting and reducing incidence when the aileron is raised "ef: A#": atpl\$ cpl% Ans: B 2&522. Bne is defined as: A ne.er exceed speed B !axi!u! nose wheel extend speed C !axi!u! landing gear extended speed !axi!u! flap extended speed "ef: A#": atpl\$ cpl% Ans: A

2&52&. *!o can be exceeded in a cli!b at a constant #A( because: A !aintaining a constant #A( re9uires an increase in TA( B as altitude increases the local speed of sound increases C at reduced densit/ the !ach !eter will under read position error increases "ef: A#": atpl\$ cpl% Ans: A 2&52,. Aileron re.ersal at high Cl results fro!: A d/na!ic pressure acting on the aileron twisting the wing in the opposite direction\$ possibl/ causing the aircraft to bank in a direction opposite to that intended B d/na!ic pressure reducing the stick force\$ !aking the ailerons act in the re.erse sense C the down going aileron increasing the se!i<span angle of attack be/ond the critical the increased drag of the down going aileron causing the aircraft to /aw in the opposite direction "ef: A#": atpl\$ cpl% Ans: C 2&6+&. 4hat is flutter caused b/) A low airspeed aerod/na!ic stall B high airspeed aerod/na!ic stall C control re.ersal bending and torsion causing .ibration at the resonant fre9uenc/ "ef: A#": atpl\$ cpl% Ans:

## 081-0*-0 Manoe&3\$in) en3elo,e

&621. 4hich load factor deter!ines BA) A !anoeu.ring flap li!it load factor B !anoeu.ring ulti!ate load factor C gust load factor at 66 ft-sec gust !anoeu.ring li!it load factor "ef: A#": atpl\$ cpl%

Ans: &65&. 4hich has the effect of increasing load factor 7all other rele.ant factors being constant8) A "earward CE location B #ncreased aeroplane !ass C #ncreased air densit/ Bertical gusts "ef: A#": atpl\$ cpl% Ans: &656. The positi.e !anoeu.ring li!it load factor for a large Het transport aeroplane with flaps extended is: A &.65 B 2.5 C 2.5 2.' "ef: A#": atpl\$ cpl% Ans: &65+. 4hat is the positi.e li!it load factor for large Het transport aircraft) A n > 2.5 B n > &.65 C n > 2.5 n > 2.' "ef: A#": atpl\$ cpl% Ans: A &651. =oad factor is: A =ift-4eight B 4eight-=ift C 2-Bank angle 4ing loading "ef: A#": atpl\$ cpl% Ans: A

&666. The positi.e !anoeu.ring li!it load factor for a light aeroplane in the utilit/ categor/ in the clean configuration is: A 2.5 B ,., C &.+ 6.' "ef: A#": atpl\$ cpl% Ans: B &666. 4hat is the li!it load factor of a large transport aeroplane in the !anoeu.ring diagra!) A6 B 2.5 C &.65 2.5 "ef: A#": atpl\$ cpl% Ans: 22226. The !anoeu.ring speed BA\$ expressed as indicated airspeed\$ of a transport aeroplane: A depends on aeroplane !ass and pressure altitude B is a constant .alue C is independent of aeroplane !ass\$ but dependent on pressure altitude depends on aeroplane !ass and is independent of pressure altitude "ef: A#": atpl\$ cpl% Ans: A 2225'. 4hat is the significance of the !axi!u! allowed cruising altitude\$ based on the 2.& g !argin) At this altitude: A a !anoeu.re with a load factor of 2.& will cause a *ach nu!ber at which accelerated low speed stall occurs B a !anoeu.re with a load factor of 2.& will cause *crit to be exceeded C a !anoeu.re with a load factor of 2.& will cause buffet onset exceeding a load factor of 2.& will cause per!anent defor!ation of this aeroplane "ef: A#": atpl\$ cpl% Ans: C

2&5++. 4hen fl/ing slightl/ faster than Ba: A the airfra!e !a/ collapse in a turn B possible per!anent defor!ation of the structure !a/ occur with full ele.ator deflection C a high speed warning will be acti.ated the aircraft cannot stall "ef: A#": atpl\$ cpl% Ans: B 2&51,. 4ith regard to Ba\$ which of the following state!ents is correct) A 4hen fl/ing at speeds up to Ba it is possible to carr/ out full control deflection !anoeu.res without exceeding the li!it load factor B The aircraft will be da!aged if it stalls at full control deflection at speeds below Ba C Ba is the speed that should ne.er be exceeded in nor!al operation the structure will be per!anentl/ defor!ed b/ !anoeu.ring the aircraft at speeds greater than Ba "ef: A#": atpl\$ cpl% Ans: A 2&6'6. 4hich of the following is correct) A B/ extending the flaps during se.ere turbulence it is possible to reduce speed and increase the !argins to structural li!itations B B/ extending flaps during extre!e turbulence\$ the C0 !o.es aft which will increase the !argin to structural li!itations C 5xtending flaps in turbulence reduces the stall speed\$ but will reduce the !argin to structural li!itations :one of the abo.e is correct "ef: A#": atpl\$ cpl% Ans: C 2&6,2. #n a Het aircraft with flaps extended\$ the load factor li!it would be: A 2.' B 2.5 C 2.' &.5 "ef: A#": atpl\$ cpl% Ans: A

2&622. Ba for an aeroplane with one fixed Ba is defined as: A the highest speed at which full ele.ator deflection can be !ade without exceeding the design li!it load factor B the speed at which the aeroplane would stall at the !axi!u! li!it load factor at !axi!u! all up weight C the speed at which a large transport aircraft should be flown in turbulence none of the abo.e "ef: A#": atpl\$ cpl% Ans: A 2,'61. An aeroplane is fl/ing at a speed of 2.&Ba and full nose up ele.ator deflection is applied. This is likel/ to: A !ake the wing collapse B cause excess d/na!ic pressure because the aeroplane is fl/ing so fast C break the aeroplane possibl/ cause per!anent defor!ation of the aeroplane "ef: A#": atpl\$ cpl% Ans: 2,'+2. Ba is the: A !axi!u! speed at which !axi!u! deflection is allowed B !axi!u! speed at which rolls are allowed C speed at which a hea./ aeroplane should fl/ in turbulence speed that should not be exceeded in the cli!b "ef: A#": atpl\$ cpl% Ans: A

## 081-0*-0' 8&st en3elo,e

&2,2. A high aspect ratio wing: A increases induced drag B decreases induced drag C is structurall/ stiffer than a low aspect ratio has a higher stall angle than a low aspect ratio "ef: A#": atpl\$ cpl% Ans: B

&62'. 4hich of the following is a correct state!ent of gust factors applied in certification under @A" 25) A 55 fps at BC B 66 fps at B C 5' fps at BC 25 fps at BB "ef: A#": atpl\$ cpl% Ans: C &6&2. The extre!e right li!itation for both B<n 7gust and !anoeu.re8 diagra!s is created b/ the speed: AB B BC C Bflutter B*G "ef: A#": atpl\$ cpl% Ans: A &6&2. 4hich state!ent regarding the gust load factor on an aeroplane is correct 7all other factors of i!portance being constant8) 2. #ncreasing the aspect<ratio of the wing will increase the gust load factor 2. #ncreasing the speed will increase the gust load factor A 2 and 2 are incorrect B 2 is incorrect and 2 is correct C 2 and 2 are correct 2 is correct and 2 is incorrect "ef: A#": atpl\$ cpl% Ans: C &6&&. 4hat wing shape or wing characteristic is the least sensiti.e to turbulence: A straight wings B swept wings C wing dihedral winglets "ef: A#": atpl\$ cpl% Ans: B

&6&6. 4hich co!bination of speeds is applicable for structural strength in gust 7clean configuration8) A 66 ft-sec and B B 5' ft-sec and BC C 65 ft-sec at all speeds 55 ft-sec and BB "ef: A#": atpl\$ cpl% Ans: B &6,'. 4hich state!ent is correct about the gust load on an aeroplane 7#A( and all other factors of i!portance re!aining constant8: 2. the gust load increases\$ when the weight decreases 2. the gust load increases\$ when the altitude increases A 2 is incorrect and 2 is correct B 2 and 2 are correct C 2 and 2 are incorrect 2 is correct and 2 is incorrect "ef: A#": atpl\$ cpl% Ans: &6,&. An aircraft fl/ing at a gi.en 5A( is subHect to a positi.e gust of 5' kt 5A(. 4hich of the following correctl/ describes the increase in positi.e g felt b/ the aircraft) A *ore at high aircraft weight B *ore with a high aspect ratio straight wing C =ess at altitude *ore with a swept wing "ef: A#": atpl\$ cpl% Ans: B

&6,5. The shape of the gust load diagra! is also deter!inated b/ the following three .ertical speed in ft-s 7clean configuration8: A 25\$ 55\$ 65 B 25\$ 56\$ 65 C 25\$ 5'\$ 66 &5\$ 55\$ 66 "ef: A#": atpl\$ cpl% Ans: C &655. 4hich of the following state!ents is correct) A The use of flaps during se.ere turbulence reduces the stall speed and the risk of exceeding structural li!itations decreases B 5xtending flaps in turbulence reduces the stall speed but will reduce the !argin to structural li!itations C B/ extending flaps during extre!e turbulence\$ the C0 !o.es aft which will increase the !argin to structural li!itations B/ extending flaps during se.ere turbulence it is possible to reduce speed and increase the !argins to structural li!itations "ef: A#": atpl\$ cpl% Ans: B 22'25. All gust lines in the B<n graph originate fro! a point where the: A speed > '\$ load factor > ' B speed > '\$ load factor > I2 C speed > B(\$ load factor > ' speed > BB\$ load factor > I2 "ef: A#": atpl\$ cpl% Ans: B 22222. The gust load factor due to a .ertical upgust increases when: A weight increases B the gradient of the C=<alpha graph increases C altitude increases wing loading increases "ef: A#": atpl\$ cpl% Ans: B

22266. 4hich state!ent is correct about the gust load factor on an aeroplane) l. 4hen the !ass increases\$ the gust load factor increases ll. 4hen the altitude decreases\$ the gust load factor increases A 2 is correct\$ ll is correct B l is incorrect\$ ll is incorrect C l is incorrect\$ ll is correct l is correct\$ ll is incorrect "ef: A#": atpl\$ cpl% Ans: C 2&5'2. The reco!!ended air speed at which to fl/ in turbulence is: A B!d B Blo C Bra B!o "ef: A#": atpl\$ cpl% Ans: C 2&56+. 4hich of the following is a correct design gust .alue) A 25 ft-sec at Bb B 5' ft-sec at Bc C 66 ft-sec at Bd 55 ft-sec at Bd "ef: A#": atpl\$ cpl% Ans: B 2&626. The extre!e right li!it for both B<n and gust-!anoeu.re diagra!s are created b/ the speed: A Bd B B!d C B flutter Bc "ef: A#": atpl\$ cpl% Ans: A

2&6+6. 4hich of the following are the gust .alues used in the B<n diagra!) A 66 ft-sec - 55 ft-sec - &5 ft-sec B 65 ft-sec - 25 ft-sec - 5' ft-sec C 2' ft-sec - 55 ft-sec - 6' ft-sec 5' ft-sec - 66 ft-sec - 25 ft-sec "ef: A#": atpl\$ cpl% Ans: 2&6&2. 4hich is the correct speed for a !odern Het to fl/ in turbulence) A between Bc and Bd B B!o C Bra Ba "ef: A#": atpl\$ cpl% Ans: C

081-0+

4RO4E..ERS

## 081-0+-01 Con3e\$sion of en)ine to\$5&e to t"\$&st

&662. 0ropeller efficienc/ !a/ be defined as the ratio between: A the usable 7power a.ailable8 power and the !axi!u! power B the thrust and the !axi!u! thrust C usable 7power a.ailable8 power of the propeller and shaft power the ther!al power of fuel<flow and shaft power "ef: A#": atpl\$ cpl% Ans: C &66,. #f /ou putt back the "0* le.er of a constant speed propeller during a glide with idle power and constant speed\$ the propeller pitch will: A decrease and the rate of descent will increase B increase and the rate of descent will increase C decrease and the rate of descent will decrease increase and the rate of descent will decrease "ef: A#": atpl\$ cpl% Ans: &666. The angle of attack of a fixed pitch propeller can be increased b/: A reducing power and reducing TA( B increasing power and increasing TA( C reducing power and increasing TA( increasing power and reducing TA( "ef: A#": atpl\$ cpl% Ans: &6+2. oes the pitch<angle of a constant<speed propeller alter in !ediu! hori3ontal turbulence) A Wes\$ but onl/ if the pitch is full<fine B Wes strongl/ C :o Wes slightl/ "ef: A#": atpl\$ cpl%

Ans: &6+6. 4hich of the following state!ents about a constant speed propeller is correct) A The blade angle increases with increasing speed B The propeller s/ste! keeps the aeroplane speed constant C The "0* decreases with increasing aeroplane speed The selected "0* is kept constant b/ the !anifold pressure "ef: A#": atpl\$ cpl% Ans: A &6+1. #f /ou increase the propeller pitch during a glide with idle<power at constant #A( the lift to drag ratio will: A decrease and the rate of descent will decrease B increase and the rate of descent will increase C increase and the rate of descent will decrease decrease and the rate of descent will increase "ef: A#": atpl\$ cpl% Ans: C &612. The propeller blade angle of attack on a fixed pitch propeller is increased when: A forward .elocit/ increases and "0* decreasing B .elocit/ and "0* increase C "0* increases and forward .elocit/ decreases .elocit/ and "0* decrease "ef: A#": atpl\$ cpl% Ans: C &6'&. The propeller CT* will: A Cause the propeller C(O to pitch lock B Tend to !o.e the blades to a coarse pitch C *o.e the blades about their longitudinal axis Act in re.erse when propeller braking is applied "ef: A#": atpl\$ cpl% Ans: C

&62'. 4hich of these definitions of propeller para!eters is correct) A 0ropeller angle of attack > angle between blade chord line and propeller .ertical plane B Blade angle > angle between blade chord line and propeller axis C Eeo!etric propeller pitch > the theoretical distance a propeller blade ele!ent is tra.elling in forward direction in one propeller re.olution Critical tip .elocit/ > propeller speed at which risk of flow separation at so!e parts of propeller blade occurs "ef: A#": atpl\$ cpl% Ans: C &622. 4ith a constant speed propeller\$ which of the following state!ents is true) A 0itch angle increases with increasing TA( B 0itch angle decreases with increasing TA( C "0* decreases with increasing TA( "0* increases with increasing TA( "ef: A#": atpl\$ cpl% Ans: A &625. Constant<speed propellers pro.ide a better perfor!ance than fixed<pitch propellers because the/: A ha.e a higher !axi!u! efficienc/ than a fixed<pitch propeller B produce an al!ost !axi!u! efficienc/ o.er a wider speed range C produce a greater !axi!u! thrust than a fixed<pitch propeller ha.e !ore blade surface area than a fixed<pitch propeller "ef: A#": atpl\$ cpl% Ans: B &6&'. 4ith a fixed pitch propeller increasing speed will PPP propeller alpha and increasing power and therefore propeller "0* will l PPP propeller alpha. A decrease\$ decrease B increase\$ decrease C decrease\$ increase increase\$ increase "ef: A#": atpl\$ cpl% Ans: C

&6&6. The angle of attack for a propeller blade is the angle between blade chord line and: A Aeroplane heading B irection of propeller axis C =ocal air speed .ector 0rincipal direction of propeller blade "ef: A#": atpl\$ cpl% Ans: C &6,&. #f /ou push forward the "0* le.er of a constant speed propeller during a glide with idle power and constant speed\$ the propeller pitch will: A decrease and the rate of descent will increase B increase and the rate of descent will decrease C increase and the rate of descent will increase decrease and the rate of descent will decrease "ef: A#": atpl\$ cpl% Ans: A &65,. #f /ou decrease the propeller pitch during a glide with idle<power at constant #A( the lift to drag ratio will A decrease and the rate of descent will decrease B increase and the rate of descent will increase C decrease and the rate of descent will increase increase and the rate of descent will decrease "ef: A#": atpl\$ cpl% Ans: C 266+1. The geo!etric pith of a propeller is: A the distance it would forward in one re.olution at the blade angle B the angle the blade !akes with the plane of rotation C the distane the propeller actuall/ !o.es forward in one re.olution the difference between A and C "ef: A#": atpl\$ cpl% Ans:

26612. A fixed pitch propeller is usuall/: A at too coarse an angle to take off B at too fine an angle of take off C at too coarse an angle in the cruise at its opti!u! angle on take off "ef: A#": atpl\$ cpl% Ans: A 26612. "unning an engine fitted with a fixed pitch propeller at full throttle with the aircraft stationar/ and nose into strong wind will result in: A a .ariable rp! depending on the C(O B higher rp! than in still air C lower rp! than in still air the sane rp! as in still air "ef: A#": atpl\$ cpl% Ans: B 266',. Cor a .ariable propeller\$ which wa/ does the blade twist fro! root to tip) A To finer pitch angle B To coarser pith angle C epend on the .ariable pitch setting epends if it is a left handed or right handed propeller "ef: A#": atpl\$ cpl% Ans: A 22'25. An aeroplane is fitted with a constant speed propeller. #f the aeroplane speed increases while !anifold pressure re!ains constant 728 propeller pitch and the 728 propeller tor9ue will: A 728 decrease% 728 decrease B 728 increase% 728 increase C 728 increase% 728 re!ain constant 728 decrease% 728 re!ain constant "ef: A#": atpl\$ cpl% Ans: C

22'6,. #f the propeller pitch\$ within its constant speed range and at constant power\$ during descent at constant #A( is decreased\$ the aeroplane lift to drag ratio will: A decrease and the rate of descent will decrease B increase and the rate of descent will increase C decrease and the rate of descent will increase increase and the rate of descent will decrease "ef: A#": atpl\$ cpl% Ans: C 22'61. #f the propeller pitch\$ within its constant speed range and at constant power\$ during descent at constant #A( is increased\$ the aeroplane lift to drag ratio will: A increase and the rate of descent will increase B increase and the rate of descent will decrease C decrease and the rate of descent will decrease decrease and the rate of descent will increase "ef: A#": atpl\$ cpl% Ans: B 222'1. The angle of attack of a fixed pitch propeller blade increases when: A forward .elocit/ increases and "0* decreases B .elocit/ and "0* increase C "0* increases and forward .elocit/ decreases .elocit/ and "0* decrease "ef: A#": atpl\$ cpl% Ans: C 2222'. The angle of attack of a propeller blade ele!ent is the angle between the blade ele!ent chord line and the: A propeller axis B resultant air speed .ector C propeller plane TA( .ector "ef: A#": atpl\$ cpl% Ans: B

2221'. 4h/ is a propeller blade twisted fro! root to tip) A To ensure that the tip produces !ost thrust B To ensure the angle of attack is greatest at the tip C To ensure that the root produces !ost thrust To !aintain a constant angle of attack along the whole length of the propeller blade "ef: A#": atpl\$ cpl% Ans: 2&526. 0ropeller slip is the difference between the: A geo!etric pitch and the blade angle B geo!etric pitch and th effecti.e pitch C plane of rotation and the aircraftMs forward .elocit/ the rp! of the engine and the rp! of the propeller "ef: A#": atpl\$ cpl% Ans: B 2&526. The blade angle of a propeller is the angle between: A the root chord and the tip chord of the propeller B the chord and the airflow relati.e to the propeller C the chord of the propeller and the longitudinal axis of the aircraft the propeller chord and the plane of rotation of the propeller "ef: A#": atpl\$ cpl% Ans: 2&52+. 4hat is the pri!ar/ ad.antage of a constant speed propeller) A to obtain and !aintain a selected pitch angle of the blades regardless of the flight situation or power setting B to !aintain a specific engine speed C to obtain a pitch setting that is suitable for each flight situation and power setting to ensure that the propeller rp! is alwa/s greater than the !anifold pressure "ef: A#": atpl\$ cpl% Ans: C

2&521. A constant speed propeller is one which: A rotates at a constant speed b/ altering the blade angle B is !ost efficient at a constant aircraft speed C rotates at a constant speed b/ !aintaining a constant blade angle !aintains a constant aircraft speed b/ altering blade angle "ef: A#": atpl\$ cpl% Ans: A 2&5&'. The aerod/na!ic loads on a propeller which produce forward thrust will tend to: A increase "0* B bend the tips forward C increase tip .elocit/ to supersonic speeds bend the tips backwards "ef: A#": atpl\$ cpl% Ans: B 2&5&2. The forces acting on a propeller are: A thrust onl/ B thrust and drag onl/ C tor9ue onl/ thrust and tor9ue "ef: A#": atpl\$ cpl% Ans: 2&55+. An aircraft with constant speed propeller increases its speed with constant !anifold pressure. The propeller pitch will 728 and the propeller tor9ue will 728: A increase-re!ain constant B increase-increase C decrease-increase re!ain constant-decrease "ef: A#": atpl\$ cpl% Ans: A

2&5+2. Fow can the angle of attack of a fixed pitch propeller be increased) A increased "0* and increase TA( B increase "0* and reduce TA( C decrease "0* and increase TA( decrease "0* and decrease TA( "ef: A#": atpl\$ cpl% Ans: B 2&621. #f the engine is de.eloping no thrust in a glide\$ if the propeller pitch is increased: A =B =C = =increases\$ "G decreases\$ "G increases\$ "G decreases\$ "G increases increases decreases decreases

"ef: A#": atpl\$ cpl% Ans: C 2&6&'. The ad.antage of a constant speed propeller o.er a fixed pitch propeller is: A higher !axi!u! thrust a.ailable B higher !axi!u! efficienc/ C !ore blade surface area a.ailable nearl/ !axi!u! efficienc/ o.er wide speed range "ef: A#": atpl\$ cpl% Ans: 2&65,. 4hen an aircraft with a fixed pitch propeller cli!bs\$ does the angle of attack of the propeller: A get s!aller B re!ain the sa!e C get bigger reduce to 3ero "ef: A#": atpl\$ cpl% Ans: C

2&661. The angle of attack of a fixed pitch propeller designed for cruising flight\$ !easured at its reference station is: A opti!u! in stead/ cruising flight onl/ B increases with an increase in TA( C decreases with an increase in "0* will alwa/s be positi.e in a power off glide "ef: A#": atpl\$ cpl% Ans: A 2&626. The angle of attack of a fixed pitch propeller: A is lower in the take<off run than in flight B is opti!u! in flight C is opti!u! in stabilised cruise flight decreases with decrease in speed at constant engine "0* "ef: A#": atpl\$ cpl% Ans: C 2&62+. 0ropeller blade angle of attack is the angle between the chord and the: A direction of axis of the propeller B aeroplane heading C relati.e airflow .ector of TA( "ef: A#": atpl\$ cpl% Ans: C

## 081-0+-0 En)ine fail&\$e o\$ en)ine sto,

&62&. An engine failure can result in a wind!illing 728 propeller and a non rotating 728 propeller. 4hich state!ent about propeller drag is correct) A 728 is larger than 728 B 728 is e9ual to 728 C 728 is larger than 728 i!possible to sa/ which one is largest "ef: A#": atpl\$ cpl% Ans: C

&626. A twin<engine aircraft is a.ailable in both Het and propeller .ariants. The engines are !ounted on the wings in the sa!e position in both t/pes. #n the case of failure of one engine how would the engine tor9ue effect show itself) A @et: roll towrd the dead engine% 0ropeller: roll toward the dead engine B @et: no change% 0ropeller: roll in the direction of rotation of the dead engine C @et: roll toward the li.e engine% 0ropeller: roll toward the dead engine @et: no change but% 0ropeller: roll awa/ fro! the li.e engine "ef: A#": atpl\$ cpl% Ans: B &626. A twin<engine aircraft is a.ailable in both Het and propeller .ariants. The engines are !ounted on the wngs in the sa!e position in both t/pes. #n the case of failure of one engine how would the resultant roll effect show itself) A @et: roll toward the dead engine% 0ropeller: roll toward the li.e engine B @et: roll toward the li.e engine% 0ropeller: roll toward the dead engine C @et: roll awa/ fro! the li.e engine% 0ropeller: roll awa/ fro! the li.e engine !ore rapidl/ @et: no change but% 0ropeller: roll opposite to direction of rotation of the li.e engine "ef: A#": atpl\$ cpl% Ans: C &6&5. 4hen the blades of a propeller are in the fethered position: A the wind!illing "0* is the !axi!u! B the propeller produces an opti!al wind!illing "0* C the drag of the propeller is then !ini!al the "0* is then Hust sufficient to lubricate the engine "ef: A#": atpl\$ cpl% Ans: C

&6&1. #n an aircraft with a two<le.er power control s/ste!\$ in a descent with the throttle closed\$ what would be the effect if the pitch control were pulled full/ back to the flight stop) A "ate of descent would re!ain the sa!e and "0* would decrease B "ate of descent would re!ain the sa!e and "0* would increase C "ate of descent would decrease and "0* would decrease "ate of descent would increase and "0* would increase "ef: A#": atpl\$ cpl% Ans: C &6,+. 4ith a propeller feathered: A the best wind!illing speed is achie.ed B the engine will turn o.er Hust fast enough to lubricate it C there will be !ini!u! lift to drag ratio there will be !ini!u! drag on the propeller "ef: A#": atpl\$ cpl% Ans: 22'++. #n twin engine aeroplanes with propellers turning clockwise as seen fro! behind: A the left engine produces a higher /aw !o!ent if the right engine fails that .ice .ersa B the left engine is the critical engine C the Q!ini!u! control speedM is deter!ined b/ the failure of the right engine the right engine is the critical engine "ef: A#": atpl\$ cpl% Ans: B 2&566. An aircraft fitted with a constant speed propeller is in a gliding descent with the throttle closed and the engine at idle% what would be the effect if the propeller le.er were pulled back) A rate of descent would increase and "0* increase B "G decreases and "0* decreases C "G re!ains the sa!e and "0* increases "G re!ains the sa!e and "0* decreases "ef: A#": atpl\$ cpl% Ans: B

2&561. An aircraft is !aintaining altitude while fl/ing with the left engine inoperati.e and the wings le.el% which of the following indications are correct) A turn indicator neutral and slip indicator displaced to the left B turn indicator displaced to the left and the slip indicator displaced to the left C turn indicator displaced to the left and the slip indicator neutral turn indicator neutral and slip indicator neutral "ef: A#": atpl\$ cpl% Ans: 2&5+6. 4hen considering 2 !ulti<engine aircraft\$ one a Het and one with co<rotating propellers\$ following an engine failure in flight which of the following is !ost likel/ to occur) A the Het will ha.e a greater rolling tendenc/ B the propeller will ha.e a greater rolling tendenc/ C both will ha.e the sa!e rolling tendenc/ neither will tend to roll "ef: A#": atpl\$ cpl% Ans: B 2&62&. rag on a wind!illing propeller co!pared to a stationar/ propeller is: A greater B e9ual C less "ef: A#": atpl\$ cpl% Ans: A 2&652. #f the propeller "0* le.er is pushed forward during a power off descent the propeller pitch: A increases and "G B increases and "G C decreases and "G decreases and "G "ef: A#": atpl\$ cpl% Ans: C increases decreases increases decreases

2&66'. 4ith a propeller in the feathered position: A drag is !ini!al B best for engine lubrication C gi.es !axi!u! wind !illing "0* drag is !axi!al "ef: A#": atpl\$ cpl% Ans: A 2&626. A single engine aircraft with a constant speed propeller is in a gliding descent with the engine idling% what would be the effect of increasing the propeller pitch) A increased =B decreased =C increased = decreased =!ax\$ increased "G !ax\$ increased "G !ax\$ decrased "G !ax\$ decreased "G

## 081-0+-0' Desi)n feat&\$e fo\$ ,owe\$ a%so\$,tion

&661. 4hich is one of the disad.antages of increasing the nu!ber of propeller blades) A ecrease propeller efficienc/ B #ncreased noise C =ess power can be absorbed b/ the propeller Figher tip<speed "ef: A#": atpl\$ cpl% Ans: A &66+. #n the alpha and beta ranges respecti.el/ the go.erned ele!ents of turboprop propeller controls are as follows: A fuel flow and pitch B re.erse thrust and blade angle C engine "0* and fuel flow propeller "0* and engine "0* "ef: A#": atpl\$ cpl% Ans:

&661. 4h/ is a propeller blade twisted fro! root to tip) A To ensure that the tip produces !ost thrust B Because the local angle of attack of a blade seg!ent is dependent on the ratio of that seg!entMs speed in the plane of rotation and the angular .elocit/ of the propellers C To ensure that the root produces !ost thrust Because the local angle of attack of a blade seg!ent is dependent on the ratio of that seg!entMs speed in the plane of rotation and the true airspeed of the aeroplane "ef: A#": atpl\$ cpl% Ans: &6+'. #ncreasing the nu!ber of propeller blades will: A decrease the tor9ue in the propeller shaft at !axi!u! power B increase the propeller efficienc/ C increase the noise le.el at !axi!u! power increase the !axi!u! absorption of power "ef: A#": atpl\$ cpl% Ans: &6+,. #ncreasing the ca!ber on propeller blades will\$ if all else is the sa!e: A increase the propeller solidit/ B increase the power absorption capabilit/ C increase the propeller efficienc/ gi.e the aircraft greater range "ef: A#": atpl\$ cpl% Ans: B &6+6. 4h/ does the blade angle of a propeller change fro! root to tip) A To co!pensate for the increased .elocit/ of the blade tip B Cross<sectional seg!ent increases fro! tip to root C To pro.ide increased thrust at root To co!pensate for the change in geo!etric cross section "ef: A#": atpl\$ cpl% Ans: A

&616. Cor a fixed<pitch propeller designed for cruise\$ the angle of attack of each blade\$ !easured at the reference section: A is lower in ground run than in flight 7with identical engine "0*8 B decreases when the aircraft speed decreases 7with identical engine "0*8 C is opti!u! when the aircraft is in a stabilised cruising flight is alwa/s positi.e during idling descent "ef: A#": atpl\$ cpl% Ans: C &622. The nu!ber of blades in a propeller would be increased: A to increase the efficienc/ of the .ariable pitch !echanis! B to increase power absorption capabilit/ C to reduce noise to enable a longer undercarriage to be fitted "ef: A#": atpl\$ cpl% Ans: B 266''. A re.ersible propeller is on that: A will deli.er negati.e thrust B is !ounted behind the !ain wing C is a pusher rather than a tractor can be operated in either direction of rotation "ef: A#": atpl\$ cpl% Ans: A 266'&. The !ore blades a propeller has\$ the !ore power it is able to absorb. The li!itation on blade nu!ber fro! an aerod/na!ic standpoint is: A engine speed if the engine is not geared B the blade dia!eter as co!pared to the !axi!u! width C the loss of efficienc/ of one blade if it follows to the path of the preceding blade too closel/ the loss of efficienc/ as the propeller tip approaches sonic speed "ef: A#": atpl\$ cpl% Ans: C

2&565. 4hat is the purpose of increasing the nu!ber of propeller blades) A noise reduction B increase the power absorption C increase the efficienc/ of the .ariable pitch !echanis! enable a longer undercarriage to be used "ef: A#": atpl\$ cpl% Ans: B 2&625. 4hat is the disad.antage of increasing the nu!ber of propeller blades) A decreased efficienc/ B increased noise C decreased power absorption increased .ibration "ef: A#": atpl\$ cpl% Ans: A

## 081-0+-06 Mo#ents and co&,les d&e to ,\$o,elle\$ o,e\$ation

26,&. As/!!etric propeller blade effect is !ainl/ induced b/: A large angles of /aw B large angles of cli!b C the inclination of the propeller axis to the relati.e airflow high speed "ef: A#": atpl\$ cpl% Ans: C &662. A propeller is turning to the right\$ seen fro! behind. The as/!!etric thrust effect in the cli!b will: A roll the aeroplane to the right B roll the aeroplane to the left C /aw the aeroplane to the right /aw the aeroplane to the left "ef: A#": atpl\$ cpl%

Ans:

&666. A propeller is turning to the right\$ seen fro! behind. The as/!!etric thrust effect is !ainl/ induced b/: A large angles of /aw B high speed C high angles of attack large angles of cli!b "ef: A#": atpl\$ cpl% Ans: C &6+5. 7"efer to figure '+2<'28 Osing the diagra! below of the forces affecting a propeller in flight\$ which arrow represents the tor9ue !o!ent) AB BA CC "ef: A#": atpl\$ cpl% Ans: B &6++. A propeller turns to the right\$ seen fro! behind. The tor9ue effect in the take< off will: A pitch the aeroplane nose up B pitch the aeroplane nose down C roll the aeroplane to the right roll the aeroplane to the left "ef: A#": atpl\$ cpl% Ans: &61+. 0ropeller efficienc/ is best described as: A thrust F0 to shaft F0 B thrust F0 to o.erall power C brake F0 to !axi!u! power ther!al F0 to shaft F0 "ef: A#": atpl\$ cpl% Ans: A

&6'6. 4hich of the following definitions of propeller para!eters is correct) A Blade angle is the angle between chord line and propeller axis B Eeo!etric propeller pitch is the theoretical distance tra.elled forward b/ the propeller in one rotation C Critical tip speed is the propeller speed at which there is a risk of the flow separating at so!e part of the propeller Blade angle of attack is the angle between chord line and propeller .ertical axis "ef: A#": atpl\$ cpl% Ans: B &6'+. 4hich of the following would change the !agnitude of the g/roscopic precession effect of the propeller) A 0ropeller blade angle B "ate of roll C 0ropeller "0* TA( "ef: A#": atpl\$ cpl% Ans: C &62&. uring the take<off roll\$ what affect does tor9ue ha.e on an aircraft with a clockwise rotating propeller) A 4eight on left wheel increased\$ weight on right wheel decreased B 4eight on left wheel increased\$ weight on right wheel re!ains constant C 4eight on left wheel decreased\$ weight on right wheel increased 4eight on right wheel increased\$ weight on left wheel decreased "ef: A#": atpl\$ cpl% Ans: A &652. A propeller rotating anti<clockwise when .iewed fro! the front\$ during the take<off ground roll will: A produce an increased load on the left wheel due to tor9ue reaction B produce an increased load on the right wheel due to g/roscopic effect C produce an increased load on the right wheel due to tor9ue reaction produce an increased load on the left wheel due to g/roscopic effect "ef: A#": atpl\$ cpl% Ans: A

&65&. E/roscopic precession of the propeller is induced b/: A pitching and rolling B pitching and /awing C increasing "0* and /awing increasing "0* and rolling "ef: A#": atpl\$ cpl% Ans: B 2661,. 0ropeller tor9ue is caused b/: A the propeller tr/ing to reduce the pitch angl owing to the centrifugal turning !o!ent B the forces caused b/ the airflow on the propeller C the forward thrust on the propeller the backward thrust on the propeller "ef: A#": atpl\$ cpl% Ans: B 26615. The tor9ue reaction of a right<hand propeller will cause: A roll to the right B nose up pitch C roll to the left nose down pitch "ef: A#": atpl\$ cpl% Ans: C 26616. Cor an aircraft with a right hand propeller\$ the slip<strea! rotation will cause: A /aw to the left B /aw to the right C roll to the left roll to the right "ef: A#": atpl\$ cpl% Ans: A

26616. To counteract the effect of slip<strea! on a single engined aircraft: A the hori3ontal stabiliser should be reduced in si3e B the fin should be placed as far as possible fro! the propeller C higher power settings should be used fries ailerons should be used "ef: A#": atpl\$ cpl% Ans: B 2661+. Gn a single engined aircraft with a right hand propeller the g/roscopic effect causes: A the nose to rise during turn to the left B the nose to fall during turns to the left C roll to the right during turns to the left roll to the left during turns to the right "ef: A#": atpl\$ cpl% Ans: A 26611. Counter rotating propellers ha.e the effect of: A increasing the tor9ue but decreasing the g/roscopic effect B decreasing the tor9ue but increasing the g/roscopic effect C increasing the tor9ue and g/roscopic effects cancelling out the tor9ue and g/roscopic effects "ef: A#": atpl\$ cpl% Ans: 266'6. Cor a tail wheel aircraft with a right handed propeller\$ at the start of the take off run\$ ash/!!etric blade effect causes: A /aw to right B no effect C nose down pitch 7tail up8 /aw to left "ef: A#": atpl\$ cpl% Ans:

2&556. #n which of the following lists of flight conditions will tor9ue effect be greatest in a single<engine aeroplane) A low airspeed-high power-high angle of attack B high airspeed-high power-high angle of attack C low airspeed-low power-low angle of attack high airspeed- low power-low angle of attack "ef: A#": atpl\$ cpl% Ans: A 2&566. 4hich of the following would alter the g/roscopic effect of a propeller) A roll and pitch B pitch an roll C increase rp! decrease blade angle "ef: A#": atpl\$ cpl% Ans: C 2&6&2. 4ith a clockwise rotating propeller in a cli!b\$ the as/!!etric thrust effect will cause: A roll to the left B /aw to the left C roll to the right /aw to the right "ef: A#": atpl\$ cpl% Ans: B 2&6&2. Tor9ue effect of a propeller which turns to the right produces a: A nose up pitching !o!ent B rolling !o!ent to the left C nose down pitching !o!ent rolling !o!ent to the right "ef: A#": atpl\$ cpl% Ans: B

081-08

<.I8=! MEC=ANICS

## 081-08-01 <o\$ces actin) on an ai\$,lane

&62&. The lift coefficient 7C=8 of an aeroplane in stead/ hori3ontal flight is '.,2\$ increase in angle of attack of 2 degree increases C= b/ is '.2. A .ertical up gust instantl/ changes the angle of attack b/ & degrees. The load factor will be: A '.6, B 2.62 C 2.,1 2.,1 "ef: A#": atpl\$ cpl% Ans: B &621. An aircraft is in straight\$ le.el flight has a C= of '.,2 and a 2o increase in angle of attack would increase the C= b/ '.2. Collowing a gust that increases the angle of attack b/ &o\$ what load factor would the aircraft be subHect to) A n > '.6 B n > 2.6 C n > 2., n > 2.' "ef: A#": atpl\$ cpl% Ans: B &652. The lift coefficient 7C=8 of an aeroplane in stead/ hori3ontal flight is '.,. #ncrease of angle of attack of 2 degree will increase C= b/ '.'1. A .ertical up gust instantl/ changes the angle of attack b/ 5 degrees. The load factor will be: A &.2+ B 2.'1 C 2.' 2.2& "ef: A#": atpl\$ cpl% Ans:

&66&. The lift coefficient 7C=8 of an aeroplane in stead/ hori3ontal flight is '.&5. #ncrease in angle of attack of 2 degree will increase C= b/ '.'61. A .ertical up gust instantl/ changes the angle of attack b/ 2 degrees. The load factor will be: A 2.1 B '.1 C '.,5 2.,5 "ef: A#": atpl\$ cpl% Ans: ,'+,. 4hich of the following state!ents is correct) 2. B*C= is the !ini!u! control speed in the landing configuration ll. The speed B*C= can be li!ited b/ the a.ailable !axi!u! roll rate A l is correct\$ ll is correct B l is incorrect\$ ll is incorrect C l is correct\$ ll is incorrect l is incorrect\$ ll is correct "ef: A#": atpl\$ cpl% Ans: A ,'12. As fuel is consu!ed during a le.el flight cruise at high le.el: A the angle of attack !ust be increased B the stalling speed will increase C the centre of pressure will !o.e forward induced drag will decrease "ef: A#": atpl\$ cpl% Ans: ,'1,. 4hat is the approxi!ate .alue of the lift of an aeroplane at a gross weight of 5'.''' :\$ in a hori3ontal co<ordinated ,5 degrees banked turn) A 5'.''' : B 6'.''' : C 6'.''' : +'.''' : "ef: A#": atpl\$ cpl% Ans: C

,'15. The lift of an aeroplane of weight 4 in a constant linear cli!b with a cli!b angle 7ga!!a8 is approxi!atel/: A 4cos.ga!!a B 472<sin.ga!!a8 C 472<tan.ga!!a8 4-cos.ga!!a "ef: A#": atpl\$ cpl% Ans: A ,'16. The turn indicator shows a right turn. The slip indicator is left of neutral. To co<ordinate the turn: A a higher turn rate is re9uired B !ore right rudder is re9uired C less right bank is re9uired !ore right bank is re9uired "ef: A#": atpl\$ cpl% Ans: ,2'2. 4hat action !ust the pilot take to !aintain altitude and airspeed when turning in a Het aircraft) A #ncrease thrust B #ncrease angle of attack C ecrease the turn radius #ncrease angle of attack and thrust "ef: A#": atpl\$ cpl% Ans: ,2'&. The theoretical best range speed for a Het aircraft at low le.el is: A approxi!atel/ 2.&2 ti!es the !ini!u! drag speed B the !ini!u! drag speed C the sa!e as for a propeller aircraft the !ini!u! power speed "ef: A#": atpl\$ cpl% Ans: A

,2'6. 0ropeller aircraft flown at !ediu! altitude at the reco!!ended 5A( will ha.e a better specific air range 7(A"8 than at sea le.el because: A drag is the sa!e B the power re9uired to !aintain le.el flight is less C< engine efficienc/ is greater the thrust re9uired is less "ef: A#": atpl\$ cpl% Ans: C ,2'+. Cor an aircraft in le.el flight\$ if the wing centre of pressure is aft of the centre of gra.it/ and there is no thrust<drag couple\$ the tailplane load !ust be: A directed upwards B up or down depending on the position of the flight spoilers C directed downwards 3ero at all ti!es "ef: A#": atpl\$ cpl% Ans: C ,222. #n a stead/ cli!b: A thrust e9uals drag plus the weight co!ponent perpendicular to the flight path and lift e9uals the weight co!ponent along the flight path B thrust e9uals drag plus the weight co!ponent along the flight path and lift e9uals the weight co!ponent perpendicular to the flight path C thrust e9uals the weight co!ponent along the flight path and lift e9uals the su! of the co!ponents of drag and weight along the flight path if the angle of cli!b is 2'o\$ lift e9uals weight ti!es sin 2'o "ef: A#": atpl\$ cpl% Ans: B ,22,. B/ what percentage does the lift increase in a stead/ le.el turn at ,5o angle of bank\$ co!pared to straight and le.el flight) A ,2; B 21; C &2; 52; "ef: A#": atpl\$ cpl% Ans: A

,225. The bank angle in a rate<one turn depends on: A wind B weight C load factor TA( "ef: A#": atpl\$ cpl% Ans: ,22+. #n a stead/ turn at constant height: A the radius of turn depends upon the weight and load factor B the rate of turn depends upon the TA( and angle of bank C the rate of turn depends upon the weight\$ TA( and angle of bank the radius of turn depends onl/ upon load factor "ef: A#": atpl\$ cpl% Ans: B ,226. An aeroplane perfor!s a stead/ hori3ontal turn with 2' degrees bank and 25' kt TA(. The sa!e aeroplane with the sa!e bank angle and the sa!e speed\$ but at a lower !ass will: A turn with a higher turn rate B turn with the sa!e turn radius C turn with a larger turn radius turn with a s!aller turn radius "ef: A#": atpl\$ cpl% Ans: B ,221. 4eight acts: A perpendicular to the chord line B parallel to the gra.itational force C perpendicular to the longitudinal axis perpendicular to the relati.e airflow "ef: A#": atpl\$ cpl% Ans: B

,2&2. #f B(2E is 2''kt\$ the stalling speed in a ,5o bank le.el turn will be: A 221 kts B +' kts C 2,2 kts 2'' kts "ef: A#": atpl\$ cpl% Ans: A ,2&&. Cor a Het aircraft the best rate of cli!b is achie.ed: A at the opti!u! lift to drag ratio B when excess thrust a.ailable is at a !axi!u! C when excess power a.ailable is at a !axi!u! at the opti!u! angle of attack\$ no!inall/ ,o "ef: A#": atpl\$ cpl% Ans: C ,2&,. #n order to achie.e the !axi!u! rate of cli!b\$ aircraft should be flown at the indicated airspeed which: A gi.es the best lift-drag ratio B gi.es !axi!u! excess power C gi.es the best thrust-drag ratio gi.es the best speed-drag ratio "ef: A#": atpl\$ cpl% Ans: B ,2,'. A Het aeroplane is rolled into a turn\$ while !aintaining airspeed and holding altitude. #n such a case\$ the pilot has to: A increase thrust and decrease angle of attack B increase thrust and keep angle of attack unchanged C increase thrust and angle of attack increase angle of attack and keep thrust unchanged "ef: A#": atpl\$ cpl% Ans: C

,2,2. 4hich state!ent is correct at the speed for !ini!u! drag 7subsonic8) A The gliding angle is !ini!u! B The C=-C rati is !ini!u! C #nduced drag is greater than the parasite drag 0ropeller aeroplanes fl/ at that speed at !ax endurance "ef: A#": atpl\$ cpl% Ans: A ,2,+. The speed for !ini!u! sink rate in a glide\$ co!pared to the speed for !axi!u! distane B#* is: A e9ual to B#* B slower than B#* C faster than B#* not related to B#* "ef: A#": atpl\$ cpl% Ans: B ,256. An aircraft in flight is affected b/ loads. These !a/ be classified as: A tensile\$ shear\$ twisting and stretching B co!pressi.e\$ tensile\$ shear and torsional C thrust\$ drag\$ lift and weight co!pressi.e\$ bending\$ shear and torsional "ef: A#": atpl\$ cpl% Ans: B ,26'. A light twin is in a turn at 2' degrees bank and 25' kt TA(. A !ore hea./ aeroplane at the sa!e bank and the sa!e speed will: A turn at a s!aller turn radius B turn at a bigger turn radius C turn at the sa!e turn radius turn ata higher turn rate "ef: A#": atpl\$ cpl% Ans: C

,265. uring a correctl/ balanced turn: A the thrust is a co!ponent of the centrifugal force B the centrifugal force directl/ balances the weight of the aircraft C the lift force balances the aircraft weight the lift force pro.ides a centripetal force and a force that opposes the weight of the aircraft "ef: A#": atpl\$ cpl% Ans: ,266. The angle of cli!b of an aircraft is proportional to PPP and PPP as weight increases: A excess power% decreases B excess thrust% increases C excess thrust% decreases excess power% increases "ef: A#": atpl\$ cpl% Ans: C ,266. At a true airspeed of &'' kt and in a ,5o bank le.el turn\$ the radius of turn would be PPP 7assu!e a .alue of 2'!-sec-sec for g8 A 2&+6! B 2665! C +'''! 2&6+'! "ef: A#": atpl\$ cpl% Ans: A ,261. 4hich of the following will gi.e an increase of ground range when gliding at B !in) A #ncreased weight B A tailwind C A headwind ecreased weight "ef: A#": atpl\$ cpl% Ans: B

,262. An aeroplane perfor!s a continuous descent with 26' kts #A( and 2''' feet-!in .ertical speed. #n this condition: A drag isles than the co!bined forces that !o.e the aeroplane forward B lift is e9ual to weight C lift is less tan drag weight is greater than lift "ef: A#": atpl\$ cpl% Ans: ,2+2. 4hat is the percentage increase in stall speed in a ,5o bank turn) A 2'; B < 21; C ,2; ,5; "ef: A#": atpl\$ cpl% Ans: B ,2+2. Cro! the polar diagra! of the entire aeroplane one can read: A the !axi!u! C=-C ratio and !axi!u! lift coefficient B the !ini!u! drag and the !axi!u! lift C the !ini!u! drag coefficient and the !axi!u! lift the !ini!u! C=-C ratio and the !ini!u! drag "ef: A#": atpl\$ cpl% Ans: A ,2+&. 4hich of the following state!ents is correct) A =ift acts perpendicular to the hori3ontal and drag parallel in a rearwards direction B rag acts parallel to the chord and opposite to the direction of !otion of the aircraft and lift acts perpendicular to the chord C =ift acts at right angles to the top surface of the wing and drag acts at right angles to lift rag acts in the sa!e direction as the relati.e wind and lift perpendicular to it "ef: A#": atpl\$ cpl% Ans:

25616. An aeroplane is in a stead/ turn\$ at a constant TA( of &'' kt\$ and a bank angle of ,5o. #ts turning radius is e9ual to: A &.&5, !etres B < 2.&+2 !etres C ,.6,& !etres 1.''' !etres "ef: A#": atpl\$ cpl% Ans: B 25622. The .alue of the induced drag of an aeroplane in straight and le.el flight at constant weight .aries linearl/ with: AB B 2-B C 2-B2 .2 "ef: A#": atpl\$ cpl% Ans: C 2562&. #n a turn\$ the load factor n and the stalling speed B( will be: A n greater than 2\$ B( higher than in straight and le.el flight B n s!aller than 2\$ B( lower than in straight and le.el flight C n greater than 2\$ B( lower than in straight and le.el flight n s!aller than 2\$ B( higher than in straight and le.el flight "ef: A#": atpl\$ cpl% Ans: A 256&5. The location of the centre of pressure of a positi.e ca!bered wing at increasing angle of attack will: A shift aft B shift in spanwise direction C shift forward not shift "ef: A#": atpl\$ cpl% Ans: C

26652. The greatest gliding range would be obtained fro! a wing at: A a high angle of attack at !axi!u! lift-drag ratio B a s!all angle of attack at !axi!u! lift-drag ratio C a s!all angle of attack at !ini!u! lift-drag ratio a high angle of attack at !ini!u! lift-drag ratio "ef: A#": atpl\$ cpl% Ans: B 2665,. Cl/ing hori3ontall/ in a turn: A less power is re9uired than in le.el flight B !ore power is re9uired than in le.el flight C the sa!e power is re9uired !ore of less power !a/ be re9uired depending on which side of the drag cur.e the aeroplane is sitting "ef: A#": atpl\$ cpl% Ans: B 26662. #n a stead/ banked turn the lift will: A e9ual the weight B e9ual the centrifugal force C e9ual the resultant of weight and centrifugal force e9ual the centrifugal force !inus the weight "ef: A#": atpl\$ cpl% Ans: C 2666&. The !argin between the power a.ailable and the power re9uired: A increases when the aircraft cli!bs B decreases when the aircraft cli!bs C decreases when the aircraft descends re!ains the sa!e "ef: A#": atpl\$ cpl% Ans: B

2666,. A pitch up could be caused b/: A forward !o.e!ent of the centre of gra.it/ B a reduction in .ar/ing loads due to E C forward !o.e!ent of the centre of pressure lateral !o.e!ent of the centre of gra.it/ "ef: A#": atpl\$ cpl% Ans: C 26665. #n a le.el banked turn\$ the stalling speed will: A decrease B increase C re!ain the sa!e .ar/ in.ersel/ with wing loading "ef: A#": atpl\$ cpl% Ans: B 26666. uring the glide\$ the forces acting on an aircraft are: A thrust\$ lift and drag B lift\$ weight and thrust C lift\$ drag and weight drag\$ thrust and weight "ef: A#": atpl\$ cpl% Ans: C 2666+. To co.er the greatest distance when gliding\$ the gliding speed !ust be: A near to the stalling speed B as high as possible within B li!its C !ini!u! control speed the one that gi.es the lowest total drag "ef: A#": atpl\$ cpl% Ans:

22'2+. An aeroplane cli!bs to cruising le.el with a constant pitch attitude and !axi!u! cli!b thrust\$ 7assu!e no supercharter8. Fow do the following .ariables change during the cli!b) 7ga!!a > flight path angle8 A ga!!a decrases\$ angle of attack increases\$ #A( re!ains constant B ga!!a decreases\$ angle of attack increases\$ #A( decreases C ga!!a decreases\$ angle of attack re!ains constant\$ #A( decreases ga!!a re!ains constant\$ angle of attack re!ains constant\$ #A( decreases "ef: A#": atpl\$ cpl% Ans: B 22'26. An aeroplane is in a stead/ hori3ontal turn at a TA( of 21, kt. The turn radius is 2''' !. The bank angle is 7assu!e g > 2' !-s28) A ,5o B &'o C 5'o 6'o "ef: A#": atpl\$ cpl% Ans: C 22'2+. An aeroplane perfor!s a right turn\$ the slip indicator is left of neutral. Gne wa/ to co<ordinate the turn is to appl/: A a higher turn<rate B !ore right rudder C less right bank !ore left rudder "ef: A#": atpl\$ cpl% Ans: 22'21. An aeroplane perfor!s a stead/ hori3ontal turn with a TA( of 2'' kt. The turn radius is 2''' !. The load factor 7n8 is approxi!atel/: A 2.' B 2., C 2.2 2.+ "ef: A#": atpl\$ cpl% Ans: C

22'&2. Approxi!atel/ how long does it take to fl/ a co!plete circle during a hori3ontal stead/ co<ordinated turn with a bank angle of ,5h and a TA( of 2'' kt) A 6& s B 15 s C 226 s 6&' s "ef: A#": atpl\$ cpl% Ans: A 22',2. i.iding lift b/ weight gi.es: A wing loading B lift<drag ratio C load factor aspect ratio "ef: A#": atpl\$ cpl% Ans: C 22',,. uring a cli!bing turn to the right the: A angle of attack of the left wing is larger than the angle of attack of the right wing B angle of attack of the left wing is s!aller than the angle of attack of the right wing C angle of attack of both wings is the sa!e stall angle of attack of the left wing will be larger than the correspondingangle for the right wing "ef: A#": atpl\$ cpl% Ans: A

22',6. uring a straight stead/ cli!b: 2. 2. &. ,. 5. 6. lift is less than weight lift is greater than weight load factor is less than 2 load factor is greater than 2 lift is e9ual to weight load factor is e9ual to 2

4hich of the following lists all the correct answers) A 2 and & B 2 and , C 5 and 6 2 and 6 "ef: A#": atpl\$ cpl% Ans: A 22'5,. Cor shallow cli!b angles the following for!ula can be used: A sin 7ga!!a8 > 4-T C -C= B sin 7ga!!a8 > T-4 C -C= C sin 7ga!!a8 > 4-T C=-C sin 7ga!!a8 > T-4 C=-C "ef: A#": atpl\$ cpl% Ans: B 22'5+. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 2' 6' ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a twin engine aeroplane\$ the all engines cli!b gradient will be: A &.6; B 2,; C 25.6; 22.6; "ef: A#": atpl\$ cpl% Ans: B

22'51. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 2' 2' ''' : 2' *-(2

Cor a straight\$ stead/\$ wings le.el cli!b of a four engine aeroplane\$ the all engines cli!b gradient will be: A +.5; B ,.&; C 6.6; 6.'; "ef: A#": atpl\$ cpl% Ans: 22'6'. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 2' &' ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a three engine aeroplane\$ the all engines cli!b gradient will be: A +.5; B 1.6; C 2.1; +.'; "ef: A#": atpl\$ cpl% Ans:

22'62. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 22 2' ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a four engine aeroplane\$ the all engines cli!b gradient will be: A ,.&; B 6.6; C 6.'; +.5; "ef: A#": atpl\$ cpl% Ans: B 22'62. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 22 22 ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a four engine aeroplane\$ the all engines cli!b gradient will be: A +.5; B ,.&; C 6.6; 6.'; "ef: A#": atpl\$ cpl% Ans: A

22'6&. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 22 22 ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a four engine aeroplane\$ the one engine inoperati.e cli!b gradient will be: A 6.'; B 6.6; C ,.&; +.5; "ef: A#": atpl\$ cpl% Ans: C 22'6,. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 22 2+ ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a four engine aeroplane\$ the all engines cli!b gradient will be: A +.5; B +.'; C 1.6; 2.1; "ef: A#": atpl\$ cpl% Ans: A

22'65. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 22 2+ ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a three engine aeroplane\$ the one engine inoperati.e cli!b gradient will be: A +.'; B 1.6; C 2.1; +.5; "ef: A#": atpl\$ cpl% Ans: C 22'66. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 22 &' ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a three engine aeroplane\$ the all engines cli!b gradient will be: A 2.1; B 1.6; C +.'; +.5; "ef: A#": atpl\$ cpl% Ans: B

22'66. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 22 5' ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a twin engine aeroplane\$ the all engines cli!b gradient will be: A 25.6; B &.6; C 2,; 22.6; "ef: A#": atpl\$ cpl% Ans: 22'6+. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 22 6' ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a twin engine aeroplan e\$ the all engines cli!b gradient will be: A 2,; B &.6; C 25.6; 22.6; "ef: A#": atpl\$ cpl% Ans: C

22'61. Ei.en: Aeroplane !ass: =ift- rag ratio: Thrust per engine: Assu!ed g: 5' ''' kg 22 6' ''' : 2' !-s2

Cor a straight\$ stead/\$ wings le.el cli!b of a twin engine aeroplane\$ the one engine inoperati.e cli!b gradient will be: A &.6; B 25.6; C 2,; 22.6; "ef: A#": atpl\$ cpl% Ans: A 22'+2. #n a slipping turn 7nose pointing outwards8\$ co!pared with a co<ordinated turn\$ the bank angle 7i8 and the TballU or slip indicator 7ii8 are respecti.el/: A 7i8 too large% 7ii8 displaced towards the high wing B 7i8 too s!all% 7ii8 displaced towards the low wing C 7i8 too large% 7ii8 displaced towards the low wing 7i8 too s!all% 7ii8 displaced towards the high wing "ef: A#": atpl\$ cpl% Ans: C 22'+&. #n a stead/ straight cli!b at cli!b angle Tga!!aU\$ the lift of an aeroplane with weight 4 is approxi!atel/: A 4 x 72<tan 7ga!!a88 B 4 x 72<sin 7ga!!a88 C 4 x cos 7ga!!a8 4-cos 7ga!!a8 "ef: A#": atpl\$ cpl% Ans: C

22'+,. #n a straight stead/ descent\$ which of the following state!ents is correct) A =ift is e9ual to weight\$ load factor is e9ual to 2 B =ift is less that weight\$ load factor is e9ual to 2 C =ift is less than weight\$ load factor is less than 2 =ift is e9ual to weight\$ load factor is less than 2 "ef: A#": atpl\$ cpl% Ans: C 22'+5. #n order to perfor! a stead/ le.el turn at constant speed in an aeroplane\$ the pilot !ust: A increase angle of attack and keep thrust-polwer unchanged B increase thrust-power and keep angle of attack unchanged C increase thrust-power and decrease angle of attack increase thrust-power and angle of attack "ef: A#": atpl\$ cpl% Ans: 22225. The descent angle of a gi.en aeroplane in a stead/ wings le.el glide has a fixed .alue for a certain co!bination of: 7ignore co!pressibilit/ effects and assu!e 3ero thrust8 A configuration and angle of attack B !ass and altitude C altitude and configuration configuration and !ass "ef: A#": atpl\$ cpl% Ans: A 22222. The forces of lift and drag on an aerofoil are\$ respecti.el/\$ nor!al and parallel to the: A relati.e wind-airflow B chord line C longitudinal axis hori3on "ef: A#": atpl\$ cpl% Ans: A

222&2. The speed for !ini!u! glide angle occurs at an angle of attack that corresponds to 7assu!e 3ero thrust8: A 7C=-C Y28 !ax B C= !ax C 7C=-C 8 !ax 7C=Y&-C Y28 !ax "ef: A#": atpl\$ cpl% Ans: C 222&6. Two identical aircraft A and B\$ with the sa!e !ass\$ are fl/ing stead/ le.el co< ordinated 2' degree bank turns. #f the TA( of A is 2&' kt and that of B is 2'' kt: A the rate of turn of A is greater than that of B B the load factor of A is greater than that of B C the turn radius of A is greater than that of B the lift coefficient of A is less than that of B "ef: A#": atpl\$ cpl% Ans: A 222,2. 4hat decreases the !axi!u! ground distance during a glide with 3ero thrust) A A decrease in aeroplane !ass with 3ero wind B A tailwind with constant aeroplane !ass C An increase in aeroplane !ass with 3ero wind A headwind with constant aeroplane !ass "ef: A#": atpl\$ cpl% Ans: 222,&. 4hat increases the !axi!u! ground distance during a glide with 3ero thrust) A A decrease in aeroplane !ass with 3ero wind B A headwind with constant aeroplane !ass C An increase in aeroplane !ass with 3ero wind A tailwind with constant aeroplane !ass "ef: A#": atpl\$ cpl% Ans:

222,,. 4hat is the approxi!ate dia!eter of a stead/\$ le.el\$ co<ordinated turn with a bank angle of &' degrees and a speed 7TA(8 of 5'' kt) A 2& k! B 26 k! C 2& k! 6 k! "ef: A#": atpl\$ cpl% Ans: C 222,5. 4hat is the approxi!ate radius of a stead/ hori3ontal co<ordinated turn at a bank angle of ,5o and a TA( of 2'' kt) A 2 k! B 2' k! C 2 k! 2.5 k! "ef: A#": atpl\$ cpl% Ans: A 222,6. 4hat is the correct relationship between the true airspeed for 7i8 !ini!u! sink rate and 7ii8 !ini!u! glide angle\$ at a gi.en altitude) A 7i8 is e9ual to 7ii8 B 7i8 is less than 7ii8 C 7i8 is greater than 7ii8 7i8 can be greater than or less than 7ii8 depending on the t/pe of aeroplane "ef: A#": atpl\$ cpl% Ans: B 22255. 4hen an aeroplane perfor!s a straight stead/ cli!b with a 2'; cli!b gradient\$ the load factor is e9ual to: A '.+& B 2.'2 C2 '.1+ "ef: A#": atpl\$ cpl% Ans:

222+&. The lift to drag ratio deter!ines the: A hori3ontal distance in the cli!b up to a gi.en altitude B !axi!u! rate of cli!b C endurance speed hori3ontal glide distance fro! a gi.en altitude at 3ero wind and 3ero thrust "ef: A#": atpl\$ cpl% Ans: 2&222. 4hat is load factor) A lift !ultiplied b/ the total weight B lift di.ided b/ the total weight C lift subtracted b/ the total weight the total weight di.ided b/ the wing area "ef: A#": atpl\$ cpl% Ans: B 2&26&. (ide slip is: A that which occurs when an aircraft loses adhesion when taxi<ing B the !otion that will occur if trailing edge flaps deplo/ as/!!etricall/ C the out of balance which occurs when an engine fails and thrust is as/!!etric !otion of an aircraft\$ relati.e to the relati.e airflow\$ which has a co!ponent of .elocit/ along the lateral axis "ef: A#": atpl\$ cpl% Ans: 2&212. #n stead/ le.el flight the load factor is: A 3ero B 2.' C 2.5 2.' "ef: A#": atpl\$ cpl% Ans: B

2&&22. #f cruising into a 25 kt headwind and a 2+'o turn is !ade so the wind is directl/ behind the aircraft\$ the #A( would A be the sa!e and the ground speed would increase b/ &' kt B be the sa!e and the ground speed would increase b/ 25 kt C decrease b/ 25 kt and the ground speed would increase b/ 25 kt increase b/ &' kt and the ground speed would re!ain the sa!e "ef: A#": atpl\$ cpl% Ans: A 2&&26. To !aintain le.el flight at a stead/ speed: A thrust !ust be exactl/ e9ual to drag B thrust !ust be slightl/ greater than drag C thrust !ust be !uch greater than drag thrust !ust be less than drag "ef: A#": atpl\$ cpl% Ans: A 2&&62. 4hen an airraft is in le.el unaccelerated flight: A parasite drag e9uals induced drag B lift is greater than weight C lift e9uals weight and thrust e9uals drag lift and weight are e9ual and act through the C0 "ef: A#": atpl\$ cpl% Ans: C 2&&65. 4hich state!ent is true\$ if during a le.el co<ordinated turn theload factor was kept constant) A a decrease in airspeed result in an increase in radius B an increase in airspeed results in an increase in radius C an increase in airspeed results in a decrease in radius an increase in airspeed would result in the sa!e radius "ef: A#": atpl\$ cpl% Ans: B

2&&6+. Cor a gi.en TA( and bank angle\$ a hea./ aircraft: A will ha.e a larger radius of turn than a lighter one B will ha.e a s!aller radius of turn than a lighter one C will ha.e the sa!e radius of turn as a lighter one\$ but at a higher g load will ha.e the sa!e radius of turn as a lighter one and the sa!e g load "ef: A#": atpl\$ cpl% Ans: 2&&+'. 4hat action is necessar/ to !ake an aircraft turn) A change the direction of lift B change the direction of thrust C /aw the aircraft roll the aircraft "ef: A#": atpl\$ cpl% Ans: A 2&&11. 4hen an aircraft is in le.el unaccelerated flight: A parasite drag e9uals induced drag B lift !ust be greater than weight C upward forces e9ual downward forces and thrust e9uals drag lift and weight are e9ual and both act through the C0 "ef: A#": atpl\$ cpl% Ans: C 2&,'2. 4hen an aircraft is cli!bing the re9uire!ents to !aintain e9uilibriu! are: A thrust e9uals the su! of drag and the weight co!ponent along the flight path\$ and lift e9uals the weight co!ponent perpendicular to the flight path B thrust e9uals the weight co!ponent along the flight path\$ and lift e9uals the s! of the drag and weight co!ponent perpendicular to the flight path C thrust e9uals the weight co!ponent perpendicular to the flight path\$ and lift e9uals the weight co!ponent along the flight path lift e9uals weight\$ and thrust e9uals drag "ef: A#": atpl\$ cpl% Ans: A

2&,'2. The best speed for obstacle clearance is: A Bx with opti!u! flap setting for runwa/ length\$ take<off weight and at!ospheric conditions B Bx and no high lift de.ices C B/ with no flaps B/ with opti!u! flap setting for runwa/ length\$ take<off weight and at!ospheric conditions "ef: A#": atpl\$ cpl% Ans: B 2&,'&. 4hen cli!bing into a headwind\$ co!paredto still air\$ the cli!b gradient relati.e to the ground will be: A sleeper\$ and the rate of cli!b increased B sleeper\$ and the rate of cli!b unchanged C less steep\$ and the rateof cli!b increased the sa!e\$ and the rate of cli!b unchanged "ef: A#": atpl\$ cpl% Ans: B 2&,',. A glider has a =- ratio of 25:2. Cor e.er/ 2''' ft of height lost it would co.er a distance instill air of: A , :* B 2.5 :* C 25 :* ,' :* "ef: A#": atpl\$ cpl% Ans: A 2&,'5. #n a glide the line of action of the tot9al reaction will be: A behind that of lift and ahead that of weight B ahead that of lift and directl/ opposite that of weight C behind that of lift and directl/ opposite that of weight ahead that of lift and weight "ef: A#": atpl\$ cpl% Ans: C

2&,2'. 4hile holding the angle of bank constant\$ if the rate of turn is .aried the load factor would: A .ar/ depending upon the resultant lift .ector B re!ain constant regardless of air densit/ and the resultant lift .ector C .ar/ depending upon speed and air densit/ pro.ided the resultant lift .ector .aries proportionatel/ increase at an increasing rate "ef: A#": atpl\$ cpl% Ans: B 2&,22. Cor an aircraft to !ake a rate 2 turn: A there is onl/ 2 correct speed and one corresponding bank angle B it !a/ be done at an/ speed but there is onl/ 2 correct bank angle C there is onl/ 2 correct speed but an/ bank angle !a/ be chosen it !a/ be done at an/ speed but the higher the speed the greater the bank angle "ef: A#": atpl\$ cpl% Ans: 2&,66. 4hich state!ent is true\$ regarding the opposing forces acting on an aeroplane in stead/ state le.el flight) A thrust is greater than drag and weight and lift are e9ual B thrust is greater than drag and lift is greater than weight C thrust is less than drag and lift is less than weight these forces are e9ual "ef: A#": atpl\$ cpl% Ans: 2&,6+. 4ith the CE on the aft li!it\$ co!pared to the forward li!it\$ the wing lift re9uired for le.el flight will be: A less B greater C the sa!e "ef: A#": atpl\$ cpl% Ans: A

2&,6'. #n a stead/ cli!b\$ the rate of cli!b is a !axi!u! when: A angle of cli!b is a !axi!u! B excess thrust is a !axi!u! C lift is a !axi!u! excess power is a !axi!u! "ef: A#": atpl\$ cpl% Ans: 2&,62. Cl/ing at the !axi!u! rate of cli!b speed will gi.e: A !axi!u! height in the shortest distance B !axi!u! height in the shortest ti!e C !axi!u! height in both shortest ti!e and distance !ini!u! height gain in the shortest distance "ef: A#": atpl\$ cpl% Ans: B 2&,62. #n a stead/ cli!b at a constant speed: A the power a.ailable !ust e9ual the power re9uired B the power a.ailable !ust exceed the power re9uired C the power a.ailable !ust be less than the power re9uired the power re9uired !ust be greater than the power a.ailable "ef: A#": atpl\$ cpl% Ans: B 2&,6&. To obtain the !axi!u! rate of cli!b: A power a.ailable !ust be least for the power re9uired B power re9uired !ust be least for the power a.ailable C power a.ailable !ust be e9ual to power re9uired thrust !ust exceed drag b/ the greatest !argin "ef: A#": atpl\$ cpl% Ans: B

2&,6,. 4hen gliding\$ the speed which will gi.e the !ini!u! rate of descent is: A as close to the stalling speed as possible B the sa!e as the speed for !axi!u! glide range C less than the speed for !axi!u! glide range higher than the speed for !axi!u! glide range "ef: A#": atpl\$ cpl% Ans: C 2&,65. 4hich is true regarding the forces acting on an aircraft in a stead/<state descent) A the su! of all rearward forces is greater than the su! of all forward forces B the su! of all forward forces is e9ual to the su! of all rearward forces C the su! of all upward forces is less than the su! of all downward forces the su! of all upward forces is greater than the su! of all downward forces "ef: A#": atpl\$ cpl% Ans: B 2&,66. #f\$ during a le.el turn the rate of turn is kept constant\$ an increase in airspeed will result in a: A decrease in centrifugal force B constant load factor regardless of changes in bank angle C need to decrease angle of bank to !aintain the sa!e radius of turn need to increase angle of bank to !aintain the sa!e radius of turn "ef: A#": atpl\$ cpl% Ans: 2&,66. #f no correcti.e action is taken b/ the pilot as angle of bank is increased\$ how is the .ertical co!ponent of lift and sink rate affected) A lift increases and sink rate increases B lift decreases and sink rate decreases C lift increases and sink rate decreases lift decreases and sink rate increases "ef: A#": atpl\$ cpl% Ans:

2&,6+. 4hat is the relationship of the rate of turn with the radius of turn with a constant angle of bank but increasing airspeed) A rate will increase and radius will decrease B rate will decrease and radius will increase C rate and radius will increase rate and radius will decrease "ef: A#": atpl\$ cpl% Ans: B 2&,61. #f an aircraft with a gross weight of 2 ''' kg was subHected to a 6' degree bank turn\$ what would the total load be) A & ''' kg B 22 ''' kg C 2 ''' kg , ''' kg "ef: A#": atpl\$ cpl% Ans: 2&,+'. 4h/ is it necessar/ to increase bank ele.ator pressure to !aintain altitude during a turn) A rudder deflection and slight aileron use throughout the turn B due to the loss of the .ertical co!ponent of lift C due to the loss of the hori3ontal co!ponent of lift because the wing tip on the outside of the turn is tra.elling faster "ef: A#": atpl\$ cpl% Ans: B 2&,+2. #n le.el flight at a constant speed the load factor: A will increase in direct proportion to the bank angle B will increase in in.erse proportion to the bank angle C will increase as turn radius is tightened will decrease as turn radius is reduced "ef: A#": atpl\$ cpl% Ans: A

2&,+6. 4hen the landing gear is lowered\$ gi.en that the CE does not !o.e longitudinall/\$ to !aintain le.el flight\$ the download on the tail plane !ust be: A increased B decreased C re!ain the sa!e "ef: A#": atpl\$ cpl% Ans: A 2&,+1. #n a glide the !axi!u! range will be obtained b/ fl/ing at: A Bne B a speed close to the stalling speed C B!d B!o-*!o "ef: A#": atpl\$ cpl% Ans: C 2&,12. At a constant #A(\$ the radius of turn increases\$ the angle of bank has been: A increased B decreased C held constant "ef: A#": atpl\$ cpl% Ans: B 2&,12. Cor an aircraft at high weight\$ the !ini!u! possible radius of turn will be: A less than when at low weight B the sa!e as when at a low weight C !ore than when at a low weight "ef: A#": atpl\$ cpl% Ans: C

2&,16. 4hat effect does an increase in airspeed ha.e on a co<ordinated turn while !aintaining a constant angle of bank and altitude) A the rate of turn will decrease resulting in a decreased load factor B the rate of turn will decrease resulting in no change in the load factor C the rate of turn will increase resulting in an increased load factor the rate of turn will increase resulting in a decreased load factor "ef: A#": atpl\$ cpl% Ans: B 2&,1+. Opon which factor does wing loading during a le.el co<ordinated turn in s!ooth air depend) A angle of bank B TA( C rate of turn #A( "ef: A#": atpl\$ cpl% Ans: A 2&5''. #n a cli!b the weight co!ponent along the flight path is balanced b/: A thrust B lift C drag gra.it/ "ef: A#": atpl\$ cpl% Ans: A 2&5&,. #f a twin engine airraft with a =- ratio of +:2 is in straight and le.el flight and the engines are each e.elopoing 26''' : of thrust\$ what is the weight of the aircraft) A , ''' : B + ''' : C 256 ''' : &2 ''' : "ef: A#": atpl\$ cpl% Ans: C

2&5,+. A glide ratio of 2,:2 with respect to the air !ass will be: A 6:2 in a headwind and 2+:2 in a tailwind B 6:2 in a tailwind and 2+:2 in a headwind C 2,:2 in a tailwind and 6:2 in a headwind 2,:2 regardless of wind direction and speed "ef: A#": atpl\$ cpl% Ans: 2&5,1. Cor a gi.en angle of bank\$ the load factor i!posed on both the aircraft and pilot in a co<ordinated constant altitude turn: A is constant\$ but the stall speed is higher than in straight and le.el flight B .aries with the rate of turn C is directl/ related to the aeroplaneMs gross weight is in.ersel/ proportional to the bank angle "ef: A#": atpl\$ cpl% Ans: A 2&55'. #f the airspeed is increased fro! 1' kts to 2&5 kts during a le.el 6'o banked turn\$ the load factor will: A decrease and the stall speed will increase B re!ain the sa!e but the radius of turn will increase C increase as well as the stall speed increase and the radius of turn will increase "ef: A#": atpl\$ cpl% Ans: B 2&5+6. 4hat ; increase in lift is re9uired to !aintain altitude while in a ,5o bank turn) A 21; B ,2; C 5'; 2'; "ef: A#": atpl\$ cpl% Ans: B

2&6'&. A light twin is fl/ing at 25' kt TA( in a 2' degree bank turn\$ a hea.ier aircraft is fl/ing at the sa!e speed and angle of bank\$ what will be the radius of the hea.ier aircraft) A the sa!e as the light aircraft B greater than the light aircraft C less than the light aircraft "ef: A#": atpl\$ cpl% Ans: A 2&62'. #n a rate 2 turn\$ the angle of bank is affected b/: A TA( B weight C wind load factor "ef: A#": atpl\$ cpl% Ans: A 2&62,. #f the turn and slip indicator needle shows right and ball to the left\$ the correct input is: A !ore bank to the right B !ore right rudder C less bank to the right increase turn radius "ef: A#": atpl\$ cpl% Ans: A 2&625. The effect on turn radius at the sa!e angle of bank at different weights will be to: A increase turn radius B decrease turn radius C the turn radius will not be affected b/ different weights the turn radius depends onl/ upon the bank angle "ef: A#": atpl\$ cpl% Ans: C

2&6&&. #n a constant continuous descent of 2''' ft-!in at 26' kt #A(\$ which state!ent is true) A lift is less than drag B lift is less than weight C drag is less than the su! of the forces dri.ing the aeroplane forward lift e9uals weight "ef: A#": atpl\$ cpl% Ans: B 2&656. 5xcept wing\$ what other factors affect the glide range) A weight B lift-drag ratio C Cl !ax weight and power re9uired "ef: A#": atpl\$ cpl% Ans: B 2&666. 4hen fl/ing at =- !ax the glide distance co.ered will be increased b/: A increasing weight B decreasing weight C increasing tailwind increasing headwind "ef: A#": atpl\$ cpl% Ans: C 2&62+. #n a descent: A weight and lift are the sa!e B weight is greater than lift C weight is less than lift weight and drag are the sa!e "ef: A#": atpl\$ cpl% Ans: B

2&62,. 4hat changes the load factor in straight and le.el flight) A an increase in weight B an increase in densit/ C CE !o.ing rearwards a .ertical gust "ef: A#": atpl\$ cpl% Ans: 2,'62. 4hich condition gi.es the greatest gliding range) A a tail wind B a head wind C a cross wind at right angles still air conditions "ef: A#": atpl\$ cpl% Ans: A 2,'6&. An increase in weight will PPP glide range with a PPP wind: A decrease-head B increase-tail C increase-head ha.e no effect-tail "ef: A#": atpl\$ cpl% Ans: C 2,'6+. Cor an aeroplane in a glide\$ what other factor apart fro! wind affects the !ini!u! glide angle) A height B weight C Cl:Cd CE "ef: A#": atpl\$ cpl% Ans: C

2,'66. The lift of an aeroplane in le.el flight is 5' k:. #n a le.el turn at ,5o bank the lift would be increased to: A 5' k: B 6' k: C 6' k: +' k: "ef: A#": atpl\$ cpl% Ans: C 2,'+2. #f the turn and slip indicator needed is to the left and the ball is to the right\$ what is the correct control input) A !ore left rudder B !ore right rudder C less left bank increase rate of turn "ef: A#": atpl\$ cpl% Ans: C 2,5&6. A glider reduces weight b/ du!ping water ballast. A ten per cent reduction in weight would gi.e: A A fi.e per cent reduction in best glide angle B A ten per cent increase in best glide angle C A decrease in best rate of descent :o change in best rate of descent "ef: A#": atpl\$ cpl% Ans: C 2,5,1. #n straight and le.el flight the aircraftMs nor!al axis is approxi!atel/: A Fori3ontal B Bertical C =ateral =ongitudinal "ef: A#": atpl\$ cpl% Ans: B

## 081-08-0 As1##et\$ic t"\$&st

,2'1. B*C= can be li!ited b/: 7i8 engine failure on take<off 7ii8 roll rate A 7i8 is incorrect% 7ii8 is correct B 7i8 is correct% 7ii8 is incorrect C 7i8 and 7ii8 are both correct 7i8 and 7ii8 are incorrect "ef: A#": atpl\$ cpl% Ans: A ,22&. 4hich of the following state!ents is correct) 2. 4hen the critical engine fails during take<off the speed B*C= can be li!iting ll. The speed B*C= can be li!ited b/ the a.ailable !axi!u! roll rate A l is incorrect% ll is correct B l is correct% ll is correct C l is incorrect% ll is incorrect l is correct% ll is incorrect "ef: A#": atpl\$ cpl% Ans: A ,226. 4h/ is B*CE deter!ined with the nosewheel steering disconnected) A Because the nosewheel steering could beco!e inoperati.e after an engine has failed B Because the .alue of B*CE !ust also be applicable on wet and-or slipper/ runwa/s C Because it !ust be possible to abort the take<off e.en after the nosewheel has alread/ been lifted off the ground Because nosewheel steering has no effect on the .alue of B*CE "ef: A#": atpl\$ cpl% Ans: B

,226. :ose<wheel seering is not used in certification of B!cg because: A nose<wheel steering is not stressed for high speed operation B nose<wheel steering does not work on wet runwa/s C the use of nose<wheel steering is a distraction fro! the real e!ergenc/ all of the abo.e "ef: A#": atpl\$ cpl% Ans: ,2,1. Fow does B*CE change with increasing field ele.ation and te!perature) A #ncreases\$ because B*CE is related to B2 and B" and those speeds increase if the densit/ decreases B ecreases\$ because B*CE is expressed in #A( and the #A( decreases with TA( constant and decreasing densit/ C #ncreases\$ because at a lower densit/ a larger #A( is necessar/ to generate the re9uired rudder force ecreases\$ because the engine thrust decreases "ef: A#": atpl\$ cpl% Ans: ,251. 4hich state!ent is correct about an aeroplane\$ that has experienced a left engine failure and continues afterwards in straight and le.el cruise flight with wings le.el) A turn indicator neutral\$ slip indicator neutral B turn indicator neutral\$ slip indicator left of neutral C turn indicator left of neutral\$ slip indicator left of neutral turn indicator left of neutral\$ slip indicator neutral "ef: A#": atpl\$ cpl% Ans: A ,266. An aircraft is in straight and le.el flight with the left engine inoperati.e and the wings le.el. The turn indicator will be PPP and the slip indicator will be PPP A neutral% neutral B showing left /aw% neutral C showing right /aw% displaced left showing right /aw% displaced right "ef: A#": atpl\$ cpl% Ans:

22',+. uring the take<off roll with a strong crosswind fro! the left\$ a four engine Het aeroplane with wing !ounted engines experiences an engine failure. The greatest control proble! is caused b/ the loss of which engine) A The left inboard engine B The right outboard engine C The right inboard engine The left outboard engine "ef: A#": atpl\$ cpl% Ans: 22'5&. Cor a gi.en aeroplane which two !ain .ariables deter!ine the .alue of B*CE) A Airport ele.ation and te!perature B 5ngine thrust and rudder deflection C Air densit/ and runwa/ length 5ngine thrut and gear position "ef: A#": atpl\$ cpl% Ans: A 222,2. B*CA is certified with a bank angle of not !ore than 5o towards the operating engine because: A the slip indicator at 5o bank 7li.e engine low8 is centred B at 5o bank 7li.e engine low8 sideslip is 3ero C !ore than 5o bank 7li.e engine low8 would not reduce B*CA although !ore bank reduces B*CA\$ too !uch bank !a/ lead to fin stall "ef: A#": atpl\$ cpl% Ans: 2226+. 4hich of the following state!ents is correct) l. B*C= is the !ini!u! contro speed in the landing configuration ll. The speed B*C= is alwa/s li!ited b/ !axi!u! rudder deflection A l is incorrect% ii is correct B l is incorrect% ll is incorrect C l is correct% ll is correct l is correct% ll is incorrect "ef: A#": atpl\$ cpl%

Ans: 22262. 4hich state!ent about !inik!u! control speed is correct) A B*C= is deter!ined b/ !axi!u! rudder onl/ B The nose wheel steering control !a/ be used to deter!ine B*CE C Crosswind is taken into account to deter!ine B*CE B*CA depends on the airport densit/ altitude\$ and the location of the engine on the aeroplane 7aft fuselage or wing8 "ef: A#": atpl\$ cpl% Ans: 2&&51. The fin of an aircraft is a s/!!etrical aerofoil: A #t will onl/ pro.ide an aerod/na!ic force when the rudder is !o.ed B #t will gi.e drag\$ but no lift because it is a s/!!etrical aerofoil C it can gi.e no lift\$ onl/ drag it could stall if the fin angle of attack is too great "ef: A#": atpl\$ cpl% Ans: 2&,22. 4hich condition has the effect of reducing critical engine failure speed: A low gross weight B high densit/ altitude C slush on the runwa/ or inoperati.e anti<skid fitting engines of greater power output "ef: A#": atpl\$ cpl% Ans: B 2&5'2. 4hat effect\$ if an/\$ does altitude ha.e on B!c for an aeroplane with un< supercharged engines) A re!ains constant to full throttle height and then decreases B increases with increasing altitude C altitude has no effect decreases with increasing altitude "ef: A#": atpl\$ cpl% Ans:

2&552. 4hich is the ad.antage of rear !ounted engines) A easier engine access B decreased liabilit/ for wing flutter C lighter wing construction less effect of thrust changes on longitudinal control "ef: A#": atpl\$ cpl% Ans: 2&56&. 4h/ is it necessar/ to consider the nose wheel steering disconnected when establishing B!cg) A if the take off is abandoned after the nose wheel is lifted\$ there will be no loss of control B to take account of slipper runwa/ conditions C to pre.ent weather cocking in a cross wind "ef: A#": atpl\$ cpl% Ans: B 2&662. 4hat happens to B!cg as altitude increases and te!perature increases: A re!ains constant B increases C decreases "ef: A#": atpl\$ cpl% Ans: C 2,522. Figher all<up<weight will !ake /our B*CA: A lower B higher C the sa!e higher b/ half the percentage change in a.u.w. "ef: A#": atpl\$ cpl% Ans: C

2,555. B*CE is the speed at which: A irectional control can be !aintained at engine failure on take<off using the pri!ar/ fl/ing controls B #t is no longer possible to reHect the take<off C :ose wheel steering beco!es ineffecti.e irectional and lateral control can be !aintained using aileron alone "ef: A#": atpl\$ cpl% Ans: C

## 081-08-0' E#e\$)enc1 descent

,'+&. A glider reduces weight b/ du!ping water ballast. A ten per cent reduction in weight would gi.e: A a decrease in best rate of descent B a ten per cent increase in best glide angle C a fi.e per cent reduction in best glide angle no change in best rate of descent "ef: A#": atpl\$ cpl% Ans: A ,2'6. The effect of a headwind is to PPP the cli!b gradient and to PPP the rate of cli!b A increase% not affect B increase% decrease C decrease% increase not affect% increase "ef: A#": atpl\$ cpl% Ans: A ,2&'. The !axi!u! glide range of an aircraft will depend on wind and: A the ratio to lift to drag which .aries according to angle of attack B speed for !ini!u! power re9uired C C= *AA !ini!u! =ift- rag ratio "ef: A#": atpl\$ cpl% Ans: A

,255. 4ith a =- ratio of 1:2 and fl/ing at 22''' ft the glide rane in still air would be: A 25 n! B 2' n! C 2, n! 2+ n! "ef: A#": atpl\$ cpl% Ans: 256,1. The polar cur.e of an aerofoil is a graphic relation between: A angle of attack and C= B C and angle of attack C C= and C TAC and stall speed "ef: A#": atpl\$ cpl% Ans: C 2&&66. *axi!u! gliding distance of an aircraft is obtained when: A induced drag e9uals the coefficient of lift B induced drag and parasite drag are e9ual C parasite drag is the least parasite drag is greatest "ef: A#": atpl\$ cpl% Ans: B 2&,11. To obtain the best possible gliding distance an aircraft should: A be as light as possible B ha.e a wing that will gi.e high lift C ha.e the highest possible lift-drag ratio be as hea./ as possible "ef: A#": atpl\$ cpl% Ans: C

2&56,. 4hich of the following will result in the !axi!u! distance co.ered o.er the ground when gliding) A headwind B tailwind C increased weight decreased weight "ef: A#": atpl\$ cpl% Ans: B 2&666. The =- ratio allows the pilot to deter!ine: A glide distance in still air fro! a gi.en altitude B glide distance fro! a gi.en altitude C hori3ontal distance co.ered o.er the ground descent angle "ef: A#": atpl\$ cpl% Ans: A

081-08-06 >inds"ea\$
2&52'. 4hich wind<shear condition results in an increase in airspeed) A increasing tailwind B decreasing tailwind C decreasing headwind none of the abo.e "ef: A#": atpl\$ cpl% Ans: B 2&522. 4hich initial cockpit indications should a pilot be aware of when a headwind shears to a cal! wind) A #A( decreases-pitch up-altitude decreases B #A( increases-pitch down-altitude increases C #A( dedcreases-pitch down-altitude decreases #A( increases-pitch up-altitude increases "ef: A#": atpl\$ cpl% Ans: C

2&52,. Gn passing through a shear line\$ wh/ does the #A( change) A the inertia of the aircraft will initiall/ keep it at its original speed in relation to the ground B a decreased !ass of air is entering the pitot tube C windshear alters the air densit/\$ which affects the A(# reading windshear changes the static pressure\$ which !akes the A(# !iss<read "ef: A#": atpl\$ cpl% Ans: A

08 -01

=E.I-SUBSONIC AERODYNAMICS

25,''. The rate of doing work is: A 0ower\$ !easured in @oules B 0ower\$ !easured in 4atts C Corce\$ !easured in :ewtons 0ower\$ !easured in :ewtons "ef: F5=#: atpl\$ cpl Ans: B 25,'6. 4hat is the significance of Bi) A Along with Br\$ it deter!ines the angle of attack B #t deter!ines the !agnitude of Br C Along with Br\$ it deter!ines the pitch angle #t deter!ines the !agnitude of rotor drag "ef: F5=#: atpl\$ cpl Ans: A 25,'6. uring a cli!b how is the angle of attack affected) A A rate of cli!b airflow opposes induced flow increasing the angle of attack B A rate of cli!b airflow adds to induced flow decreasing the angle of attack C A rate of descent airflow opposes induced flow increasing the angle of attack A rate of cli!b airflow adds to induced flow increasing the angle of attack "ef: F5=#: atpl\$ cpl Ans: B 25,'1. #f a stead/ strea! of airflows through a .enture its .elocit/ will PPP and static pressure will PPP A increase% rise B decrease% fall C decrease% rise increase% fall "ef: F5=#: atpl\$ cpl Ans:

25,2'. 4hat is .iscosit/) A The resistance to !o.e!ent of one la/er of air o.er another B The densit/ of a li9uid or gas C The pressure exerted within a substance A !easure of te!perature and hu!idit/ "ef: F5=#: atpl\$ cpl Ans: A 25,22. #f the disc of a teetering rotor s/ste! with an under<slung feathering hinge is tilted the radius of the rotor blades cedntre of gra.it/ will: A increase B decrease C beco!e elliptical re!ain the sa!e "ef: F5=#: atpl\$ cpl Ans: 25,22. The resultant force fro! pressure en.elopes around an aerofoil can be described as: A The total reaction B =ift C "otor thrust The Bertical co!ponent of rotor thrust "ef: F5=#: atpl\$ cpl Ans: A 25,25. 4hen air is co!pressed the nu!ber of !olecules in a gi.en .olu!e PPP and densit/ PPP A decreases% rises B decreases% drops C increases% drops increases% rises "ef: F5=#: atpl\$ cpl Ans:

25,22. Op to what height can water .apour be found in the at!osphere) A 22 !iles B 6 k! C 22 k! 26 !iles "ef: F5=#: atpl\$ cpl Ans: C 25,2&. 4hat is the relationship between Br and the plane of rotation: A The/ are parallel B The/ are perpendicular C The/ deter!ine the angle of attack The/ deter!ine the "AC "ef: F5=#: atpl\$ cpl Ans: 25,26. =ift > C=2-2pB2(\$ where ( is: A The speed of the air flow B The shape of the aerofoil C The plan area of the aerofoil Air densit/ "ef: F5=#: atpl\$ cpl Ans: C 25,21. 4hat is force) A *ass x pressure B (peed x pressure C *ass x speed *ass x acceleration "ef: F5=#: atpl\$ cpl Ans:

25,&6. 4hat is a !ixing unit) A A !echanical s/ste! of balancing the controls B A !echanical s/ste! of cross<coupling the controls C A !ethod of balancing blade pitch angle A piece of e9uip!ent a @ !ight use "ef: F5=#: atpl\$ cpl Ans: B 25,,6. #f a helicopter is on the ground and the centre of gra.it/ is directl/ below the rotor hub\$ where will weight be acting) A Berticall/ down along the shaft axis B Berticall/ down fro! the centre of the helicopter C own and back\$ awa/ fro! the shaft axis own and forward\$ awa/ fro! the shaft axis "ef: F5=#: atpl\$ cpl Ans: A 25,6'. 4hen the upper surface of an aerofoil is predo!inantl/ co.ered in separated airflow the aerofoil is: A escending B Cli!bing C (talled "etreating "ef: F5=#: atpl\$ cpl Ans: C 25,62. #f uncorrected\$ what will retreating blade stall cause) A The helicopter to pitch down and roll towards the retreating side B The helicopter to pitch up and roll towards the ad.ancing side C The helicopter to pitch down and roll towards the ad.ancing side The helicopter to pitch up and roll towards the retreating side "ef: F5=#: atpl\$ cpl Ans:

25,65. 4hat part of the disc is affected b/ retreating blade stall) A The tip section on the ad.ancing side B The root section on the retreating side C The root section on the ad.ancing side The tip section on the retreating side "ef: F5=#: atpl\$ cpl Ans: 25,66. uring incipient .ortex ring the .ortex at the root beco!es PPP and creates a .er/ turbulent wake as the PPP stalls A The tip section on the ad.ancing side B The root section on the retreating side C The root section on the ad.ancing side The tip section on the retreating side "ef: F5=#: atpl\$ cpl Ans: B 25,61. At what speed do shock wa.es occur on !ost aerofoils) A '.11 !ach B '.5 !ach C 2.25 !ach '.+5 !ach "ef: F5=#: atpl\$ cpl Ans: 25,62. 4hen can shock stall occur) A At low speed B At negati.e angles of attack C At an/ angle of attack #n the ho.er "ef: F5=#: atpl\$ cpl Ans: C

25,6,. #n full/ de.eloped .ortex ring root stall !o.es PPP and the tip .ortices PPP A inboard% reduce B outboard% increase C outboard% reduce inboard% increase "ef: F5=#: atpl\$ cpl Ans: B 25,+6. As air beco!es saturated\$ air densit/ PPP and rotor perfor!ance is PPP A increases% reduced B decreases% reduced C decreases% i!pro.ed increases% i!pro.ed "ef: F5=#: atpl\$ cpl Ans: B 25,+1. #f a bod/ is d/na!icall/ unstable an/ oscillations would be: A a!ped B i.ergent C :eutral Contained "ef: F5=#: atpl\$ cpl Ans: B 255'2. 4hat is A(5) A Auto!ated (er.o 59uip!ent B Auto!atic (topping 59uip!ent C Auto!atic (tabilit/ 59uip!ent Angle (taged 5lectrics "ef: F5=#: atpl\$ cpl Ans: C

255'2. #f densit/ altitude increases the TA( will PPP and range will PPP A increase% increase B decrease% increase C decrease% decrease increase% decrease "ef: F5=#: atpl\$ cpl Ans: 255',. 4hich is the Qnor!al axisM of stabilit/) A 0itch B "oll C Waw Ceathering "ef: F5=#: atpl\$ cpl Ans: C 25522. The Centre of 0ressure is the point on an aerofoil chord section where: A The total weight of the aircraft is said to act B The total reaction is said to act C The airflow separates fro! the aerofoil section The !axi!u! .elocit/ of the airflow occurs "ef: F5=#: atpl\$ cpl Ans: B 2552&. The for!ula for lift can be written as: A = > C=2-2pB2( B = > C=2-2pB(2 C = > C=2-2pB( => C=2-,pB2( "ef: F5=#: atpl\$ cpl Ans: A

25525. A helicopter is in unaccelerated\$ stead/ forward flight. The forces acting on the helicopter are: A The lift-weight couple balancing the thrust-parasite drag couple B The .ertical co!ponent of T"T-hori3ontal co!ponent of T"T\$ balancing the weight-parasite drag couple C The lift-thrust couple balancing the weight-parasite drag couple The .ertical co!ponent of T"T-weight couple\$ balancing the hori3ontal co!ponent of T"T-parasite drag couple "ef: F5=#: atpl\$ cpl Ans: 25521. The pheno!enon of retreating blade stall can cause the helicopter to: A (uddenl/ pitch up and roll towards the ad.ancing side B (uddenl/ pitch down and roll towards the retreating side C (uddenl/ pitch up and roll towards the retreating side (uddenl/ pitch down and roll towards the ad.ancing side "ef: F5=#: atpl\$ cpl Ans: C 25521. The 7i8 is deter!ined b/ the relationship between 7ii8 and the 7iii8. Choose which words which fit the state!ent. A 7i8 rotational airflow\$ 7ii8 induced flow\$ 7iii8 relati.e .elocit/ B 7i8 relati.e airflow\$ 7ii8 rotor thrust\$ 7iii8 plane of rotation C 7i8 relati.e airflow\$ 7ii8 induced flow\$ 7iii8 rotational .elocit/ 7i8 rotational airflow\$ 7ii8 rotor drag\$ 7iii8 relati.e .elocit/ "ef: F5=#: atpl\$ cpl Ans: C

2555'. #ce build up on the airfra!e\$ rotor blades and engine can lead to a nu!ber of ha3ards and li!itations: i. ii. iii. i.. .. #ncrease in power re9uire!ents #ncrease in A.O.4 #ncrease in .ibration ecrease in controllabilit/ Change to rotor profile

A i\$ ii\$ i. and . B ii\$ iii and . C i\$ ii\$ iii and i. All the abo.e "ef: F5=#: atpl\$ cpl Ans: 25555. As A.O.4. or altitude is increased\$ retreating blade stall is likel/ to occur: A At a lower #ndicated Airspeed 7#A(8 in both cases B At a higher #A( for a higher AO4\$ but the sa!e #A( for an increased altitude C At a higher #A( in both cases At a lower #A( for a higher AO4 but the sa!e #A( for an increased altitude "ef: F5=#: atpl\$ cpl Ans: 256,1. The unit of !easure!ent of pressure is: A psi B kg-!& C lb-gal kg-d!2 "ef: F5=#: atpl\$ cpl Ans: A

2565'. #n le.el flight an increase in angle of attack will cause: A the stagnation point to !o.e down and aft B the boundar/ la/er to beco!e thinner C a decrease in pitch angle the centre of pressure to !o.e aft "ef: F5=#: atpl\$ cpl Ans: A 25652. The unit of densit/ is: A Bar B psi C kg-c!2 kg-!& "ef: F5=#: atpl\$ cpl Ans: 2565&. #nduced drag is created b/ the: A separation of the boundar/ la/er o.er the wing B interference of the air strea! between wing and fuselage C spanwise flow pattern resulting in the tip .ortices propeller wash blowing across the wing "ef: F5=#: atpl\$ cpl Ans: C 2565,. 7"efer to figure '+2<',8 4hich line represents the total drag line of an aeroplane) A =ine B B =ine A C =ine C =ine "ef: F5=#: atpl\$ cpl Ans: C

25656. The angle of attack of a wing profile is defined as the angle between: A the undisturbed airflow and the chordline B the local airflow and the !ean ca!berline C the local airflow and the chordline the undisturbed airflow and the !ean ca!berline "ef: F5=#: atpl\$ cpl Ans: A 25656. The ter! angle of attack is defined as: A the angle that deter!ines the !agnitude of the lift force B the angle between the wing chord line and the relati.e wind C the angle between the relati.e airflow and the hori3ontal axis the angle between the wing and tail plane incidence "ef: F5=#: atpl\$ cpl Ans: B 25662. At a constant #A(\$ induced drag is affected b/: A aircraft weight B changes in thrust C angle between chord line and longitudinal axis wing location "ef: F5=#: atpl\$ cpl Ans: A 25662. 4hich of the following is the cause of wing tip .ortices) A Air spilling fro! the top surface to the botto! surface at the wing tip B Air spilling fro! the botto! surface to the top surface at the wing tip C Air spilling fro! the botto! surface to the top surface at the left wig tip and fro! the top surface to the botto! surface at the right wing tip (panwise flow .ector fro! the tip to the root on the botto! surface of the wing "ef: F5=#: atpl\$ cpl Ans: B

2566+ 4hat is the effect on 5A( as height is increased wshen /ou are holding a constant #A() A 5A( re!ains the sa!e B 5A( falls C 5A( rises The effect depends on the te!perature "ef: F5=#: atpl\$ cpl Ans: B 25661. 4hich state!ent is correct about the la!inar and turbulent boundar/ la/er: A separation point will occur earlier in the turbulent la/er B friction drag will be e9ual in both t/pes of la/ers C friction drag is lower in the turbulent la/er friction drag is lower in the la!inar la/er "ef: F5=#: atpl\$ cpl Ans: 2566'. 7"efer to figure '+2<'68 The diagra! shows the para!eter A .ersus TA(. #f a hori3ontal flight is considered the axis A shows: A the total drag B the induced drag C the lift force the parasite drag "ef: F5=#: atpl\$ cpl Ans: B 25662. Figh aspect ratio: A reduces parasite drag B reduces induced drag C increases stalling speed reduces !anoeu.rabilit/ "ef: F5=#: atpl\$ cpl Ans: B

2566&. At a constant CA( when fl/ing below sea le.el an aircraft will ha.e: A a higher TAA than at sea le.el B a lower TA( than at sea le.el at #(A conditions C the sa!e TA( as at sea le.el the sa!e TA(\$ but an increased #A( "ef: F5=#: atpl\$ cpl Ans: B 25666. The angle of attack of a two di!ensional wing section is the angle between: A the chord line of the aerofoil and the fuselage centreline B the chord line of the aerofoil and the free strea! direction C the fuselage core line and the free strea! direction the chord line and the ca!ber line of the aerofoil "ef: F5=#: atpl\$ cpl Ans: B 25666. #nduced drag !a/ be reduced b/: A an increase in the taper ratio of the wing B an increase in aspect ratio C a decrease of the aspect ratio the use of a wing tip with a !uch thinner aerofoil "ef: F5=#: atpl\$ cpl Ans: B 25661. The units of wing loading 7l8 4-( and 7ll8 d/na!ic pressure 9 are: A 7l8 :-!&% 7ll8 kg-!2 B 7l8 kg-!% 7ll8 :-!2 C 7l8 :-!% 7ll8 kg 7l8 :-!2% 7ll8 :-!2 "ef: F5=#: atpl\$ cpl
A:(:

256+&. 4ith increasing angle of attack the C0 will reach its !ost forward point: A Hust below the stalling angle B Hust abo.e the stalling angle C at the stalling angle at .arious points dependent on aircraft weight

"ef: F5=#: atpl\$ cpl Ans: A 256+,. 5xcluding constants\$ the coefficient of induced drag 7C i8 is the ratio of: A C=2 and ( 7wing surface8 B C=2 and A" 7aspect ratio8 C C= and C C= and b 7wing span8 "ef: F5=#: atpl\$ cpl Ans: B 256+6. The units of densit/ of the air 7l8 and the force 7ll8 are: A 7l8 kg-!&% 7ll8 : B 7l8 kg-!)% 7ll8 kg C 7l8 :-!&% 7ll8 : 7l8 :-kg% 7ll8 kg "ef: F5=#: atpl\$ cpl Ans: A 256+1. The induced drag: A increases as the lift coefficient increases B increases as the aspect ratio increases C has no relation to the lift coefficient increases as the !agnitude of the tip .ortices decreases "ef: F5=#: atpl\$ cpl Ans: A 25612. The aeroplane drag in straight and le.el flight is lowest when the: A parasite drag e9uals twice the induced drag B parasite drag is e9ual to the induced drag C induced drag is e9ual to 3ero induced drag is lowest "ef: F5=#: atpl\$ cpl Ans: B

25615. 4ith increasing angle of attack\$ the stagnation point will !o.e 7l8 and the point of lowest pressure will !o.e 7ll8. A 7l8 up% 7ll8 aft B 7l8 down% 7ll8 forward C 7ll8 down% 7ll8 aft 7l8 up% 7ll8 forward "ef: F5=#: atpl\$ cpl Ans: B 2561+. Consider an aerofoil with a certain ca!ber and a positi.e angle of attack. At which location will the highest flow .elocities occur) A Opper side B =ower side C #n front of the stagnation point #n the stagnation point "ef: F5=#: atpl\$ cpl Ans: A 25611. 4hich of the following state!ents\$ about a .enture in a sub<sonic airflow are correct) 2. the d/na!ic pressure in the undisturbed flow and in the throat are e9ual 2. the total pressure in the undisturbed flow and in the throat are e9ual A 2 is incorrect and 2 is correct B 2 and 2 are correct C 2 is correct and 2 is incorrect 2 and 2 are incorrect "ef: F5=#: atpl\$ cpl Ans: A 256''. A s/!!etrical aerofoil section at C= > ' will produce) A A negati.e 7nose down8 pitching !o!ent B A positi.e 7nose up8 pitching !o!ent C ?ero pitching !o!ent :o aerod/na!ic force "ef: F5=#: atpl\$ cpl Ans: C

256'2. 4hich of the following is the greatest factor causing lift) A #ncreased airflow .elocit/ below the wing B #ncreased pressure below wing C (uction abo.e the wing ecreased airflow .elocit/ abo.e the wing "ef: F5=#: atpl\$ cpl Ans: C 256',. 4hat is the (i unit that results fro! !ultipl/ing kg and !-s2) A @oule B 0si C :ewton 4att "ef: F5=#: atpl\$ cpl Ans: C 256'6. The airfoil chord line is: A a straight line fro! the wing leading edge to the trailing edge B a line e9uidistant fro! the upper and lower wing surfaces C a line tangential to the wing surface at the point of !axi!u! cur.ature a line drawn at 25; chord fro! the root to the tip "ef: F5=#: atpl\$ cpl Ans: A 256'6. An increase in aspect ratio will: A ha.e no effect on a wing or airfoil section B cause B#* to be reduced C cause induced drag to increase cause B#* to be increased "ef: F5=#: atpl\$ cpl Ans: B

2562'. The effects of .er/ hea./ rain 7tropical rain8 on the aerod/na!ic characteristics of an aeroplane are: A decrease of C=!ax and increase of drag B decrease of C=!ax and decrease of drag C increase of C=!ax and increase of drag increase of C=!ax and decrease of drag "ef: F5=#: atpl\$ cpl Ans: A 25622. #nduced drag is caused b/: A increased pressure at the leading edge stagnation point B wing !ounted fuel tanks C wing tip .ortices and downwash winglets and washout "ef: F5=#: atpl\$ cpl Ans: C 2562,. A la!inar boundar/ la/er is PPP and has PPP drag than a turbulent la/er: A thick% !ore B thick% less C thin% !ore thin% less "ef: F5=#: atpl\$ cpl Ans: 25621. A bod/ is placed in a certain airstrea!. The densit/ of the airstrea! decreases to half of the original .alue. The aerod/na!ic drag will decrease with a factor: A, B2 C+ 2., "ef: F5=#: atpl\$ cpl Ans: B

25622. #n a two<di!ensional flow pattern\$ where the strea!lines con.erge the static pressure will: A increase initiall/\$ then decrease B decrease C increase not change "ef: F5=#: atpl\$ cpl Ans: B 25625. The ter! angle of attack in a two di!ensional flow is defined as: A the angle for !axi!u! lift-drag ratio B the angle between the aeroplane cli!b path and the hori3on C the angle for!ed b/ the longitudinal axis of the aeroplane and the chord line of the wing the angle between the wing chord line and the direction of the relati.e wind-airflow "ef: F5=#: atpl\$ cpl Ans: 256&2. The continuit/ e9uation states: #f the area of a tube is increasing\$ the speed of the subsonic and inco!pressible flow inside is: A sonic B not changing C increasing decreasing "ef: F5=#: atpl\$ cpl Ans: 256&&. 4hat pheno!ena causes induced drag) A 4ing tip .ortices B 4ing tanks C The increased pressure at the leading edge The spanwise flow\$ inward below the wing and outward abo.e "ef: F5=#: atpl\$ cpl Ans: A

256&5. #n a strea! tube\$ if densit/ is hal.ed\$ drag will be reduced b/ a factor of: A+ B, C6 2 "ef: F5=#: atpl\$ cpl Ans: 256&6. The following unit of !easure!ent kg!-s is expressed in the (i s/ste! as: A 0ascal B :ewton C @oule 4att "ef: F5=#: atpl\$ cpl Ans: B 256&6. The aerofoil polar is: A the relation between the hori3ontal and the .ertical speed B a graph of the relation between the lift coefficient and the angle of attack C a graph of the relation between the lift coefficient and the drag coefficient a graph\$ in which the thickness of the wing aerofoil is gi.en as a function of the chord "ef: F5=#: atpl\$ cpl Ans: C 256&+. The wake .ortices behind a large aircraft begin on takeoff PPP and end on landing PPP A at B2% in the flare B on rotation% as the nosewheel goes down C at B2% when lift du!p is selected at +'kt% on touchdown "ef: F5=#: atpl\$ cpl Ans: B

256,'. The 7subsonic8 static pressure: A increases in a flow in a tube when the dia!eter decreases B is the total pressure plus the d/na!ic pressure C is the pressure in a point at which the .elocit/ has beco!e 3ero decreases in a flow in a tube when the dia!eter decreases "ef: F5=#: atpl\$ cpl Ans: 256,,. The boundar/ la/er is considered to be turbulent) A @ust in front of the transition point B Between the transition and separation points C @ust aft of the separation point @ust in front of the centre of pressure "ef: F5=#: atpl\$ cpl Ans: B 256,5. #f the #A( is increased b/ a factor of ,\$ b/ what factor would the drag increase) A, B+ C 22 26 "ef: F5=#: atpl\$ cpl Ans: 256,6. 4hich state!ent is correct about the Cl and angle of attack) A Cor a s/!!etric aerofoil\$ if angle of attack > '\$ Cl > ' B Cor a s/!!etric aerofoil\$ if angle of attach > '\$ Cl is not e9ual to ' C Cor an as/!!etric aerofoil\$ if angle of attack > '\$ l > ' Cor an as/!!etric aerofil with positi.e ca!ber\$ if angle of attack is greater than '\$ Cl > ' "ef: F5=#: atpl\$ cpl Ans: A

2565'. 4hat are the correct (l units for densit/ and force) A Dg-:\$ :!& B :-!&\$ Dg C Dg-!&\$ :ewtons Dg-!&\$ Dg "ef: F5=#: atpl\$ cpl Ans: C 25656. (ubsonic flow o.er a ca!bered airfoil at ,o angle of attack will cause: A an increase in speed and drop in pressure o.er the upper surface and a decrease in speed and a rise in pressure o.er the lower surface B a decrease in speed and drop in pressure o.er the upper surface and a decrease in speed and a drop in pressure o.er the lower surface C an increase in speed and drop in pressure o.er the upper surface and an increase in speed and a drop in pressure o.er the lower surface a decrease in speed and drop in pressure o.er the upper surface and an increase in speed and a drop in pressure o.er the lower surface "ef: F5=#: atpl\$ cpl Ans: C 2566'. 4hich of the following expressions could represent the relationship between force\$ !ass and acceleration: A a > !-C B!>Cxa CC>!xa a>Cx! "ef: F5=#: atpl\$ cpl Ans: C 25662. A line connecting the leading and trailing edge !idwa/ between the upper and lower surface of a aerofoil. This definition is application for: A the !ean aerod/na!ic chord line B the chord line C the ca!ber line the upper ca!ber line "ef: F5=#: atpl\$ cpl Ans: C

25662. The ter!s 9 and ( in the lift for!ula are: A s9uare root of surface and wing loading B d/na!ic pressure and the area of the wing C static pressure and wing surface area static pressure and d/na!ic pressure "ef: F5=#: atpl\$ cpl Ans: B 2566,. #f angle of attack is increased be/ond the critical angle of attack\$ the lift coefficient PPP and the stagnation point !o.es PPP A decrease% rearward B increases% rearward C decreases% forward increases% forward "ef: F5=#: atpl\$ cpl Ans: A 2566'. 4hat is the (l unit which results fro! !ultipl/ing kg and !-s s9uared) A :ewton B 0si C @oule 4att "ef: F5=#: atpl\$ cpl Ans: A 25662. 4hich kind of boundar/ la/er has the strongest change in .elocit/ close to the surface) A :o difference B =a!inar boundar/ la/er C Turbulent boundar/ la/er Transition boundar/ la/er "ef: F5=#: atpl\$ cpl Ans: C

2566,. Fow is the thickness of an aerofoil section !easured) A As the ratio of wing angle B "elated to ca!ber C As the percentage of chord #n !etres "ef: F5=#: atpl\$ cpl Ans: C 256+&. 4hich of the following is the !ost i!portant result-proble! caused b/ ice for!ation) A #ncreased drag B #ncreased weight C Blockage of the controls "eduction in C=*AA "ef: F5=#: atpl\$ cpl Ans: 256+,. 4hat is the C= and C ratio at nor!al angles of attack) A C= higher B C higher C The sa!e C= !uch higher "ef: F5=#: atpl\$ cpl Ans: 25612. Ca!bered wing sections gi.e PPP !axi!u! C= at a relati.el/ PPP angles of attack. A high% high B low% high C low% low high% low "ef: F5=#: atpl\$ cpl Ans:

2561&. rag is in the direction of and lift is perpendicular to the: A chord line B relati.e wind-airflow C hori3on longitudinal axis "ef: F5=#: atpl\$ cpl Ans: B 25616. Bernoullis Theore! states: A d/na!ic pressure increase and static pressure increase B < d/na!ic pressure increase and static pressure decrease C d/na!ic pressure is !axi!u! at stagnation point 3ero pressure at 3ero d/na!ic pressure "ef: F5=#: atpl\$ cpl Ans: B 2561+. Gn an airfoil the centre of pressure will be !ost forward: A at the opti!u! angle B at the stalling angle C Hust below the stalling angle Hust abo.e the stalling angle "ef: F5=#: atpl\$ cpl Ans: C 25+'2. The aerod/na!ic drag of a bod/\$ placed in a certain airstrea! depends a!ongst others on: A the airstrea! .elocit/ B the specific !ass of the bod/ C the weight of the bod/ the c.g. location of the bod/ "ef: F5=#: atpl\$ cpl Ans: A

25+'&. 4hich state!ent about induced drag and tip .ortices is correct) A Tip .ortices can be di!inished b/ .ortex generators B The flow direction at the upper side of the wing has a co!ponent in wing root direction\$ the flow at the underside of the wing in wing tip direction C The flow direction at the upper and under side of the wing\$ both de.iate in wing tip direction The wing tip .ortices and the induced drag decrease at increasing angle of attack "ef: F5=#: atpl\$ cpl Ans: B 25+',. Fow does aerod/na!ic drag .ar/ when airspeed is doubled) B/ a factor of: A2 B2 C 26 , "ef: F5=#: atpl\$ cpl Ans: 25+'5. The true airspeed 7TA(8 is: A higher than the speed of the undisturbed airstrea! about the aeroplane B lower than the indicated airspeed 7#A(8 at #(A conditions and altitudes below sea le.el C e9ual to the #A(\$ !ultiplied b/ the air densit/ at sea le.el lower than the speed of the undisturbed airstrea! about the aeroplane "ef: F5=#: atpl\$ cpl Ans: B 25+'6. A bod/ is placed in a certain airstrea!. The airstrea! .elocit/ increases b/ a factor ,. The aerod/na!ic drag will increase with a factor. A+ B, C 26 22 "ef: F5=#: atpl\$ cpl Ans: C

25+'6. 4hat does parasite drag .ar/ with) A (9uare of the speed B Cl!ax C (peed (urface area "ef: F5=#: atpl\$ cpl Ans: A 25+2'. Bernoullis e9uation can be written as 7pt > total pressure\$ ps >static pressure\$ 9 > d/na!ic pressure8: A pt > ps 9 B pt 9 > ps C pt I ps > 9 pt > 9 ps "ef: F5=#: atpl\$ cpl Ans: B 25+2,. #n a s/!!etrical airfoil the !ean ca!ber line is) A A line Hoining points of !ean ca!ber along the wing B A line Hoining points of !axi!u! ca!ber along the wing C A cur.e co<incident with the top surface of the airfoil A straight line co<incident with the chord line "ef: F5=#: atpl\$ cpl Ans: 25+26. =ift is a function of: A .elocit/\$ densit/\$ wing shape and lift coefficient B .elocit/\$ wing area\$ C= and densit/ C .elocit/\$ wing shape\$ wing area and C= .elocit/\$ densit/\$ gross wing area and C "ef: F5=#: atpl\$ cpl Ans: B

25+21. #f 5A( is increased b/ a factor of ,\$ b/ what factor would profile drag increase) A 26 B 22 C+ , "ef: F5=#: atpl\$ cpl Ans: A 25+2'. The induced drag coefficient\$ C i is proportional with: A C=2 B C= C s9uare root 7C=8 Cl!ax "ef: F5=#: atpl\$ cpl Ans: A 25+22. At 3ero angle of attack in flight\$ a s/!!etrical wing section will produce: A so!e lift and drag B 3ero lift with so!e induced and profile drag C 3ero lift and drag 3ero lift with so!e drag "ef: F5=#: atpl\$ cpl Ans: 25+2,. 4hen considering an angle of attack .ersus coefficient of lift graph for a ca!bered aerofoil\$ where does the lift cur.e intersect the .ertical C= axis) A Abo.e the origin B Below the origin C At the point of origin To the left of the origin "ef: F5=#: atpl\$ cpl Ans: A

25+&'. There are two t/pes of boundar/ la/er: la!inar and turbulent. Gne i!portant ad.antage the turbulent boundar/ la/er has o.er the la!inar t/pe is that: A a decrease in the aspect ratio increases the induced drag B there is no relationship C induced drag > 2.& aspect ratio .alue an increase in the aspect ratio increases the induced drag "ef: F5=#: atpl\$ cpl Ans: C 25+&2. The relationship between induced drag and the aspect ratio is: A a decrease in the aspect ratio increases the induced drag B there is no relationship C induced drag > 2.& aspect ratio .alue an increase in the aspect ratio increases the induced drag "ef: F5=#: atpl\$ cpl Ans: A 25+&5. #f the continuit/ e9uation is applicable\$ what will happen to the air densit/ 7rho8 if the cross sectional area of a tube changes) 7low speed\$ subsonic and inco!pressible flow8: A The densit/ depends on the change of the tube area B rho2Jrho2 C rho2Krho2 rho2>rho2 "ef: F5=#: atpl\$ cpl Ans: 25+&1. The angle between the airflow 7relati.e wind8 and the chord line of an aerofoil is: A cli!b path angle B glide path angle C angle of attack sa!e as the angle between chord line and fuselage axis "ef: F5=#: atpl\$ cpl Ans: C

25+,2. 4hich of the following state!ents are correct) A rag acts in the sa!e direction as the relati.e airflow and lift perpendicular to it B =ift acts at right angles to the top surface of the wing and drag acts at right angles to lift C rag acts parallel to the chord and opposite to the direction of !otion of the aircraft and lift acts perpendicular to the chord =ift acts perpendicular to the hori3ontal and drag parallel in a rearwards direction "ef: F5=#: atpl\$ cpl Ans: A 25+,&. Co!paring the lift coefficient and drag coefficient at nor!al angle of attack: A C= is !uch greater than C B C= has approxi!atel/ the sa!e .alue as C C C= is lower than C C= is !uch lower than C "ef: F5=#: atpl\$ cpl Ans: A 25+,6. The lift force\$ acting on an aerofoil: A is !ainl/ caused b/ suction on the upperside of the aerofoil B increases\$ proportional to the angle of attack until ,' degrees C is !ainl/ caused b/ o.erpressure at the underside of the aerofoil is !axi!u! at an angle of attack of 2 degrees "ef: F5=#: atpl\$ cpl Ans: A 25+,1. Consider a certain strea! line tube. The .elocit/ of the strea! in the tube is B. An increase of te!perature of the strea! at constant .alue of B will: A increase the !ass flow when the tube is di.ergent in the direction of the flow B increase the !ass flow C not affect the !ass flow decrease the !ass flow "ef: F5=#: atpl\$ cpl Ans:

25+5'. =ift is generated when: A an aerofoil is placed in a high .elocit/ air strea! B the shape of the aerofoil is slightl/ ca!bered C a certain !ass of air is accelerated downwards a certain !ass of air is retarded "ef: F5=#: atpl\$ cpl Ans: C 25+52. The !ost i!portant proble! of ice accretion on an aeroplane during flight is: A blocking of control surfaces B increase in weight C increase in drag reduction in C=!ax "ef: F5=#: atpl\$ cpl Ans: 25+55. (tatic pressure acts: A parallel to airflow B parallel to d/na!ic pressure C in all directions downwards "ef: F5=#: atpl\$ cpl Ans: C 25+56. The lift for!ula is: A =>C= L "FG B) ( B =>4 C =>C=2 "FG B) ( = > n4 "ef: F5=#: atpl\$ cpl Ans: A

25+6'. As subsonic air flows through a con.ergent duct: 7i8 static pressure 7ii8 .elocit/ A 7i8 increases and 7ii8 decreases B 7i8 increases and 7ii8 decreases C 7i8 decreases and 7ii8 decreases 7i8 decreases and 7ii8 increases "ef: F5=#: atpl\$ cpl Ans: 25+62. Gn an as/!!etrical\$ single cur.e aerofoil\$ in subsonic airflow\$ at low angle of attack\$ when the angle of attack is increased\$ the centre of pressure will 7assu!e a con.entional transport aeroplane8: A !o.e forward B !o.e aft C re!ain !atching the airfoil aerod/na!ic centre re!ain unaffected "ef: F5=#: atpl\$ cpl Ans: A 25+6&. The point\$ where the aerod/na!ic lift acts on a wing is: A the c.g.location B the centre of pressure C the point of !axi!u! thickness of the wing the suction point of the wing "ef: F5=#: atpl\$ cpl Ans: B 25+6,. #ncreasing d/na!ic 7kinetic8 pressure will ha.e the following effect on the drag of an aeroplane 7all other factors of i!portance re!aining constant8: A the drag decreases B this has no effect C the drag increases the drag is onl/ affected b/ the ground speed "ef: F5=#: atpl\$ cpl Ans: C

25+6'. 4hich one of the following state!ents about Bernoullis theore! is correct) A The d/na!ic pressure is !axi!u! in the stagnation point B The d/na!ic pressure decreases as static pressure decreases C The total pressure is 3ero when the .elocit/ of the strea! is 3ero The d/na!i pressure increases as static pressure decreases "ef: F5=#: atpl\$ cpl Ans: 25+62. The span<wise flow is caused b/ the difference between the air pressure on top and beneath the wing and its direction of !o.e!ent goes fro!: A the top to beneath the wing .ia the wingMs trailing edge B beneath to the top of the wing .ia the wing tip C beneath to the top of the wing .ia the trailing edge the top to beneath the wing .ia the leading edge "ef: F5=#: atpl\$ cpl Ans: B 25+6&. The frontal area of a bod/\$ placed in a certain airstrea! is increased b/ a factor &. The shape will not alter. The aerod/na!ic drag will increase with a factor: A 2.5 B1 C6 & "ef: F5=#: atpl\$ cpl Ans: 25+6,. A wing has a span of 5' feet and an area of 2'' suare feet. #ts !ean chord would be: A , feet B 2' feet C 6.5 feet 2.5 feet "ef: F5=#: atpl\$ cpl Ans: A

25+66. The ad.antage of a turbulent boundar/ la/er o.er a la!inar boundar/ la/er is: A decreases energ/ B thinner C increased skin friction less tendenc/ to separate "ef: F5=#: atpl\$ cpl Ans: 25+6+. 4hich state!ent is correct) A The centre of pressure is the point on the wings leading edge where the airflow splits up B As the angle of attack increases\$ the stagnation point on the wings profile !o.es downwards C The stagnation point is another na!e for centre of pressure The statnation point is alwa/s situated on the chord line\$ the centre of pressure is not "ef: F5=#: atpl\$ cpl Ans: B 25++'. Gn a s/!!etrical aerofoil\$ the pitch !o!ent for which Cl > ' is: A 3ero B e9ual to the !o!ent coefficient for stabilised angle of attack C positi.e 7pitch<up8 negati.e 7pitch<down8 "ef: F5=#: atpl\$ cpl Ans: A 25++,. The angle of attack 7aerod/na!ic angle of incidence8 of an aerofoil is the angle between the: A botto! surface and the chord line B chord line and the relati.e undisturbed airflow C botto! surface and the Fori3ontal botto! surface and the relati.e airflow "ef: F5=#: atpl\$ cpl Ans: B

25++5. #n a stationar/ subsonic strea!line flow pattern\$ if the strea!line con.erge in this part of the pattern\$ the static pressure will 7l8 and the .elocit/ will 7ll8: A 7l8 decrease% 7ll8 increase B 7l8 increase% 7ll8 increase C 7l8 increase% 7ll8 decrease 7l8 decrease% 7ll8 decrease "ef: F5=#: atpl\$ cpl Ans: A 25++6. 4hich for!ula or e9uation describes the relationship between force 7C8\$ acceleration 7a8 and !ass 7!8) A ! > C.a B a > C.! C C > !-a C > !.a "ef: F5=#: atpl\$ cpl Ans: 25++6. The static pressure is acting: A onl/ perpendicular to the direction of the flow B onl/ in the direction of the total pressure C in all directions onl/ in direction of the flow "ef: F5=#: atpl\$ cpl Ans: C 25+++. 4hich of the following state!ents about boundar/ la/ers is correct) A The turbulent boundar/ la/er is thinner than the la!inar boundar/ la/er B The turbulent boundar/ la/er gi.es a lower skin friction than thela!inar boundar/ la/er C The turbulent boundar/ la/er will separate !ore easil/ than the la!inar boundar/ la/er The turbulent boundar/ la/er has !ore kinetic energ/ than the la!inar boundar/ la/er "ef: F5=#: atpl\$ cpl Ans:

25++1. 4here on the surface of a t/pical aerofoil will flow separation nor!all/ start at high angles of attack: A lower side leading edge B upper side trailing edge C upper side leading edge lower side trailing edge "ef: F5=#: atpl\$ cpl Ans: B 25+1,. 4hich one of the following state!ents about the lift<to<drag ratio in straight and le.el flight is correct) A At the highest .alue of the lift-drag ratio the total drag is lowest B The highest .alue of the lift-drag ratio is reached when the lift is 3ero C The lift-drag ratio alwa/s increases as the lift decreases The highest .alue of the lift-drag ratio is reached when the lift is e9ual to\$ the aircraft weight "ef: F5=#: atpl\$ cpl Ans: A 25+15. The correct drag for!ula is: A B C >C >C >C >C L "FG B) ( 2 "FG B) ( L "FG B ( L 2-"FG B) (

"ef: F5=#: atpl\$ cpl Ans: A 25+16. The .alue of the parasite drag in straight and le.el flight at constant weight .aries linearl/ with the: A angle of attack B s9uare of the angle of attack C s9uare of the speed speed "ef: F5=#: atpl\$ cpl Ans: C

251'+. A la!inar boundar/ la/er is a la/er\$ in which: A the .ortices are weak B the .elocit/ is constant C the te!perature .aries constantl/ no .elocit/ co!ponents exist nor!al to the surface "ef: F5=#: atpl\$ cpl Ans: 251'1. The total pressure is: A can be !easured in a s!all hole in a surface\$ parallel to the local strea! B static pressure plus the d/na!ic pressure C static pressure !inus the d/na!ic pressure L rho B2 "ef: F5=#: atpl\$ cpl Ans: B 2512'. The lift and drag forces\$ acting on a wing cross section: A .ar/ linearl/ with the angle of attack B depend on the pressure distribution about the wing cross section C are nor!al to each other at Hust one angle of attack are proportional to each other\$ independent of angle of attack "ef: F5=#: atpl\$ cpl Ans: B 25122. The relati.e thickness of an aerofoil is expressed in: A degrees cross section tail angle B < ; chord C ca!ber !eters "ef: F5=#: atpl\$ cpl Ans: B

25121. After the transition point between the la!inar and turbulent boundar/ la/er: A the !ean speed increases and the friction drag decreases B the boundar/ la/er gets thicker and the speed decreases C the !ean speed and friction drag increases the boundar/ la/er gets thinner and the speed increases "ef: F5=#: atpl\$ cpl Ans: C 25122. Figh Aspect "atio\$ as co!pared with low Aspect "atio\$ has the effect of: A increasing lift and drag B increasing induced drag and decreasing critical angle of attack C decreasing induced drag and critical angle of attack increasing list and critical angle of attack "ef: F5=#: atpl\$ cpl Ans: C 2512,. 4hat is the unit of !easure!ent for power) A :-! B :!-s C kg!-s2 0a-!2 "ef: F5=#: atpl\$ cpl Ans: B 25126. The interference drag on an aerofoil are .ertical respecti.el/ parallel to the: A separation of the induced .ortex B the addition of induced and parasite drag C interaction between aeroplane parts 7e.g. wing-fuselage8 downwash behind the wing "ef: F5=#: atpl\$ cpl Ans: C

2512+. =ift and drag on an aerofoil are .ertical respecti.el/ parallel to the: A hori3on B relati.e wind-airflow C chord line longitudinal axis "ef: F5=#: atpl\$ cpl Ans: B 251&,. The induced angle of attack is the result of: A downwash due to tip .ortices B a large local angle of attack in two di!ensional flow C downwash due to flow separation change in direction of flow due to the effecti.e angle of attack "ef: F5=#: atpl\$ cpl Ans: A 251&1. =oad factor is the actual lift supported b/ the wins at an/ gi.en ti!e: A di.ided b/ the surface area of the wing B di.ided b/ the total weight of the aircraft C subtracted fro! the aircraftMs total weight di.ided b/ the aircraftMs e!pt/ weight "ef: F5=#: atpl\$ cpl Ans: B 251,&. The ser.ice ceiling of an aircraft is: A the altitude where rate of cli!b is 3ero B the highest altitude per!itted for flight because of !anoeu.re capabilit/ C the altitude where a low specific rate of cli!b is achie.ed the altitude abo.e which cruising speed cannot be !aintained "ef: F5=#: atpl\$ cpl Ans: C

251,5. #f the weight of an aircraft is increased\$ the !axi!u! lift-drag ratio will: A decrease B increase C not be affected increase although the aircraft will ha.e to be flown !ore slowl/ "ef: F5=#: atpl\$ cpl Ans: C 25156. A flat plate\$ when positioned in the airflow at a s!all angle of attack\$ will produce: A both lift and drag B lift but no drag C drag but no lift neither lift nor drag "ef: F5=#: atpl\$ cpl Ans: A 25151. An aerofoil is ca!bered when: A the upper surface of the aerofoil is cur.ed B the chord line is cur.ed C the line\$ which connects the centresof all inscribed circles\$ is cur.ed the !axi!u! thickness is large co!pared with the length of the chord "ef: F5=#: atpl\$ cpl Ans: C 25165. An aeroplane transitions fro! stead/ straight and le.el flight into a hori3ontal co<ordinated turn with a load factor of 2\$ the speed re!ains constant and the: A lift increases b/ a factor of , B angle of attack increases b/ a factor of S C induced drag increases b/ a factor of , total drag increases b/ a factor of , "ef: F5=#: atpl\$ cpl Ans: C

2516+. BernoulliMs e9uation can be written as: 7pt>total pressure\$ ps>static pressure and 9>d/na!ic pressure8 A pt > ps-9 B pt > ps 9 C pt > 9 ps pt > ps I 9 "ef: F5=#: atpl\$ cpl Ans: 25161. BernoulliMs e9uation is: 7note: rho is densit/% pstat is static pressure% pd/n is d/na!ic pressure% ptot is total pressure8 A ptot I 2rho N TA(2 > constant B pstat I 2rho N #A(2 > constant C pd/n I 2rho N #A(2 > constant pstat I 2rho N TA(2 > constant "ef: F5=#: atpl\$ cpl Ans: 25162. Consider the stead/ flow through a strea! tube where the .elocit/ of the strea! is B. An increase in te!perature of the flow at a constant .alue of B will: A increase the !ass flow when the tube is di.ergent in the direction of the flow B increase the !ass flow C not affect the !ass flow decrease the !ass flow "ef: F5=#: atpl\$ cpl Ans: 25162. Considering a positi.el/ ca!bered aerofoil section\$ the pitching !o!ent when the lift coefficient Cl>' is: A positi.e 7nose up8 B e9ual to 3ero C !axi!u! negati.e 7nose down8 "ef: F5=#: atpl\$ cpl Ans:

251+2. #f in a two<di!ensional inco!pressible and subsonic flow\$ the strea!lines con.erge the static pressure in the flow will: A not change B increase C decrease increase initiall/\$ then decrease "ef: F5=#: atpl\$ cpl Ans: C 251+&. #n a con.ergent tube with an inco!pressible sub<sonic airflow\$ the following pressure changes will occur: 0s > static pressure 0d/n> d/na!ic pressure 0tot > total pressure A 0s decreases\$ 0d/n increases\$ static te!perature increases B 0s increases\$ 0d/n decreases\$ 0tot re!ains constant C 0s decreases\$ 0d/n increases\$ 0tot re!ains constant 0s decreases\$ 0tot increases\$ static te!perature decreases "ef: F5=#: atpl\$ cpl Ans: C 251+5. #n what wa/ do 7l8 induced drag and 728 parasite drag alter with increasing speed in straight and le.el flight: A 728 increases and 728 increases B 728 decreases and 728 increases C 728 decreases and 728 decreases 728 increases and 728 decreases "ef: F5=#: atpl\$ cpl Ans: B

251++. =ift is generated when: A a certain !ass of air is accelerated in its flow direction B the flow direction of a certain !ass of air is changed C a s/!!etrical aerofoil is placed in a high .elocit/ air strea! at 3ero angle of attack a certain !ass of air is retarded "ef: F5=#: atpl\$ cpl Ans: B 2511&. The angle of attack of a aerofoil section is defined as the angle between: A The undisturbed airflow and the !ean ca!berline B The local airflow and the !ean ca!berline C The local airflow and the chordline The undisturbed airflow and the chordline "ef: F5=#: atpl\$ cpl Ans: 2511,. The angle of attack of an aerofoil section is the angle between the: A botto! surface and the chord line B botto! surface and the hori3ontal C botto! surface and the relati.e airflow chord line and the relati.e undisturbed airflow "ef: F5=#: atpl\$ cpl Ans: 25115. The difference between #A( and TA( will: A increase with increasing air densit/ B increase with decreasing te!perature C decrease with decreasing altitude decrease with increasing speed "ef: F5=#: atpl\$ cpl Ans: C

2511+. The location of the centre of pressure of a positi.el/ ca!bered aerofoil section at increasing angle of attack will: A shift forward until approaching the critical angle of attack B not shift C shift aft until approaching the critical angle of attack shift in spanwise direction "ef: F5=#: atpl\$ cpl Ans: A 25111. The point\$ where the single resultant aerod/na!ic force acts on an aerofoil\$ is called: A neutral point B centre of gra.it/ C centre of pressure aerod/na!ic centre "ef: F5=#: atpl\$ cpl Ans: C 26''' The (l unit of !easure!ent for pressure is: A lg-gal B kg-!& C :-!2 bar-d!2 "ef: F5=#: atpl\$ cpl Ans: C 26''2. The (l units of air densit/ 7l8 and force 7ll8 are: A 7l8 kg-!2% 7ll8 kg B 7l8 kg-!&% 7ll8 : C :-!&% 7ll8 : 7l8 :-kg% 7ll8 kg "ef: F5=#: atpl\$ cpl Ans: B

26''&. The unit of !easure!ent for densit/ is: A kg-!& B psi C kg-c!2 bar "ef: F5=#: atpl\$ cpl Ans: A 26''6. 4hat is the stagnation point) A The intersection of the total aerod/na!ic force and the chord line B The point where the .elocit/ of the relati.e airflow is reduced to 3ero C The intersection of the thrust .ector and the chord line The point\$ relati.e to which the su! total of all !o!ents is independent of angle of attack "ef: F5=#: atpl\$ cpl Ans: B 26'2,. 4hich boundar/ la/er\$ when considering its .elocit/ profile perpendicular to the flow\$ has the greatest change in .elocit/ close to the surface) A :o difference B =a!inar boundar/ la/er C Turbulent boundar/ la/er The boundar/ la/er in the transition between turbulent and la!inar "ef: F5=#: atpl\$ cpl Ans: C 26'2+. 4hich of the following state!ents\$ about a .enture in a subsonic airflow are correct) l. The d/na!ic pressures in the undisturbed flow and in the throat are e9ual 2. The total pressures in the undisturbed flow and in the throat are e9ual A 2 is incorrect and 2 is correct B 2 and 2 are correct C 2 is correct and 2 is incorrect 2 and 2 are incorrect "ef: F5=#: atpl\$ cpl Ans: A

26'2'. 4hich state!ent is correct regarding Cl 7lift coefficient8 and alpha 7angle of attack8) A Cor a s/!!etrical aerofoil section\$ if the alpha is 3ero\$ Cl is 3ero B Cor a s/!!etrical aerofoil section\$ if the alpha is 3ero\$ Cl is not 3ero C Cor an as/!!etrical aerofoil section\$ if the alpha is 3ero\$ Cl is 3ero Cor an as/!!etrical aerofoil section with positi.e ca!ber\$ if alpha is greater than 3ero\$ Cl is 3ero "ef: F5=#: atpl\$ cpl Ans: A 26'25. /na!ic pressure is: A the total pressure at a point where the !o.ing air strea! is bought to rest B the a!ount b/ which the pressure rises at a point where a !o.ing air strea! is brought to rest C the pressure due to the weight of the at!osphere in still air the pressure change caused b/ heating when a !o.ing air strea! is brought to rest "ef: F5=#: atpl\$ cpl Ans: B 26'26. The input connections to an air (peed #ndicator are fro!: A a static source onl/ B a pitot source onl/ C both pitot and static sources pitot and static sources and outside air te!perature sensor "ef: F5=#: atpl\$ cpl Ans: C 26'26. The !ean ca!ber line of an aerofoil section is: A a straight line fro! the leading edge to the trailing edge B a line fro! the leading to the trailing edge e9uidistant fro! the upper and lower surfaces C the profile of the upper surface of an aerofoil section an arc of circle fro! the leading edge to the trailing edge "ef: F5=#: atpl\$ cpl Ans: B

26'2+. A s/!!etrical aerofoil set at 3ero angle of attack in an air strea! will produce: A lift and drag B no lift and no drag C lift but no drag drag but no lift "ef: F5=#: atpl\$ cpl Ans: 26'21. Cor a ca!bered aerofoil which of the following state!ents is correct: A it will gi.e lift at s!all negati.e angles of attack B at negati.e angles of attack it will produce negati.e lift onl/ C it will gi.e lift at positi.e angles of attack onl/ it will gi.e negati.e lift at s!all positi.e angles of attack "ef: F5=#: atpl\$ cpl Ans: A 26'&'. The d/na!ic pressure is e9ual to: A the densit/ x speed s9uared B half the densit/ x speed C half the densit/ x speed s9uared half the speed x densit/ s9uared "ef: F5=#: atpl\$ cpl Ans: C 26'&2. As air flows into a con.erging section of a .enture: A static pressure decreases\$ .elocit/ increases\$ !ass flow decreases B static pressure increases\$ .elocit/ decreases\$ !ass flow is constant C static pressure decreases\$ .elocit/ increases\$ !ass flow is constant static pressure decreases\$ .elocit/ decreases\$ !ass flow decreases "ef: F5=#: atpl\$ cpl Ans: C

26'&2. The calibration for the A(# is based on densit/: A at the nor!al cruising altitude B at the tropopause C at sea le.el\$ #(A te!perature at sea le.el\$ #(AI25oC "ef: F5=#: atpl\$ cpl Ans: C 26'&&. To obtain TA(\$ the 5A( !ust be corrected for: A relati.e densit/ onl/ B relati.e densit/ and co!pressibilit/ C position error and co!pressibilit/ position error and relati.e densit/ "ef: F5=#: atpl\$ cpl Ans: A 26'&,. The chord line of an aerofoil is: A a line fro! wing tip to wing tip B a line fro! the leading edge to trailing edge e9uidistant fro! the upper And lower surfaces C a straight line Hoining the centre of cur.ature of the leading and trailing edges a hori3ontal line tangential to the wing surface "ef: F5=#: atpl\$ cpl Ans: C 26'&5. The thickness : chord ratio of an aerofoil is: A the ratio of wing thickness at the root to the thickness at the tip B the ratio of the !axi!u! thickness of an aerofoil section to its chord C the ratio of the wing span to the !ean chord the ratio of the thickness at the 9uarter chord point to the chord "ef: F5=#: atpl\$ cpl Ans: B

26'&6. The centre of pressure of an aerofoil is: A the point where the pressure on the upper surface of the wing is lowest B the centre of gra.it/ of the aerofoil C the point where the pressure on the lower surface of the wing is highest the point on the chord line where the resultant lift force acts "ef: F5=#: atpl\$ cpl Ans: 26'&6. #f the angle of attack of an aerofoil is increased slightl/\$ the C of 0 will: A !o.e forward slightl/ B !o.e forward to the leading edge C !o.e rearward re!ain stationar/ "ef: F5=#: atpl\$ cpl Ans: A 26'&+. A s/!!etrical aerofoil at 3ero degree angle of attack will\$ in le.el flight produce: A !ost of its lift on the lower surface B !ost of its lift on the upper surface C the sa!e a!ount of lift on the upper and lower surfaces 3ero lift "ef: F5=#: atpl\$ cpl Ans: 26'&1. Co!pared to the relati.e airflow\$ air on top of a wing: A pressure increases\$ .elocit/ decreases B pressure increases\$ .elocit/ increases C pressure decreases\$ .elocit/ decreases pressure decreases\$ .elocit/ increases "ef: F5=#: atpl\$ cpl Ans:

26',6. The effect of changes of aspect ratio on total drag will be: A greatest at low speed B greatest at high speed C the sa!e at all speeds no effect at an/ speed "ef: F5=#: atpl\$ cpl Ans: A 26'5'. The !ini!u! total drag of an aircraft in flight occurs: A at the stalling speed B at the speed here parasite drag and induced drag are e9ual C at the speed where induced drag is least at the speed where parasite drag is least "ef: F5=#: atpl\$ cpl Ans: B 26'52. Aspect ratio is: A the ratio of the !ean chord to the !axi!u! wing thickness B the ratio of the wingspan to the s9uare of the !ean chord C the ratio of the wingspan to the !ean chord the ratio of the wingspan to the wing area "ef: F5=#: atpl\$ cpl Ans: C 26'5&. #f the static pressure port iced o.er while descending fro! altitude\$ the A(# would read: A 3ero B high C low correctl/ "ef: F5=#: atpl\$ cpl Ans: B

26'5,. uring flight with 3ero angle of attack\$ the pressure along the upper surface of a wing would be: A greater than at!ospheric pressure B e9ual to at!ospheric pressure C less than at!ospheric pressure alwa/s abo.e *crit "ef: F5=#: atpl\$ cpl Ans: C 26'62. 5ffecti.e angle of attack is the: A angle between the chord line and the !ean direction of a non<unifor! disturbed air strea! B angle between the relati.e airflow and the chord line C angle between the chord line and the fuselage hori3ontal datu! angle between the fuselage hori3ontal datu! and the chord line of the hori3ontal stabiliser "ef: F5=#: atpl\$ cpl Ans: A 26'6&. The !agnitude of a force is: A its direction of application B its largeness of si3e C the units in which it is nor!all/ !easured its .ector "ef: F5=#: atpl\$ cpl Ans: B 26'65. #n #(A the air te!perature is considered to be: A < <56.5 degrees C at 26.'1'ft B < <56.5 degrees C at &6.5''ft C < <56.5 degrees C at &6.'1'ft 56.5 degrees C at &6.'1'ft "ef: F5=#: atpl\$ cpl Ans: C

26'66. #n #(A pressure decreases: A at a constant rate as altitude increases B at a rate of 2 !ilibar per &'ft at low altitudes C at a rate of '.5 lb-in per 2'''ft abo.e 2''''ft altitude at a rateof &' !ilibars per ft "ef: F5=#: atpl\$ cpl Ans: B 26'66. #f an aircraft is descending at 5'' ft-!in fro! 5''' ft altitude\$ the rate of pressure increase outside the aircraft is: A greater than the rate of pressure increase outside an aircraft descending at 5'' ft-!in fro! 25''' ft to 2'''' ft B less than the rate of pressure increase outside an aircraft descending at 5'' ft-!in fro! 25''' ft to 2'''' ft C e9ual to the rate of pressure increase outside an aircraft descending at 5''' ft-!in at an/ altitude the rate of change will be the sa!e "ef: F5=#: atpl\$ cpl Ans: A 26'61. An aerofoil which is producing lift will ha.e: A upwash ahead of the wing and downwash behind it B upwash ahead of the wing but no deflection of the airflow behind it C no deflection of the airflow ahead of the wing but downwash behind it no deflection of the airflow either ahead or behind the aerofoil "ef: F5=#: atpl\$ cpl Ans: A 26'+'. The purpose of strea!lining is: A to reduce for! drag B to reduce induced drag C to increase lift to reduce skin friction drag "ef: F5=#: atpl\$ cpl Ans: A

26'+2. (kin friction drag resulting fro! a la!inar boundar/ la/er will be: A !ore than fro! a turbulent boundar/ la/er B less than fro! a turbulent boundar/ la/er C the sa!e as fro! a turbulent boundar/ la/er un!easurable "ef: F5=#: atpl\$ cpl Ans: B 26'15. A !o!ent is: A the product of a force and the distance through which it acts. The distance in the !o!ent is !erel/ a le.erage and no !o.e!ent is in.ol.ed B the product of a force and the distance through which it !o.es C the product of the application of a force the .ector 9uantit/ of a le.er "ef: F5=#: atpl\$ cpl Ans: A 26'16. At a constant TA( the d/na!ic pressure: A will be greater at sea le.el than at high altitude B will be less at sea le.el than at high altitude C will be the sa!e at sea le.el as at high altitude will be greater at altitude than at sea le.el "ef: F5=#: atpl\$ cpl Ans: A 26'16. The position error of an A(# results fro!: A !echanical differences in indi.idual instru!ents B the difference in air densit/ fro! sea le.el #(A densit/ C theeffects of the airflow around the static .ent and pitot head the fact that air beco!es !ore co!pressible at high speeds "ef: F5=#: atpl\$ cpl Ans: C

26'1+. The CA( is the A(# reading correctd for: A position and instru!ent error B position\$ instru!ent and co!pressibilit/ error C co!pressibilit/ and densit/ error position\$ instru!ent\$ co!pressibilit/ at high speeds "ef: F5=#: atpl\$ cpl Ans: A 26'11. Between approxi!atel/ + and 25 degrees angle of attack an aerofoil produces lift due to: A an increase in the speed of the airflow o.er the upper surface gi.ing a decrease in pressure and a decrease in the speed of the airflow past th under surface gi.ing a decrease in pressure B an increase in the speed of the airflow o.er the upper surface gi.ing a decrease in pressure and a ecrease in the speed of the airflow past the under surface gi.ing an increase in pressure C a decrease in the speed of the airflow o.er the upper surface gi.ing a decrease in pressure and a decrease in the speed of the airflow past the under surface gi.ing an increase in pressure a decrease in the speed of the airflow o.er the lower surface gi.ing an increase in pressure and a decrease in pressure o.er the upper surface causing an increase in .elocit/ "ef: F5=#: atpl\$ cpl Ans: B 262'6. The stalling angle of an aerofoil is approxi!atel/: A ,o B < <2o C 26o 2'o "ef: F5=#: atpl\$ cpl Ans: C

26222. 4ith a decrease in angle of attack: A the stagnation point !o.es forward B the separation point !o.es forward C for! drag will increase induced drag will increase "ef: F5=#: atpl\$ cpl Ans: A 2622+. To con.ert knots into !iles per hour: A !ultipl/ the knots b/ '.+6 B di.ide the knots b/ '.+6 C !ultipl/ the knots b/ '.+6 and di.ie b/ the relati.e densit/ di.ide the knots b/ +.6 "ef: F5=#: atpl\$ cpl Ans: B 26221. The aerod/na!ic centre is the point on the chord line where: A drag acts B the su! of all aerod/na!ic force act C the geo!etric centre of the wing is located the pitching !o!ent re!ains constant throughout changes in angle of attack within the nor!al range "ef: F5=#: atpl\$ cpl Ans: 262&2. The drag of an aircraft will: A increase with increase in air te!perature B increase with decrease in air densit/ C increase with increase in air pressure decrease with an increase in stagnation pressure "ef: F5=#: atpl\$ cpl Ans: C

262,2. Bortex wake behind large aircraft: A sta/s at ground le.el B graduall/ descends to ground le.el C graduall/ descends to a lower le.el graduall/ ascends to a higher le.el "ef: F5=#: atpl\$ cpl Ans: C 2625&. The densit/ of air !a/ be !easured in: A kg-s9uare !etre B !illibars C kg-cubic !etre :ewtonMs per cubic !etre "ef: F5=#: atpl\$ cpl Ans: C 26256. The effect of increasing aspect ratio is to: A increase the !axi!u! lift-drag ratio B decrease the !axi!u! lift-drag ratio C not affect the !axi!u! lift-drag ratio "ef: F5=#: atpl\$ cpl Ans: A 2626&. ensit/ of the at!osphere will: A increase with rising hu!idit/ B decrease with rising hu!idit/ C re!ain unaffected b/ changes in hu!idit/ decrease with reduced hu!idit/ "ef: F5=#: atpl\$ cpl Ans: B

262+2. B/ is defined as: A speed for best rate of descent B speed for best angle of cli!b C speed for best rate of cli!b !axi!u! speed which should be used in a cli!b "ef: F5=#: atpl\$ cpl Ans: C 262+,. #f air is assu!ed to be inco!pressible\$ this !eans: A there will be no change in pressure when the speed of the airflow is changed B there will be no change of densit/ due to change of pressure C the densit/ will onl/ change with speed at supersonic speed pressure changes will onl/ occur at .er/ high speeds "ef: F5=#: atpl\$ cpl Ans: B 262+5. A s/!!etrical aerofoil section of a wing is set at 3ero AGA will produce: A !ost of the lift on the upper surface B !ost of the lift on the lower surface C depends on the aircraftMs speed 3ero lift "ef: F5=#: atpl\$ cpl Ans: 26215. A line fro! the centre of cur.ature of the leading edge to the trailing edge\$ e9uidistant fro! the top and botto! wing surface is: A ca!ber line B upper ca!ber line C !ean chord !ean aerod/na!ic chord "ef: F5=#: atpl\$ cpl Ans: A

2621+. 4hich of the following creates lift) A a slightl/ ca!bered aerofoil B an aerofoil in a high speed flow C air accelerated upwards air accelerated downwards "ef: F5=#: atpl\$ cpl Ans: 26211. 4hat is the (l unit for densit/) A !B2 B kg-c!2 C kg<! kg-!& "ef: F5=#: atpl\$ cpl Ans: 262'2. 4ing tip .ortices are caused b/ une9ual pressure distribution on the wing which results in airflow fro!: A botto! to top around the trailing edge B top to botto! around the trailing edge C botto! to top around the wingtip top to botto! around the wingtip "ef: F5=#: atpl\$ cpl Ans: C 262',. 4hen considering the properties of a la!inar an turbulent boundar/ la/er\$ which of the following state!ents is correct) A friction drag is the sa!e B friction drag higher in la!inar C friction drag higher in turbulent separation point is !ost forward with a turbulent la/er "ef: F5=#: atpl\$ cpl Ans: C

262'5. =a!inar flow has: A !ore friction than turbulent B sa!e friction as turbulent C less friction than turbulent "ef: F5=#: atpl\$ cpl Ans: C 262'6. 4hat do Q(M and Q9M represent in the lift e9uation) A static pressure and chord B wing span and d/na!ic pressure C wing area and d/na!ic pressure wing area and static pressure "ef: F5=#: atpl\$ cpl Ans: C 262'+. 4hich of the following is the correct definition of aspect ratio) A span di.ided b/ tip chord B chord di.ided b/ span C span di.ided b/ !ean chord chord di.ided b/ span\$ !easured at the 25; chord position "ef: F5=#: atpl\$ cpl Ans: C 26222. 4here does the airflow separation begin) A upper surface-towards the leading edge B lower surface-towards the trailing edge C upper surface-towards the trailing edge lower surface-towards the leading edge "ef: F5=#: atpl\$ cpl Ans: C

26222. 4hich of the following is true) A a turbulent boundar/ la/er has !ore kinetic energ/ B a turbulent boundar/ la/er is thinner C less skin friction is generated b/ a turbulent la/er a la!inar flow boundar/ la/er is less likel/ to separate "ef: F5=#: atpl\$ cpl Ans: A 2622,. 4hich of the following is the e9uation for power) A :-! B :*-s C 0a-s2 Dg-!-s2 "ef: F5=#: atpl\$ cpl Ans: B 26225. 4hen considering the aerod/na!ic forces acting on an aerofoil section: A lift and drag increase linearl/ with an increase in angle of attack B lift and drag at nor!al to each other onl/ at one angle of attack C lift and drag increase exponentiall/ with an increase in angle of attack lift increases linearl/ and drag increases exponentiall/ with an increase in angle of attack "ef: F5=#: atpl\$ cpl Ans: 262&2. Consider a positi.el/ ca!bered aerofoil section\$ the pitching !o!ent when Cl>' will be: A negati.e B infinite C positi.e e9ual to 3ero "ef: F5=#: atpl\$ cpl Ans: A

262&,. 0arasite drag is linearl/ proportional to: A speed B angle of attack C speed weight "ef: F5=#: atpl\$ cpl Ans: C 262&6. The aerod/na!ic centre is: A the point where the CE !eets the lateral axis B the point where all changes in the !agnitude of the lift force effecti.el/ take place C situated at about 5'; chord alwa/s to the rear of the neutral point "ef: F5=#: atpl\$ cpl Ans: B 262&+. #n the e9uation of continuit/ relating to low .elocit/ air\$ what is the effect on densit/ with a change in area) A area increases-densit/ decreases B area decreases-densit/ decreases C area increases-densit/ increases area increases or decreases-no significant change in densit/ "ef: F5=#: atpl\$ cpl Ans: 262,+. Gn a ca!bered airfoil\$ as the angle of attack increases fro! 3ero to about ten degrees\$ the entre of 0ressure: A *o.es back and then forward B "e!ains in the sa!e place C *o.es forward and then re!ains in the sa!e place *o.es back and then re!ains in the sa!e place "ef: F5=#: atpl\$ cpl Ans: C

08 -0

=E.ICO4!ER AERODYNAMICS

25,'2. The "obinson "22 is e9uipped with: A "elati.el/ s!all bias springs B F/draulic fl/ing controls C "elati.el/ large bias springs Balance weights to o.erco!e Centrifugal Turning *o!ents on the !ain rotor "ef: F5=#: atpl\$ cpl Ans: A 25,'2. "otor blades are connected to the rotor head b/ a PPP allowing the blades to PPP A ragging hinge% flap up and down B Clapping hinge% twist C Ceathering hinge% twist Ceathering hinge% !o.e in the plane of rotation "ef: F5=#: atpl\$ cpl Ans: C 25,'&. As strea!line flow approaches an aerofoil it pauses at the stagnation point. 4hat happens to static pressure at this point) A #t drops B #t reaches a !ini!u! .alue C #t rises #t reaches a !axi!u! .alue "ef: F5=#: atpl\$ cpl Ans: 25,',. To achie.e an e.en increase in rotor thrust across the disc the blade pitch angle !ust be increased: A c/clicl/ B collecti.el/ C one b/ one at the front of the disc "ef: F5=#: atpl\$ cpl Ans: B

25,'5. To enable the blade to feather the blade !ust be able to rotate around the: A rotor head B (pan<wise axis of the blade C Chord ragging hinge "ef: F5=#: atpl\$ cpl Ans: B 25,'+. 4hen ho.ering close to the ground\$ the downwash creates PPP under the helicopter A a con.ergent duct B a di.ergent duct C a drop in pressure a .acuu! "ef: F5=#: atpl\$ cpl Ans: B 25,2&. The pitch operating ar!s are linked to PPP at the PPP A pitch horns% non rotating swash plate B the control linkages% rotating swash plate C pitch horns% blade root the swash plate% blade root "ef: F5=#: atpl\$ cpl Ans: C 25,2,. #n which direction does rotor thrust act) A Along the plane of rotation B Along the axis of rotation C 0erpendicular to the "AC 0erpendicular to the chord "ef: F5=#: atpl\$ cpl Ans: B

25,26. 4hat can reduce the positi.e effects of ground cushion) A ?ero wind B Fo.ering too low C A s!ooth tar!ac surface =ong grass "ef: F5=#: atpl\$ cpl Ans: 25,26. Fow does recirculation affect the angle of attack) A #t adds to induced flow\$ increasing the angle of attack B #t opposes inducedflow\$ increasing the angle of attack C #t adds to induced flow\$ decreasing the angle of attack #t opposes induced flow\$ decreasing the angle of attack "ef: F5=#: atpl\$ cpl Ans: C 25,2+. The hughes :GTA" balances fuselage tor9ue reaction b/: A Osing a ca!bered tail fin B F/draulic assistance C =ow pressure air ducts Figh pressure air ducts "ef: F5=#: atpl\$ cpl Ans: 25,21. 4hat is the !aHor difference between the operation of the !ain rotor and the tail rotor) A The tail rotor has no c/clic pitch control B The !ain rotor has no c/clic pitch control C The tail rotor has no collcti.e pitch control The tail rotor is alwa/s slower that the !ain rotor "ef: F5=#: atpl\$ cpl Ans: A

25,2'. 4hen ho.ering total rotor thrust is resol.ed into a .ertical co!ponent to balance PPP and a hori3ontal co!ponent to balance PPP A weight% the wind B weight% tail rotor drift C tail rotor roll% tail rotor drift tail rotor roll% the wind "ef: F5=#: atpl\$ cpl Ans: B 25,22. "otor blades are nor!all/ built with PPP to pro.ide PPP A an extruded spar% sufficient twisting B an extruded C spar% torsional stiffness C a strong trailing edge% rigidit/% torsional an extruded spar% stiffness "ef: F5=#: atpl\$ cpl Ans: 25,2,. Tapered rotor blades ha.e a shorter PPP at the blade PPP A span% root B chord% root C chord% tip span% tip "ef: F5=#: atpl\$ cpl Ans: C 25,25. 4h/ do rotor blades lead as the disc cones upwards) A Fookes @oint 5ffect B Coriolis 5ffect C =ess rotor drag The blades do not lead as the disc cones upwards "ef: F5=#: atpl\$ cpl Ans: B

25,26. #f the rotor disc is tilted to the left\$ what happens to the blade at the front of the disc) A #t accelerates because of the Coriolis 5ffect B #t accelerates because of Fookes @oint Coriolis 5ffect C #t decelerates because of the Coriolis 5ffect #t decelerates because of Fookes @oint 5ffect "ef: F5=#: atpl\$ cpl Ans: B 25,2+. The Cenestron tail has a: A (hrouded tail rotor B Clat fin C Traditional tail rotor 0uffer Hets "ef: F5=#: atpl\$ cpl Ans: A 25,&'. 4hat happens to the coning angle if rotor rp! decreases and collecti.e pitch is constant) A :othing B #t increases C #t decreases #t is balanced b/ an incease in centrifugal force "ef: F5=#: atpl\$ cpl Ans: B 25,&2. #f a helicopter is in a free air ho.er with 1o of collecti.e pitch applied and the swash plate is tilted to the left b/ ,o\$ what will be the pitch angle of the blade at the rear of the disc) A 5o B 1o C 2,o ,o "ef: F5=#: atpl\$ cpl Ans: B

25,&2. 4hich of the following can be used to o.erco!e Centrifugal Turning *o!ents) i. ii. iii. i.. Bias springs Balance weights Tri! tabs F/draulic assistance

A i\$ ii and iii B #\$ iii and i. C i\$ ii and i. All of the abo.e "ef: F5=#: atpl\$ cpl Ans: C 25,&&. #f the rotor blades turn in a clockwise direction during nor!al flight\$ which wa/ does fuselage tor9ue reaction occur) A Clockwise B "ight C Anti<clockwise There is no reaction during power on flight "ef: F5=#: atpl\$ cpl Ans: C 25,&,. A con.entional helicopter will ho.er with the undercarriage on the PPP low because of PPP A retreating side% tail rotor drift B retreating side% tail rotor roll C ad.ancing side% tail rotor drift ad.ancing side% tail rotor roll "ef: F5=#: atpl\$ cpl Ans: A

25,&5. A rotor blade will alwa/s reah the low point PPP after it experienced the !axi!u! change in pitch angle: A ,5o B &'o C 6'o 1'o "ef: F5=#: atpl\$ cpl Ans: 25,&6. 4hich direction does the swash plate !o.e when the collecti.e le.er is raised) A own B =eft C Op "ight "ef: F5=#: atpl\$ cpl Ans: C 25,&+. "igid rotor heads ha.e PPP to absorb stress with the rotor PPP excessi.el/: A dragging hinges% flap B pillow blocks% flap C pillow blocks% feather dragging hinges% feather "ef: F5=#: atpl\$ cpl Ans: B 25,&1. 4ithout h/draulic assistance\$ how !uch pressure is re9uired to control a Cenestron tail rotor) A 6 lbs B &6 lbs C 66 lbs 16 lbs "ef: F5=#: atpl\$ cpl Ans: C

25,,'. At what speeds are the !aHorit/ of hori3ontal stabilisers designed to be effecti.e) A #n the cruise B At low speed C At high speed #n the ho.er "ef: F5=#: atpl\$ cpl Ans: A 25,,2. Fow does rotor downwash affect a helicopter with a tail boo! !ounted hori3ontal stabiliser in a free air ho.er) A #t will pitch nose down B #t will descend C #t will pitch nose up The downwash will not affect the stabiliser "ef: F5=#: atpl\$ cpl Ans: C 25,,2. Fow is the ho.er attitude affected b/ tilting the !ain rotor shaft forwards) A Foer with a le.el attitude B Fo.er with a pronounced nose up attitude C Fo.er with a pronounced nose down attitude Fo.er with a roll towards the ad.ancing blade "ef: F5=#: atpl\$ cpl Ans: B 25,,&. 4hen ho.ering into a 25kt headwind\$ the induced flow is: A "e!o.ed B "educed C Onaffected #ncreased "ef: F5=#: atpl\$ cpl Ans: B

25,,,. 4hich of the following !ust increase as a helicopter accelerates in le.el flight) i. ii. iii. i.. Total rotor thrust 0arasite drag Fori3ontal co!ponent of total rotor thrust Bertical co!ponent of total rotor thrust

A i\$ iii and i. B i\$ ii and i. C i\$ ii and iii All of the abo.e "ef: F5=#: atpl\$ cpl Ans: C 25,,6. 4hat happens as a helicopter accelerates through 22 kt) A #t descends unless corrected B #t passes through tail rotor drift C #t passes through translational lift #t /aws towards the retreating blade "ef: F5=#: atpl\$ cpl Ans: C 25,,+. As a helicopter accelerates the attitude beco!es: A =e.el B :ose up C :ose down "olls towards the ad.ancing side "ef: F5=#: atpl\$ cpl Ans: C 25,,1. 4hen a helicopter is in an ideal free air ho.er the T"T is acting .erticall/ and is e9ual and opposite to: A 4eight and parasite drag B 4eight and rotor drag C 0arasite drag and rotor drag 5ngine tor9ue and rotor drag "ef: F5=#: atpl\$ cpl Ans: A

25,5,. #f tail rotor blades are not allowed to flap the tail rotor will suffer fro! what) A #nflow roll B Clapback C iss/!!etr/ of rotor thrust Airflow re.ersal "ef: F5=#: atpl\$ cpl Ans: C 25,55. As a helicopter is flared the PPP increases because PPP decreases: A "rp!% rotor drag B "rp!% angle of attack C rotor drag% rotor thrust rotor drag% :r "ef: F5=#: atpl\$ cpl Ans: A 25,56. #n a free air ho.er how does Bi .ar/ along the blade) A #t is greater at the tip because of tip .ortices B #t is greater at the root because of the de!arcation .ortex C #t is less at the tip because oftip .ortices it is less at the tip because of recirculation "ef: F5=#: atpl\$ cpl Ans: C 25,56. #f a helicopter is positioned into wind and suffers fro! blade sailing where will the blade reach a !axi!u! height) A At the back of the disc B 0erpendicular to the airflow C Gn the ad.ancing side At the front of the disc "ef: F5=#: atpl\$ cpl Ans:

25,5+. As a rotor blade passes the back of the disc it is subHected to PPP .elocit/ and it will flap PPP A an increasing% up B an increasing% down C a decreasing% down a decreasing% up "ef: F5=#: atpl\$ cpl Ans: A 25,51. 4hat is the relationship between flapback and forward speed) A Clapback increases with forward speed B Clapback decreases with forward speed C There is no relationship Clapback is subHect to changes in TA( "ef: F5=#: atpl\$ cpl Ans: A 25,62. 4hich of the following conditions need to be !et for .ortex ring to exist) i. ii. iii. i.. #nduced flow passing down through the disc =ow #A( Figh all up weight *oderate or high rate of descent

A i\$ ii and iii B ii\$ iii and i. C i\$ ii and i. All of the abo.e "ef: F5=#: atpl\$ cpl Ans: C 25,6&. uring a flare what acts against Bi) A The 1'o co!ponent B The 6'o co!ponent C T"T "ecirculation "ef: F5=#: atpl\$ cpl Ans: A

25,6,. #nflow roll is caused b/: A The reduction of Bi differing across the disc B The reduction of Bi being greater at the front of the disc C The reduction of induced flow being unifor! The increase of induced flow differing across the disc "ef: F5=#: atpl\$ cpl Ans: A 25,66. The fuselage rotates around the point where the PPPs acting and is known as PPP A T"T% pendulosit/ B .ertical co!ponent of T"T% flapback C hori3ontal co!ponents of T"T% pendulosit/ rotor drag% flapback "ef: F5=#: atpl\$ cpl Ans: C 25,6+. The risk causing da!age b/ blade sailing can be reduced b/: A Accelerating the rotors slower than nor!al B 0ositioning the helicopter downwind C Accelerating the rotors faster than nor!al 0ositioning the helicopter into wind "ef: F5=#: atpl\$ cpl Ans: C 25,6'. The blade .elocit/ at the !idwa/ point on the retreating side is: A Br I Bw B Bw Br C Br Bw Bi I Br "ef: F5=#: atpl\$ cpl Ans: C

25,62. Tail rotors with !ore than 2 blades are likel/ to use: A An offset control Hunction ahead of the leading edge B A delta three hinge C An offset pitch control rod at the feathering hinge A feathering hinge !ounted on the control rod "ef: F5=#: atpl\$ cpl Ans: A 25,6&. 4hat is the speed range for nor!al rotor tips) A &1' &5' ft per second B 66' 6+' ft per second C 66' 6+' kt ,5< < ,1' kt "ef: F5=#: atpl\$ cpl Ans: B 25,65. 4hich part of the tail rotor is least affected b/ the !ain rotor) A The botto! B The top C The ad.ancing side The retreating side "ef: F5=#: atpl\$ cpl Ans: A 25,66. Airflow re.ersal causes greater: A Tuck under B #nflow roll C Clapback Corward speed "ef: F5=#: atpl\$ cpl Ans: C

25,66. 4hat happens to translational lift as a helicopter decelerates) A #t increases B #t re!ains the sa!e C #t reduces #t adds to forward speed "ef: F5=#: atpl\$ cpl Ans: C 25,6+. #f the collecti.e le.er is raised when a helicopter is in .ortex ring what will happen) A The rate of descent will decrease B The helicopter will reco.er C The stall will lessen The stall will deepen "ef: F5=#: atpl\$ cpl Ans: 25,61. uring autorotation the rate of descent creates the inflow angle between the PPP and the PPP A "AC% plane of rotation B plane of rotation% induced flow C "AC% axis of rotation plane of rotation% axis of rotation "ef: F5=#: atpl\$ cpl Ans: A 25,+'. #n the ho.er\$ a helicopter is d/na!icall/ PPP and staticall/ PPP in /aw A stable% stable B neutral% stable C unstable% stable unstable% unstable "ef: F5=#: atpl\$ cpl Ans: C

25,+2. #n order to autorotate for range the helicopter !ust be flown at: A The fastest speed B The slowest speed C The steepest angle The shallowest angle "ef: F5=#: atpl\$ cpl Ans: 25,+2. 4hat is rotor profile power) A The power related to .ariation of rp! for a gi.en pitch angle and coefficient of drag B The power related to .ariation of pitch for a gi.en rp! and coefficient of drag C The power related to .ariation of drag for a gi.en pitch angle and rp! The power related to .ariation of rp! for a gi.en pitch angle and coefficient of lift "ef: F5=#: atpl\$ cpl Ans: A 25,+&. Gn a full/ articulated rotor head what !akes u the dragging and flapping hinges) A 0illow blocks B Trunnions !ounted in bearings C Trunnions !ounted on pillow blocks 0illow blocks !ounted in bearings "ef: F5=#: atpl\$ cpl Ans: B 25,+,. 4hat causes the rotors to turn during autorotation) A "otor thrust B Autorotati.e force C 5ngine tor9ue *o!entu! "ef: F5=#: atpl\$ cpl Ans: B

25,+5. As a helicopter accelerates awa/ fro! a 3ero speed autorotation what will happen to the rate of descent) A #t will increase B #t will decrease C #t will decrease initiall/\$ then increase #t will increase initiall/\$ then decrease "ef: F5=#: atpl\$ cpl Ans: C 25,+6. 4hat is power a.ailable) A A !easure of rotor efficienc/ and engine power B A !easure of the power a.ailable to dri.e to rotor shaft and produce lift C A !easure of the power a.ailable to produce lift A !easure of the power a.ailable to dri.e to the rotor shaft "ef: F5=#: atpl\$ cpl Ans: 25,++. Fow is the inflow angle affected if the disc is tilted in autorotation) A #t is reduced B #t is increased C #t is not affected b/ disc tilt #t is onl/ affected at the front of the disc "ef: F5=#: atpl\$ cpl Ans: A 25,1'. 4hich rotor s/ste! is !ost effecti.e in ter!s of control power) A The full/ articulated head B The teetering head C The se!i<rigid head The rigid head "ef: F5=#: atpl\$ cpl Ans:

25,12. The PPP speed in piston engine helicopters is PPP than in turbine helicopters: A endurance% lower B range% lower C !axi!u!% higher range% higher "ef: F5=#: atpl\$ cpl Ans: B 25,12. 4here is a stabiliser bar !ounted) A Gn the tail boo! B Gn the rotor shaft parallel to the !ain rotor blades C Gn the rotor !ast perpendicular to the !ain rotor blades Gn the tail rotor "ef: F5=#: atpl\$ cpl Ans: C 25,1&. 4hat !ust autorotati.e force balance to !aintain rrp!) A "otor drag B Criction caused b/ the gearbox C Criction caused b/ the tail rotor shaft and gearbox All of the abo.e "ef: F5=#: atpl\$ cpl Ans: 25,1,. Gnce established in autorotation the rate of descent airflow is reduced b/: A "otor drag B "otor thrust C Fori3ontal airflow through the disc Collecti.e pitch reduction "ef: F5=#: atpl\$ cpl Ans: B

25,15. #f an obHect is staticall/ unstable it will: A *o.e in the direction of the displace!ent B (top !o.ing C "eturn to the original position Gscillate "ef: F5=#: atpl\$ cpl Ans: A 25,16. #f the disc of a teetering head is tilted what will the blades do) A Tilt b/ flapping B Tilt b/ feathering C "e!ain at the preset coning angle Cone upwards "ef: F5=#: atpl\$ cpl Ans: C 25,16. 4hat are !odern piston aero<engines constructed fro!) A 0ressed steel B (tainless steel C ense allo/s =ightweight allo/s "ef: F5=#: atpl\$ cpl Ans: 25,1+. 0ower is: A DB2 B DB& C DBB B-C "ef: F5=#: atpl\$ cpl Ans: B

25,11. #t is unwise to operate a helicopter at low speed between PPP and PPP ft abo.e the ground: A 25% 2''' B 65% ,'' C 25% ,'' 65% 2''' "ef: F5=#: atpl\$ cpl Ans: C 255''. uring autorotation with forward speed what cuases the inflow angle to reduce) A Fori3ontal airflow and disc tilt B Bertical airflow and disc tilt C Fori3ontal airflow and rotor thrust Bertical airflow and rotor thrust "ef: F5=#: atpl\$ cpl Ans: A 255'&. 4hich of the following are rate of descent re9uire!ents in autorotation) i. ii. iii. i.. 0arasite drag "otor drag "otor thrust Autorotati.e force

A i\$ ii and iii B i\$ iii and i. C i\$ ii and i. All of the abo.e "ef: F5=#: atpl\$ cpl Ans: B 255'5. As a helicopter PPP then PPP power reduces: A accelerates% induced B decelerates% induced C accelerates% rotor profile decelerates% parasite "ef: F5=#: atpl\$ cpl Ans: A

255'6. Total power re9uired is: A The su! of rotor profile power and induced power B The su! of parasite power and induced power C The su! of rotor profile power and parasite power The su! of rotor profile power\$ induced power and parasite power "ef: F5=#: atpl\$ cpl Ans: 255'6. Collowing an engine failure the PPP is re!o.ed and the PPP turns the blades: A engine tor9ue% airflow B airflow% engine tor9ue C engine tor9ue% !o!entu! airflow% !o!entu! "ef: F5=#: atpl\$ cpl Ans: A 255'+. uring a &'o banked turn the apparent increase in !ass is: A 2''; B 6'; C &'; 25; "ef: F5=#: atpl\$ cpl Ans: 255'1. The axis about which a !ai rotor blade is able to change pitch angle is known as: A The nor!al axis B The feathering axis C The axis of rotation The lateral axis "ef: F5=#: atpl\$ cpl Ans: B

2552'. An aerofoil produces lift b/: A Airflow .elocit/ decreasing o.er the upper surface decreasing the pressure and increasing across the lower surface increasing the pressure B Airflow .elocit/ increasing o.er the upper surface decreasing the pressure and decreasing across the lower surface increasing the pressure C Airflow .elocit/ decreasing o.er the upper surface increasing the pressure and increasing across the lower surface decreasing the pressure Airflow .elocit/ increasing o.er the upper surface increasing the pressure and decreasing across the lower surface decreasing the pressure "ef: F5=#: atpl\$ cpl Ans: B 25522. The lift-drag ratio is: A At a !axi!u! where the lift-drag cur.e !eets the origin B A !ini!u! at thepeak of the lift-drag cur.e C A !axi!u! at the peak of the lift-drag cur.e At a !ini!u! where the lift-drag cur.e !ets the origin "ef: F5=#: atpl\$ cpl Ans: C 2552,. 4hen a rotor blade flaps u it will accelerate. 4h/ does this happen) A ue to an increase in engine tor9ue B As a result of an increase in drag C As a result of an increase in rotor thrust ue to the conser.ation of angular !o!entu! "ef: F5=#: atpl\$ cpl Ans: 25526. Cro! displace!ent a di.ergent oscillation is: A /na!icall/ stable B :eutrall/ stable C /na!icall/ neutral /na!icall/ unstable "ef: F5=#: atpl\$ cpl Ans:

25522. The !axi!u! rate of cli!b speed for a piston engine helicopter is: A The lowest point on the power re9uired cur.e B 4here the power re9uired cur.e !eets the power a.ailable line C That point where a line fro! the origin !akes a tangent with the power a.ailable cur.e "ange speed !inus endurance speed in ft per !in "ef: F5=#: atpl\$ cpl Ans: A 2552&. A helicopter is !ost likel/ to enter a state of .ortex ring when at: A 0artial power\$ cruising airspeed and "o of less than 2'' fp! B 0artial power\$ low airspeed and "o greater than &'' fp! C 0artial power\$ 3ero airspeed and "o less than 2'' fp! ?ero power\$ low to !id<range speed and "o greater than 2''' fp! "ef: F5=#: atpl\$ cpl Ans: B 2552,. 0itching is a rotation about: A The nor!al axis of the helicopter B The longitudinal axis of the helicopter C The lateral axis of the helicopter The axis of rotation "ef: F5=#: atpl\$ cpl Ans: C 25525. (o that the rotor !aintains s/!!etr/ of rotor thrust: A The retreating blade flaps down\$ auto!aticall/ increasing the A of A B The ad.ancing blade flaps up\$ thereb/ !aintaining the A of A C The retreating blade flaps up\$ thereb/ !aintaining the A of A The ad.ancing blade flaps down\$ auto!aticall/ ecreasing the A of A "ef: F5=#: atpl\$ cpl Ans: A

255&2. The theor/ of Qconser.ation of angular !o!entu!M influences the position of a blade on its lead<lag hinge with changes in the coning angle. Assu!ing a constant ""p! which of the following state!ents is correct: A Clapping up !o.es the blade forward as it speeds up in the 0G" B Clapping down !o.es the blade forward as it slows down in the 0G" C Clapping up !o.es the blade rearwards as it slows down in the 0G" Clapping down !o.es the blade rearwards as it speeds up in the 0G" "ef: F5=#: atpl\$ cpl Ans: A 255&2. 4hen entering auHtorotation an/ dela/ in lowering the collecti.e le.er: A Causes the ""p! to speed up and the coning angle to increase B #ncreases the coning angle and causes a rapid decrease in ""p! C "educes the pitch angle and causes a rapid increase in ""p! Causes the ""p! to re!ain stead/ but decreases the pitch angle "ef: F5=#: atpl\$ cpl Ans: B 255&&. "otor profile power is that part of the power re9uired to: A The power re9uired to !aintain T"T in response to changes in pitch angle B The power re9uired to !aintain ""p! at a 3ero thrust condition and o.erco!e the drag of ancilliar/ e9uip!ent\$ dri.e shafts and tail rotor C The power re9uired to o.erco!e the parasite drag associated with the rotor blades The power re9uired to o.erco!e T"T in response to changes in pitch angle "ef: F5=#: atpl\$ cpl Ans: B 255&,. A helicopter has 22' horsepower a.ailable at a !ass of 265' lbs. 4hat rate of cli!b could be expected) A 225' feet per !in B 1+' feet per !in C 26,' feet per !in 2,,' feet per !in "ef: F5=#: atpl\$ cpl Ans:

255&5. 4hen a helicopter is ho.ering within ground effect: A The re9uire!ent for induced power is increased B The re9uire!ent for rotor profile power is reduced C The re9uire!ent for induced power is reduced The re9uired total power re!ains the sa!e "ef: F5=#: atpl\$ cpl Ans: C 255&6. 4ith reference to translational lift\$ which of the following state!ents is true) A Translational lift with the associated reduction in induced flow and inflow angle beco!es effecti.e at about 22 knots B Translational lift with the associated increase in induced flow and reduction in inflow angle beco!es effecti.e at about 2+ knots C Translational lift with the associated reduction in induced flow and increase in inflow angle beco!es effecti.e at about 22 knots Translational lift with the associated increase in induced flow and increase in inflow angle beco!es effecti.e at about 2+ knots "ef: F5=#: atpl\$ cpl Ans: A 255&6. The !axi!u! angle of bank in a le.el turn will be achie.ed at what speed: A At the speed for !ax range B *in le.el speed C The bank angle re!ains constant at all speeds At !ax rate of cli!b speed "ef: F5=#: atpl\$ cpl Ans: 255&+. A helicopter takes off and transitions fro! thehoer into le.el forward flight. uring this phase the: A 0ower re9uire!ent inceases but T"T decreases B The T"T increases whilst T" rag decreases C The T"T and the power re9uire!ent increases The T"T increases and the T" rag re!ains the sa!e "ef: F5=#: atpl\$ cpl Ans: B

255&1. To enable the rotor blades to rotate freel/ during an autorotation: A An inter!ediate gearbox is fitted to transfer the dri.e to the !ain rotor B A clutch is fitted between the engine and rotor dri.e unit C A se!i<auto!atic gearbox is fitted between engine and rotor A Qfree<wheelingM unit is fitted between the engine and the rotor "ef: F5=#: atpl\$ cpl Ans: 255,'. Cor a single<engined helicopter fl/ing at low forward airspeeds\$ what altitude band should be a.oided to ensure the helicopter can land sfet/ in the e.ent of an engine failure: A #n the band 25 2'' feet B #n the band 25 ,'' !etres C #n the band 25 ,'' feet #n the band 25 2'' !etres "ef: F5=#: atpl\$ cpl Ans: C 255,2. #f when fl/ing a helicopter a pilot accidentall/ finds the!sel.es in a 3ero or negati.e TEU situation\$ the correct reco.er/ techni9ue is to: A Appl/ rearward c/clic to reload the rotor into positi.e TEU situation\$ then use c/clic to counteract the roll B Appl/ forward c/clic to re!o.e the load on the rotor C Appl/ left c/clic to counteract the roll\$ whilst raising collecti.e "aise collecti.e "ef: F5=#: atpl\$ cpl Ans: A 255,2. 4hat effect does a headwind ha.e on the rate of cli!b and the angle of cli!b of a helicopter: A rate of cli!b increases% angle of cli!b steeper B rate of cli!b re!ains stead/% angle of cli!b steeper C rate of cli!b reduces% angle of cli!b re!ains the sa!e rate of cli!b increases% angle of cli!b shallower "ef: F5=#: atpl\$ cpl Ans: B