You are on page 1of 49

Radio Navigation and Principles of Flight

"A line connecting the leading- and trailing edge midway between the upper and lower surface of a
aerofoil". This definition is applicable for: THE CAMBER LINE
"Flutter" may be caused by a: COMBINATION OF BENDING AND TORSION OF THE STRUCTURE
"Flutter" may be caused by a: DISTORTION BY BENDING AND TORSION OF THE STRUCTURE
CAUSING INCREASING VIBRATION IN THE RESONANCE FREQUENCY
"Tuck under" is caused by (i) which movement of the centre of pressure of the wing and (ii) which
change of the downwash angle at the location of the stabiliser: (I) AFT (II) DECREASING
"Tuck under" is the: NOSE DOWN PITCHING TENDENCY AS SPEED IS INCREASED IN THE
TRANSONIC RANGE
"Tuck under" is the: THE TENDECY TO NOSE DOWN WHEN SPEED IS INCREASED INTO THE
TRANSONIC FLIGHT REGIME
"Tuck under" may happen at: HIGH MACH NUMBERS
A 50 ton twin engine aeroplane performs a straight, steady, wings level climb. If the lift/drag ratio is
12 and the thrust is 60 000N per engine, the climb gradient is: (assume g = 10m/s2): 15. 7%
A body is placed in a certain airstream. The airstream velocity increases by a factor 4. The
aerodynamic drag will increase with a factor: 16
A body is placed in a certain airstream. The density of the airstream decreases to half of the original
value. The aerodynamic drag will decrease with a factor: 2
A boundary layer fence on a swept wing will: IMPROVE THE LOW SPEED CHARACTERISTICS
A C.G location beyond the aft limit leads to: AN UNACCEPTABLE LOW VALUE OF THE
MANOEUVRE STABILITY (STICK FORCE PER G, FE/G)
A commercial jet aeroplane is performing a straight descent at a constant Mach number with
constant mass. The operational speed limit that may be exceeded is: VMO
A conventional stabiliser on a stable aeroplane in a normal cruise condition:; 1 - always provides
negative lift.; 2 - contributes to the total lift of the aeroplane.; 3 - may stall before the wing, in icing
conditions, with large flap settings, unless adequate design and/or operational precautions are taken.;
4 - is necessary to balance the total pitch moment of the aeroplane.; Which of the following lists all
the correct statements ? 2, 3 AND 4
A downward adjustment of a trim tab in the longitudinal control system, has the following effect: THE
STICK POSITION STABILITY REMAINS CONSTANT
A flat plate, when positioned in the airflow at a small angle of attack, will produce: BOTH LIFT AND
DRAG
A forward CG shift: DECREASES LONGITUDINAL MANOEUVRABILITY
A forward CG shift: INCREASES STATIC LONGITUDINAL STABILITY
A fundamental difference between the manoeuvring limit load factor and the gust limit load factor is,
that: THE GUST LIMIT LOAD FACTOR CAN BE HIGUER THAN THE MANOEUVRING LIMIT LOAD
FACTOR
A high aspect ratio wing produces: A DECREASE IN INDUCED DRAG
A horn balance in a control system has the following purpose: TO DECREASE STICK FORCES
A jet aeroplane cruises buffet free at constant high altitude. Which type of stall is most likely to occur
if this aeroplane decelerates during an inadvertant increase in load factor? ACCELERATED STALL
A jet aeroplane equipped with inboard and outboard ailerons is cruising at its normal cruise Mach
number. In this case: ONLY THE INBOARD AILERONS ARE ACTIVE
A jet aeroplane is cruising at high altitude with a Mach number, that provides a buffet margin of 0.3g
incremental. In order to increase the buffet margin to 0.4g incremental the pilot must: FLY A LOWER
ALTITUDE AND THE SAME MACH NUMBER
A jet transport aeroplane exhibits pitch up when thrust is suddenly increased from an equilibrium
condition, because the thrust line is below the: CG
A jet transport aeroplane is in a straight climb at a constant IAS and constant weight. The operational
limit that may be exceeded is: MMO
A laminar boundary layer is a layer, in which: NO VELOCITY COMPONENTS EXIST, NORMAL TO
THE SURFACE
A light twin is in a turn at 20 degrees bank and 150 kt TAS. A more heavy aeroplane at the same
bank and the same speed will: TURN AT THE SAME RADIUS
A Machtrimmer: CORRECTS INSUFICIENT STICK FORCE STABILITY AT HIGH MACH NUMBERS
A negative contribution to the static longitudinal stability of conventional jet transport aeroplanes is
provided by: THE FUSELAGE
A normal shock wave is a discontinuity plane: THAT IS ALWAYS NORMAL TO THE LOCAL FLOW
A normal shock wave: CAN OCCUR AT DIFFERENT POINTS ON THE AEROPLANE IN TRANSONIC
FLIGHT
A plain flap will increase CLmax by: INCREASING THE CAMBER OF THE AEROFOIL
A positively cambered aerofoil will generate zero lift: AT A NEGATIVE ANGLE OF ATTACK
A propeller is turning to the right when viewed from behind. The asymmetric blade effect in the climb
at low speed will: YAW THE AEROPLANE TO THE LEFT
A rotating propeller blade element produces an aerodynamic force F that may be resolved into two
components:; - a force T perpendicular to the plane of rotation (thrust).; - a force R generating a
torque absorbed by engine power.; The diagram representing a rotating propeller blade element
during reverse operation is: DIAGRAM 2
A rotating propeller blade element produces an aerodynamic force F that may be resolved into two
components:; - a force T perpendicular to the plane of rotation (thrust).; - a force R generating a
torque absorbed by engine power.; The diagram representing a windmilling propeller is: DIAGRAM 4
A rotating propeller blade element produces an aerodynamic force F that may be resolved into two
components:; - a force T perpendicular to the plane of rotation (thrust).; - a force R generating a
torque absorbed by engine power.; Which diagram is correct during the cruise? DIAGRAM 1
A rotating propeller blade element produces an aerodynamic force F that may be resolved into two
components:; - a force T perpendicular to the plane of rotation (thrust).; - a force R generating a
torque absorbed by engine power.; The diagram representing a rotating propeller blade element
during the cruise is: DIAGRAM 1
A rotating propeller blade element produces an aerodynamic force F that may be resolved into two
components: - a force T perpendicular to the plane of rotation (thrust). - a force R generating a torque
absorbed by engine power. The diagram representing a windmilling propeller is: DIAGRAM 4
A shock wave on a lift generating wing will: MOVE SLIGHTLY AFT IN FRONT OF A DOWNWARD
DEFLECTING AILERON
A slat will: PROLONG THE STALL TO A HIGUER ANGLE OF ATTACK
A slotted flap will increase the CLmax by: INCREASING THE CAMBER OF THE AIRFOIL AND RE-
ENERGISING THE AIRFLOW
A statically stable aeroplane: CAN SHOW POSITIVE, NEUTRAL OR NEGATIVE DYNAMIC
LONGITUDINAL STABILITY
A statically unstable aeroplane is: NEVER DYNAMICALLY STABLE
A stick pusher: PUSHES THE ELEVATOR CONTROL FORWARD WHEN A SPECIFIED VALUE OF
ANGLE OF ATTACK IS EXCEEDED
A supercritical wing: WILL DEVELOP NO NOTICEABLE SHOCK WAVES FLYING JUST ABOVE
MCRICT
A transonic Mach number is a Mach number: AT WHICH BOTH SUBSONIC AND SUPERSONIC
LOCAL SPEEDS OCCUR
A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM
is: DIAGRAM 2
A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM
is: DIAGRAM 1
A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM
is: DIAGRAM 3
A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM
is: DIAGRAM 4
A windmilling propeller: PRODUCES DRAG INSTEAD OF THRUST
Aeroplane manoeuvrability decreases for a given control surface deflection when: IAS DECREASES
Aeroplane manoeuvrability increases for a given control surface deflection when: IAS INCREASES
After an aeroplane has been trimmed: THE STICK POSITION STABILITY WILL BE UNCHANGED
After take-off the slats (when installed) are always retracted later than the flaps. Why? BECAUSE
SLATS EXTENDED GIVES A LARGE DECREASE IN STALL SPEED WITH RELATIVELY LESS DRAG
Aileron deflection causes a rotation around the longitudinal axis by: CHANGING THE WING
CAMBER AND THE TWO WINGS THEREFORE PRODUCE DIFFERENT LIFT VALUES RESULTING
IN A MOMENT ABOUT THE LONGITUDINAL AXIS
Aileron flutter can be caused by: cyclic deformations generated by aerodynamic, INERTIAL
AND ELASTIC LOADS ON THE WING
Air passes a normal shock wave. Which of the following statements is correct? THE STATIC
PRESSURE INCREASES
All gust lines in the V-n graph originate from a point where the: SPEED=0 LOAD FACTOR= +1
Amongst the following factors, which will decrease the ground distance covered during a glide
(assume zero power/thrust)? HEADWIND
An A 310 aeroplane weighing 100 tons is turning at FL 350 at constant altitude with a bank of 50
degrees. Its flight Mach range between low-speed buffeting and high-speed buffeting goes from: M=
069 TO M HIGHER THAN 0.84
An advantage of locating the engines at the rear of the fuselage, in comparison to a location beneath
the wing, is : LESS INFLUENCE OF THRUST CHANGES ON LONGITUDINAL CONTROL
An aerofoil is cambered when: THE LINE, WHICH CONNECTS THE CENTRES OF ALL INSCRIBED
CIRCLES, IS CURVED
An aerofoil with positive camber at a positive angle of attack will have the highest flow velocity: ON
THE UPPER SIDE
An aeroplane accelerates from 80 kt to 160 kt at a load factor equal to 1. The induced drag
coefficient (i) and the induced drag (ii) alter with the following factors: (I) 1/16 (II)
An aeroplane climbs to cruising level with a constant pitch attitude and maximum climb thrust,
(assume no supercharger). How do the following variables change during the climb? (gamma = flight
path angle): GAMMA DECREASES, ANGLE OF ATTACK INCREASES, IAS DECREASES
An aeroplane enters a horizontal turn with a load factor n=2 from straight and level flight whilst
maintaining constant indicated airspeed. The: LIFT DOUBLES
An aeroplane exhibits static longitudinal stability, if, when the angle of attack changes: THE
CHANGE IN TOTAL AEROPLANE LIFT ACTS AFT OF THE CENTRE OF GRAVITY
An aeroplane flying at 100 kt in straight and level flight is subjected to a disturbance that suddenly
increases the speed by 20 kt. Assuming the angle of attack remains constant, the load factor will
initially: INCREASE TO 1.44
An aeroplane has a servo tab controlled elevator. What will happen if the elevator jams during flight?
PITCH CONTROL SENSE IS REVERSED
An aeroplane has a stall speed of 100 kt at a load factor n=1. In a turn with a load factor of n=2, the
stall speed is: 141 KT
An aeroplane has a stall speed of 100 kt at a mass of 1000 kg. If the mass is increased to 2000 kg,
the new value of the stall speed will be: 141 KT
An aeroplane has a stall speed of 100 kt. When the aeroplane is flying a level co-ordinated turn with
a load factor of 1.5, the stall speed is: 122 KT
An aeroplane has a stall speed of 78 KCAS at its gross weight of 6850 Ibs. What is the stall speed
when the weight is 5000 Ibs? 67 KCAS
An aeroplane has a stall speed of 78 kt at its mass of 6850 kg. What is the stall speed when the mass
is 5000 kg? 67 KT
An aeroplane has static directional stability if, when in a sideslip with the relative airflow coming from
the left, initially the: NOSE OF THE AEROPLANE TENDS TO YAW LEFT
An aeroplane has static directional stability; in a side slip to the right, initially the: NOSE OF THE
AEROPLANE TENDS TO MOVE TO THE RIGHT
An aeroplane has the following flap positions: 0, 15, 30, 45. Slats can also be selected. Generally
speaking, which selection provides the highest positive contribution to the CLMAX? THE SLATS
FROM THE RETRACTED TO THE TAKE-OFF POSITION
An aeroplane has the following flap settings: 0, 15, 30 and 45. Slats can also be selected. Which
of the following selections will most adversely affect the CL/CD ratio? FLAPS FROM 30 TO 45
An aeroplane in straight and level flight at 300 kt is subjected to a sudden disturbance in speed.
Assuming the angle of attack remains constant initially and the load factor reaches a value of
approximately 1.2: THE SPEED WILL HAVE INCREASED BY 30 KT
An aeroplane in straight and level flight is subjected to a strong vertical gust. The point on the wing,
where the instantaneous variation in wing lift effectively acts is known as the: AERODYNAMIC
CENTRE OF THE WING
An aeroplane is descending at a constant Mach number from FL 350. What is the effect on true
airspeed? IT INCREASES AS TEMPERATURE INCREASES
An aeroplane is fitted with a constant speed propeller. If the aeroplane speed increases while
manifold pressure remains constant (1) propeller pitch and the (2) propeller torque will: (1)
INCREASE (2) REMAIN CONSTANT
An aeroplane is flying through the transonic range whilst maintaining straight and level flight. As the
Mach number increases the centre of pressure of the wing will move aft. This movement requires: A
PITCH UP INPUT OF THE STABILISER
An aeroplane is in a level turn, at a constant TAS of 300 kt, and a bank angle of 45. Its turning radius
is: (given: g= 10 m/s): 2381 METRES
An aeroplane is in a steady horizontal turn at a TAS of 194.4 kt. The turn radius is 1000 m. The bank
angle is: (assume g = 10 m/s2): 45 DEGREES. Given that: pstat = static pressure. rho = density.
pdyn = dynamic pressure. ptot = total pressure. Bernoulli's equation reads as follows: PSTAT
+1/2RHO * TAS2=CONSTANT
An aeroplane is provided with spoilers and both inboard and outboard ailerons. Roll control during
cruise is provided by: INBOARD AILERONS AND ROLL SPOILERS
An aeroplane is sensitive to Dutch roll when: STATIC ALTERAL STABILITY MUCH MORE
PRONOUNCED THAN STATIC DIRECTIONAL STABILITY
An aeroplane maintains straight and level flight at a speed of 2 * VS. If a vertical gust causes a load
factor of 2, the load factor n caused by the same gust at a speed of 1.3 VS would be: N= 1.65
An aeroplane maintains straight and level flight while the IAS is doubled. The change in lift coefficient
will be: X 0.25
An aeroplane performs a right turn, the slip indicator is left of neutral. One way to co-ordinate the
turn is to apply: MORE LEFT RUDDER
An aeroplane performs a steady horizontal, co-ordinated turn with 45 degrees of bank at 230 kt TAS.
The same aeroplane with the same bank angle and speed, but at a higher mass: WILL TURN WITH
THE SAME RADIUS, BUT MIGHT STALL
An aeroplane performs a steady co-ordinated horizontal turn with 20 degrees of bank and at 150 kt
TAS. The same aeroplane with the same bank angle and speed, but at a lower mass will turn with:
THE SAME TURN RADIUS
An aeroplane performs a steady horizontal turn with a TAS of 200 kt. The turn radius is 2000 m. The
load factor (n) is approximately: 1.1
An aeroplane performs a steady horizontal, co-ordinated turn with 45 degrees of bank at 230 kt TAS.
The same aeroplane with the same bank angle and speed, but at a lower mass will turn with: THE
SAME RATE OF TURN
An aeroplane performs a steady horizontal, co-ordinated turn with 45 degrees of bank at 230 kt TAS.
The same aeroplane with the same bank angle and speed, but at a lower mass will turn with: THE
SAME TURN RADIUS
An aeroplane should be equipped with a Mach trimmer, if: AT TRANSONIC MACH NUMBERS THE
AEROPLANE DEMONSTRATES UNCONVENTIONAL ELEVATOR STICK FORCE
CHARACTERISTICS
An aeroplane that has positive static stability: CAN BE DYNAMICALLY STABLE, NEUTRAL OR
UNSTABLE
An aeroplane that tends to return to its pre-disturbed equilibrium position after the disturbance has
been removed is said to have: POSITIVE STATIC STABILITY
An aeroplane transitions from steady straight and level flight into a horizontal co-ordinated turn with
a load factor of 2, the speed remains constant and the: INDUCED DRAG INCREASES BY A FACTOR
OF 4
An aeroplane with a mass of 2000 kg, is performing a co-ordinated level turn at a constant TAS of
160 kt and the bank angle is 60. The lift is approximately: 40000 N
An aeroplane with a mass of 4000 kg is performing a co-ordinated level turn at a constant TAS of 160
kt and a bank angle of 45. The lift is approximately: 56000 N
An aeroplane, being manually flown in the speed unstable region, experiences a disturbance that
causes a speed reduction. If the altitude is maintained and thrust remains constant, the aeroplane
speed will: FURTHER DECREASE
An aeroplane, with a CG location behind the centre of pressure of the wing can only maintain a
straight and level flight when the horizontal tail loading is: UPWARDS
An aeroplane''s angle of attack can be defined as the angle between its: SPEED VECTOR AND
LONGITUDINAL AXIS
An aeroplane''s angle of incidence is defined as the angle between the: LONGITUDINAL AXIS AND
THE WING ROOT CHORD LINE
An aeroplane''s bank angle is defined as the angle between its: LATERAL AXIS AND THE
HORIZONAL PLANE
An aeroplane''s flight path angle is defined as the angle between its: SPEED VECTOR AND THE
HORIZONTAL PLANE
An aeroplane''s pitch angle is defined as the angle between its: LONGITUDINAL AXIS AND THE
HORIZONTAL PLANE
An aeroplane''s sideslip angle is defined as the angle between the: SPEED VECTOR AND THE
PLANE OF SYMMETRY
An aft CG shift: DECREASES STATIC LONGITUDINAL STABILITY
An aft CG shift: INCREASES LONGITUDINAL MANOEUVRABILITY
An engine failure can result in a windmilling (1) propeller and a feathered (2) propeller. Which
statement about propeller drag is correct? (1) IS LARGER THAN (2)
An example of a combined lateral and directional aperiodic motion is a: SPIRAL DIVE
An example of a combined lateral and directional periodic motion is a: DUTCH ROLL
An example of differential aileron deflection during initiation of left turn is: LEFT AILERON :5 UP.
RIGHT AILERON 2 DOWN
An increase in geometric dihedral in a steady sideslip condition at constant speed would: INCREASE
THE REQUIRED LATERAL CONTROL FORCE
An increase in wing loading will: INCREASE THE STALL SPEED
An large jet transport aeroplane has the following four flap positions: Up, Take-off, Approach and
Landing and two slat positions: Retracted and Extended. Generally speaking, the selection that
provides the highest positive contribution to CLMAX is: SLATS FROM RETRACTED TO EXTENDED
Approximately how long does it take to fly a complete circle during a horizontal steady co-ordinated
turn with a bank angle of 45 and a TAS of 200 kt? 65 S
Artificial feel is required: WITH FULLY POWERED FLIGHT CONTROLS
As altitude increased, the stall speed (IAS): INITIALLY REMAINS CONSTANT AND AT HIGUER
ALTITUDES INCREASES
As altitude increases, the stall speed (IAS): INITIALLY REMAINS CONSTANT BUT AT HIGUER
ALTITUDES INCREASES
As angle of attack is increased on a conventional low speed aerofoil at low subsonic speeds, flow
separation normally starts on the: UPPER SURFACE NEAR THE TRAILING EDGE
As the Mach number increases from subsonic to supersonic, the centre of pressure moves: TO THE
MID CHORD POSTION
As the Mach number increases in straight and level flight, a shock wave on the upper surface of the
wing will: MOVE TOWARDS THE TRAILING EDGE
As the stability of an aeroplane decreases: ITS MANOEUVRABILITY INCREASES
As the stability of an aeroplane increases: ITS MANOEUVRABILITY DECREASES
Aspect ratio of a wing is the ratio between: WING SPAN SQUARED AND WING AREA
Assuming all bodies have the same cross-sectional area and are in motion, which body will have the
highest pressure drag? BODY 2
Assuming constant IAS, when an aeroplane enters ground effect: DOWNWASH REDUCES
Assuming constant IAS, when an aeroplane enters ground effect: INDUCED DRAG REDUCES
Assuming constant IAS, when an aeroplane enters ground effect: THE EFFECTIVE ANGLE OF
ATTACK INCREASES
Assuming constant IAS, when an aeroplane enters ground effect: THE INDUCED ANGLE OF
ATTACK REDUCES
Assuming constant IAS, when an aeroplane leaves ground effect: DOWNWASH INCREASES
Assuming constant IAS, when an aeroplane leaves ground effect: INDUCED DRAG INCREASES
Assuming constant IAS, when an aeroplane leaves ground effect: THE INDUCED ANGLE OF
ATTACK INCREASES
Assuming constant IAS, when an aeroplane leaves ground effect: THE EFFECTIVE ANGLE OF
ATTACK DECREASES
Assuming ISA conditions and a descent below the tropopause at constant Mach number and
aeroplane mass, the: LIFT COEFFICIENT DECREASES
Assuming ISA conditions and no compressibility effects, if an aeroplane maintains straight and level
flight at the same angle of attack at two different altitudes, the: TAS IS HIGER AT THE HIGUER
ALTITUDE
Assuming ISA conditions and no compressibility effects, if an aeroplane maintains straight and level
flight at the same angle of attack at two different altitudes, the: IAS AT BOTH ALTITUDES IS THE
SAME
Assuming ISA conditions and no compressibility effects, if an aeroplane maintains straight and level
flight at the same angle of attack at two different altitudes, the: TAS IS LOWER AT THE LOWER
ALTITUDE
Assuming ISA conditions, climbing at a constant Mach Number up the tropopause the TAS will:
DECREASE
Assuming ISA conditions, which statement with respect to the climb is correct ? AT CONSTANT IAS
THE MACH NUMBER INCREASES
Assuming no compressibility effects, induced drag at constant IAS is affected by: AEROPLANE
MASS
Assuming no compressibility effects, the correct relationship between stall speed, limit load factor (n)
and VA is: VA>=VS*SQRT (N)
Assuming no flow separation and no compressibility effects the location of the aerodynamic centre of
an aerofoil section: IS APPROXIMATELY 25% CHORD IRRESPECTIVE OF ANGLE OF ATTACK
Assuming no flow separation and no compressibility effects the location of the centre of pressure of a
positively cambered aerofoil section: MOVES BACKWARD WHEN THE ANGLE OF ATTACK
DECREASES
Assuming no flow separation and no compressibility effects the location of the aerodynamic centre of
an aerofoil section: IS INDEPENDANT OF ANGLE OF ATTACK
Assuming no flow separation and no compressibility effects the location of the centre of pressure of a
symmetrical aerofoil section: IT IS APPROXIMATELY 25% CHORD IRREPECTIVE OF ANGLE OF
ATTACK
Assuming no flow separation and no compressibility effects the location of the centre of pressure of a
symmetrical aerofoil section: IS INDEPENDANT OF ANGLE OF ATTACK
Assuming no flow separation, when speed is decreased in straight and level flight on a positively
cambered aerofoil, what happens to the: 1. centre of pressure and 2. the magnitude of the total lift
force? 1 MOVES FORWARD AND 2 REMAINS CONSTANT
Assuming no flow separation, which of these statements about the flow around an aerofoil as the
angle of attack increases are correct or incorrect?; I. The stagnation point moves down.; II. The point
of lowest static pressure moves aft: I IS CORRECT, II IS INCORRECT
Assuming no flow separation, which of these statements about the flow around an aerofoil as the
angle of attack increases are correct or incorrect?; I. The stagnation point moves up.; II. The point of
lowest static pressure moves aft: I IS INCORRECT, II IS INCORRECT
Assuming no flow separation, which of these statements about the flow around an aerofoil as the
angle of attack decreases are correct or incorrect?I. The stagnation point moves up.II. The point of
lowest static pressure moves forward: 1 CORRECT, 2 INCORRECT
Assuming no flow separation, which of these statements about the flow around an aerofoil as the
angle of attack increases are correct or incorrect?I. The stagnation point moves up.II. The point of
lowest static pressure moves forward: 1 INCORRECT, 2 CORRECT
Assuming no pilot input the motion of the aeroplane in the diagram shows: NEUTRAL DYNAMIC
LONGITUDINAL STABILITY
Assuming no pilot input the motion of the aeroplane in the diagram shows: DYNAMIC
LONGITUDINAL STABILITY
Assuming no pilot input the motion of the aeroplane in the diagram shows: STATIC LONGITUDINAL
STABILITY AND DYNAMIC LONGITUDINAL INSTABILITY
Assuming standard atmospheric conditions, in order to generate the same amount of lift as altitude is
increased, an aeroplane must be flown at: A HIGHER TAS FOR ANY GIVEN ANGLE OF ATTACK
Assuming subsonic incompressible flow, how will air density change as air flows through a tube of
increasing cross-sectional area? The air density: DOES NOT VARY
Assuming that the RPM remains constant throughout, the angle of attack of a fixed pitch propeller
will: DECREASE WITH INCREASING AIRSPEED
Assuming zero thrust, the point on the diagram corresponding to the minimum glide angle is:
POSITION B
Assuming zero thrust, the point on the diagram corresponding to the value for minimum sink rate is:
POINT C
Assuming zero wing twist, the wing planform that gives the highest local lift coefficient at the wing
root is: RECTANGULAR
Asymmetric propeller blade effect is mainly induced by: THE INCLINATION OF THE PROPELLER
AXIS TO THE RELATIVE AIRFLOW
At a constant angle of attack, which of the following factors will lead to an increase of ground
distance during a glide and with zero thrust ? TAILWIND
At a load factor of 1 and the aeroplane's minimum drag speed, what is the ratio between induced
drag Di and parasite drag Dp? DI/DP=1
At what speed does the front of a shock wave move across the earth's surface? THE GROUND
SPEED OF THE AEROPLANE
Behind a normal shock wave on an aerofoil section the local Mach number is: LESS THAN 1
Behind the transition point in a boundary layer: THE MEAN SPEED AND FRICTION DRAG
INCREASES
Bernoulli's equation can be written as: (pt = total pressure, ps = static pressure, q = dynamic
pressure): PT-Q=PS
Bernoulli's equation can be written as: (pt= total pressure, ps = static pressure and q=dynamic
pressure): PT= PS+ Q
Bernoulli's law states:; (note: rho is the mean sea level density under ISA conditions;; pstat is static
pressure;; pdyn is dynamic pressure;; ptot is total pressure): PSTAT +1/2 RHO V2=CONSTANT
By what approximate percentage will the stall speed increase in a horizontal co-ordinated turn with a
bank angle of 45? 19%
By what percentage does the lift increase in a level turn at 45 angle of bank, compared with straight
and level flight? 41%
Compared with an oblique shock wave at the same Mach number a normal shock wave has a:
HIGHER COMPRESSION
Compared with an oblique shock wave at the same Mach number a normal shock wave has a: HIGH
LOSS IN TOTAL PRESSURE
Compared with level flight prior to the stall, the lift (1) and drag (2) in the stall change as follows: (1)
DECREASES, (2) INCREASES
Compared with level flight, the angle of attack must be increased in a steady, co-ordinated,
horizontal turn: TO COMPENSATE FOR THE REDUCTION IN THE VERTICAL COMPONENT OF
LIFT
Compared with stalling airspeed (VS) in a given configuration, the airspeed at which stick shaker will
be triggered is: GREATER THAN VS
Compared with the clean configuration, the angle of attack at CLmax with trailing edge flaps
extended is: SMALER
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. The effects of a trim tab runaway are more serious.; II.
A jammed trim tab causes less control difficulty: I IS INCORRECT, II IS CORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. A stabiliser trim is more suitable to cope with the
large trim changes generated by the high lift devices on most jet transport aeroplanes.; II. II. A trim
tab runaway causes less control difficulty: 1 AND 2 ARE CORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. When trimmed for zero elevator stick force a
horizontal trimmable stabiliser causes more drag.; II. A horizontal trimmable stabiliser enables a
larger CG range: 1 IS INCORRECT, 2 CORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. The effects of a trim tab runaway are more serious.; II.
A jammed stabiliser trim causes less control difficulty: 1 AND 2 ARE INCORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. A elevator trim tab is more suitable to cope with the
large trim changes generated by the high lift devices on most jet transport aeroplanes.; II. A trim tab
runaway causes less control difficulty: 1 IS INCORRECT, 2 IS CORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. The effects of a stabiliser trim runaway are more
serious.; II. A jammed trim tab causes less control difficulty: 1 AND 2 CORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. A stabiliser trim is more suitable to cope with the
large trim changes generated by the high lift devices on most jet transport aeroplanes.; II. A trim tab
runaway causes less control difficulty: 1 AND 2 ARE CORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. A elevator trim tab is more suitable to cope with the
large trim changes generated by the high lift devices on most jet transport aeroplanes.; II. A stabiliser
trim runaway causes less control difficulty: 1 AND 2 ARE INCORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. The effects of a stabiliser trim runaway are more
serious.; II. A jammed stabiliser trim causes less control difficulty: 1 CORRECT 2 INCORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. When trimmed for zero elevator stick force an
elevator trim tab causes more drag.; II. An elevator trim tab enables a larger CG range: 1 CORRECT,
2 INCORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
statement is correct?; I. A stabiliser trim is less suitable for jet transport aeroplanes because of their
large speed range.; II. A stabiliser trim is a more powerful means of trimming: 1 INCORRECT, 2
CORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
statement is correct?; I. A trim tab is less suitable for jet transport aeroplanes because of their large
speed range.; II. A trim tab is a more powerful means of trimming: 1 CORRECT, 2 INCORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
of these statements are correct or incorrect?; I. When trimmed for zero elevator stick force an
elevator trim tab causes more drag.; II. A horizontal trimmable stabiliser enables a larger CG range: 1
AND 2 ARE CORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
statement is correct?; I. A stabiliser trim is less suitable for jet transport aeroplanes because of their
large speed range.; II. A trim tab is a more powerful means of trimming: 1 AND 2 ARE INCORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which
statement is correct?; I. A trim tab is less suitable for jet transport aeroplanes because of their large
speed range.; II. A stabiliser trim is a more powerful means of trimming: 1 AND 2 ARE CORRECT
Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab which
of these statements are correct or incorrect?; I. When trimmed for zero elevator stick force a
horizontal trimmable stabiliser causes more drag.; II. An elevator trim tab enables a larger CG range:
1 AND 2 ARE INCORRECT
Comparing the lift coefficient and drag coefficient at normal angle of attack: CL IS MUCH GREATER
THAN CD
Compressibility effects depend on: MACH NUMBER
Consider an aerofoil with a certain camber and a positive angle of attack. At which location will the
highest flow velocities occur? UPPER SIDE
Consider an aeroplane with:; 1 a trim tab.; 2 fully powered hydraulic controls and an adjustable
horizontal stabiliser.; For both cases and starting from a trimmed condition, how will the neutral
position of the control column change, after trimming for a speed increase? 1 MOVES FORWARD, 2
DOES NOT CHANGE
Consider subsonic incompressible airflow through a venturi: I The dynamic pressure in the
undisturbed airflow is higher than in the throat. II The total pressure in the undisturbed airflow is
higher than in the throat: 1 AND 2 ARE INCORRECT
Consider the following statements about VMCG:; 1. VMCG is determined with the gear down.; 2.
VMCG is determined with the flaps in the landing position.; 3. VMCG is determined by using rudder
and nosewheel steering; 4. During VMCG determination the aeroplane may not deviate from the
straight-line path by more than 30 ft.; The combination that regroups all of the correct statements is:
1, 4
Consider the steady flow through a stream tube where the velocity of the stream is V. An increase in
temperature of the flow at a constant value of V will: DECRESASE THE MASS FLOW
Consider two elevator control systems:; 1 is fitted with a trim tab.; 2 is fitted with fully powered
hydraulic controls and an adjustable horizontal stabiliser.; For both cases and starting from a trimmed
condition, how will the neutral position of the control column change, after trimming for a speed
decrease? 1 MOVES AFT, 2 DOES NOT CHANGE
Considering a positive cambered aerofoil, the pitch moment when Cl=0 is: NEGATIVE (PITCH-
DOWN)
Considering a positively cambered aerofoil section, the pitching moment when the lift coefficient
Cl=0 is: NEGATIVE (NOSE DOWN)
Considering subsonic incompressible airflow through a Venturi, which statement is correct?; I. The
static pressure in the undisturbed airflow is lower than in the throat.; II. The speed in the undisturbed
airflow is lower than in the throat: I IS INCORRECT, II IS CORRECT
Considering subsonic incompressible airflow through a Venturi, which statement is correct?; I. The
static pressure in the throat is lower than in the undisturbed airflow.; II. The speed of the airflow in the
throat is the same as in the undisturbed airflow: I IS CORRECT, II IS INCORRECT
Considering subsonic incompressible airflow through a Venturi, which statement is correct?; I. The
dynamic pressure in the throat is lower than in the undisturbed airflow.; II. The total pressure in the
throat is lower than in the undisturbed airflow: I IS INCORRECT, II IS INCORRECT
Considering subsonic incompressible airflow through a Venturi, which statement is correct?; I. The
dynamic pressure in the undisturbed airflow is lower than in the throat.; II. The total pressure in the
undisturbed airflow is lower than in the throat: I IS CORRECT, II IS INCORRECT
Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The
static pressure in the throat is higher than in the undisturbed airflow.II. The speed of the airflow in the
throat is lower than in the undisturbed airflow: 1 AND 2 ARE INCORRECT
Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The
dynamic pressure in the undisturbed airflow is the same as in the throat.II. The total pressure in the
undisturbed airflow is higher than in the throat: 1 AND 2 ARE INCORRECT
Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The
dynamic pressure in the undisturbed airflow is the same as in the throat. II. The total pressure in the
undisturbed airflow is lower than in the throat: 1 AND 2 ARE INCORRECT
Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The
dynamic pressure in the throat is the same as in the undisturbed airflow.II. The total pressure in the
throat is higher than in the undisturbed airflow: 1 AND 2 ARE INCORRECT
Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The
dynamic pressure in the throat is higher than in the undisturbed airflow.II. The total pressure in the
throat is the same as in the undisturbed airflow: 1 AND 2 ARE CORRECT
Considering subsonic incompressible airflow through a Venturi, which statement is correct?; I. The
static pressure in the throat is higher than in the undisturbed airflow.; II. The speed of the airflow in
the throat is the same as in the undisturbed airflow: 1 AND 2 ARE INCORRECT
Constant-speed propellers provide a better performance than fixed-pitch propellers because they:
PRODUCE AN ALMOST MAXIMUM EFFICIENTY OVER A WIDER SPEED RANGE
Control surface flutter can be eliminated by: MASS BALANCING OF THE CONTROL SURFACE
Dangerous stall characteristics, in large transport aeroplanes that require stick pushers to be
installed, include: EXCESIVE WING DROP AND DEPP STALL
Decreasing the aspect ratio of a wing: INCREASES INDUCED DRAG
Deploying a Fowler flap, the flap will: MOVE AFT, THEN TURN DOWN
Differential aileron deflection: EQUALS THE DRAG OF THE RIGHT AND LEFT AILERON
Dihedral of the wing is: THE ANGLE BETWEEN THE 0.25 CHORD LINE OF THE WING AND THE
LATERAL AXIS
Dividing lift by weight gives: LOAD FACTOR
Does the pitch-angle of a constant-speed propeller alter in medium horizontal turbulence? YES
SLIGHTLY
Drag is in the direction of - and lift is perpendicular to the: RELATIVE WIND/AIRFLOW
During a climb at a constant IAS, the Mach number will: INCREASE
During a climbing turn to the right the: ANGLE OF ATTACK OF THE LEFT WING IS LARGER THAN
THE ANGLE OF ATACK OF THE RIGHT WING
During a glide with idle power and constant IAS, if the RPM lever of a constant speed propeller is
pushed full forward from its normal cruise position, the propeller pitch will: DECREASE AND THE
RATE OF DESCENT WILL INCREASE
During a glide with idle power and constant IAS, if the RPM lever of a constant speed propeller is
pulled back from its normal cruise position, the propeller pitch will: INCREASE AND THE RATE OF
DESCENT WILL DECREASE
During a phugoid the speed: VARIES SIGNIFICANTLY, WHEREAS DURING A SHORT PERIOD
OSCILLATION IT DOES NOT
During a short period oscillation, the altitude: REMAINS APPROXIMATELY CONSTANT, WHEREAS
DURING A PHUGOID IT VARIES SIGNIFICANTLY
During a steady horizontal turn, the stall speed: INCREASES WITH THE SQUARE ROOT OF THE
LOAD FACTOR
During a straight steady climb:; 1 - lift is less than weight.; 2 - lift is greater than weight.; 3 - load
factor is less than 1.; 4 - load factor is greater than 1.; 5 - lift is equal to weight.; 6 - load factor is
equal to 1.; Which of the following lists the correct statements ? 1 AND 3
During a straight steady descent, lift is: LESS THAN WEIGHT, BECAUSE LIFT ONLY NEEDS TO
BALANCE THE WEIGHT COMPONENT PERPENDICULAR TO THE FLIGHT PATH
During a straight, steady climb and with the thrust force parallel to the flight path: LIFT IS THE
SAME AS DURING A DESCENT AT THE SAME ANGLE AND MASS
During a take-off roll with a strong crosswind from the left, a four-engine jet aeroplane with wing-
mounted engines experiences an engine failure. The failure of which engine will cause the greatest
control problem? THE LEFT OUTBARD ENGINE
During a take-off roll with a strong crosswind from the right, a four-engine jet aeroplane with wing-
mounted engines experiences an engine failure. The failure of which engine will cause the greatest
control problem? THE RIGHT OUTBOARD ENGINE
During an normal spin recovery: THE AILERONS ARE HELD IN NEUTRAL POSITION
During initiation of a turn with speedbrakes extended, the roll spoiler function induces a spoiler
deflection: DOWNWARD ON THE UPGOING WING AND UPWARD ON THE DOWNGOING WING
During landing of a low-winged jet aeroplane, the greatest elevator up deflection is normally required
when the flaps are: FULLY DOWN AND THE CG IS FULLY FORWARD
During the take-off roll with a strong crosswind from the left, a four engine jet aeroplane with wing
mounted engines experiences an engine failure. The greatest control problem is caused by the loss of
which engine? THE LEFT OUTBOARD ENGINE
During the take-off roll, when the pilot raises the tail in a tail wheeled propeller driven aeroplane, the
additional aeroplane yawing tendency is due to the effect of: GYROSCOPIC PRECESSION
During which of the following phases of flight is a fixed pitch propeller''s angle of attack highest?
TAKE-OFF RUN
During which of the following phases of flight is a fixed pitch propeller's angle of attack lowest?
HIGH-SPEED GLIDE
During which type of stall does the angle of attack have the smallest value? SHOCK STALL
Entering the stall the centre of pressure of a straight (1) wing and of a strongly swept back wing (2)
will: (1) MOVE AFT, (2) MOVE FORWARD
Examples of aerodynamic balancing of control surfaces are: SEAL BETWEEN WINGS TRAILING
EDGE AND LEADING EDGE OF A CONTROL SURFACE, HORN BALANCE
Examples of aerodynamic balancing of control surfaces are: SERVO TAB, SPRING TAB, SEAL
BETWEEN THE WING TRAILIND EDGE AND THE LEADING EDGE OF CONTROL SURFACE
Excessive static lateral stability is an undesirable characteristic for a transport aeroplane because: IT
WOULD IMPOSE EXCESSIVE DEMANDS ON ROLL CONTROL DURING A SIDESLIP
Excluding constants, the coefficient of induced drag (CDi) is the ratio of : CL2 AND AR (ASPECT
RATIO)
Extension of leading edge flaps will: INCREASE CRITICAL ANGLE OF ATTACK
f an aeroplane performs a steady co-ordinated horizontal turn at a TAS of 200 kt and a turn radius of
2000 m, the load factor (n) will be approximately: 1.1
f the nose of an aeroplane yaws left, this causes: A ROLL TO THE LEFT
Flap extension at constant IAS whilst maintaining straight and level flight will increase the:
MAXIMUM LIFT COEFICIENT (CL MAX) AND THE DRAG
Flaperons are controls which combine the function of: AILERONS AND FLAPS
Floating due to ground effect during an approach to land will occur : WHEN THE HEIGHT IS LESS
THAN HALVE OF THE LEGTH OF THE WING SPAN ABOVE THE SURFACE
Flutter of control surfaces is: A DIVERGENT OSCILLATORY MOTION OF A CONTROL SURFACE
CAUSED BY THE INTERACION OF AERODYNAMIC FORCES, INERTIA FORCES AND THE
STIFFNESS OF THE STRUCTURE
Flutter sensitivity of an aeroplane wing is reduced by: LOCATING THE ENGINE AHEAD OF THE
TORSIONAL AXIS OF THE WING
Following a disturbance, an aeroplane oscillates about the lateral axis at a constant amplitude. The
aeroplane is: STATICALLY STABLE- DYNAMICALLY NEUTRAL
For a fixed-pitch cruise propeller, the blade angle of attack: CAN BECOME NEGATIVE DURING
HIGH-SPEED IDDLE DESCENT
For a fixed-pitch propeller designed for cruise, the angle of attack of each blade, measured at the
reference section: IS OPTIMUM WHEN THE AIRCRAFT IS IN A STABILIZED CRUISING FLIGHT
For a fixed-pitch propeller in flight at a given TAS, the blade angle of attack will: INCREASE IF RPM
INCREASES
For a fixed-pitch propeller in flight at a given TAS, the blade angle of attack will: DECREASE IF RPM
DECREASES
For a given aeroplane which two main variables determine the value of VMCG? AIRPORT
ELEVATION AND TEMPERATURE
For a given elevator deflection, aeroplane longitudinal manoeuvrability decreases when: THE CG
MOVES FORWARD
For a given elevator deflection, aeroplane longitudinal manoeuvrability increases when: THE CG
MOVES AFT
For a given RPM of a fixed pitch propeller, the blade angle of attack will: DECREASE WHEN THE
TAS INCREASES
For a given RPM of a fixed pitch propeller, the blade angle of attack will: INCREASE WHEN THE TAS
DECREASES
For a normal stable aeroplane, the centre of gravity is located: WITH A SUFFICIENT MINIMUM
MARGIN AHEAD OF THE NEUTRAL POINT OF THE AEROPLANE
For a statically stable aeroplane, the relationship between the neutral point and centre of gravity
(CG) is such that the neutral point is located: AFT OF THE CG
For a subsonic flow the continuity equation states that if the cross-sectional area of a tube increases,
the speed of the flow: DECREASES
For a subsonic flow the continuity equation states that if the cross-sectional area of a tube decreases,
the speed of the flow: INCREASES
For an aeroplane equipped with a two-position variable pitch propeller it is advisable to select a:
FINE PITCH FOR TAKE-OFF AND CLIMB
For an aeroplane to possess dynamic stability, it needs: STATIC STABILITY AND SUFFICIENT
DAMPING
For an aeroplane with one fixed value of VA the following applies. VA is: THE SPEED AT WHICH
THE AEROPLANE STALLS AT THE MANOEUVRING LIMIT LOAD FACTOR AT MTOW
For any propeller: THRUST IS THE COMPONENT OF THE TOTAL AERODYNAMIC FORCE ON THE
PROPELLER PARALLEL TO THE ROTATIONAL AXIS
For most jet transport aeroplanes, slat extension has: A GREATER EFFECT ON STALL SPEED
THAN FLAP EXTENSION
For most jet transport aeroplanes, the maximum operating limit speed, VMO: IS REPLACED BY
MMO AT HIGHER ALTITUDES
For shallow climb angles the following formula can be used (gamma = climb angle): SIN
GAMMA=T/W-CD/CL
For shallow flight path angles in straight and steady flight, the following formula can be used: SIN
GAMMA = T/W-CD/CL
From a polar curve of the entire aeroplane one can read: THE MAXIMUM CL/CD RATION AND
MAXIMUM LIFT COEFFICIENT
From a polar diagram of the entire aeroplane in the clean configuration one can read: THE
MAXIMUM CL/CD RATIO AND MAXIMUM LIFT COEFFICIENT
From an initial condition of level flight the flaps are extended at a constant pitch attitude. The
aeroplane will subsequently: START TO CLIMB
From an initial condition of level flight the flaps are retracted at a constant pitch attitude. The
aeroplane will subsequently: START TO SINK
From the buffet onset graph of a given jet transport aeroplane it is determined that at FL 310 at a
given mass buffet free flight is possible between M = 0.74 and M = 0.88. In what way would these
numbers change if the aeroplane is suddenly pulled up e.g. in a traffic avoidance manoeuvre? THE
LOWER MACH NUMBER INCREASES AND THE HIGHER MACH NUMBER DECREASES
Given an aeroplane in steady, straight and level flight at low speed and considering the effects of CG
location and thrust, the lowest value of wing lift occurs at: AFT CG AND TAKE-OFF THRUST
Given an aeroplane in steady, straight and level flight at low speed and considering the effects of CG
location and thrust, the highest value of wing lift occurs at: FORWARD CG AND IDDLE THRUST
Given an aeroplane with a propeller turning clockwise as seen from behind, the torque effect during
the take off run will tend to: ROLL THE AEROPLANE TO THE LEFT
Given an initial condition in straight and level flight with a speed of 1.4 VS. The maximum bank angle
attainable without stalling in a steady co-ordinated turn, whilst maintaining speed and altitude, is
approximately: 60 DEGREES
Given the following aeroplane configurations: 1. Clean wing. 2. Slats only extended. 3. Flaps only
extended. Place these configurations in order of increasing critical angle of attack: 3,1,2
Given the following characteristic points on a jet engine aeroplane's polar curve:; 1 - CLMAX.; 2 - long
range cruise (zero wind).; 3 - maximum lift to drag ratio.; 4 - minimum rate of descent (assume zero
thrust).; 5 - maximum range cruise (zero wind).; Arrange these points in order of increasing angle of
attack: 2, 5, 3, 4, 1
Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 12.Thrust per engine: 28 000N. Assumed g:
10m/s.For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb
gradient is: 8.5%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 10 Thrust per engine: 60 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a twin engine aeroplane, the all engines climb gradient is:
14%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 10 Thrust per engine: 20 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a four-engine aeroplane, the all engines climb gradient is:
6.0%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 10 Thrust per engine: 30 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a three-engine aeroplane, the all engines climb gradient is:
8. 0%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 21 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a four-engine aeroplane, the all engines climb gradient is:
8.5%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 28 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a four-engine aeroplane, the one engine inoperative climb
gradient is: 8.5%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 28 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a three-engine aeroplane, the one engine inoperative climb
gradient is: 2.9%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 60 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a twin engine aeroplane, the one engine inoperative climb
gradient is: 3.7%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 30 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a three-engine aeroplane, the all engines climb gradient is:
9. 7 %
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 20 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a four-engine aeroplane, the all engines climb gradient is:
7.7%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 50 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a twin engine aeroplane, the all engines climb gradient is:
11.7%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 21 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a four-engine aeroplane, the one engine inoperative climb
gradient is: 4.3%
Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 60 000N Assumed g: 10m/s
For a straight, steady, wings level climb of a twin engine aeroplane, the all engines climb gradient is:
15. 7%
Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 60 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a twin engine aeroplane, the all-engines climb
gradient is: 15.7%
Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 28 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a three-engine aeroplane, the one-engine
inoperative climb gradient is: 2. 9 %
Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 20 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb
gradient is: 7. 7 %
Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 10.; Thrust per engine: 20 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb
gradient is: 6. 0%
Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 60 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a twin engine aeroplane, the one-engine
inoperative climb gradient is: 3. 7 %
Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 10.; Thrust per engine: 30 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb
gradient is: 8. 0 %
Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 28 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb
gradient is: 8.5%
Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 30 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb
gradient is: 9. 7 %
Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 21 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb
gradient is: 8.5%
Given:; Aeroplane mass:50 000kg.; Lift/Drag ratio:12.; Thrust per engine: 60 000N.; Assumed g:
10m/s.; For a straight, steady, wings level climb of a twin engine aeroplane, the all-engines climb
gradient is: 15. 7%
Ground effect has the following influence on the landing distance: INCREASES
Gyroscopic precession of the propeller is induced by: PITCHING AND YAWING
High aspect ratio, as compared with low aspect ratio, has the effect of: DECREASING INDUCED
DRAG AND CRITICAL ANGLE OF ATTACK
High speed buffet is induced by: BOUNDARY LAYER SEPARATION DUE TO SHOCK WAVES
How are the speeds (shown in the figure) at point 1 and point 2 related to the relative wind/airflow V?
V1=O AND V2>V
How can a pilot recognise static stick force stability in an aeroplane during flight? TO MAINTAIN A
SPEED ABOVE THE TRIM SPEED REQUIRES A PUSH FORCE
How can a pilot recognise static stick force stability in an aeroplane during flight? TO MAINTAIN A
SPEED BELOW THE TRIM SPEED REQUIRES A PULL FORCE
How can the designer of an aeroplane with straight wings increase the static lateral stability? BY
INCREASING THE ASPECT RATIO OF THE VERTICAL STABILISER, SHILST MAINTAINING A
CONSTANT AREA
How can wing flutter be prevented? BY LOCATING MASS IN FRONT OF THE TORSION AXIS OF
THE WING
How does positive camber of an aerofoil affect static longitudinal stability ? It has: NO EFFECT,
BACAUSE CAMBER OF THE AIRFOIL PRODUCES A CONSTANT PITCH DOWN MOMENT
COEFFICIENT, INDEPENDENT OF ANGLE OF ATTACK
How does stall speed (IAS) vary with altitude? IT REMAINS CONSTANT AT LOWER ALTITUDES
BUT INCREASES AT HIGHER ALTITUDES DUE TO COMPRESSIBILITY EFFECTS
How does the Mach number change during a climb at constant IAS from sea level to 40,000 ft?
INCREASES WITH INCREASING ALTITUDE
How does the total drag change, in straight and level flight at constant mass, as speed is increased
from the stall speed (VS) to maximum IAS (VNE or VMO)? INITIALLY DECREASES, THEN
INCREASES
How does the total drag vary as speed is increased from stalling speed (VS) to maximum IAS (VNE) in
a straight and level flight at constant weight? DECREASING, THEN INCREASING
How does VA (EAS) alter when the aeroplane's mass decreases by 19%? 10 % LOWER
How does VA (EAS) alter when the aeroplane's mass decreases by 19%? 10 % REDUCTION
How does VMCG change with increasing field elevation and temperature? DECREASES, BECAUSE
THE ENGINE THRUST DECREASES
How is adverse yaw compensated for during entry into and roll out from a turn? DIFFERENTIAL
AILERON DEFLECTION
How is stall warning presented to the pilots of a large transport aeroplane? STICK SHAKER AND/OR
AERODYNAMIC BUFFET
How will the density and static temperature change in a supersonic flow from a position in front of a
shock wave to behind it? DENSITY WILL INCREASE, STATIC TEMPERATURE WILL INCREASE
If a symmetrical aerofoil is accelerated from subsonic to supersonic speed, the aerodynamic centre
will move: AFT OF THE MID CHORD
If an aeroplane carries out a descent at 160 kt IAS and 1000 ft/min vertical speed: WEIGHT IS
GREATER THAN LIFT
If an aeroplane exhibits insufficient stick force per g, this problem can be resolved by installing: A
BOBWEIGHT IN THE CONTROL SYSTEM WHICH PULLS THE STICK FORWARDS
If an aeroplane flies in the ground effect: THE LIFT IS INCREASED AND THE DRAG IS
DECREASED
If flaps are deployed at constant IAS in straight and level flight, the magnitude of tip vortices will
eventually : (flap span less than wing span): DECREASE
If IAS remains constant, the effect of decreasing aeroplane mass is that Mcrit: INCREASES
If in a two-dimensional incompressible and subsonic flow, the streamlines converge the static
pressure in the flow will: DECREASE
If S is the frontal area of the propeller disc, propeller solidity is the ratio of: THE TOTAL FRONT
AREA OF ALL THE BLADES TO S
If the airspeed is doubled, whilst maintaining the same control surface deflection the aerodynamic
force on this control surface will: BECOME FOUR TIMES GREATER
If the airspeed reduces in level flight below the speed for maximum L/D, the total drag of an
aeroplane will: INCREASE BECAUSE OF INCREASED INDUCED DRAG
If the altitude is increased and the TAS remains constant in the troposphere under standard
atmospheric conditions, the Mach number will: INCREASE
If the aspect ratio of a wing increases whilst all other relevant factors remain constant, the critical
angle of attack will: DECREASE
If the continuity equation is applicable, what will happen to the air density (rho) if the cross sectional
area of a tube changes? (low speed, subsonic and incompressible flow): RHO1=RHO2
If the elevator trim tab is deflected up, the cockpit trim indicator presents: NOSE-DOWN
If the lift generated by a given wing is 1000 kN, what will be the lift if the wing area is doubled? 2000
KN
if the Mach number is 0.8 and the TAS is 400 kt, what is the speed of sound? 500 KT
if the Mach number is 0.8 and the TAS is 480 kt, what is the speed of sound? 600 KT
If the Mach number of an aeroplane in supersonic flight is increased, the Mach cone angle will:
DECREASE
If the nose of an aeroplane yaws left, this causes: A ROLL TO THE LEFT
If the propeller pitch of a windmilling propeller is decreased during a glide at constant IAS the
propeller drag in the direction of flight will: INCREASE AND THE RATE OF DESCENT WILL
INCREASE
If the propeller pitch of a windmilling propeller is increased during a glide at constant IAS the
propeller drag in the direction of flight will: DECREASE AND THE RATE OF DESCENT WILL
DECREASE
If the RPM lever of a constant speed propeller is moved forward during a glide with idle power and
whilst maintaining constant airspeed, the propeller pitch will: DECREASE AND THE RATE OF
DESCENT WILL INCREASE
If the stall speed of an aeroplane is 60 kt, at what speed will the aeroplane stall if the load factor is 2?
85 KT
If the static lateral stability of an aeroplane is increased, whilst its static directional stability remains
constant: ITS SENSIVILITY TO DUTCH ROLL INCREASES
If the sum of all the moments in flight is not zero, the aeroplane will rotate about the: CENTRE OF
GRAVITY
If the total sum of moments about one of its axes is not zero, an aeroplane would: EXPERIENCE AN
ANGULAR ACCELERATION ABOUT THAT AXIS
If the wing area is increased, lift will: INCREASE BACAUSE IT IS DIRECTLY PROPORTIONAL TO
WING AREA
If you decrease the propeller pitch during a glide with idle-power at constant IAS the lift to drag ratio
will: DECREASE AND THE RATE OF DESCENT WILL INCREASE
If you increase the propeller pitch during a glide with idle-power at constant IAS the lift to drag ratio
will: INCREASE AND THE RATE OF DESCENT WILL DECREASE
If you pull back the RPM lever of a constant speed propeller during a glide with idle power and
constant speed, the propeller pitch will: INCREASE AND THE RATE OF DESCENT WILL DECREASE
Ignoring downwash effects on the tailplane, extension of Fowler flaps, will produce: A NOSE-DOWN
PITCHING MOMENT
In a co-ordinated horizontal turn, the magnitude of the centripetal force at 45 degrees of bank: IS
EQUAL TO THE WEIGHT OF THE AEROPLANE
In a convergent tube with an incompressible sub-sonic airflow, the following pressure changes will
occur: Ps = static pressure. Pdyn = dynamic pressure. Ptot = total pressure: PS DECREASES, PDYN
INCREASES, PTOT REMAINS CONSTANT
In a skidding turn (the nose pointing inwards), compared with a co-ordinated turn, the bank angle (i)
and the "ball" or slip indicator (ii) are respectively: (I) TOO SMAALL, (II) DISPLACED TOWARDS
THE HIGH WING
In a slipping turn (nose pointing outwards), compared with a co-ordinated turn, the bank angle (i) and
the "ball" or slip indicator (ii) are respectively: (I) TOO LARGE, (II) DISPLACED TOWARD THE LOW
WING
In a stationary subsonic streamline flow pattern, if the streamlines converge, in this part of the
pattern, the static pressure (I) will ...and the velocity (II) will ...: (I) DECREASE, (II) INCREASE
In a steady co-ordinated horizontal turn, lift is: GREATER THAN IN STRAIGHT AND LEVEL FLIGHT,
BECAUSE IT MUST BALANCE THE WEIGHT AND GENERATE THE CENTRIPETAL FORCE
In a steady level, co-ordinated turn, the load factor n and the stall speed VS will be: N GREATER
THAN 1, VS HIGUER THAN IN STRAIGHT AND LEVEL FLIGHT
In a steady straight climb at climb angle 'gamma', the lift of an aeroplane with weight W is
approximately: W*COS(GAMMA)
In a steady, horizontal, co-ordinated turn: THRUST EQUALS DRAG, BECAUSE THERE IS
EQUILIBRIUM OF FORCES ALONG THE DIRECTION OF FLIGHT
In a straight steady descent, which of the following statements is correct? LIFT IS LESS THAN
WEIGHT, LOAD FACTOR IS LESS THAN 1
In a straight, steady climb the thrust must be: GREATER THAN THE DRAG BECAUSE IT MUST
ALSO BALANCE A COMPONENT OF WEIGHT
In case of supersonic flow retarded by a normal shock wave a high efficiency (low loss in total
pressure) can be obtained if the Mach number in front of the shock is: SMALL BUT STILL
SUPERSONIC
In case the Mach trimmer fails: THE MACH NUMBER MOST BE LIMITED
In comparison to a conventional aerofoil section, typical shape characteristics of a supercritical
aerofoil section are: A LARGER NOSE RADIUS, FLATTER UPPER SURFACE AND NEGATIVE AS
WELL AS POSITIVE CAMBER
In general transport aeroplanes with power assisted flight controls are fitted with an adjustable
stabiliser instead of trim tabs on the elevator. This is because: EFFECTIVENESS OF TRIM TABS IS
INSUFFICIENT FOR THOSE AEROPLANES
In general, control forces are reduced by: A HORN BALANCE, SERVO TAB AND SPRING TAB
In general, directional controllability with one engine inoperative on a multi-engine aeroplane is
favourably affected by:; 1. high temperature.; 2. low temperature.; 3. aft CG location.; 4. forward CG
location.; 5. high altitude.; 6. low altitude.; The combination that regroups all of the correct
statements is: 1, 4, 5
In general, directional controllability with one engine inoperative on a multi-engine aeroplane is
adversely affected by:; 1. high temperature.; 2. low temperature.; 3. aft CG location.; 4. forward CG
location.; 5. high altitude.; 6. low altitude.; The combination that regroups all of the correct
statements iS: 2, 3, 6
In general, directional controllability with one engine inoperative on a multi-engine aeroplane is
favourably affected by:; 1. high temperature.; 2. low temperature.; 3. aft CG location.; 4. forward CG
location.; 5. high altitude.; 6. low altitude.; The combination that regroups all of the correct
statements is: 1, 4, 5
In order to fly a rate one turn at a higher airspeed, the bank angle must be: INCREASED AND THE
TURN RADIUS WILL INCREASE
In order to maintain constant speed during a level, co-ordinated turn, compared with straight and
level flight, the pilot must: INCREASE THRUST/POWER AND ANGLE OF ATTACK
In order to maintain straight and level flight at a constant airspeed, whilst the flaps are being
retracted, the angle of attack must be: INCREASED
In order to perform a steady level turn at constant speed in an aeroplane, the pilot must: INCREASE
THRUST/POWER AND ANGLE OF ATTACK
In order to provide an adequate "buffet boundary" at the commencement of the cruise a speed of
1.3Vs is used. At a mass of 120000 kg this is a CAS of 180 knots. If the mass of the aeroplane is
increased to 135000 kg the value of 1.3Vs will be: INCREASE TO 191 KNOTS, DRAG WILL
INCREASE AND AIR DISTANCE PER KG OF FUEL WILL DECREASE
In straight and level flight at a speed of 1.3 VS, the lift coefficient, expressed as a percentage of its
maximum (CLmax), would be: 59%
In straight and level flight, as speed is reduced: THE ELEVATOR IS DEFLECTED FURTHER
UPWARDS AND THE TRIM TAB FURTHER DOWNWARDS
In straight flight, as speed is increased, whilst trimming to keep the stick force zero: THE ELEVATOR
IS DEFLECTED FURTHER DOWNWARDS AND THE TRIM TAB FURTHER UPWARDS
In straight flight, as speed is reduced, whilst trimming to keep the stick force zero: THE ELEVATOR
IS DEFLECTED FURTHER UPWARDS AND THE TRIM TAB FURTHER DOWNWARDS
In supersonic flight aerofoil pressure distribution is: RECTANGULAR
In supersonic flight, all disturbances produced by an aeroplane are: WITHIN A CONICAL ZONE,
DEPENDENT ON THE MACH NUMBER
In supersonic flight, all disturbances produced by an aeroplane are: WITHIN A CONICAL ZONE,
DEPENDENT ON THE MACH NUMBER
In the event of failure of the Mach trimmer: THE MACH NUMBER MUST BE LIMITED
In the transonic range lift will decrease at the shock stall due to the: SEPARATION OF THE
BOUNDARY LAYER AT THE SHOCK WAVES
In the transonic range the aeroplane characteristics are strongly determined by the: MACH NUMBER
In transonic flight the ailerons will be less effective than in subsonic flight because: AILERON
DEFLECTION ONLY PARTLY AFFECT THE PRESSURE DISTRIBUTION AROUND THE WING
In twin engine aeroplanes with propellers turning clockwise as seen from behind: THE LEFT ENGINE
IS THE CRITICAL ENGINE
In what phase of flight are the outboard ailerons (if fitted) not active? CRUISE
In what way do (1) induced drag and (2) parasite drag alter with increasing speed in straight and
level flight? (1) DECREASES AND (2) INCREASES
In what way is the longitudinal stability affected by the degree of positive camber of the aerofoil? NO
EFFECT, BECAUSE CAMBER OF THE AEROFOIL PRODUCES A CONSTANT PITCH DOWN
MOMENT COEFFICIENT, INDEPENDANT OF ANGLE OF ATTACK
In which phase of the take-off is the aerodynamic effect of ice located on the wing leading edge most
critical? THE LAST PART OF THE ROTATION
In which situation would the wing lift of an aeroplane in straight and level flight have the highest
value? FORWARD CENTRE OF GRAVITY AND IDLE THRUST
Increase of wing loading will: INCREASE THE STALL SPEEDS
Increasing air density will have the following effect on the drag of a body in an airstream (angle of
attack and TAS are constant): THE DRAG INCREASES
Increasing dynamic pressure will have the following effect on the total drag of an aeroplane: AT
SPEEDS ABOVE THE MINIMUM DRAG SPEED, TOTAL DRAG INCREASES
Increasing dynamic pressure will have the following effect on the drag of an aeroplane (all other
factors of importance remaining constant): AT SPEEDS GREATER THAN THE MINIMUM DRAG
SPEED, DRAG INCREASES
Increasing the aspect ratio of a wing: DECREASES INDUCED DRAG
Increasing the number of propeller blades will: INCREASE THE MAXIMUM ABSORPTION OF
POWER
Induced drag at constant IAS is affected by: AEROPLANE WEIGHT
Induced drag is created by the: SPAINWISE FLOW PATTERN RESULTING IN THE TIP VORTICES
Induced drag is the result of: DOWNWASH GENERATED BY TIP VORTICES
Induced drag may be reduced by: AN INCREASE IN ASPECT RATIO
Interference drag is the result of: AERODYNAMIC INTERACTION BETWEEN AEROPLANE PARTS
(E.G. WING/FUSELAGE)
Is a transport aeroplane allowed to fly at a higher Mach number than the 'buffet-onset' Mach number
in 1g flight? NO, THIS IS NOT ACCEPTABLE
Just above the critical Mach number the first evidence of a shock wave will appear at the: UPPER
SIDE OF THE WING
Lift is generated when: THE FLOW DIRECTION OF A CERTAIN MASS OF AIR IS CHANGED
Lift is the : COMPONENT OF THE TOTAL AERODYNAMIC FORCE, PERPENDICULAR TO THE
LOCAL FLOW
Load factor is increased by: UPWARD GUSTS
Load factor is: LIFT/WEIGHT
Longitudinal stability is directly influenced by: CENTRE OF GRAVITY POSITION
Longitudinal static stability is created by the fact that the: CENTRE OF GRAVITY IS LOCATED IN
FRONT OF THE NEUTRAL POINT OF THE AEROPLANE
Low speed pitch up is caused by the: OUTWARD DRIFT OF THE BOUNDARY LAYER ON A
SWEPT-BACK WING
Low speed pitch up is caused by the: SPANWISE FLOW ON A SWEPT BACK WING
Low speed pitch-up can be caused by a significant thrust: INCREASE WITH PODDED ENGINES
LOCATED BENEATH A LOW-MOUNTED WING
Mach buffet occurs: AT THE MACH NUMBER AT WHICH SHOCK WAVE INDUCED BOUNDARY
LAYER SEPARATION OCCURS
Mass-balancing of control surfaces is used to: PREVENT FLUTTER OF CONTROL SURFACES
Mcrit is increased by: SWEEPBACK, THIN AEROFOILS AND AREA RULING
Mcrit is the free stream Mach Number at which: SOWHERE ABOUT THE AIRFRAME MACH 1 IS
REACHED LOCALLY
Minimum drag of an aeroplane in straight and level flight occurs at the: MAXIMUM CL-CD RATIO
Negative tail stall is: A SUDDEN REDUCTION IN THE DOWNWARD AERODYNAMIC FORCE ON
THE TAILPLANE
On a jet aeroplane (engines mounted below the low wing) the thrust is suddenly increased. Which of
these statements is correct about the elevator deflection required to maintain zero pitching moment?
THE ELEVATOR MUST BE DEFLECTED DOWNWARD
On a large transport aeroplane, the auto-slat system: EXTENDS THE SLATS AUTOMATICALLY
WHEN A CERTAIN VALUE OF ANGLE OF ATTACK IS EXCEEDED
On a swept wing aeroplane at low airspeed, the "pitch up" phenomenon: IS CAUSED BY WINGTIP
STALL
On a symmetrical aerofoil, the pitching moment for which Cl=0 is: ZERO
On a un-swept wing, when the aerofoil is accelerated from subsonic to supersonic speeds, the
aerodynamic centre : SHIFTS FROM ABOUT 25% TO ABOUT 50% OF THE AIRFOIL CHORD
On a wing fitted with a "fowler" type trailing edge flap, the "Full extended" position will produce: AN
INCREASE IN WING AREA AND CAMBER
On an asymmetrical, single curve aerofoil, in subsonic airflow, at low angle of attack, when the angle
of attack is increased, the centre of pressure will (assume a conventional transport aeroplane): MOVE
FORWARD
One advantage of a movable-stabiliser system compared with an elevator trim system is that: IT IS
MORE EFFECTIVE MEANS OF TRIMMING
One advantage of a supercritical wing aerofoil over a conventional one is: IT ALLOWS A WING OF
INCREASED RELATIVE THICKNESS TO BE USED FOR APPROXIMATELY THE SAME CRUISE
MACH NUMBER
One advantage of mounting the horizontal tailplane on top of the vertical fin is: TO IMPROVE THE
AERODYNAMIC EFFICIENTY OF THE VERTICAL FIN
One disadvantage of wing sweepback is: THE TENDENCY OF THE WINGTIP SECTION TO STALL
PRIOR TO THE WING ROOT SECTION
One important advantage the turbulent boundary layer has over the laminar type is that : IT HAS
LESS TENDECY TO SEPARATE FROM THE SURFACE
One method to compensate adverse yaw is: A DIFERENTIAL AILERON
One of the requirements for positive dynamic stability is: POSITIVE STATIC STABILITY
Outboard ailerons (if present) are normally used: IN LOW SPEED FLIGHT ONLY
Positive static lateral stability is the tendency of an aeroplane to: ROLL TO THE LEFT IN THE CASE
OF A SIDESLIP (WITH THE AIRPLANE NOSE POINTING TO THE LEFT OF THE INCOMING
FLOW)
Positive static longitudinal stability means that a: NOSE-DOWN MOMENT OCCURS AFTER
ENCOUNTERING AN UP-GUST
Positive static stability of an aeroplane means that following a disturbance from the equilibrium
condition: THE INITIAL TENDENCY IS TO RETURN TOWARDS ITR EQUILIBRIUM CONDITION
Positive static stability of an aeroplane means that following a disturbance from the equilibrium
condition: THE INITIAL TENDENCY IS TO RETURN TOWARDS ITS EQUILIBRIUM CONDITION
Propeller blade twist is the: VARYING OF THE BALDE ANGLE FROM THE ROOT TO THE TIP OF A
PROPELLER BLADE
Propeller efficiency is: THE RATIO OF POWER AVAILABLE (THRUST * TAS) TO SHAFT POWER.
(TORQUE*RPM)
Propeller efficiency may be defined as the ratio between: USABLE (POWER AVAILABLE) POWER
OF THE PROPELLER AND SHAFT POWER
Regarding a positively cambered aerofoil section, which statement is correct?; I. The angle of attack
has a positive value when the lift coefficient equals zero.; II. A nose up pitching moment exists when
the lift coefficient equals zero: I IS INCORRECT AND II IS INCORRECT
Regarding a positively cambered aerofoil section, which statement is+L7901 correct? I. The angle of
attack has a negative value when the lift coefficient equals zero. II. A nose down pitching moment
exists when the lift coefficient equals zero: I IS CORRECT AND II IS CORRECT
Regarding a positively cambered aerofoil section, which statement is correct?I. The angle of attack
has a positive value when the lift coefficient equals zero.II. A nose down pitching moment exists when
the lift coefficient equals zero: 1 INCORRECT, 2 CORRECT
Regarding a symmetric aerofoil section, which statement is correct?; I. The angle of attack has a
positive value when the lift coefficient equals zero.; II. The pitching moment is zero when the lift
coefficient equals zero: I IS INCORRECT AND II IS CORRECT
Regarding deep stall characteristics, identify whether the following statements are correct or
incorrect: I. An aeroplane with a low horizontal tail and wings with sweepback is normally prone to
deep stall. II. An aeroplane with a canard is normally prone to deep Stahl: I IS INCORRECT, II IS
INCORRECT
Regarding deep stall characteristics, identify whether the following statements are correct or
incorrect:; I. The combination of a wing with sweepback and a T-tail make an aeroplane prone to deep
stall.; II. A stick shaker system is fitted to an aeroplane that exhibits abnormal stall characteristics: 1
CORRECT, 2 INCORRECT
Regarding deep stall characteristics, identify whether the following statements are correct or
incorrect:; I. A wing with forward sweep and a low horizontal tail makes an aeroplane prone to deep
stall.; II. A stick pusher system can be fitted to an aeroplane that exhibits abnormal stall
characteristics: 1 INCORRECT, 2 CORRECT
Regarding deep stall characteristics, identify whether the following statements are correct or
incorrect:; I. An aeroplane with a low horizontal tail and wings with sweepback is normally prone to
deep stall.; II. An aeroplane with a canard is normally prone to deep Stahl: 1 AND 2 ARE INCORRECT
Regarding deep stall characteristics, identify whether the following statements are correct or
incorrect:; I. A wing with forward sweep and a low horizontal tail makes an aeroplane prone to deep
stall.; II. A stick shaker system is fitted to an aeroplane that exhibits abnormal stall characteristics: 1
AND 2 ARE INCORRECT
Regarding the lift formula, if airspeed doubles, lift will: BE 4 TIMES GREATER
Regarding the lift formula, if density doubles, lift will: ALSO DOUBLE
Regarding the transonic speed range: BOTH SUBSONIC AND SUPERSONIC SPEEDS EXIST IN
THE FLOW AROUND THE AEROPLANE
Rolling is the rotation of the aeroplane about the: LONGITUDINAL AXIS
Rotation about the lateral axis is called: PITCHING
Rotation about the longitudinal axis of an aeroplane can be achieved by: AILERON DEFLECTION
AND/ OR RUDDER DEFLECTION
Rotation around the longitudinal axis is called: ROLLING
Rotation around the normal axis is called: YAWING
Select if the following statements are correct or incorrect.; i. When the propeller tip speed is
supersonic the prop noise doesnt increase.; ii. When the propeller tip speed is supersonic it is less
efficient; I INCORRECT, II CORRECT
Sensitivity for spiral dive will occur when: THE STATIC DIRECTIONAL STABILITY IS POSITIVE
AND THE STATIC LATERAL STABILITY IS RELATIVELY WEAK
Shock induced separation can occur: BEHIND A STRONG NORMAL SHOCK WAVE,
INDEPENDANT OF ANGLE OF ATTACK
Shock induced separation results in: DECREASING LIFT
Shock stall: OCCURS WHEN THE LIFT COEFICIENT, AS A FUNCTION OF MACH NUMBER,
REACHES ITS MAXIMUM VALUE
Slat extension will: INCREASE THE CRITICAL ANGLE OF ATTACK
Slat extension: DELAYS THE STALL TO A HIGHER ANGLE OF ATTACK
Slat or flap asymmetry occurring after either extension or retraction, may have an effect on
controllability since: SLAT ASYMMETRY CAUSES A YAWING MOMENT, WHEREAS FLAP
ASYMMETRY CAUSES A LARGE ROLLING MOMENT
Some aeroplanes have a 'waist' or 'coke bottle' contoured fuselage. This is done to: APPLY AREA
RULE
Spoiler extension causes: AN INCREASE IN DRAG AND DECREASE IN LIFT
Spoilers mounted on the wing upper surface can be used to: ASSIST THE AILERONS
Stall speed (IAS) varies with: WEIGHT
Static directional stability is mainly provided by: THE FIN
Static directional stability is the: TENDENCY OF AN AEROPLANE TO RECOVER FROM A SKID
WITH THE RUDDER FREE
Static lateral stability should not be too large, because: TOO MUCH AILERON DEFLECTION
WOULD BE REQUIRED IN A CROSSWIND LANDING
Static lateral stability should not be too small because: THE AEROPLANE WOULD SHOW TOO
STRONG A TENDECY TO SPIRAL DIVE
Static lateral stability will be decreased by: INCREASING WING ANHEDRAL
Static lateral stability will be decreased by: REDUCING WING SWEEPBACK
Static lateral stability will be decreased by: TO USE OF A LOW, RATHER THAN A HIGH, WING
MOUNTING
Static lateral stability will be increased by: INCREASING WING SWEEPBACK
Static lateral stability will be increased by: REDUCING WING ANHEDRAL
Static lateral stability will be increased by: THE USE OF A HIGH, RATHER THAN LOW, WING
MOUNTING
Static pressure is acts: IN ALL DIRECTIONS
Static stability means that: FOLLOWING A DISTURBANCE FROM THE EQUILIBRIUM CONDITION,
A FORCE AND/OR MOMENT IS GENERATED THAT TENDS TO COUNTER THE EFFECTS OF
THAT DISTURBANCE
Stick force per g: IS DEPENDANT ON CG LOCATION
Stick forces, provided by an elevator feel system, depend on: ELEVATOR DEFLECTION, DYNAMIC
PRESSURE
Sweepback of a wing positively influences:1. static longitudinal stability.2. static lateral stability.3.
dynamic longitudinal stability.The combination that regroups all of the correct statements is: 2
Taper ratio of a wing is the ratio between: TIP CHORD AND ROOT CHORD
The "short period mode" is an: OSCILLATION ABOUT THE LATERAL AXIS
The (1) stick force stability and the (2) manoeuvre stability are positively affected by: (1) FORWARD
CG MOVEMENT (2) FORWARD CG MOVEMENT
The (subsonic) static pressure: DECREASES IN A FLOW IN A TUBE WHEN THE DIAMETER
DECREASES
The additional increase in drag at Mach numbers above the critical Mach number is due to: WAVE
DRAG
The aerodynamic centre of a wing is the point relative to which: ASSUMING NO FLOW
SEPARATION, THE PITCHING MOMENT COEFFICIENT DOES NOT CHANGE WITH VARYING
ANGLE OF ATTACK
The aerodynamic centre of the wing is the point, where: THE PITCHING MOMENT COEFFICIENT
DOES NOT VARY WITH ANGLE OF ATTACK
The aerodynamic contribution to the static longitudinal stability of the nacelles of aft fuselage
mounted engines is: POSITIVE
The aerodynamic drag of a body, placed in a certain airstream depends amongst others on: THE
AIRSTREAM VELOCITY
The aerofoil polar is: A GRAPH OF THE RELATION BETWEEN THE LIFT COEFFICIENT AND THE
DRAG COEFFICIENT
The aeroplane drag in straight and level flight is lowest when the: PARASITE DRAG IS EQUAL TO
INDUCED DRAG
The aeroplane motion, schematically illustrated in the annex, is an example of a dynamically:
UNSTABLE PERIODIC MOTION
The aft CG limit can be determined by the: MINIMUM ACCEPTABLE STATIC LONGITUDINAL
STABILITY
The aft movement of the centre of pressure during the acceleration through the transonic flight
regime will: INCREASE THE STATIC LONGITUDINAL STABILITY
The airload on the horizontal tailplane (tailload) of an aeroplane in straight and level cruise flight: IS
IN GENERAL DIRECTED DOWNWARDS AND WILL BECOME LESS NEGATIVE WHEN THE C. G.
MOVES AFT
The angle between the aeroplane longitudinal axis and the chord line is the: ANGLE OF INCIDENSE
The angle between the airflow (relative wind) and the chord line of an aerofoil is: ANGLE OF
ATTACK
The angle of attack for a propeller blade is the angle between the blade chord line and the: LOCAL
AIR SPEED VECTOR
The angle of attack of a fixed pitch propeller blade increases when: RPM INCREASES AND
FORWARD VELOCITY DECREASES
The angle of attack of a propeller blade element is the angle between the blade element chord line
and the: RESULTANT AIR SPEED VECTOR
The angle of attack of a rotating propeller blade element shown in the annex is: ANGLE 1
The angle of attack of a rotating propeller blade element shown in the annex is: ANGLE 1
The angle of attack of a two dimensional wing section is the angle between: THE CHORD LINE OF
THE AIRFOIL AND THE FREE STREAM DIRECTION
The angle of attack of a wing profile is defined as the angle between: THE UNDISTURBED
AIRFLOW AND THE CHORDLINE
The angle of attack of an aerofoil section is defined as the angle between the: UNDISTURBED
AIRFLOW AND THE CHORD LINE
The angle of attack of an aerofoil section is the angle between the: CHORD LINE AND THE
RELATIVE UNDISTURBED AIRFLOW
The application of the area rule on aeroplane design will decrease the: WAVE DRAG
The asymmetric blade effect on an single engine aeroplane with a clockwise rotating propeller:
PRODUCES LEFT YAW
The bank angle in a rate-one turn depends on: TAS
The blade angle of a propeller is usually referenced at: 75% OF BLADE RADIUS
The blade angle of a rotating propeller blade element shown in the annex is: ANGLE 2
The blade angle of a rotating propeller blade element shown in the annex is:; ANGLE 2
The boundary layer of a wing is: A LAYER ON THE WING IN WHICH THE STREAM VELOCITY IS
LOWER THAN THE FREE STREAM VELOCITY
The boundary layer of a wing is: A LAYER ON THE WING IN WHICH THE STREAM VELOCITY IS
LOWER THAN THE FREE STREAM VELOCITY
The bow wave will first appear at: A MACH NUMBER JUST ABOVE M=1
The centre of gravity moving aft will: INCREASE THE ELEVATOR UP EFFECTIVENESS
The CG of an aeroplane is in a fixed position forward of the neutral point. Which of these statements
about the stick force stability is correct? AN INCREASE OF 10 KT FROM THE TRIMMED POSITION
AT LOW SPEED HAS MORE EFFECT ON THE STICK FORCE,THAN AN INCREASE OF 10 KT
FROM THE TRIMMED POSITION AT HIGH SPEED
The CG of an aeroplane is in a fixed position forward of the neutral point. Which of these statements
about the stick force stability is correct? AN INCREASE OF 10 KT FROM THE TRIMMED POSITION
AT HIGH SPEED HAS LESS EFFECT ON THE STICK FORCE, THAN AN INCREASE OF 10 KT
FROM THE TRIMMED POSITION AT LOW SPEED
The Cl - alpha curve of a positive cambered aerofoil intersects with the vertical axis of the Cl - alpha
graph: ABOVE THE ORIGIN
The consequences of exceeding Mcrit in a swept-wing aeroplane may be: (assume no corrective
devices, straight and level flight): BUFFETING OF THE AEROPLANE AND A TENDECY TO PITCH
DOWN
The contribution of swept back wings to static directional stability: IS POSITIVE
The contribution of the wing to the static longitudinal stability of an aeroplane: DEPENDS ON CG
LOCATION RELATIVE TO THE WING.
The contribution of wing sweep back to static directional stability is: POSITIVE
The contribution to the static directional stability of a straight wing with high aspect ratio and without
dihedral: IS ALWAYS NEGLIGIBLE
The correct drag formula is: D= CD RHO V2S
The correct sequence of cross-sections representing propeller blade twist is: SEQUENCE 1
The correct sequence of cross-sections representing propeller blade twist is: SEQUENCE 3
The correct sequence of cross-sections representing propeller blade twist is: SEQUENCE 4
The correct sequence of cross-sections representing propeller blade twist is: SEQUENCE 2
The critical angle of attack: REMAINS UNCHANGED REGARDLESS OF GROOS WEIGHT
The critical Mach number can be increased by: SWEEPBACK OF THE WINGS
The critical Mach number of an aerofoil is the free stream Mach number at which: SONIC SPEED
(M=1) IS FIRST REACHED ON THE UPPER SURFACE
The critical Mach Number of an aeroplane can be increased by: SWEEPBACK OF THE WINGS
The critical Mach number of an aeroplane is the free stream Mach number that produces the first sign
of: LOCAL SONIC FLOW
The critical Mach number of an aeroplane is the Mach number: ABOVE WHICH, LOCALLY
SUPERSONIC FLOW EXISTS SOMEWHERE OVER THE AEROPLANE
The descent angle of a given aeroplane in a steady wings level glide has a fixed value for a certain
combination of: (ignore compressibility effects and assume zero thrust) CONFIGURATION AND
ANGLE OF ATTACK
The diagram representing a feathered propeller is: DIAGRAM 3
The diagram shows the parameter X versus TAS. If a horizontal flight is considered the axis X shows:
THE INDUCED DRAG
The diagram that correctly represents the aerodynamic forces acting on a propeller in reverse thrust
is: DIAGRAM 2
The diagram that correctly represents the aerodynamic forces acting on a propeller in normal flight
is: DIAGRAM 1
The diagram that correctly represents the aerodynamic forces acting on a windmilling propeller is:
DIAGRAM 4
The diagram that correctly represents the propeller in the feathered position is: DIAGRAM 3
The diagram the letter which correctly represents the Angle of Advance (Helix Angle) is: D
The difference between a propeller's blade angle and its angle of attack is called: THE HELIX ANGLE
The difference between IAS and TAS will: DECREASE WITH DECREASING ALTITUDE
The difference between the effects of slat and flap asymmetry is that: ("large" in the context of this
question means not or hardly controllable by normal use of controls) FLAP ASYMMETRY CAUSES A
LARGE ROLLING MOMENT AT ANY SPEED WHEREAS SLAT ASYMETRIC CAUSES A LARGE
DIFFERENCE IN CLMAX
The effect of a positive wing sweep on static directional stability is as follows: STABILIZING EFFECT
The effect of a ventral fin on the static stability of an aeroplane is as follows :; (1=longitudinal,
2=lateral, 3=directional): 1: NO EFFECT, 2: NEGATIVE, 3: POSITIVE
The effect of a wing with sweepback on static directional stability is as follows: STABILIZING
EFFECT
The effect of increasing angle of sweep is: AN INCREASE IN THE CRITICAL MACH NUMBER
The effect of the wing downwash on the static longitudinal stability of an aeroplane is: NEGATIVE
The effect on static lateral stability of an aeroplane with a high wing as compared with a low wing is:
A POSITIVE DIHEDRAL EFFECT
The effect on static stability of an aeroplane with a high wing as compared to a low wing is: A
POSSITIVE DIHEDRAL EFFECT
The effective pitch of a propeller is the: ACTUAL DISTANCE A PROPELLER ADVANCES IN ONE
REVOLUTION
The effects of very heavy rain (tropical rain) on the aerodynamic characteristics of an aeroplane are:
DECREASE OF CLMAX AND INCREASE OF DRAG
The elevator deflection required for a given manoeuvre will be: LARGER FOR A FORWARD CG
POSITION WHEN COMPARED TO AN AFT POSITION
The elevator deflection required for a given manoeuvre will be: LARGE AT LOW IAS WHEN
COMPARED TO HIGH IAS
The elevator deflection required for a given manoeuvre will be: SMALLER AT HIGH IAS WHEN
COMPARED TO LOW IAS
The elevator deflection required for a given manoeuvre will be: SMALLER FOR A AFT CG POSITION
WHEN COMPARED TO AN FORWARD POSITION
The extreme right limitation for both gust and manoeuvre diagrams is created by the speed: VD
The flight Mach number is 0.8 and the TAS is 400 kts. The speed of sound is: 500 KTS
The following factors increase stall speed: AN INCREASE IN LOAD FACTOR, A FORWARD CG
SHIFT, DECREASE IN THRUST
The following unit of measurement: kgm/s is expressed in the SI-system as: NEWTON
The forces of lift and drag on an aerofoil are, respectively, normal and parallel to the: RELATIVE
WIND/AIRFLOW
The formula for the Mach Number is: (a= speed of sound) M=TAS/A
The four forces acting on an aeroplane in level flight are: THRUST, LIFT, DRAG AND WEIGHT
The frontal area of a body, placed in a certain airstream is increased by a factor 3. The shape will not
alter. The aerodynamic drag will increase with a factor: 3
The function of ailerons is to rotate the aeroplane about the: LONGITUDINAL AXIS
The function of the slot between an extended slat and the leading edge of the wing is to: CAUSE A
VENTURI EFFECT WHICH ENERGIZES THE BOUNDARY LAYER
The function of the stick pusher is: TO ACTIVATE AND PUSH THE STICK FORWARD AT OR
BEYOND A CERTAIN VALUE OF ANGLE OF ATTACK
The fundamental difference between the aerodynamic characteristics of two and three-dimensional
flow is that, in a three-dimensional flow about a wing: A SPANWISE COMPONENT EXISTS IN
ADITTION TO THE CHORDWISE SPEED COMPONENT
The geometric pitch of a propeller is the: THEORETICAL DISTANCE A PROPELLER WOULD
ADVANCE IN ONE REVOLUTION AT ZERO BLADE ANGLE OS ATTACK
The gust load factor due to a vertical upgust increases when: THE GRADIENT OF THE CL-ALPHA
INCREASES
The helix or advance angle of a rotating propeller blade element shown in the annex is: ANGLE 3
The high lift device shown in the figure below is a: KRUEGER FLAP
The high lift device shown in the figure is a: SLAT
The increase in stall speed (IAS) with increasing altitude is due to: COMPRESSIBILITY EFFECTS
The induced angle of attack is the result of: DOWNWASH DUE TO TIP VORTICES
The induced angle of attack is: THE ANGLE BY WHICH THE RELATIVE AIRFLOW IS DEFLECTED
DUE TO DOWNWASH
The induced drag coefficient, CDi is proportional with: CL2
The induced drag: INCREASES AS THE LIFT COEFFICIENT INCREASES
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.42. An increase in angle of
attack of 1 degree increases CL by 0.1. A vertical up gust instantly changes the angle of attack by 3
degrees. The load factor will be: 1.71
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.35. An increase in angle of
attack of 1 degree would increase CL by 0.079. If a vertical gust instantly changes the angle of attack
by 2 degrees, the load factor will be: 1.45
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.4. An increase in angle of
attack of 1 degree will increase CL by 0.09. A vertical up gust instantly changes the angle of attack by
5 degrees. The load factor will be: 2.13
The lift coefficient Cl versus angle of attack curve of a negatively cambered aerofoil section
intersects the vertical axis of the graph: BELOW THE ORIGIN
The lift coefficient Cl versus angle of attack curve of a negatively cambered aerofoil section
intersects the horizontal axis of the graph: TO THE RIGHT OF THE ORIGIN
The lift coefficient Cl versus angle of attack curve of a positively cambered aerofoil section intersects
the horizontal axis of the graph: TO THE LEFT OF THE ORIGIN
The lift coefficient Cl versus angle of attack curve of a symmetrical aerofoil section intersects the
vertical axis of the graph: AT THE ORIGIN
The lift force, acting on an aerofoil: (no flow separation): IS MAINLY CAUSED BY SUCTION ON THE
UPPERSIDE OF THE AEROFOIL
The lift formula can be written as: (rho = density): L=CL 1/2RHO*V2*S
The lift formula is: (rho = density): L=CL RHO V2S
The lift of an aeroplane of weight W in a constant linear climb with a climb angle (gamma) is
approximately: WCOS.GAMMA
The lift to drag ratio determines the: HORIZONTAL GLID DISTANCE FROM A GIVEN ALTITUDE AT
ZERO WIND AND ZERO THRUST
The lift- and drag forces, acting on a wing cross section: DEPEND N THE PRESSURE
DISTRIBUTION ABOUT THE WING CROOS SECTION
The load factor is greater than 1 (one): WHEN LIFT IS GREATER THAN WEIGHT
The location of the centre of pressure of a positively cambered aerofoil section at increasing angle of
attack will: SHIFT FORWARD
The loss of total pressure in a shock wave is due to the fact that: KINETIC ENERGY IN THE FLOW
IS CONVERTED INTO HEAT ENERGY
The Mach number is the ratio between the: TAS OF THE AEROPLANE AND SPEED OF SOUND OF
THE UNDISTURBED FLOW
The Mach number is the ratio between the: TAS OF THE AEROPLANE AND THE SPEED OF
SOUND OF THE UNDISTURBED FLOW
The Mach trim system will prevent: TUCK UNDER
The Mach trim system will: ADJUST THE STABILISER, DEPENDING ON THE MACH NUMBER
The Mach-trim function is installed on most commercial jets in order to minimize the adverse effects
of: CHANGES IN THE POSITION OF CENTRE OF PRESSURE
The main function of a trailing edge flap is to: INCREASE THE MAXIMUM LIFT COEFICIENT OF
THE WING
The main purpose of a boundary-layer fence on a swept wing is to: IMPROVE THE LOW SPEED
HANDLING CHARACTERISTICS
The manoeuvrability of an aeroplane is best when the: CG IS ON THE AFT CG LIMIT
The manoeuvre stability of a large jet transport aeroplane is 280 N/g. What stick force is required, if
the aeroplane is pulled to the limit manoeuvring load factor from a trimmed horizontal straight and
steady flight? (cruise configuration): UNDEFINED
The manoeuvring speed VA, expressed as indicated airspeed, of a transport aeroplane: DEPENDS
ON AEROPLANE MASS AND PRESSURE ALTITUDE
The maximum acceptable cruising altitude is limited by a minimum acceptable loadfactor because
exceeding that altitude: TURBULENCE MAY INDUCE MACH BUFFET
The maximum aft position of the centre of gravity is, amongst others, limited by the: REQUIRED
MINIMUM VALUE OF THE STICK FORCE PER G
The maximum ground distance during a glide with zero thrust decreases: IN A HEADWIND AT A
CONSTANT AIRPLANE MASS COMPARED WITH ZERO WIND
The maximum ground distance during a glide with zero thrust increases: IN A TAILWIND AT A
CONSTANT AEROPLANE MASS COMPARED WITH ZERO WIND
The Mean Aerodynamic Chord (MAC) for a given wing of any planform is: THE CHORD OF A
RECTANGULAR WING WITH THE SAME MOMENT AND LIFT
The mean geometric chord of a wing is the: WING AREA DIVIDED BY THE WING SPAN
The most aft CG location may be limited by:; 1. insufficient stick force stability.; 2. insufficient flare
capability.; 3. excessive in-flight manoeuvrability.; 4. insufficient in-flight manoeuvrability.; The
combination that regroups all of the correct statements is: 1, 3
The most forward CG location may be limited by: 1. insufficient flare capability. 2. excessive in-flight
manoeuvrability. 3. insufficient in-flight manoeuvrability.The combination that regroups all of the
correct statements is: 1. 3
The most important factor determining the required position of the Trimmable Horizontal Stabiliser
(THS) for take off is the: POSITION OF THE AEROPLANES CENTRE OF GRAVITY
The most important problem of ice accretion on a transport aeroplane during flight is: REDUCTION
IN CLMAX
The movement of the aerodynamic centre of the wing when an aeroplane accelerates through the
transonic range causes: AN INCREASE IN STATIC LONGITUDINAL STABILITY
The neutral point of an aeroplane is the point where: THE AEROPLANE BECOMES
LONGITUDINALLY UNSTABLE WHEN THE CG IS MOVED BEYOND IT IN AN AFT DIRECTION
The parameters that can be read from the aeroplane parabolic polar curve are the: MINIMUM GLIDE
ANGLE AND THE PARASITE DRAG COEFFICIENT
The pitch angle is defined as the angle between the: LONGITUDINAL AXIS AND THE HORIZONTAL
PLANE
The pitch up effect of an aeroplane with swept back wing in a stall is due to the: WING TIP
STALLING FIRST
The pitch up tendency of an aeroplane with swept back wings during a stall is caused by the:
FORWARD MOVEMENT OF THE CENTRE OF PRESSURE
The pitching moment versus angle of attack line in the diagram, which corresponds to a CG located
at the neutral point of of a given aeroplane at low and moderate angles of attack is: LINE 2
The point in the annex showing zero lift is: POINT A
The point in the diagram giving the lowest speed in unaccelerated flight is: POINT 4
The point in the figure corresponding to CL for minimum horizontal flight speed is: POINT D
The point on the diagram corresponding to the minimum value of drag is: POINT 2
The point on the diagram corresponding to the minimum value of the drag coefficient is: POINT 1
The point, where the aerodynamic lift acts on a wing is: THE CENTRE OF PRESSURE
The point, where the single resultant aerodynamic force acts on an aerofoil, is called: CENTRE OF
PRESSURE
The polar curve of an aerofoil section is a graphic relationship between: CL AND CD
The polar curve of an aerofoil section is a graphic relationship between: LIFT COEFFICIENT CI AND
DRAG COEFFICIENT CD
The position of the centre of pressure on an aerofoil of an aeroplane cruising at supersonic speed
when compared with that at subsonic speed is: FURTHER AFT
The positive manoeuvring limit load factor for a large transport aeroplane with flaps extended is: 2.0
The positive manoeuvring limit load factor for a light aeroplane in the utility category in the clean
configuration is: 4.4
The primary purpose of dihedral is to: INCREASE STATIC LATERAL STABILITY
The purpose of a dorsal fin is to: MAINTAIN STATIC DIRECTIONAL STABILITY AT LARGE
SIDESLIP ANGLES
The purpose of correctly setting the leading and trailing edge devices on the wing of an aeroplane
during take-off, approach and landing is to: REDUCED STALL SPEED, INCREASE CLMAX WITH
MINIMUM INCREASE IN DRAG FOR TAKE-OFF, BUT WITH A RELATIVALY HIGH DRAG FOR
APPROACH AND LANDING
The reference section of a propeller blade with radius R is usually taken at a distance from the
propeller axis equal to: 0. 75 R
The regime of flight from the critical Mach number up to approximately M = 1.3 is called the:
TRANSONIC RANGE
The relationship between induced drag and the aspect ratio is: A DECREASE IN THE ASPECT
RATIO INCREASES THE INDUCED DRAG
The relationship between the stall speed VS and VA (EAS) for a large transport aeroplane can be
expressed in the following formula: (SQRT= square root): VA>=VS* SQRT (2.5)
The relative thickness of an aerofoil is expressed in: % CHORD
The sensor of a stall warning system can be activated by a change in the location of the:
STAGNITION POINT
The sequence which correctly represents blade twist at the given sections is: SEQUENCE 4
The shape of the gust load diagram is also determinated by the following three vertical speed in ft/s
(clean configuration) : 25, 50, 6
The SI unit of measurement for density is: KG/M3
The SI unit of measurement for pressure is: N/M2
The SI units of air density (I) and force (II) are: (I) KG/M3, (II) N
The significance of VA for jet transport aeroplanes is reduced at high cruising altitudes because:
BUFFET ONSET LIMITATIONS NORMALLY BECOME LIMITING
The sonic boom of an aeroplane flying at supersonic speed is created by: SHOCK WAVES AROUND
THE AEROPLANE
The span-wise flow is caused by the difference between the air pressure on top and beneath the wing
and its direction of movement goes from: BENEATH TO THE TOP OF THE WING VIA THE WING
TIP
The span-wise flow on an unswept wing is from the: LOWER TO THE UPPER SURFACE VIA THE
WING TIP
The speed for minimum glide angle occurs at an angle of attack that corresponds to: (assume zero
thrust): (CL/CD) MAX
The speed for minimum glide angle occurs at an angle of attack that corresponds to: ; (assume zero
thrust; ^ K denotes power of K): (CL/CD) MAX
The speed of sound is determined only by: TEMPERATURE
The speed range between high- and low speed buffet: INCREASES DURING A DESCENT AT A
CONSTANT IAS
The speed range from approximately M=1.3 to approximately M=5 is called the: SUPERSONIC
RANGE
The stall speed (IAS) will change according to the following factors: MAY INCREASE WITH
ALTITUDE, ESPECIALLY HIGH ALTITUDE, WILL INCREASE DURING ICING CONDITIONS AND
WILL INCREASE WHEN THE C.G. MOVES FORWARD
The stall speed decreases:(all other relevant factors are constant): WHEN, DURING A
MANOEUVRE, THE AEROPLANE NOSE IS SUDDENLY PUSHED FIRMLY DOWNWARDS (E.G. AS
IN A PUSH OVER)
The stall speed in a 60 banked turn increases by the following factor: 1.41
The stall speed increases, when: (all other factors of importance being constant) PULLING OUT OF
A DIVE
The stall speed line in the manoeuvring load diagram runs through a point where the: SPEED= VA.
LOAD FACTOR= LIMIT LOAD FACTOR
The stall speed line in the manoeuvring load diagram runs through a point where the: SPEED= VS,
LOAD FACTOR=+1
The stall speed lines in the manoeuvring load diagram originate from a point where the: SPEED=0,
LOAD FACTOR=0
The stall speed: INCREASES WITH AN INCREASED WEIGHT
The stalling speed in IAS will change according to the following factors: INCREASE DURING TURN,
INCREASED MASS AND FORWARD C.G. LOCATION
The stalling speed in IAS will change according to the following factors: MAY INCREASE DURING
TURBULENCE AND WILL ALWAYS INCREASE WHEN BANKING IN A TURN
The stick force per g of a heavy transport aeroplane is 300 N/g.
The stick shaker stalling is taken from: IAS
The subsonic speed range: ENDS AT MCRIT
The tab in the figure represents: A BALANCE TAB THAT ALSO FUNCTIONS AS A TRIM TAB
The tab in the figure represents: A SERVO TAB
The tendency to Dutch roll increases when: THE STATIC LATERAL STABILITY INCREASES
The term angle of attack in a two dimensional flow is defined as: THE ANGLE BETWEEN THE WING
CHORD LINE AND THE DIRECTION OF THE RELATIVE WIND/AIRFLOW
The terms "q" and "S" in the lift formula are: DYNAMIC PRESSURE AND THE AREA OF THE WING
The torque effect during the take off run in respect of a right hand propeller, when viewed from
behind, will tend to: ROLL THE AIRPLANE TO THE LEFT
The torque reaction of a rotating fixed pitch propeller will be greatest at: LOW AEROPLANE SPEED
AND MAXIMUM ENGINE POWER
The total drag of a three dimensional wing consists of: INDUCED DRAG AND PARASITE DRAG
The total drag of an aerofoil in two dimensional flow comprises: PRESSURE DRAG AND SKIN
FRICTION DRAG
The trailing edge flaps when extended : DEGRADE THE BEST ANGLE OF GLIDE
The transition point is the point where: THE BOUNDARY LAYER CHANGES FROM LAMINAR TO
TURBULENT
The transition point is where the boundary layer changes from: LAMINAR INTO TURBULENT
The true airspeed (TAS) is: LOWER THAN THE INDICATED AIRSPEED(IAS) AT ISA CONDITIONS
AND ALTITUDES BELOW SEA LEVEL
The type of stall that has the largest associated angle of attack is: A DEEP STALL
The unit of measurement for density is: KG/M3
The unit of measurement of pressure is: PSI
The units of wing loading (I) W / S and (II) dynamic pressure q are: (I) N/M2, (II) N/M2
The use of a slot in the leading edge of the wing enables the aeroplane to fly at a slower speed
because: IT DELAYS THE STALL AT A HIGHER ANGLE OF ATTACK
The value of the induced drag of an aeroplane in straight and level flight at constant mass varies
linearly with: 1/V2
The value of the manoeuvre stability of an aeroplane is 150 N/g. The stick force required to achieve a
load factor of 2,5 from steady level flight is: 225 N
The value of the parasite drag in straight and level flight at constant weight varies linearly with the:
SQUARE OF THE SPEED
The vane of a stall warning system with a flapper switch is activated by the change of the:
STAGNITION POINT
The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in:
FIGURE 4
The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in:
FIGURE 1
The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in:
FIGURE 3
The wing of an aeroplane will never stall at low subsonic speeds as long as.... THE ANGLE OF
ATTACK IS SMALLER THAN THE VALUE AT WHICK THE STALL OCCURS
To increase the critical Mach number a conventional aerofoil should: HAVE A LOW THICKNESS TO
CHORD RATIO
Total drag is the sum of: PARASITE DRAG AND INDUCED DRAG
Total pressure is: (rho = density): STATIC PRESSURE PLUS DYNAMIC PRESSURE
Trailing edge flap extension will: DECREASE THE CRITICAL ANGLE OF ATTACK AND INCREASE
THE VALUE OF CL MAX
Trailing edge flaps once extended: DEGRADE THE BEST ANGLE OF GLIDE
True airspeed (TAS) is: LOWER THAN THE INDICATED AIRSPEED (IAS) AT ALTITUDES BELOW
SEA LEVEL, UNDER ISA CONDITIONS
Ttotal pressure is: STATIC PRESSURE PLUS THE DYNAMIC PRESSURE
Tuck under will happen: ONLY ABOVE THE CRITICAL MACH NUMBER
Turning motion in a steady, level co-ordinated turn is created by: THE CENTRIPETAL FORCE
Two identical aeroplanes A and B, with the same mass, are flying steady level co-ordinated 20
degree bank turns. If the TAS of A is 130 kt and the TAS of B is 200 kt: THE LIFT COEFICIENT OF A
IS GREATER THAN THAT OF B
Two identical aeroplanes A and B, with the same mass, are flying steady level co-ordinated 20
degree bank turns. If the TAS of A is 130 kt and the TAS of B is 200 kt: THE TURN RADIUS OF A IS
LESS THAN THAT OF B
Two identical aeroplanes A and B, with the same mass, are flying steady level co-ordinated 20
degree bank turns. If the TAS of A is 130 kt and the TAS of B is 200 kt: THE LOAD FACTOR OF A
AND B ARE THE SAME
Two identical aircraft A and B, with the same mass, are flying steady level co-ordinated 20 degree
bank turns. If the TAS of A is 130 kt and that of B is 200 kt: THE RATE OF TURN OF A IS GREATER
THAN THAT OF B
Two methods to increase the critical Mach number are: THIN AEROFOILS AND SWEEPBACK OF
THE WING
Upon extension of a spoiler on a wing: CD IS INCREASED AND CL IS DECREASED
Upon extension of Fowler flaps whilst maintaining the same angle of attack: CL AND CD INCREASE
Upon wing spoiler extension in straight and level flight, if the speed and load factor remain constant:
CD INCREASES BUT CL REMAINS UNAFFECTED
Upon wing spoiler extension in straight and level flight, if the speed and load factor remain constant:
DRAG INCREASES BUT LIFT REMAINS UNAFFECTED
Upward deflection of a trim tab in the longitudinal control results in: THE STICK POSITION
STABILITY REMAINING CONSTANT
VA is: THE MAXIMUM SPEED AT WHICH MAXIMUM ELEVATOR DEFLECTION UP IS ALLOWED
VLE is defined as the: MAXIMUM LANDING GEAR EXTENDED SPEED
VMCA is certified with a bank angle of not more than 5 towards the operating engine (live engine
low) because: ALTHOUGHT MORE BANK REDUCES VMCA, TOO MUCH BANK MAY LEAD TO FIN
STALL
VMCA is the minimum speed at which directional control can be maintained when, amongst others:;
1. maximum take-off thrust was set and is maintained on the remaining engines.; 2. a sudden engine
failure occurs on the most critical engine.; 3. flaps are in any position.; 4. the gear is either up or
down.; 5. the aeroplane is either in or out of ground effect.; The combination that regroups all of the
correct statements is: 1 AND 2 ARE CORRECT
VMCL is the: MINIMUM CONTROL SPEED APPROACH AND LANDING
VMO: SHOULD BE NOT GREATER THAN VC
Vortex generators mounted on the upper wing surface will: DECREASE THE SHOCK WAVE
INDUCED SEPARATION
Vortex generators on the upper side of the wing surface will: DECREASE SHOCK WAVE INDUCED
FLOW SEPARATION
Vortex generators on the upper side of the wing: DECREASE WAVE DRAG
Vortex generators: TRANSFER ENERGY FROM THE FREE AIRFLOW INTO THE BOUNDARY
LAYER
VRA is: THE RECOMENDED TURBULENCE PENETRATION AIRSPEED
What are the primary roll controls on a conventional aeroplane? THE AILERONS
What can happen to the aeroplane structure flying at a speed just exceeding VA? IT MAY SUFFER
PERMANENT DEFORMATION IF THE ELEVATOR IS FULLY DEFLECTED UPWARDS
What data may be obtained from the Buffet Onset Boundary chart? THE VALUES OF THE MACH
NUMBER AT WHICH LOW SPEED AND MACH BUFFET OCCUR AT DIFFERENT WEIGHTS AND
ALTITUDES
What decreases the maximum ground distance during a glide with zero thrust? A HEADWIND WITH
CONSTANT AEROPLANE MASS
What factors determine the distance travelled over the ground of an aeroplane in a glide? THE WIND
AND THE LIFT/DRAG RATIO, WHICH CHANGES WITH ANGLE OF ATTACK
What increases the stalling angle of attack? Use of: SLATS
What is the approximate diameter of a steady, level, co-ordinated turn with a bank angle of 30
degrees and a speed (TAS) of 500 kt? 23 KM
What is the approximate radius of a steady horizontal co-ordinated turn at a bank angle of 45 and a
TAS of 200 kt? 1 KM
What is the approximate radius of a steady, level, co-ordinated turn with a bank angle of 30 degrees
and a TAS of 500 kt? 12 KM
What is the approximate value of the lift of an aeroplane at a gross weight of 50000 N, in a horizontal
co-ordinated 45 degrees banked turn? 70000 N
What is the correct relationship between the true airspeed for (i) minimum sink rate and (ii) minimum
glide angle, at a given altitude? (I) IS LESS THAN (II)
What is the effect of aeroplane mass on shock wave intensity at constant Mach number?
INCREASING MASS INCREASES SHOCK WAVE INTENSITY
What is the effect of an aft shift of the centre of gravity on (1) static longitudinal stability and (2) the
required control deflection for a given pitch change? (1) REDUCES (2) REDUCES
What is the effect of elevator trim tab adjustment on the static longitudinal stability of an aeroplane?
NO EFFECT
What is the effect of exceeding Mcrit on the stick force stability of an aeroplane with swept-back
wings without any form of stability augmentation? A DECREASE, DUE TO LOSS OF LIFT IN THE
WING ROOT AREA
What is the effect of high aspect ratio of an aeroplane's wing on induced drag? IT IS REDUCED
BECAUSE THE EFFECT OF WING-TIP VORTICES IS REDUCED
What is the effect of winglets on the drag of the wing? INCREASE PARASITE DRAG, DECREASE
INDUCED DRAG
What is the effect on an aeroplane''s characteristics of extending Fowler flaps to their fully extended
position? WING AREA AND CAMBER INCREASE
What is the effect on induced drag of an increase in aspect ratio? INDUCED DRAG DECREASES,
BECAUSE THE EFFECT OF TIP VORTICES DECREASES
What is the effect on induced drag of mass and speed changes? (all other factors of importance
remaining constant): DECREASES WITH INCREASING SPEED AND DECREASING MASS
What is the effect on landing speed when a trimmable horizontal stabiliser jams at high IAS? IN
MOST CASES, A HIGHER THAN NORMAL LANDING SPEED IS REQUIRED
What is the fundamental difference between a trim tab and a servo tab? THE PURPUSE OF A TRIM
TAB IS TO REDUCE CONTINUOUS STICK FORCE TO ZERO, A SERVO TAB ONLY REDUCES
STICK FORCE
What is the heading change after 10 seconds of an aeroplane performing a rate one turn? 30
DEGREES
What is the highest speed possible without supersonic flow over the wing? CRITICAL MACH
NUMBER
What is the influence of decreasing aeroplane weight on Mcrit at constant IAS? MCRIT INCREASES
AS A RESULT OF LFYING AT A SMALLER ANGLE OF ATTACK
What is the limit load factor of a large transport aeroplane? 2.5
What is the most effective flap system? FOWLER FLAP
What is the position of the elevator in relation to the trimmable horizontal stabiliser of an aeroplane
with fully hydraulically operated flight controls that is in trim? ELEVATOR DEFLECTION IS ZERO
What is the position of the elevator in relation to the trimmable horizontal stabiliser of a power
assisted aeroplane that is in trim? THE POSITON DEPENDS ON SPEED, THE POSITION OF SLATS
AND FLAPS AND THE POSITION OF THE CENTRE OF GRAVITY
What is the primary input for an artificial feel system? IAS
What is the purpose of an auto-slat system ? EXTEND AUTOMATICALLY WHEN A CERTAIN VALUE
OF ANGLE OF ATTACK IS EXCEEDED
What is the recommended action following failure of the yaw damper(s) of a jet aeroplane, flying at
normal cruise altitude and speed prior to encountering Dutch roll problems? REDUCE ALTITUDE
AND MACH NUMBER
What is the relation between the mach angle (mu) and the corresponding mach number ?; SIN
MU=1/M
What is the SI unit of measurement for power? NM/S
What is the significance of the maximum allowed cruising altitude, based on the 1.3 g margin? At this
altitude: A MANUEUVRE WITH A LOAD FACTOR OF 1.3 WILL CAUSE BUFFET ONSET
What is the stagnation point? THE POINT WHERE THE VELOCITY OF THE RELATIVE AIRFLOW IS
REDUCED TO ZERO
What is the value of the Mach number if the Mach angle equals 45? 1, 4
What kind of horizontal control surface is shown in the figure? ALL-FLYING TAIL
What may happen if the "ultimate load factor" is exceeded? STRUCTURAL FAILURE
What should be usually done to perform a landing with the stabiliser jammed in the cruise flight
position? CHOOSE A HIGHER LANDING SPPED THAN NORMAL AND/OR USE A LOWER
FLAPPSETTING FOR LANDING
What stick force is required, if the aeroplane in the clean configuration is pulled to the limit
manoeuvring load factor from a trimmed horizontal straight and steady flight? 450 N
What will happen if a large transport aeroplane slowly decelerates in level flight from its cruise speed
in still air at high altitude? STICK SHAKER ACTIVATION OR LOW SPEED BUFFETING
What will happen in ground effect ? THE INDUCED ANGLE OF ATTACK AND INDUCED DRAG
DECREASES
What wing shape or wing characteristic is the least sensitive to turbulence? SWEEPT WINGS
When "spoilers" are used as speed brakes: AT SAME ANGLE OF ATTACK, CD IS INCREASED AND
CL IS DECREASED
When a jet transport aeroplane takes off with the CG at the aft limit and the trimmable horizontal
stabiliser (THS) is positioned at the maximum allowable nose up position for take-off: EARLY NOSE
WHEEL RAISING WILL TAKE PLACE
When a jet transport aeroplane takes off with the CG at the aft limit and the trimmable horizontal
stabiliser (THS) is positioned at the maximum allowable nose down position for take-off: ROTATION
WILL BE NORMAL USING THE NORMAL ROTATION TECHNIQUE
When a jet transport aeroplane takes off with the CG at the forward limit and the trimmable
horizontal stabiliser (THS) is positioned at the maximum allowable nose up position for take-off:
ROTATION WILL BE NORMAL USING THE NORMAL ROTATION TECHNIQUE
When a jet transport aeroplane takes off with the CG at the forward limit and the trimmable
horizontal stabiliser (THS) is positioned at the maximum allowable nose down position for take-off:
ROTATION WILL REQUIRE A HIGUER THAN NORMAL STICK FORCE
When a pilot makes a turn in horizontal flight, the stall speed : INCREASES WITH THE SQUARE
ROOT OF LOAD FACTOR
When a strongly swept-back wing stalls and the wake of the wing contacts the horizontal tail, the
effect on the stall behaviour can be a(n): NOSE UP TENDECY AND/OR LACK OF ELEVATOR
RESPONSE
When a turn is initiated, adverse yaw is: THE TENDENCY OF THE AEROPLANE TO YAW IN THE
OPPOSITE DIRECTION OF TURN MAINLY DUE TO THE DIFFERENCE IN INDUCED DRAG ON
EACH WING
When a wing spoiler is extended at constant angle of attack: DRAG INCREASES BUT LIFT
DECREASES
When air has passed an expansion wave, the static pressure is: DECREASED
When air has passed through a shock wave the local speed of sound is: INCREASED
When altitude increases, the stall speed (IAS) will: INCREASE DUE TO INCREASING
COMPRESSIBILITY EFFECTS AS A RESULT OF INCREASING MACH NUMBER
When an aerofoil section has accelerated from subsonic to supersonic speeds, its aerodynamic centre
will have: SHIFTED FROM APPROXIMATELY 25% TO ABOUT 50% OF THE CHORD
When an aeroplane enters ground effect: THE LIFT INCREASED AND THE DRAG IS DECREASED
When an aeroplane has zero static longitudinal stability, the Cm versus angle of attack line: IS
HORIZONTAL
When an aeroplane is flying at an airspeed which is 1.3 times its basic stalling speed, the coefficient
of lift as a percentage of the maximum lift coefficient (CLmax) would be: 59%
When an aeroplane performs a straight steady climb with a 20% climb gradient, the load factor is
equal to: 0.98
When an aeroplane with the centre of gravity forward of the centre of pressure of the combined wing
/ fuselage is in straight and level flight, the vertical load on the tailplane will be: DOWNWARDS
When are outboard ailerons (if present) de-activated? FLAPS (AND SLATS) RETRACTED OR
SPEED ABOVE A CERTAIN VALUE
When comparing a rectangular wing and a swept back wing of the same wing area and wing loading
(assume all other factors of importance remain constant), the swept back wing has the advantage of:
HIGHER CRITICAL MACH NUMBER
When comparing a stabiliser trim system with an elevator trim system, which of these statements is
correct? A STABILISER TRIM IS ABLE TO COMPENSATE LARGER CHANGES IN PITCHING
MOMENTS
When comparing a stabiliser trim system with an elevator trim system, which of these statements is
correct? AN ELEVATOR TRIM LESS SUITABLE FOR AEROPLANES WITH A LARGE CG RANGE
When comparing a stabiliser trim system with an elevator trim system, which of these statements is
correct? A STABILISER TRIM IS LESS SENSITIVE TO FLUTTER
When comparing an elevator trim system with a stabiliser trim system, which of these statements is
correct? AN ELEVATOR TRIM IS MORE SENSITIVE TO FLUTTER
When considering a swept back wing, with no corrective design features, at the stall: TIP STALL
WILL OCCUR FIRST, WHICH PRODUCES A NOSE-UP PITCHING MOMENT
When considering a swept-back wing, without corrective design features, at the stall: TIP STALL
WILL OCCUR FIRST, WHICH PRODUCES A NOSE-UP PITCHING MOMENT
When flaps are deployed at constant angle of attack the lift coefficient will: INCREASE
When flaps are extended whilst maintaining straight and level flight at constant IAS, the lift
coefficient will eventually: REMAIN THE SAME
When flutter damping of control surfaces is obtained by mass balancing, these weights will be
located with respect to the hinge of the control surface: IN FORNT OF THE HINGE
When Fowler type trailing edge flaps are extended at a constant angle of attack, the following
changes will occur: CL AND CD INCREASE
When is a turn co-ordinated? WHEN THE LONGITUDINAL AXIS OF THE AEROPLANE AT THE CG
IN TANGENTIAL TO THE FLIGHT PATH
When moving the centre of gravity forward the stick force per g will: INCREASE
When power assisted controls are used for pitch control: A PART OF THE AERODYNAMIC FORCES
IS STILL FELT ON THE COLUMN
When roll spoilers are extended, the part of the wing on which they are mounted: EXPERIENCES A
REDUCTION IN LIFT, WHICH GENERATES THE DESIRED ROLLING MOMENT. IN ADITION
THERE IS A LOCAL INCREASE IN DRAG, WHICH SUPPRESSES ADVERSE YAW
When shock stall occurs, lift will decrease because: FLOW SEPARATION OCCURS BEHIND THE
SHOCK WAVE
When speed is increased in straight and level flight on a positively cambered aerofoil, what happens
to the: ; 1. centre of pressure and ; 2. the magnitude of the total lift force? 1 MOVES AFT AND 2
REMAINS CONSTANT
When supersonic airflow passes through an oblique shock wave, how do (1) static pressure, (2)
density, and (3) local speed of sound change? (1) INCREASES, (2) INCREASES, (3) INCREASES
When the air has passed through a normal shock wave the Mach number is: LESS THAN 1
When the air is passing through a shock wave the density will: INCREASE
When the air is passing through a shock wave the static temperature will: INCREASE
When the air is passing through an expansion wave the local speed of sound will: DECREASE
When the air is passing through an expansion wave the Mach number will: INCREASE
When the air is passing through an expansion wave the static temperature will: DECREASE
When the blades of a propeller are in the feathered position: THE DRAG OF THE PROPELLER IS
THEN MINIMAL
When the cg position is moved forward, the elevator deflection for a manoeuvre with a given load
factor greater than 1 will be: LARGER
When the lift coefficient Cl of a negatively cambered aerofoil section is zero, the pitching moment is:
NOSE UP (POSITIVE)
When the lift coefficient Cl of a positively cambered aerofoil section is zero, the pitching moment is:
NOSE DOWN (NEGATIVE)
When the lift coefficient Cl of a symmetrical aerofoil section is zero, the pitching moment is: ZERO
When the Mach number is slowly increased in straight and level flight the first shock waves will
occur: ON THE UPPER SURFACE AT THE WING ROOT
When the speed over an aerofoil section increases from subsonic to supersonic, its aerodynamic
centre: MOVES FROM APPROXIMATELY 25% TO ABOUT 50% OF THE CHORD
When trailing edge flaps are extended in level flight, the change in pitching moment, ignoring any
effects on the tailplane, will be: NOSE DOWN
When trailing edge flaps are extended whilst maintaining straight and level flight at constant IAS:
THE CENTRE OF PRESSURE MOVES AFT
When wing lift is zero, its induced drag is: ZERO
Where on the curve in the diagram does the aeroplane exhibit neutral static longitudinal stability?
POINT 2
Where on the curve in the diagram does the aeroplane exhibit static longitudinal stability? PART 1
Where on the curve in the diagram does the aeroplane exhibit static longitudinal instability? PART 3
Where on the surface of a typical aerofoil will flow separation normally start at high angles of attack?
UPPER SIDE TRAILING EDGE
Where, on a convential low speed aerofoil, will flow separation normally start as angle of attack is
increased? UPPER SURFACE TRAILING EDGE
Which aerodynamic design features can be used to reduce control forces? HORN BALANCE,
BALANCE TAB, SERVO TAB
Which aeroplane behaviour will be corrected by a yaw damper? DUTCH ROLL
Which boundary layer, when considering its velocity profile perpendicular to the flow, has the
greatest change in velocity close to the surface? TURBULENT BOUNDARY LAYER
Which CG position with respect to the neutral point ensures static longitudinal stability? CG AHEAD
OF THE NEUTRAL POINT
Which combination of design features is known to be responsible for deep stall? SWEPT BACK
WINGS AND A T-TAIL
Which combination of speeds is applicable for structural strength in gust (clean configuration) ? 50
FT/SEC AND VC
Which component of drag increases most when an aileron is deflected upwards? FORM DRAG
Which definition of propeller parameters is correct? GEOMETRIC PITCH IS THE THEORICAL
DISTANCE A PROPELLER BLADE ELEMENT WOULD TRAVEL IN A FORWARD DIRECTION
DURING ONE REVOLUTION
Which design features improve static lateral stability?; 1. Anhedral.; 2. Dihedral.; 3. Forward sweep.;
4. Sweepback.; The combination that regroups all of the correct statements is: 2, 4
Which design features improve static lateral stability?; 1. High wing.; 2. Low wing.; 3. Large and high
vertical fin.; 4. Ventral fin.; The combination that regroups all of the correct statements is: 1, 3
Which design features reduce static lateral stability?; 1. Anhedral.; 2. Dihedral.; 3. Forward sweep.; 4.
Sweepback.; The combination that regroups all of the correct statements is: 1, 3
Which design features reduce static lateral stability?; 1. High wing.; 2. Low wing.; 3. Large and high
vertical fin.; 4. ventral fin.; The combination that regroups all of the correct statements is: 2, 4
Which drag components make up parasite drag?1. pressure drag.2. friction drag.3. induced drag.4.
interference drag.The combination that regroups all of the correct statements is: 1, 2, 4
Which factor should be taken into account when determining VA? THE LIMIT LOAD FACTOR
Which formula or equation describes the relationship between force (F), acceleration (a) and mass
(m)? F=M*A
Which is one of the disadvantages of increasing the number of propeller blades ? DECREASE
PROPELLER EFFICIENCY
Which kind of ''tab'' is commonly used in case of manual reversion of fully powered flight controls?
SERVO TAB
Which kind of boundary layer has the strongest change in velocity close to the surface? TURBULENT
BOUNDARY LAYER
Which line in the diagram illustrates an aeroplane which is statically longitudinally stable at all angles
of attack? LINE 4
Which line in the diagram illustrates an aeroplane with neutral static longitudinal stability at all
angles of attack? LINE 2
Which line in the diagram represents an aeroplane with static longitudinal instability at all angles of
attack? LINE 1
Which line in the diagram represents decreasing positive static longitudinal stability at higher angles
of attack? LINE 3
Which line in the graphic of Cm versus angle of attack graph shows a statically stable aeroplane?
LINE 3
Which line represents the total drag line of an aeroplane? LINE C
Which load factor determines VA? MANOEUVRING LIMIT LOAD FACTOR
Which moments or motions interact in a dutch roll? ROLLING AND YAWING
Which of the following (1) aerofoils and (2) angles of attack will produce the lowest Mcrit values? (1)
THICK AND (2) LARGE
Which of the following are used as stall warning devices? STICK SHAKER AND STALLSTRIP
Which of the following flight phenomena can occur at Mach numbers below the critical Mach number?
DUTCH ROLL
Which of the following flight phenomena can only occur at Mach numbers above the critical Mach
number? MACH BUFFET
Which of the following increases the maximum duration of a glide? A DECREASE IN MASS
Which of the following parameters can be read from the parabolic polar diagram of an aeroplane?
THE MINIMUM GLIDE ANGLE AND THE PARASITE DRAG COEFFICIENT
Which of the following provides a positive contribution to static directional stability? A DORSAL FIN
Which of the following situations leads to a decreasing stall speed (IAS)? DECREASING WEIGHT
Which of the following statements about a constant speed propeller is correct? THE BLIND ANGLE
INCREASES WITH INCREASING AEROPLANE SPEED
Which of the following statements about a Mach trimmer is correct? A MACH TRIMMER CORRECTS
THE CHANGE IN STICK FORCE STABILITY OF A SWEPT WING AEROPLANE ABOVE A CERTAIN
MACH NUMBER
Which of the following statements about boundary layers is correct? THE TURBULENT BOUNDARY
LAYER HAS MORE KINETIC ENERGY THAN THE LAMINAR BOUNDARY LAYER
Which of the following statements about dihedral is correct? THE EFFECTIVE DIHEDRAL OF AN
AEROPLANE COMPONENT MEANS THE CONTRIBUTION OF THAT COMPONENT TO THE
STATIC LATERAL STABILITY
Which of the following statements about stall speed is correct? DECREASING THE ANGLE OF
SWEEP OF THE WING WILL DECREASE THE STALL SPEED
Which of the following statements about static lateral and directional stability is correct? AN
AEROPLANE WITH AN EXCESSIVE STATIC DIRECTIONAL STABILITY IN RELATION TO ITS
STATIC LATERAL STABILITY, WILL BE PRONE TO SPIRAL DIVE (SPIRAL INSTABILITY)
Which of the following statements about static longitudinal stability is correct?; I. A requirement for
positive static longitudinal stability of an aeroplane is, that the neutral point is behind the centre of
gravity.; II. A wing with positive camber provides a positive contribution to static longitudinal stability,
when the centre of gravity of the aeroplane is in front of the aerodynamic centre of the wing: I IS
CORRECT, II IS CORRECT
Which of the following statements about static longitudinal stability is correct?; I. A requirement for
positive static longitudinal stability of an aeroplane is, that the neutral point is behind the centre of
gravity.; II. A wing with positive camber provides a positive contribution to static longitudinal stability,
when the centre of gravity of the aeroplane is in front of the aerodynamic centre of the wing: 1 AND
2 ARE CORRECT
Which of the following statements about the difference between Krueger flaps and slats is correct?
DEPLOYING A SLAT WILL FORM A SLOT, DEPLOYING A KRUEGER FLAP DOES NOT
Which of the following statements about the spin is correct? DURING SPIN RECOVERY THE
AILERONS SHOULD BE KEPT IN THE NEUTRAL POSITION
Which of the following statements about the stall of a straight wing aeroplane is correct? JUST
BEFORE THE STALL THE AEROPLANE WILL BE HAVE AN INCREASED NOSE DOWN TENDENCY
Which of the following statements concerning control is correct? IN A DIFFERENTIONAL AILERON
CONTROL SYSTEM THE CONTROL SYRFACES HAVE A LARGER UPWARD THAN DOWNWARD
MAXIMUM DEFLECTION
Which of the following statements is correct? I VMCL is the minimum control speed in the landing
configuration. II The speed VMCL can be limited by the available maximum roll rate: I IS CORRECT, II
IS CORRECT
Which of the following statements is correct? I When the critical engine fails during take-off the speed
VMCL can be limiting. II The speed VMCL is always limited by maximum rudder deflection: I IS
INCORRECT, II IS INCORRECT
Which of the following statements is correct? I When the critical engine fails during take-off the speed
VMCL can be limiting. II The speed VMCL can be limited by the available maximum roll rate: I IS
INCORRECT, II IS CORRECT
Which of the following statements is correct? I When the critical engine fails during take-off the speed
VMCL can be limiting. II The speed VMCL can be limited by the available maximum roll rate: I IS
INCORRECT, II IS CORRECT
Which of the following statements is correct? I. A dorsal fin increases the contribution of the vertical
tail plane to the static directional stability, in particular at large angles of sideslip. II. A dorsal and a
ventral fin both have a positive effect on static lateral stability: I IS CORRECT, II IS INCORRECT
Which of the following statements is correct? I. VMCL is the minimum control speed in the landing
configuration. II. The speed VMCL is always limited by maximum rudder deflection: I IS CORRECT, II
IS INCORRECT
Which of the following statements is correct?; I. A high limit load factor enables the manufacturer to
design for a lower stick force per g.; II. The stick force per g is a limitation on the use of an aeroplane,
which the pilot should determine from the Aeroplane Flight Manual: I IS CORRECT, AND II IS
INCORRECT
Which of the following statements is true? FLIGHT IN SEVERE TURBULENCE MAY LEAD TO A
STALL AND/OR STRUCTURAL LIMITATIONS BEING EXCEDED
Which of the following statements, about a venturi in a subsonic airflow are correct? 1. The dynamic
pressures in the undisturbed flow and in the throat are equal. 2. The total pressures in the
undisturbed flow and in the throat are equal: 1 IS INCORRECT AND 2 IS CORRECT
Which of the following variables are required to calculate lift from the lift formula? DYNAMIC
PRESSURE, LIFT COEFFICIENT AND WING AREA
Which of the following will reduce induced drag? ELLIPTICAL LIFT DISTRIBUTION
Which of the following wing planforms gives the highest local lift coefficient at the wing root?
RECTANGULAR
Which of the following wing planforms produces the lowest induced drag? (all other relevant factors
constant) ELLIPTICAL
Which of these definitions of propeller parameters is correct? GEOMETRIC PROPELLER PITCH=
THE THEORETICAL DISTANCE A PROPELLER BLADE ELEMENT IS TRAVELLING IN FORWARD
DIRECTION IN ONE PROPELLER REVOLUTION
Which of these statements about "tuck under" are correct or incorrect?; I. "Tuck under" is caused by
an aft movement of the centre of pressure of the wing.; II. "Tuck under" is caused by a reduction in
the downwash angle at the location of the horizontal stabiliser: I IS CORRECT, II IS CORRECT
Which of these statements about "tuck under" are correct or incorrect?; I. A contributing factor to
"tuck under" is an forward movement of the centre of pressure of the wing.; II. A contributing factor to
"tuck under" is a reduction in the downwash angle at the location of the horizontal stabiliser: 1
INCORRECT, 2 CORRECT
Which of these statements about "tuck under" are correct or incorrect?; I. A contributing factor to
"tuck under" is an aft movement of the centre of pressure of the wing.; II. A contributing factor to
"tuck under" is an increase in the downwash angle at the location of the horizontal stabiliser: 1
CORRECT, 2 INCORRECT
Which of these statements about "tuck under" are correct or incorrect?; I. A contributing factor to
"tuck under" is a forward movement of the centre of pressure of the wing.; II. A contributing factor to
"tuck under" is an increase in the downwash angle at the location of the horizontal stabiliser: 1 AND
2 ARE INCORRECT
Which of these statements about a trimmable horizontal stabiliser is correct? A TRIMMED
AEROPLANE WITH AN AFT CG REQUIRES THE STABILISER LEADING EDGE TO BE HIGHER
THAN IN THE CASE OF A FORWARD CG IN THE SAME CONDITION
Which of these statements about an oblique shock wave are correct or incorrect?; I. The static
temperature behind an oblique shock wave is higher than in front of it.; II. The static pressure behind
an oblique shock wave is higher than in front of it: I IS CORRECT, II IS CORRECT
Which of these statements about an oblique shock wave are correct or incorrect?; I. The Mach
number behind an oblique shock wave is lower than in front of it.; II. The total pressure behind an
oblique shock wave is lower than in front of it: I IS CORRECT, II IS CORRECT
Which of these statements about an oblique shock wave are correct or incorrect?; I. The density in
front of an oblique shock wave is lower than behind it.; II. The total pressure in front of an oblique
shock wave is higher than behind it: I IS CORRECT, II IS CORRECT
Which of these statements about an oblique shock wave are correct or incorrect?; I. The local speed
of sound in front of an oblique shock wave is higher than behind it.; II. The Mach number in front of an
oblique shock wave is lower than behind it: I IS INCORRECT, II IS INCORRECT
Which of these statements about an oblique shock wave are correct or incorrect?; I. The static
temperature in front of an oblique shock wave is lower than behind it.; II. The static pressure in front
of an oblique shock wave is lower than behind it: I IS CORRECT, II IS CORRECT
Which of these statements about an oblique shock wave are correct or incorrect?; I. The density
behind an oblique shock wave is higher than in front of it.; II. The local speed of sound behind an
oblique shock wave is higher than in front of it: I IS CORRECT, II IS CORRECT
Which of these statements about an oblique shock wave are correct or incorrect? I. The static
temperature behind an oblique shock wave is lower than in front of it. II. The static pressure behind an
oblique shock wave is higher than in front of it: 1 INCORRECT, 2 CORRECT
Which of these statements about an oblique shock wave are correct or incorrect?I. The density
behind an oblique shock wave is lower than in front of it.II. The local speed of sound behind an oblique
shock wave is higher than in front of it.: 1 INCORRECT, 2 CORRECT
Which of these statements about boundary layers is correct? A LAMINAR BOUNDARY LAYER IS
THINNER THAN A TURBULENCE ONE
Which of these statements about boundary layers is correct? A LAMINAR BOUNDARY LAYER
TURNS INTO A TURBULENT ONE AT THE TRANSITION POINT
Which of these statements about boundary layers is correct? A TURBULENT BOUNDARY LAYER
PRODUCES MORE FRICTION DRAG THAN A LAMINAR ONE
Which of these statements about boundary layers is correct? COMPARED WITH A LAMINAR
BOUNDARY LAYER, A TURBULENT BOUNDARY LAYER IS BETTER ABLE TO RESIST A POSITIVE
PRESURE GRADIENT BEFORE IT SEPARATES
Which of these statements about flutter are correct or incorrect?; I. Aero-elastic coupling affects
flutter characteristics.; II. The risk of flutter increases as IAS increases. I IS CORRECT, II IS
CORRECT
Which of these statements about flutter are correct or incorrect?; I. Moving the engines from the wing
to the aft fuselage improves wing flutter suppression.; II. Excessive free play or backlash increases
the speed at which control surface flutter occurs: I IS INCORRECT, II IS INCORRECT
Which of these statements about flutter are correct or incorrect?I. Aero-elastic coupling does not
affect flutter characteristics.II. The risk of flutter increases as IAS increases: 1 INCORRECT, 2
CORRECT
Which of these statements about flutter are correct or incorrect?I. Moving the engines from the wing
to the fuselage improves wing flutter suppression.II. Excessive free play or backlash reduces the
speed at which control surface flutter occurs: 1 INCORRECT, 2 CORRECT
Which of these statements about induced drag are correct or incorrect?; I. An rectangular spanwise
lift distribution generates less induced drag than an elliptical lift distribution.; II. Induced drag
increases with increasing aspect ratio: I IS INCORRECT, II IS INCORRECT
Which of these statements about induced drag are correct or incorrect?; I. An elliptical spanwise lift
distribution generates more induced drag than a rectangular lift distribution.; II. Induced drag
decreases with decreasing aspect ratio: I IS INCORRECT, II IS INCORRECT
Which of these statements about induced drag are correct or incorrect?; I. An elliptical spanwise lift
distribution generates less induced drag than a rectangular lift distribution.; II. Induced drag increases
with decreasing aspect ratio: I IS CORRECT, II IS CORRECT
Which of these statements about induced drag are correct or incorrect?; I. Induced drag decreases as
angle of attack increases.; II. At constant load factor, induced drag decreases with increasing
aeroplane mass: I IS INCORRECT, II IS INCORRECT
Which of these statements about induced drag are correct or incorrect?I. Induced drag decreases as
angle of attack decreases.II. At constant load factor, induced drag increases with decreasing
aeroplane mass: 1 IS CORRECT, 2 INCORRECT
Which of these statements about induced drag are correct or incorrect?I. An rectangular spanwise lift
distribution generates more induced drag than an elliptical lift distribution.II. Induced drag increases
with increasing aspect ratio: 1 CORRECT, 2 INCORRECT
Which of these statements about Mcrit is correct? SHOCK WAVES CANNOT OCCUR AT SPEEDS
BELOW MCRIT
Which of these statements about propellers is correct or incorrect?; I. A cruise propeller has a greater
geometric pitch when compared with a climb propeller.; II. A coarse pitch propeller is less efficient
during take-off and in the climb, but more efficient in the cruise, when compared with a fine pitch
propeller: I IS CORRECT, II IS CORRECT
Which of these statements about propellers is correct or incorrect?; I. A cruise propeller has a greater
geometric pitch compared with a climb propeller.; II. A coarse pitch propeller is more efficient during
take-off and in the climb, but is less efficient in the cruise, when compared with a fine pitch propeller:
1 IS CORRECT, 2 IS INCORRECT
Which of these statements about propellers is correct or incorrect?; I. A cruise propeller has a smaller
geometric pitch compared with a climb propeller.; II. A coarse pitch propeller is more efficient during
take-off and in the climb, but is less efficient in the cruise, when compared with a fine pitch propeller:
1 AND 2 ARE INCORRECT
Which of these statements about stall speed is correct? DECREASING SWEEPBACK DECREASES
STALL SPEED
Which of these statements about stall speed is correct? INCREASING FORWARD SWEEP INCREASES
STALL SPEED. Given: Aeroplane mass: 50 000kg.Lift/Drag ratio: 12.Thrust per engine: 21
000N.Assumed g: 10m/s.For a straight, steady, wings level climb of a four-engine aeroplane, the one-
engine inop: 4. 3 %
Which of these statements about the effect of wing sweep on centre of pressure location are correct
or incorrect?; I. The centre of pressure on a straight wing moves aft as the angle of attack approaches
and exceeds the critical angle of attack.; II. The centre of pressure on a strongly swept back wing
moves forward as the angle of attack approaches and exceeds the critical angle of attack: I IS
CORRECT, II IS CORRECT
Which of these statements about the equilibrium of forces and moments at VMCA are correct or
incorrect?; I. Equilibrium of moments about the normal axis. is provided by rudder deflection.; II.
Equilibrium of forces along the lateral axis does not require any side slip during a wings level
condition: 1 CORRECT, 2 INCORRECT
Which of these statements about the equilibrium of forces and moments at VMCA are correct or
incorrect?; I. Equilibrium of moments about the normal axis. is provided by rudder deflection.; II.
Equilibrium of forces along the lateral axis requires either bank angle or side slip or a combination of
both: 1 AND 2 ARE CORRECT
Which of these statements about the equilibrium of forces and moments at VMCA are correct or
incorrect?; I. Because VMCA must be determined for the case where the critical engine suddenly fails,
there is no need to obtain equilibrium of moments about the normal axis.; II. Equilibrium of forces
along the lateral axis does not require any side slip during a wings level condition: 1 AND 2 ARE
INCORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?; I.
When the mass decreases, the gust load factor increases.; II. When the altitude decreases, the gust
load factor increases: I IS CORRECT, II IS CORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?; I.
When the mass increases, the gust load factor increases.; II. When the altitude increases, the gust
load factor increases: I IS INCORRECT, II IS INCORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?; I.
When the wing area increases, the gust load factor increases.; II. When the EAS increases, the gust
load factor decreases: I IS CORRECT, II IS INCORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I.
When the wing area decreases, the gust load factor decreases.II. When the EAS decreases, the gust
load factor decreases: 1 AND 2 ARE CORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I.
When the mass increases, the gust load factor decreases.II. When the altitude increases, the gust
load factor decreases: 1 AND 2 ARE CORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I.
When the wing area decreases, the gust load factor increases.II. When the EAS decreases, the gust
load factor increases: 1 AND 2 ARE INCORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?; I.
When the slope of the lift versus angle of attack curve decreases, the gust load factor increases.; II.
When the wing loading decreases, the gust load factor increases: 1 INCORRECT, 2 CORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?; I.
When the slope of the lift versus angle of attack curve increases, the gust load factor decreases.; II.
When the wing loading decreases, the gust load factor decreases: 1 INCORRECT, 2 CORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?; I.
When the slope of the lift versus angle of attack curve decreases, the gust load factor decreases.; II.
When the wing loading decreases, the gust load factor increases: 1 AND 2 ARE CORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?; I.
When the slope of the lift curve versus angle of attack curve decreases, the gust load factor
decreases.; II. When the wing loading decreases, the gust load factor increases: 1 CORRECT, 2
INCORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?; I.
When the slope of the lift versus angle of attack curve increases, the gust load factor increases.; II.
When the wing loading increases, the gust load factor decreases: 1 AND 2 ARE CORRECT
Which of these statements about the gust load factor on an aeroplane are correct or incorrect?; I.
When the slope of the lift versus angle of attack curve decreases, the gust load factor increases.; II.
When the wing loading decreases, the gust load factor decreases: 1 AND 2 ARE INCORRECT
Which of these statements about the limiting value of 5 degrees bank angle during VMCA
determination are correct or incorrect?; I. When the bank angle is decreased from 5 degrees to 0
degrees, the value of VMCA will remain approximately constant.; II. At any bank angle above 5
degrees, VMCA will decrease correspondingly: 1 AND 2 ARE INCORRECT
Which of these statements about the limiting value of 5 degrees bank angle during VMCA
determination are correct or incorrect?; I. As the bank angle is decreased from 5 degrees to 0
degrees, the value of VMCA increases.; II. At any bank angle beyond 5 degrees, there is an increasing
risk of fin Stall: 1 CORRECT, 2 INCORRECT
Which of these statements about the limiting value of 5 degrees bank angle during VMCA
determination are correct or incorrect?; I. As the bank angle is decreased from 5 degrees to 0
degrees, the value of VMCA increases.; II. When the bank angle is increased beyond 5 degrees, there
is an increasing risk of fin Stahl: 1 AND 2 ARE CORRECT
Which of these statements about the pitching moment coefficient versus angle of attack lines in the
annex is correct? THE CG POSITION IS FURTHER FORWARD AT LINE 4 WHEN COMPARED WITH
LINE 1
Which of these statements about the pitching moment coefficient versus angle of attack lines in the
annex is correct? IN ITS CURVED PART AT HIGH ANGLES OF ATTACK LINE2 ILUSTRATES
INCREASING STATIC LONGITUDINAL STABILITY
Which of these statements about the pitching moment coefficient versus angle of attack lines in the
annex is correct? THE CG POSITION IS FURTHE AFT AT LINE 1 WHEN COMPARED WITH LINE 4
Which of these statements about the pitching moment coefficient versus angle of attack lines in the
annex is correct? STATIC LONGITUDINAL STABILITY IS GRATER AT LINE 4 WHEN COMPARED
WITH LINE 3 AT LOW AND MODERATES ANGLES OF ATTACK
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack.; II.
The strength of wing tip vortices decreases as the aspect ratio decreases: 1 AND 2 ARE INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack
increases.; II. The strength of wing tip vortices increases as the aspect ratio decreases: 1 INCORRECT
2 CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices is not affected by the angle of attack.;
II. The strength of wing tip vortices decreases as the aspect ratio increases: 1 INCORRECT, 2
CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
decreases.; II. The strength of wing tip vortices increases as the aspect ratio increases. 1 AND 2 ARE
INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack.; II.
The strength of wing tip vortices is not affected by aspect ratio: 1 AND 2 ARE INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
increases.; II. The strength of wing tip vortices decreases as the aspect ratio increases: 1 AND 2 ARE
CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
increases.; II. The strength of wing tip vortices is not affected by aspect ratio: 1 CORRECT 2
INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack
decreases.; II. The strength of wing tip vortices increases as the aspect ratio decreases: 1 AND 2 ARE
CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
increases.; II. The strength of wing tip vortices decreases as the aspect ratio increases: 1 AND 2 ARE
CORECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
decreases.; II. The strength of wing tip vortices decreases as the aspect ratio decreases: 1 AND 2
ARE INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack
increases.; II. The strength of wing tip vortices is not affected by aspect ratio: 1 AND 2 ARE
INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
decreases.; II. The strength of wing tip vortices is not affected by aspect ratio decreases: 1 AND 2
ARE INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
increases.; II. The strength of wing tip vortices increases as the aspect ratio decreases: 1 AND 2 ARE
CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack
decreases.; II. The strength of wing tip vortices decreases as the aspect ratio increases: 1 AND 2 ARE
CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack
increases.; II. The strength of wing tip vortices increases as the aspect ratio increases: 1 AN 2 ARE
INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack
increases.; II. The strength of wing tip vortices decreases as the aspect ratio increases: 1
INCORRECT, 2 CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack.; II.
The strength of wing tip vortices increases as the aspect ratio decreases: 1 INCORRECT, 2
CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
decreases.; II. The strength of wing tip vortices decreases as the aspect ratio increases: 1
INCORRECT, 2 CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack
decreases.; II. The strength of wing tip vortices is not affected by aspect ratio decreases: 1
CORRECT, 2 INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
increases.; II. The strength of wing tip vortices increases as the aspect ratio increases: 1 CORRECT, 2
INCORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack
decreases.; II. The strength of wing tip vortices increases as the aspect ratio decreases: 1
INCORRECT, 2 CORRECT
Which of these statements about the strength of wing tip vortices are correct or incorrect?; I.
Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack
increases.; II. The strength of wing tip vortices decreases as the aspect ratio decreases: 1 AND 2 ARE
INCORRECT
Which of these statements about the supersonic speed range is correct? THE AIRFLOW
EVERYWHERE AROUND THE AEROPLANE IS SUPERSONIC
Which of these statements about the transonic speed range is correct ? The stall speed line in the
manoeuvring load diagram runs through a point where the:THE TRANSONIC SPEED RANGE
STARTS AT MCRIT AND EXTENDS TO MACH NUMBERS ABOVE M=1
Which of these statements about VMCG determination are correct or incorrect?I. VMCG must be
determined using rudder control alone.II. During VMCG determination, the lateral deviation from the
runway centreline may be not more than 30 ft: I IS CORRECT, II IS CORRECT
Which of these statements about VMCG determination are correct or incorrect?; I. VMCG may be
determined using both lateral and directional control.; II. During VMCG determination, the lateral
deviation from the runway centreline may be not more than 30 ft: I IS INCORRECT, II IS CORRECT
Which of these statements about VMCG determination are correct or incorrect?; I. In order to
simulate a wet runway, nose wheel steering may not be used during VMCG determination.; II. During
VMCG determination, the CG should be on the aft limit: I IS CORRECT, II IS CORRECT
Which of these statements about VMCG determination are correct or incorrect?; I. VMCG may be
determined using both lateral and directional control.; II. During VMCG determination, the lateral
deviation from the runway centreline may be not more than half the distance between the runway
centreline and runway Edge: 1 AND 2 ARE INCORRECT
Which of these statements about VMCG determination are correct or incorrect?; I. VMCG must be
determined using rudder control alone.; II. During VMCG determination, the lateral deviation from the
runway centreline may be not more than half the distance between centreline and runway Edge: 1
CORRECT, 2 INCORRECT
Which of these statements about weight or mass is correct? IN THE SI SYSTEM THE UNIT OF
MEASUREMENT FOR MASS IS THE KILOGRAM
Which of these statements about weight or mass is correct? IN THE SI SYSTEM THE UNIT OF
MEASUREMENT FOR WEIGHT IS THE NEWTON
Which of these statements about weight or mass is correct? THE MASS OF AN OBJECT IS
INDEPENDENT OF THE ACCELERATION DUE TO GRAVITY
Which of these statements about weight or mass is correct? THE MASS OF A BODY CAN BE
DETERMINED BY DIVIDING ITS WEIGHT BY THE ACCELERATION DUE TO GRAVITY
Which of these statements about weight or mass is correct? THE WEIGHT OF AN OB JECT
DEPENDS ON THE ACCELERATION DUE TO GRAVITY
Which of these statements about weight or mass is correct? THE WEIGHT OF A BODY CAN BE
DETERMINED BY MULTIPLYING ITS MASS BY THE ACCELERATION DUE TO GRAVITY
Which of these statements about weight or mass is correct? WEIGHT IS A FORCE
Which of these statements about wing sweepback are correct or incorrect?I. Increasing wing
sweepback increases Mcrit.II. Increasing wing sweepback increases the drag divergence Mach
Lumber: I IS CORRECT, II IS CORRECT
Which of these statements about wing sweepback are correct or incorrect?; I. Increasing wing
sweepback decreases Mcrit.; II. Increasing wing sweepback increases the drag divergence Mach
Lumber: 1 IS INCORRECT, 2 IS CORRECT
Which of these statements about wing sweepback are correct or incorrect?I. Decreasing wing
sweepback decreases Mcrit.II. Decreasing wing sweepback increases the drag divergence Mach
Lumber: 1 CORRECT, 2 INCORRECT
Which of these statements about wing sweepback are correct or incorrect?I. Increasing wing
sweepback increases Mcrit.II. Increasing wing sweepback decreases the drag divergence Mach
Lumber: 1 CORRECT, 2 INCORRECT
Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow
coming from the right, on an aeroplane that exhibits both directional and lateral stability?; I. The
initial tendency of the nose of the aeroplane is to to the left.; II. The initial tendency of the right wing
is to move down: 1 AND 2 ARE INCORRECT
Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow
coming from the right, on an aeroplane that exhibits both directional and lateral stability?; I. The
initial tendency of the nose of the aeroplane is to to the right.; II. The initial tendency of the left wing
is to move down: 1 AND 2 ARE CORRECT
Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow
coming from the left, on an aeroplane that exhibits both directional and lateral stability?; I. The initial
tendency of the nose of the aeroplane is to move to the left.; II. The initial tendency of the left wing is
to move down: 1 CORRECT 2 INCORRECT
Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow
coming from the left, on an aeroplane that exhibits both directional and lateral stability?; I. The initial
tendency of the nose of the aeroplane is to move to the right.; II. The initial tendency of the left wing
is to move down: 1 AND 2 ARE INCORRECT
Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow
coming from the left, on an aeroplane that exhibits both directional and lateral stability?; I. The initial
tendency of the nose of the aeroplane is to move to the right.; II. The initial tendency of the right wing
is to move down: 1 INCORRECT, 2 CORRECT
Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow
coming from the right, on an aeroplane that exhibits both directional and lateral stability?; I. The
initial tendency of the nose of the aeroplane is to move to the left.; II. The initial tendency of the left
wing is to move down: 1 INCORRECT, 2 CORRECT
Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow
coming from the left, on an aeroplane that exhibits both directional and lateral stability?; I. The initial
tendency of the nose of the aeroplane is to move to the left.; II. The initial tendency of the right wing
is to move down: 1 AND 2 ARE CORRECT
Which of these statements concerning flight in turbulence is correct? VRA IS THE RECOMMENDED
TURBULENCE PENETRATION AIRSPEED
Which of these statements concerning flight in turbulence is correct? VB IS THE DESIGN SPEED
FOR MAXIMUM GUST INTENSITY
Which of these statements concerning flight in turbulence is correct? THE LOAD FACTOR IN
TURBULENCE MAY FLUCTUATE ABOVE AND BELOW 1 AND CAN BECOME NEGATIVE
Which of these statements concerning propellers is correct? A FEATHERED PROPELLER CAUSES
LESS DRAG THAN A WINDMILLING PROPELLER
Which of these statements concerning propellers is correct? THE BLADE ANGLE OF A FEATHERED
PROPELLER IS APPROXIMATELY 90 DEGREES
Which of these statements concerning propellers is correct? WHEN COMPARED WITH A NON-
FEATHERED PROPELLER, A FEATHERED PROPELLER IMPROVES THE HANDLING OF A MULTI-
ENGINE AEROPLANE WITH ONE ENGINE INOPERATIVE
Which of these statements on shock stall is correct? SHOCK STALL IS S TALL DUE TO FLOW
SEPARATION CAUSED BY A SHOCK WAVE
Which one of the bodies in motion (all bodies have the same cross section area) will have lowest
drag? BODY C
Which one of the following statements about Bernoulli's theorem is correct? THE DYNAMIC
PRESSURE INCREASES AS STATIC PRESSURE DECREASES
Which one of the following statements about the lift-to-drag ratio in straight and level flight is
correct? AT THE HIGUEST VALUE OF THE LIFT/DRAG RATIO THE TOTAL DRAG IS LOWEST
Which one of the following systems suppresses the tendency to "Dutch roll"? YAW DAMPER
Which part of an aeroplane provides the greatest positive contribution to static longitudinal stability?
THE HORIZONTAL TAILPLANE
Which part of the aeroplane has the largest effect on induced drag? WING TIP
Which phenomenon is counteracted with differential aileron deflection? ADVERSE YAW
Which point in the diagram gives the lowest speed in horizontal flight? POINT D
Which speeds are used and in which sequence if an emergency descent is carried out from the
normal cruise altitude of a large jet transport aeroplane? MMO, VMO
Which statement about a primary control surface controlled by a servo tab, is correct? THE
POSITION IS UNDETERMINED DURING TAXIING, IN PARTICULAR WITH TAILWIND
Which statement about a propeller is correct?; I. Asymmetric blade effect increases when engine
power is increased.; II. Asymmetric blade effect increases when the angle between the propeller axis
and airflow through the propeller disc increases: I IS CORRECT, II IS CORRECT
Which statement about a propeller is correct?I. Asymmetric blade effect is unaffected when engine
power is increased.II. Asymmetric blade effect is independent of the angle between the propeller axis
and the airflow through the propeller disc: 1 AND 2 ARE INCORRECT
Which statement about a propeller is correct?I. Asymmetric blade effect reduces when engine power
is increased.II. Asymmetric blade effect increases when the angle between the propeller axis and the
airflow through the propeller disc increases: 1 INCORRECT, 2 CORRECT
Which statement about an aeroplane entering ground effect is correct?; I. The downwash angle
increases.; II. The induced angle of attack decreases: I IS INCORRECT, II IS CORRECT
Which statement about an aeroplane entering ground effect is correct?I. The downwash angle
remains constant.II. The induced angle of attack decreases: 1 INCORRECT, 2 CORRECT
Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle remains
constant.II. The induced angle of attack increases: 1 INCORRECT, 2 CORRECT
Which statement about elevators is correct? THE ELEVATOR IS THE PRIMARY CONTROL
SURFACE FOR CONTROL ABOUT THE LATERAL AXIS AND IS OPERATED BY A FORWARD OR
BACKWARD MOVEMENT OF THE CONTROL WHEEL OR STICK
Which statement about minimum control speed is correct? VMCA DEPENDS ON THE AIRPORT
DENSITY ALTITUDE, AND THE LOCATION OF THE ENGINE ON THE AEROPLANE (AFT
FUSELAGE OR WING)
Which statement about negative tail stall is correct? WHEN NEGATIVE TAIL STALL OCCURS, THE
AEROPLANE WILL SHOW AN UNCONTROLLABLE PITCH-DOWN MOMENT
Which statement about propeller icing is correct?; I. Propeller icing reduces blade element drag and
increases blade element lift.; II. Propeller icing reduces propeller efficiency: I IS INCORRECT, II IS
CORRECT
Which statement about propeller icing is correct?; I. Propeller icing increases blade element drag and
reduces blade element lift.; II. Propeller icing does not affect propeller efficiency: I IS CORRECT, II IS
INCORRECT
Which statement about propeller noise is correct?; I. Propeller noise decreases when the blade tip
speed increases.; II. For a given engine and propeller blade shape, a decrease in the number of
propeller blades allows for a reduction in propeller Boise: I IS INCORRECT, II IS INCORRECT
Which statement about propeller noise is correct?; I. Propeller noise increases when the blade tip
speed increases.; II. For a given engine and propeller blade shape, an increase in the number of
propeller blades allows for a reduction in propeller Boise: I IS CORRECT, II IS CORRECT
Which statement about propeller noise is correct?; I. Propeller noise remains the same when the
blade tip speed increases.; II. For a given engine and propeller blade shape, a decrease in the number
of propeller blades allows for a reduction in propeller Boise: 1 AND 2 ARE INCORRECT
Which statement about stick force per g is correct? THE STICK FORCE PER G MUST HAVE BOTH
AND UPPER AND LOWER LIMIT IN ORDER TO ENSURE ACCEPTABLE CONTROL
CHARACTERISTICS
Which statement concerning longitudinal stability and control is correct? A BOB WEIGHT AND A
DOWN SPRING HAVE THE SAME EFFECT ON THE STICK FORCE STABILITY
Which statement concerning sweepback is correct? SWEEPBACK PROVIDES A POSITIVE
CONTRIBUTION TO STATIC LATERAL STABILITY
Which statement concerning the local flow pattern around a wing is correct? BY FITTING WINGLETS
TO THE WING TIP, THE STREGTH OF THE WING TIP VORTICES IS REDUCED WHICH IN TURN
REDUCES INDUCED DRAG
Which statement in respect of a trimmable horizontal stabiliser is correct? AN AEROPLANE WITH A
FORWARD CD REQUIRES THE STABILISER LEADING EDGE TO BE LOWER THAN FOR ONE
WITH AN AFT CG IN THE SAME TRIMMED CONDITION
Which statement is about CG limits is correct? THE FORWARD GS LIMIT IS MAINLY DETERMINED
BY THE AMOUNT OF PITCH CONTROL AVAILABLE FROM THE ELEVATOR
Which statement is correct about a normal shock wave? THE AIRFLOW CHANGES FROM
SUPERSONIC TO SUBSONIC
Which statement is correct about a spring tab? AT HIGH IAS IT BEHAVES LIKE A SERVO TAB
Which statement is correct about an aeroplane, that has experienced a left engine failure and
continues afterwards in straight and level cruise flight with wings level? TURN INDICATOR NEUTRAL
, SLIP INDICATOR NEUTRAL
Which statement is correct about an expansion wave in a supersonic flow? 1- The density in front of
an expansion wave is higher than behind it. 2- The static pressure in front of an expansion wave is
higher than behind it: 1 AND 2 ARE CORRECT
Which statement is correct about an expansion wave in supersonic flow? 1. The static temperature in
front of an expansion wave is higher than the static temperature behind it. 2. The speed in front of an
expansion wave is higher than the speed behind it: 1 IS CORRECT AND 2 IS INCORRECT
Which statement is correct about an expansion wave in supersonic flow ? 1. The temperature in front
of an expansion wave is higher than the temperature behind it. 2. The speed in front of an expansion
wave is higher than the speed behind it: 1 IS CORRECT AND 2 IS INCORRECT
Which statement is correct about the gust load factor on an aeroplane? I. When the mass increases,
the gust load factor increases. II. When the altitude decreases, the gust load factor increases: I IS
INCORRECT, II IS CORRECT
Which statement is correct about the gust load on an aeroplane (IAS and all other factors of
importance remaining constant)? 1. the gust load increases, when the weight decreases. 2. the gust
load increases, when the altitude increases: 1 IS CORRECT, AND 2 IS INCORRECT
Which statement is correct about the gust load on an aeroplane, while all other factors of importance
remain constant?; I When the mass increases, the gust load increases.; II When the altitude
decreases, the gust load increases: I IS INCORRECT, II IS CORRECT
Which statement is correct about the laminar and turbulent boundary layer : FRICTION DRAG IS
LOWER IN THE LAMINAR LAYER
Which statement is correct at the speed for minimum drag (subsonic) ? THE GLIDING ANGLE IS
MINIMUM (ASSUME ZERO THRUST)
Which statement is correct for a propeller of given diameter and at constant RPM?; I. Assuming blade
shape does not change power absorption increases if the number of blades increases.; II. Power
absorption increases if the mean chord of the blades increase: I IS CORRECT, II IS CORRECT
Which statement is correct regarding a propeller?; I. Increasing tip speed to supersonic speed
increases propeller noise.; II. Increasing tip speed to supersonic speed increases propeller efficiency: I
IS CORRECT, II IS INCORRECT
Which statement is correct regarding a windmilling propeller on a multi-engine aeroplane? THE
WINDMILLING DRAG IS MUCH HIGUER THAN FOR A FETHERED PROPELLER
Which statement is correct regarding Cl angle of attack? FOR A SYMMETRICAL AEROFOIL
SECTION, IF THE ALPHA IS ZERO, CI IS ZERO
Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a
single engine aeroplane?; I. Pitch down produces left yaw.; II. Left yaw produces pitch up: I IS
CORRECT, II IS CORRECT
Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a
single engine aeroplane?; I. Pitch up produces left yaw.; II. Right yaw produces pitch down: I IS
INCORRECT, II IS CORRECT
Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a
single engine aeroplane?; I. Pitch down produces right yaw.; II. Left yaw produces pitch down: I IS
INCORRECT, II IS INCORRECT
Which statement is correct regarding the gyroscopic effect of a clockwise propeller on a single engine
aeroplane?I.Pitch down produces left yaw. II.Left yaw produces pitch up.; I IS CORRECT, II IS
CORRRECT
Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a
single engine aeroplane? I. Pitch up produces right yaw.II. Right yaw produces pitch up: 1 IS
CORRECT, 2 IS INCORRECT
Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack
diagram? LINE 3 SHOWS AND AEROPLANE WITH GREATER STATIC LONGITUDINAL STABILITY
AT LOW ANGLES OF ATTACK THAN THAT SHOWN IN LINE 4
Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack
diagram? LINE 1 SHOWS AN AEROPLANE WITH REDUCING STATIC LONGITUDINAL
INSTABILITY AT VERY HIGH ANGLES OF ATTACK
Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack
diagram? LINE 4 SHOWS AND AEROPLANE WITH INCREASING STATIC LONGITUDINAL
STABILITY AT VERY HIGH ANGLES OF ATTACK
Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack
diagram? LINE 3 SHOWS AN AEROPLANE WITH REDUCING STATIC LONGITUDINAL STABILITY AT HIGH
ANGLES OF ATTACK
Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller? I.
A constant speed propeller improves propeller efficiency over a range of cruise speeds. II. A coarse
fixed pitch propeller is more efficient during take-off: I IS CORRECT, II IS INCORRECT
Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller?;
I. A fixed pitch propeller improves propeller efficiency over a range of cruise speeds.; II. A coarse fixed
pitch propeller is more efficient during take-off: I IS INCORRECT, II IS INCORRECT
Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller?;
I. A constant speed propeller reduces fuel consumption over a range of cruise speeds.; II. A coarse
fixed pitch propeller is more efficient during take-off: I IS CORRECT, II IS INCORRECT
Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller?;
I. A constant speed propeller reduces fuel consumption over a range of cruise speeds.; II. A constant
speed propeller improves take-off performance as compared with a coarse fixed pitch propeller: 1
AND 2 ARE CORRECT
Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller?;
I. A fixed pitch propeller improves propeller efficiency over a range of cruise speeds.; II. A constant
speed propeller improves take-off performance as compared with a coarse fixed pitch propeller: 1
INCORRECT, 2 CORRECT
Which statement is correct? AS THE ANGLE OF ATTACK INCREASES, THE STAGNITION POINT
ON THE WINGS PROFILE MOVES DOWNWARDS
Which statement is correct? DURING A PHUGOID ALTITUDE VARIES SIGNIFICANTLY, BUT
DURING A SHORT PERIOD OSCILATION IT REMAINS APPROXIMATELY CONSTANT
Which statement is correct? DYNAMIC STABILITY IS POSSIBLE ONLY WHEN THE AIRPLANE IS
STATICALLY STABLE ABOUT THE RELEVANT AXIS
Which statement is correct? FLAP EXTENSION CAUSES A REDUCTION IN STALL SPEED AND
THE MAXIMUM GLIDE DISTANCE
Which statement is correct? I Stick force per g is independent of altitude. II Stick force per g
increases when the centre of gravity moves forward: I IS INCORRECT, II IS CORRECT
Which statement is correct? I. Stall speeds are determined with the CG at the aft limit. II. Minimum
control speeds are determined with the CG at the forward limit: I IS INCORRECT, II IS INCORRECT
Which statement is correct? I. On fully hydraulic powered flight controls there is no need for mass
balancing II. On fully hydraulic powered flight controls there is no need for trim tabs: I IS
INCORRECT, II IS CORRECT
Which statement is correct? SPOILER EXTENSION INCREASES THE STALLSPEED, THE MINIMUM
RATE OF DESCENT AND THE MINIMUM ANGLE OF DESCENT
Which statement is correct? THE FLOW ON THE UPPER SURFACE OF THE WING HAS A
COMPONENT IN WING ROOT DIRECTION
Which statement is correct? THE SHORT PERIOD OSCILLATION SHOULD ALWAYS BE HEAVILY
DAMPED
Which statement is correct?; I. A propeller with a small blade angle is referred to as being in fine
pitch.; II. A propeller with a large blade angle is referred to as being in coarse pitch: I IS CORRECT, II
IS CORRECT
Which statement is correct?; I. A propeller with little blade twist is referred to as being in fine pitch.;
II. A propeller with a large blade angle is referred to as being in coarse pitch: I IS INCORRECT, II IS
CORRECT
Which statement is correct?; I. At a given RPM the propeller efficiency of a fixed pitch propeller is
maximum at only one value of TAS.; II. A fixed pitch propeller maintains near maximum efficiency
over a wider range of aeroplane speeds than a constant speed propeller: 1 CORRECT, 2 INCORRECT
Which statement is correct?; I. At a given RPM the propeller efficiency of a fixed pitch propeller is
maximum at only one value of TAS.; II. A constant speed propeller maintains near maximum
efficiency over a wider range of aeroplane speeds than a fixed pitch propeller: 1 AND 2 ARE
CORRECT
Which statement is correct?; I. Propeller gyroscopic effect occurs during aeroplane pitch changes.; II.
Propeller gyroscopic effect is most noticeable during low speed flight at high propeller RPM: I IS
CORRECT, II IS CORRECT
Which statement is correct?; I. Propeller gyroscopic effect occurs during flight at constant aeroplane
attitude.; II. Propeller gyroscopic effect is most noticeable during low speed flight at low propeller
RPM: I IS INCORRECT, II IS INCORRECT
Which statement is correct?; I. Propeller gyroscopic effect occurs during aeroplane yaw changes.; II.
Propeller gyroscopic effect is most noticeable during low speed flight at high propeller RPM.: I IS
CORRECT, II IS CORRECT
Which statement is correct?; I. Stall speeds are determined with the CG at the forward limit.; II.
Minimum control speeds are determined with the CG at the aft limit: I IS CORRECT, II IS CORRECT
Which statement is correct?; I. A propeller with little blade twist is referred to as being in fine pitch.;
II. A propeller with significant blade twist is referred to as being in coarse pitch: I IS INCORRECT II IS
INCORRECT
Which statement is correct?; I. A stick pusher activates at a higher angle of attack than a stick
shaker.; II. A stick pusher prevents the pilot from increasing the angle of attack further: I IS
CORRECT, II IS CORRECT
Which statement is correct?I. Stall speeds are determined with the CG at the aft limit.II. Minimum
control speeds are determined with the CG at the aft limit: 1 INCORRECT, 2 CORRECT
Which statement on dynamic longitudinal stability of a conventional aeroplane is correct? DAMPING
OF THE PHUGOID IS NORMALLY VERY WEAK
Which statement regarding the gust load factor on an aeroplane is correct (all other factors of
importance being constant) ?; 1. Increasing the aspect-ratio of the wing will increase the gust load
factor.2. Increasing the speed will increase the gust load factor: 1 AND 2 ARE CORRECT
Which statement regarding the gust load factor on an aeroplane is correct (all other factors of
importance being constant)? 1. Increasing the aspect-ratio of the wing will increase the gust load
factor. 2. Increasing the speed will increase the gust load factor: 1 AND 2 ARE CORRECT
Which statement regarding the manoeuvre and gust load diagram in the clean configuration is
correct?; I. The gust load diagram has a symmetrical shape with respect to the n = 1 line for speeds
above VB.; II. The manoeuvre load diagram does not extend beyond the speed VC: I IS CORRECT, II
IS INCORRECT
Which statement with respect to the speed of sound is correct? VARIES WITH THE SQUARE ROOT
OF THE ABSOLUTE TEMPERATURE
Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?;
I. The lift coefficient CL increases.; II. The induced drag coefficient CDi decreases: I IS CORRECT, II IS
CORRECT
Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I.
The lift coefficient CL increases.II. The induced drag coefficient CDi increases: 1 CORRECT 2
INCORRECT
Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I.
The lift coefficient CL decreases.II. The induced drag coefficient CDi increases: 1 AND 2 ARE
INCORRECT
Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane,
is correct?; I. Parasite drag increases.; II. Induced drag increases: I IS CORRECT, II IS INCORRECT
Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane,
is correct?I. Parasite drag decreases.II. Induced drag decreases: 1 INCORRECT, 2 CORRECT
Which statement, about the effects on drag of removing external tip tanks from the wings of an
aeroplane, is correct?; I. Parasite drag increases.; II. Induced drag increases: I IS INCORRECT, II IS
CORRECT
Which statement, about the effects on drag of removing external tip tanks from the wings of an
aeroplane, is correct?I. Parasite drag increases.II. Induced drag decreases: 1 AND 2 ARE
INCORRECT
Which three aerodynamic means decrease manoeuvring stick forces? SERVO TAB-HORN
BALANCE-SPRING TAB
Which type of buffet will occur if a jet aeroplane slowly accelerates in level flight from its cruise
speed in still air at high altitude? MACH BUFFET
Which type of flap is shown in the picture? FOWLER FLAP
Which type of flap is shown in the picture? SPLIT FLAP
Which wing design feature decreases the static lateral stability of an aeroplane? ANHEDRAL
While flying under icing conditions, the largest ice build-up will occur, principally, on: THE FRONTAL
AREAS OF THE AIRCRAFT
Whilst flying at a constant IAS and at n = 1, as the aeroplane mass decreases the value of Mcrit:
INCREASES
Whilst maintaining straight and level flight with a lift coefficient CL = 1 what will be the new
approximate value of CL after the speed is increased by 30%? 0.60
Whilst maintaining straight and level flight with a lift coefficient CL = 1, what will be the new
approximate value of CL after the speed is increased by 41%? 0.50
Whilst maintaining straight and level flight with a lift coefficient CL=1, what will be the new value of
CL after the speed has doubled? 0.25
Why is a propeller blade twisted from root to tip? TO MAINTAIN A CONSTANT ANGLE OF ATACK
ALONG THE WHOLE LENGTH OF THE PROPELLER BLADE
Why is VMCG determined with the nosewheel steering disconnected? BECAUSE THE VALUE OF
VMCG MUST ALSO BE APPLICABLE ON WET AND/OR SLIPPERY RUNWAYS
Wing dihedral: CONTRIBUTES TO STATIC LATERAL STABILITY
Wing flutter can be prevented by: ENSURING THAT THE WING CG IS AHEAD OF ITS TORSIONAL
AXIS
Wing loading is the ratio between: AEROPLANE AND WING AREA
Wing spoilers are deflected symmetrically in flight in order to: DECELERATE THE AEROPLANE
AND/OR INCREASE ITS RATE OF DESCENT
Wing sweep angle is the angle between: THE QUARTER-CHORD LINE OF THE WING AND THE
LATERAL AXIS
Winglets: DECREASE THE INDUCED DRAG
With increasing altitude and constant IAS the static lateral stability (1) and the dynamic
lateral/directional stability (2) of an aeroplane with swept back wing will: (1) INCREASE (2)
DECREASE
With increasing angle of attack, the stagnation point will move (I) ...and the point of lowest pressure
will move (II) ...Respectively (I) and (II) are: (I) DOWN, (II) FORWARD
With respect to the gyroscopic effects of precession acting upon the clockwise rotating propeller of a
single acting aeroplane (when viewed from behind):; i. The effect of pitch up is right yaw; ii. The effect
of right yaw is pitch down.; I IS CORRECT, II IS CORRECT
Yaw is followed by roll because the: YAWING MOTION GENERATED BY RUDDER DEFLECTION
CAUSES A SPEED INCREASE OF THE OUTER WIND, WHICH INCREASES THE LIFT ON THAT
WING SO THAT THE AEROPLANE STARTS TO ROLL IN THE SAME DIRECTION AS THE YAW.