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Radio Navigation and Principles of Flight

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"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.

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