Principle of Flight

NHCH Bay Viet/ATPL - EAS VFT/ATPL/08108102
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1) The Mach number behind an oblique shock wave is lower than in front of it. _x000D_
2) The total pressure behind an oblique shock wave is lower than in front of it.
When the air is passing through a shock wave, the static temperature will:
Which of these statements about the supersonic speed range is correct?
What is the significance of the maximum allowed cruising altitude, based on the 1.3g margin? At this altitude:
Assuming
1) The localISA conditions
speed andinafront
of sound climbofbelow the tropopause
an oblique shock wave at isconstant
lower than Mach number
behind and aeroplane mass, the:
it. _x000D_
2) The Mach number in front of an oblique shock wave is lower than behind it.
Regarding the transonic speed range:
In comparison to a conventional aerofoil section, typical shape characteristics of a supercritical aerofoil section are:
If the Mach number of an aeroplane in supersonic flight is increased, the Mach cone angle will:
Reducing the thickness 1 chord ratio on a wing will:
Assuming ISA conditions and a descent above the tropopause at constant Mach number and aeroplane mass, the:
A jet transport aeroplane is in a straight climb at a constant lAS and constant weight. The operational limit that may
As the Mach number increases in straight and level flight, a shock wave on the upper surface of the wing will:
Compared to a straight wing of the same airfoil section a wing with a 30° sweep-back should theoretically have an M
Critical Mach number is the free stream Mach number at Which:
To increase the critical Mach number of a conventional aerofoil section:
Assuming ISA conditions and a climb above the tropopause at constant Mach number and aeroplane mass, the:
The Mach
1) The localtrim system
speed will: in front of an oblique shock wave is higher than behind it. _x000D_
of sound
2) The Mach number in front of an oblique shock wave is higher than behind it.
The speed of sound is affected only by:
Compressibility effects depend on:
The movement of the aerodynamic centre of the wing when an aeroplane accelerates through the transonic range c
Two methods to increase the critical Mach number are:
The effect of a shock wave on control surface hinge moment will be:
When the air is passing through an expansion wave, the Mach number will:
A normal shock wave is a discontinuity plane:
What
1) Thedata maybehind
density be obtained fromshock
an oblique the Buffet
waveOnset Boundary
is higher than inchart?
front of it. _x000D_
2) The local speed of sound behind an oblique shock wave is higher than in front of it.
For a constant flight level and lAS, if the OAT increases, the Mach number will:
The critical Mach number of an aeroplane is the free stream Mach number at which for the first time, somewhere o
At what speed does the front of a shock wave move across the Earth's surface?
Which of these statements about the transonic speed range is correct?
The position
1) The of the centre behind
static temperature of pressure on an aerofoil
an oblique of anisaeroplane
shock wave lower thancruising
in fromatofsupersonic
it. _x000D_speed when compared w
2)
1) The
The static
density pressure
behind behind an oblique
an oblique shockiswave
shock wave higheris than
lowerinthan
frontinoffront of it.
it. _x000D_
2) The local speed of sound behind an oblique shock wave is lower than in front of it
How does temperature influence the speed of sound?
Which of these statements on shock stall is correct?
The speed range
1) Increasing wingfrom approximately
sweepback increasesM =MCRIT·
1.3 to _x000D_
approximately M = 5 is called the:
2) Increasing wing sweepback decreases the drag divergence Mach number.
Just above the critical Mach number the first evidence of a shock wave will appear at the:
If the altitude is increased and the TAS remains constant in the troposphere under standard atmospheric conditions
Shock induced separation can occur:
When air has passed through a shock wave, the speed of sound is?
In the transonic range CLMAX will _ and the 1g stalling speed will _
What happens to Mach number if lAS is increased when flying at FL390?
A jet aeroplane is cruising at high altitude with a Mach number, that provides a buffet margin of 0.3g incremental. In
Which type of buffet will occur if a jet aeroplane slowly accelerates in level flight from its cruise speed in still air at h
An aeroplane is descending at a constant Mach number from FL350. What is the effect on True Airspeed?
Shock
1) The stall is: behind an oblique shock wave is lower than in front of it. _x000D_
density
2) The local speed of sound behind an oblique shock wave is higher than in front of it.
Using mental navigation, the local speed of sound may be found using the following equation:
A
1)transonic
Decreasing Mach
wingnumber
sweepbackis a Mach number:
decreases MCRIT. _x000D_
2) Decreasing wing sweepback decreases the drag divergence Mach number.
The
1) TheMach
Machnumber
number is 0.8 and theTAS
behind is 400
an oblique shockkts.wave
Whatisishigher
the speed
thanofinsound?
front of it _x000D_
2) The total pressure behind an oblique shock wave is higher than in front of it.
Should a transport aeroplane fly at a higher Mach number than the 'buffet-onset' Mach number in 1g flight?
Compared to straight wings of the same airfoil section swept wings have a _ onset of the transonic drag rise and a _
In
1) the
The transonic
local speed speed rangeinthe
of sound aeroplane
front characteristics
of an oblique shock waveareisstrongly determined
lower than by_x000D_
behind it. the:
2) The Mach number in front of an oblique shock wave is higher than behind it.
The increase in stall speed (lAS) with increasing altitude is due to:
When the air is passing through an expansion wave the local speed of sound will:
The
1) A application
contributingoffactor
the area rule on
to "tuck aeroplane
under" design will
is an forward decreaseofthe:
movement the centre of pressure of the wing. _x000D_
2) A contributing factor to "tuck under" is a reduction in the downwash angle at the location of the horizontal stabil
In supersonic flight, all disturbances produced by an aeroplane are:
An aeroplane is flying through the transonic range whilst maintaining straight and level flight. As the Mach number i
When
1) MCDR theisair is passing
less through
than MCRIT· a shock wave, the density will:
_x000D_
2)
1) At a fixed angle
Increasing wing of attack,
sweep backat decreases
speeds below MCDR
MCRIT· and MCRIT the formation of shockwaves causes an increase in C
_x000D_
2) Increasing wing sweepback increases the drag divergence Mach number.
The Mach number corresponding to a given TAS will:
In the transonic range lift will decrease at the shock stall due to the:
Transonic speed is:
At speeds just abovethe critical Mach number, the drag coeficient:
Which of these
1) The static statementsbehind
temperature about an
MCRIT is correct?
oblique shock wave is higher than in front of it _x000D_
2) The static pressure behind an oblique shock wave is higher than in from of it.
The consequences of exceeding MCRIT in a swept-wing aeroplane may be: (Note: assume no corrective devices, stra
When air has passed an expansion wave, the static pressure is:
Assuming
1) DecreasingISA conditions,
wing sweepback climbing at a constant
increases MCRIT·Mach
_x000D_number up to the tropopause theTAS will:
2) Decreasing wing sweepback decreases the drag divergence Mach number.
Which of the following combinations would resu lt in the lowest value of MCRIT?
When comparing a rectangular wing and a swept back wing of the same wing area and wing loading, the swept back
If
1)aThe
symmetrical
temperature aerofoil is accelerated
in front from wave
of an expansion subsonic to supersonic
is higher than thespeed the centre
temperature of lift
behind it.will move:
_x000D_
2) The speed in front of an expansion wave is higher than the speed behind it.
The loss of total
1) Decreasing pressure
wing in a shock
sweepback waveMCRIT.
increases is due to the fact that:
_x000D_
2) Decreasing wing sweepback increases the drag divergence Mach number.
During a climb at a constant lAS, the Mach number will:
"Tuck under" is caused by _ (i) movement of the centre of pressure (CP) of the wing and _ (ii) change of the downwa
When an aircraft is flying at speeds above Mach 1, pressure disturbances from the aircraft will affect only the flow:
Vortex generators on the upper side of the wing:
A supercritical wing:
For minimum wave drag, an aircraft should be operated at which of the following speeds?
The critical Mach number of an aerofoil is the free stream Mach number at which:
The Mach trim system will prevent:
Compared
1) The densitywithinan oblique
front of anshock wave
oblique at the
shock same
wave Mach than
is higher number a normal
behind shock wave has a:
it. _x000D_
2) The total pressure in front of an oblique shock wave is higher than behind it.
When the speed over an aerofoil section increases from subsonic to supersonic, its aerodynamic centre:
Compared to a normal transonic airfoil section a supercritical section has:
In transonic flight the ailerons will be less effective than in subsonic flight because:
The additional increase of drag at Mach numbers above the critical Mach number is due to:
The critical Mach number of an aeroplane is the Mach number:
The least energy loss through a normal shockwave occurs when the local Mach number is:
Assuming ISA conditions and a descent below the tropopause at constant Mach number and aeroplane mass, the:
Which of the following flight phenomena can only happen at Mach numbers above the critical Mach number?
"Tuck under" can occur:
Assuming ISA conditions and a descent above the tropopause at constant Mach number and aeroplane mass, the:
The sonic boom of an aeroplane flying at supersonic speed is created by:
A
1)function of vortex
A contributing generators
factor to "tuckin the transonic
under" is a forwardregime is to: of the centre of pressure of the wing. _x000D_
movement
2) A contributing
• Aircraft mass 110factor
000 to
kg "tuck under" is an increase in the downwash angle at the location of the horizontal stabili
_x000D_
• CG of 35%
Mach buffet occurs:
A shock wave on a lift generating wing will:
An aeroplane should be equipped with a Mach trimmer, if:
At MCRIT, a shockwave will appear first:
The formula for the Mach number is: (a = speed of sound)
At an aircraft weight of 70000 lbs your aerodynamic ceiling in 1g level flight will be:
Which
1) ''Tuckstatement
under" isiscaused
correctbyabout
an aftamovement
normal shock wave?
of the centre of pressure ofthe wing. _x000D_
2) ''Tuck under" is caused by a reduction in the downwash angle at the location of the horizontal stabiliser.
What
FL350 isMass:
the effect
110000 of kg
aeroplane
_x000D_mass on shock wave intensity at constant Mach number?
Bank angle: 50°
Whilst flying atbehind
1) The density a constant lAS andshock
an oblique at n =wave
1. as isthe aeroplane
lower than inmass
frontdecreases,
of it _x000D_the value of MCRIT:
2) The local speed of sound behind an oblique shock wave is lower than in from of it.
As an aircraft accelerates through the transonic speed range:
One advantage of a supercritical wing aerofoil over a conventional one is:
Behind a normal
1) The static shock wave
temperature on anofaerofoil
in front section
an oblique shockthewave
localisMach
lowernumber is: it. _x000D_
than behind
2) The static pressure in front of an oblique shock wave is higher than behind it
"Tuck under" is the:
What is the influence of increasing aeroplane mass on MCRIT at constant lAS?
The critical Mach number can be increased by:
When
1) The the air isinpassing
density front ofthrough an expansion
an expansion wave iswave
higherthe static
than temperature
behind. _x000D_will:
2) The static pressure in front of an expansion wave is higher than behind it
During a descent at a constant Mach number (assume zero thrust and standard atmospheric conditions):
In the event of failure of the Mach trimmer:
MCRIT is increased by:
Air passes through a normal shock wave. Which of the following statements is correct?
The regime of flight from the critical Mach number up to approximately M = 1.3 is called the:
The high speed buffet is induced by:
The significance of VA for jet transport aeroplanes is reduced at high cruising altitudes because:
In supersonic flight, any disturbance around a body affects the flow only:
In
2) supersonic flight aerofoil pressure distribution is:
density _x000D_
3)
1) local speednumber
The Mach of sound behind an oblique shock wave is lower than in front of it. _x000D_
2) The total pressure behind an oblique shock wave is higher than in front of it.
When
1) The shock stall occurs, lift
static temperature in will
fromdecrease because:
of an oblique shock wave is higher than behind it ._x000D_
2) The static pressure in from of an oblique shock wave is higher than behind it.
What is the effect of exceeding MCRIT on the stick force stability of an aeroplane with swept-back wings without an
The Mach number is 0.8 and theTAS is 480 kts. What is the speed of sound?
In
1) case of supersonic
Decreasing flow retarded
wing sweepback by a normal
decreases MCRIT.shock wave, a high efficiency (low loss in total pressure) can be obta
_x000D_
2)
1) Decreasing wing sweepback
The static temperature increases
in front the drag
of an oblique divergence
shock wave is Mach
lowernumber.
than behind it. _x000D_
2) The static pressure in front of an oblique shock wave is lower than behind it.
On a typical transonic airfoil the transonic rearward shift of the Centre of Pressure (CP) occurs at about:
Shock induced separation results in:
When
1) The the Mach
static number isbehind
temperature slowly anincreased
oblique in straight
shock waveand level flight
is lower than the first of
in from shock waves will occur:
it. _x000D_
2) The static pressure behind an oblique shock wave is higher than in from of it
Which of the following statements about a Mach trimmer is correct?
Some aeroplanes have a ''walst" or "coke boule" contoured fuselage. This is done to:
During which type of stall does the angle of attack have the smallest value?
The effect of Mach trim on stick forces for power operated controls:
What is the value of the Mach number if the Mach angle equals 45°?
A normal shock wave:
Assuming ISA conditions, which statement with respect to the climb is correct?
The subsonic speed range:
The bow wave will first appear at:
From the buffet onset graph of a given jet transport aeroplane it is determined that at FL310 at a given mass buffet
How does the Mach number change during a climb at constant lAS from sea level to 40000 ft?
Vortex generators mounted on the upper wing surface will:
The relation between the Mach angle (mu) and the corresponding Mach number is:
MCRIT is the free stream Mach number at which:
The maximum cruise altitude can be limited by a 1.3 g load factor because when exceeding that altitude:
As the density
1) The flight Mach number
in front of anincreases from subsonic
oblique shock to supersonic,
wave is lower than behind theit.centre
_x000D_of pressure moves:
2) The total pressure in front of an oblique shock wave is lower than behind it.
A
1)jet transport
Increasing aeroplane
wing sweepbackweighing 100 tons
increases carries
MCRIT· out a steady level 50° bank turn at FL350. The buffet free speed
_x000D_
2) Increasing wing sweepback increases the drag divergence Mach number.
The effect of increasing angle of sweep is:
If
1)lAS remainswing
Increasing constant, the effect
sweepback of decreasing
decreases MCRIT· aeroplane
_x000D_ mass is that MCRIT:
2)
1) Increasing
The densitywing sweepback
in front decreases
of an oblique shock the dragisdivergence
wave lower thanMach behind number.
it. _x000D_
2) The total pressure in front of an oblique shock wave is higher than
1) A contributing factor to "tuck under" is an aft movement of the centre of pressure behind it. of the wing. _x000D_
2) A contributing factor to "tuck under" is an increase in the downwash
1) The density in front of an oblique shock wave is higher than behind it. _x000D_ angle at the location of the horizontal stabili
2) The total pressure in front of an oblique shock wave is lower than behind it.
What is the influence of decreasing aeroplane mass on MCRIT at constant lAS?
At speeds just above the critical Mach number the L/D ratio will:
Deflecting a control surface down will cause MCRIT to:
The critical speed where the speed is too low and too high at the same time is called:
A Mach trimmer:
The Mach number is the ratio between the:
The
1) TheMachMach trim function
number is installed
behind on most
an oblique commercial
shock jets inthan
wave is higher order to minimize
in front the adverse effects of:
of it _x000D_
2) The total pressure behind an oblique shock wave is lower than in front of it.
VMo
1) Thecan be exceeded
static temperature in aindescent
front ofatan
a constant Machwave
oblique shock number because:
is higher than behind it _x000D_
2) The static pressure in front of an oblique shock wave is lower than behind it.
Shock stall:
How will the density and static temperature change in a supersonic flow from a position in from of a shock wave to
The velocity behind a normal shock wave is_ (1 ). The velocity behind an oblique shock wave is _ (2)
An aircraft is descending at a constant Mach number and a constant weight which of the following operational spee
The speed range between high and low speed buffet:
What
1) Theisstatic
the highest speed behind
temperature possibleanwithout
obliquesupersonic
shock wave flow over the
is higher thanwing?
in front of it._x000D_
2) The static pressure behind an oblique shock wave is lower than in front of it.
Compared with an oblique shock wave at the same Mach number a normal shock wave has a:
What is a normal shock wave perpendicular to?
Assuming
1) The local ISA conditions
speed of soundandinafront
climbofbelow the tropopause
an oblique shock wave at isconstant
higher thanMachbehind
number and aeroplane mass, the:
it. _x000D_
2) The Mach number in front of an oblique shock wave is lower than behind it.
Which of the following (i) aerofoils and (ii) angles of attack will produce the lowest MCRIT values?
When altitude increases, the stall speed (lAS) will:
Which statement with respect to the speed of sound is correct?
Static lateral stability will be decreased by:
The CG of an aeroplane is in a fixed position forward of the neutral point. Speed changes cause a departure from the
An aeroplane has static directional stability. In a side-slip to the right, initially the:
If the sum of moments in flight is not zero, the aeroplane will rotate about the:
An aeroplane, with a CG location behind the centre of pressure of the wing can only maintain a straight and level flig
With a swept wing aircraft, with an increase in altitude, which of the following statements about lateral stability is c
Longitudinal stability is directly influenced by:
Which one of the following systems suppresses the tendency to Dutch roll?
Assuming no pilot input the motion of the aeroplane in the diagram shows:
Which statement is correct?
A forward CG shift
One advantage of mounting the horizontal tailplane on top of the vertical fin is:
If the maximum pull force acceptable is so lbs and the design limit load factor of the aircraft is 6g. what stick force/g
To hold a given sideslip angle and airspeed. increased geometric dihedral would:
An aft CG shift:
Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack diagram?
If
1)anTheaircraft
initial has negative
tendency dynamic
of the and
nose of positive
the staticis stability,
aeroplane to move this willleft.
to the result in:
_x000D_
2) The initial tendency of the right wing is to move down.
When the CG Is_x000D_
4) Sweepback. close to the forward limit:
The combination that regroups all of the correct statements is:
A negative contribution to the static longitudinal stability of conventional jet transport aeroplanes is provided by:
For an aircraft with neutral static lateral stability, following a wing drop:
An aeroplane's sideslip angle is defined as the angle between the:
What is the recommended action following failure of the yaw damper(s) of a jet aeroplane, flying at normal cruise a
As the stability of an aeroplane increases:
Assuming no tendency
1) The initial pilot inputofthe
themotion
nose ofofthe
theaeroplane
aeroplaneisintothemovediagram
to theshows:
right. _x000D_
Which of these statements about the pitching moment coefficient versus angle of attack lines in the annex is correc
Which line in the diagram represents decreasing positive static longitudinal stability at higher angles of attack?
The distance between the CG Datum and the CG Neutral Point in straight and level flight is called the:
The effect on static lateral stability of an aeroplane with a high wing as compared with a low wing is:
If a body Is dynamically unstable, any oscillations would be:
The contribution of the wing to the static longitudinal stability of an aeroplane:
Where on the curve in the diagram does the aeroplane exhibit neutral static longitudinal stability?
Static stability means that:
Which line intendency
1) The initial the diagram illustrates
of the nose ofantheaeroplane
aeroplanewith
is toneutral
move to static
the longitudinal
left. _x000D_stability at all angles of attack?
2) The initial tendency of the left wing is to move down.
Static lateral stability will be increased by:
The CG of an aeroplane is in a fixed position forward of the neutral point. Speed changes cause a departure from the
Which moments or motions interact in a Dutch roll?
With increasing altitude and constant lAS the static lateral stability (i) and the dynamic lateral/directional stability (ii
If an aircraft has static longitudinal instability, it:
The contribution to the static directional stability of a straight wing with high aspect ratio and without dihedral:
What will increase the tendency to Dutch roll?
An aft CG shift:in-flight manoeuvrability. _x000D_
3) Insufficient
A downward adjustment of a trim tab in the longitudinal control system, has the following effect:
What is the effect of elevator trim tab adjustment on the static longitudinal stability of an aeroplane?
How can a pilot recognise static stick force stability in an aeroplane during flight?
The manoeuvrability of an aeroplane is best when the:
During landing of a low-winged jet aeroplane, the maximum elevator up deflection is normally required when the fl
Which statement on dynamic longitudinal stability of a conventional aeroplane is correct?
A forward CG shift
The forward CG limit is determined primarily by _ (1). The aft CG limit is determined primarily by _ (2)
Static directional stability is the:
Which line in the diagram illustrates an aeroplane which is statically longitudinally stable at all angles of attack?
Which part of
3) Dynamic an aeroplane
longitudinal provides
stability. the greatest positive contribution to static longitudinal stability?
_x000D_
An increase in geometric dihedral in a steady sideslip condition at constant speed would:
Stick force per g:
For an aircraft in steady level flight, if the tail plane is producing a download, the CP of the wing must be:
What is the effect of an aft shift of the centre of gravity on (i) static longitudinal stability and (ii) the required contro
The aeroplane motion, schematically illustrated in the annex, is an example of a dynamically:
The short period mode is an:
The purpose of the horizontal stabilizer is to:
A statically stable aeroplane:
The air loads on the horizontal tail plane (tail load) of an aeroplane in straight and level cruise flight are generally dir
The "dihedral" construction feature of an aircraft wing provides an increase in:
During a phugoid the speed:
An aeroplane that has positive static stability:
As the stability of an aeroplane decreases:
Lateral static stability is determined by:
If the aircraft is properly loaded the CG. the neutral point and the manoeuvre point will be in the order given, forwa
Which statement concerning sweep back is correct?
For a normal
1) The stable aeroplane,
initial tendency the of
of the nose centre of gravity is
the aeroplane is to
located:
move to the left. _x000D_
The pitching moment
4) Insufficient in-flightversus angle of attack
manoeuvrability. line in the diagram, which corresponds to a CG located at the neutral po
_x000D_
The effect of the wing downwash on the static longitudinal stability of an aeroplane is:
How does positive camber of an aerofoil affect static longitudinal stability?
Assuming no tendency
1) The initial pilot inputofthe
themotion
nose ofofthe
theaeroplane
aeroplaneisintothe diagram
move to theshows
right. _x000D_
The max aft position of the centre of gravity is amongst others limited by the:
What is the position of the CG in relation to the neutral point when the CG is on the aft limit?
The (i) stick force stability and the (ii) manoeuvre stability are positively affected by:
If an object Is statically unstable, it will:
Longitudinal static stability is created by the fact that the:
Which of the following statements about static lateral and directional stability is correct?
What
1) Theisinitial
the effect of a Center
tendency of Gravity
of the nose of the(CG) shift toisato
aeroplane more afttolocation
move the left.on_x000D_
the aeroplane's static longitudinal stabil
Forward and aft movement of the CG effect on stability and controllability will be:
During a short period oscillation, the altitude:
Upward deflection of a trim tab in the longitudinal control results in:
Increasing the size of the fin:
An example of a combined lateral and directional periodic motion is a:
Static lateral stability should not be too small because:
A pitch up could be caused by:
At constant EAS, what is the effect on aerodynamic damping as height increases?
An in-flight move of the CG of an aircraft further aft will:
The magnitude
1) The of the stick
initial tendency force
of the noserequired to pitch, for
of the aeroplane anmove
is to aircraft
to with manual
the right. controls, is determined by:
_x000D_
The neutral point of an aeroplane is the point where:
A CG location beyond the aft limit leads to:
The primary
4) Ventral fin.purpose
_x000D_ of dihedral is to:
The value of the manoeuvre stability of an aeroplane is 150 N/g. The stick force required to achieve a load faaor of 2
The stick force gradient is:
The manoeuvre stability of a large jet transport aeroplane is 280 N/g. What stick force is required, if the aeroplane i
Positive static lateral stability is the tendency of an aeroplane to:
An aircraft is placed in a level balanced turn and the controls released. It is spirally unstable if:
The effects of CG position on longitudinal static stability and control response will be:
An aircraft's tendency to Dutch roll may be reduced by:
Static lateral stability should not be too large, because:
If the statiC lateral stability of an aeroplane is increased, whilst its static directional stability remains constant:
Positive
4) Ventralstatic longitudinal stability means that a:
fin. _x000D_
Which line in the annexed Cm versus angle of attack graph shows a statically stable aeroplane?
Which of the following features will reduce static lateral stability?
Where on the curve
4) Sweepback. in the diagram does the aeroplane exhibit static longitudinal stability?
_x000D_
Which of the following provides a positive contribution to static directional stability?
Which of _x000D_
2) lateral the following statements about dihedral is correct?
3) directional
The stick force per g of a heavy transport aeroplane is 300 N/g. What stick force is required, if the aeroplane in the c
Which CG position with respect to the neutral point ensures static longitudinal stability?
The centre of gravity moving aft will:
Excessive static lateral stability is an undesirable characteristic for a transport aeroplane because:
How can the designer of an aeroplane with straight wings increase the static lateral stability?
When an aeroplane has zero static longitudinal stability, the pitching moment coefficient "Cm" versus angle of attac
If the aircraft has a nose up pitch displacement, the effective angle of attack of the tail plane:
When an aeroplane with the centre of gravity forward of the centre of pressure of the combined wing/fuselage is in
Which statement is correct?
Which statement is correct for a side slip condition at constant speed and side slip angle, where the geometric dihed
Given an aeroplane in steady, straight and level flight at low speed and considering the effects of centre of gravity (C
With the CG on the aft limit the control forces required to pitch the aircraft would be:
One of the requirements for positive dynamic stability is:
The effect of a positive wing sweep on static directional stability is as follows:
Which wing design feature decreases the static lateral stability of an aeroplane?
For a statically stable aeroplane, the relationship between the neutral point and centre of gravity (CG) is such that th
Damping Is the property that:
An aeroplane is sensitive to Dutch roll when:
How can a pilot recognise static stick force stability in an aeroplane during flight?
Which statement
1) A high limit loadconcerning longitudinal
factor enables stability and
the manufacturer to control is correct?
design for a lower stick force per g. _x000D_
2) The stick force per g is a limitation on the use of an aeroplane, which the pilot should determine from the Aeropla
If an airplane exhibits poor longitudinal stability in flight, what can be done to increase the stability?
Directional stability is the stability around the:
The aerodynamic contribution co the static longitudinal stability of the nacelles of aft fuselage mounted engines is:
An aeroplane has static directional stability if, when in a sideslip with the relative airflow coming from the left, initia
The phugoid motion is a long term oscillation around the:
Which aeroplane behaviour will be corrected by a yaw damper?
When moving the CG forward the stick force per g will:
Which of the following flight phenomena can happen at Mach numbers below the critical Mach number?
Wing dihedral:
A longitudinal dynamic oscillation can take two forms. One of these, the "long period oscil lation", involves slow cha
The aft CG limit can be determined by the:
If the total sum of moments about one of its axis is not zero, an aeroplane would:
Sweepback of a wing provides:
Which line in the diagram
1) A requirement represents
for positive an aeroplane
static longitudinal with static
stability of an longitudinal
aeroplane is,instability at all angles
that the neutral pointofis attack?
behind the cen
2) A wing with positive camber provides a positive contribution to static longitudinal stability, when the centre of gr
Sensitivity for spiral dive will occur when:
An aeroplane's bank angle is defined as the angle between its:
Where on the curve in the diagram does the aeroplane exhibit static longitudinal instability?
Given an aeroplane in steady, straight and level flight at tow speed and considering the effects of centre of gravity (C
A statically unstable aeroplane is:
If the airspeed increases and decreases during longitudinal phugoid oscillations, the aircraft:
Static directional stability is mainly provided by:
For an aeroplane to possess dynamic stability, it needs:
1) The initial tendency of the nose of the aeroplane is to move to the right. _x000D_
The purpose of a dorsal fin is to:
An aeroplane exhibits static longitudinal stability, if, when the angle of attack increases:
Which of the following statements is correct?
The contribution of swept back wings to static directional stability:
An aeroplane that tends to return to its pre-disturbed equilibrium position after the disturbance has been removed
Long period (phugoid) oscillations are characterised by:
If a stick force of 20 lbs is required to pull 4g from the position of trim, the stick force gradient is:
After
1) Sticka disturbance
force per g isabout the lateral
independent of axis, an aeroplane
altitude. _x000D_ oscillates about the lateral axis at a constant amplitude. The
2)
1) Stick force
A dorsal finper g increases
increases when the centre
the contribution of theofvertical
gravitytail
moves forward.
plane to the static directional stability, in particular at lar
2) A dorsal and a ventral fin both have a positive effect on static lateral stability.
Positive static stability of an aeroplane means that following a disturbance from the equilibrium condition:
Which statement about stick force per G is correct?
What happens to lateral stability when flaps are extended?
An example of a combined lateral and directional aperiodic motion is a:
What happens if CG moves behind the aft limit?
MMO can be exceeded in a climb at a constant lAS because:
VLE is defined as the:
Which factor should be taken into account when determining VA?
An aeroplane flying at 200 kts in straight and level flight is subjected to a disturbance that suddenly decreases the sp
How does VA (EAS) change when the aeroplane's mass decreases by 19%?
For
1) Ifan aeroplane
flutter occurs,with
lAS one fixed
should bevalue of VA the _x000D_
kept constant. following applies. VA is:
2) Resistance to flutter increases with reducing wing stiffness.
How can wing
1) If flutter flutter
occurs, lASbe prevented?
should be kept constant. _x000D_
2) Resistance to flutter increases with increasing wing stiffness.
Wing flutter cancoupling
1) Aero-elastic be prevented
does notby:affect flutter characteristics. _x000D_
2) Occurrence of flutter is independent of lAS.
What wing shape or wing characteristic is the least sensitive to turbulence:
An aeroplane in straight and level flight at 200 kts is subjected to a sudden disturbance in speed. Assuming the angle
What is the relationship of VMO and MMO, in a climb and descent?
An aeroplane
1) When flyingarea
the wing at 100 kts in straight
increases, the gustand level
load flight
factor is subjected
decreases. to a disturbance that suddenly increases the sp
_x000D_
2) When the EAS increases, the gust load factor increases.
An aeroplane flying at 200 kts in straight and level flight is subjected to a disturbance that suddenly increases the sp
What can happen to me aeroplane structure flying at a speed just exceeding VA?
Load factor is increased by:
The manoeuvring
1) When the massspeed VA, expressed
decreases, as indicated
the gust load airspeed, of a transport aeroplane:
factor increases._x000D_
2)
1) When
When thethe altitude increases,
mass increases, thethe
gustgust load
load factor
factor increases.
decreases. _x000D_
2) When the altitude decreases, the gust load factor decreases.
By what percentage does VA (EAS) change when the aeroplane's mass decreases by 10%?
VMO:
VRA is:
The stall speed line in the manoeuvring load diagram runs through a point where the:
Assuming no compressibility effects, the correct relationship between stall speed, limit load factor (n) and VA is:
Aileron flutter can be caused by:
An aircraft is in straight, level flight has a CL of 0.42, and a 1° increase in angle of attack would increase the CL by 0.1
The positive
1) When the manoeuvring limit load
wing area decreases, factor
the gust for
loada factor
light aeroplane
decreases. in _x000D_
the utility category in the clean configuration may
2)
1) When
When thethe EAS
massdecreases,
decreases,the thegustgustload
loadfactor
factorincreases.
decreases. _x000D_
2) When the altitude increases, the gust load factor decreases.
VA is: the slope of the lift versus angle of attack curve decreases, the gust load factor increases. _x000D_
1) When
2) When the wing loading decreases. the gust load factor increases.
Flutter
1) When sensitivity
the slopeofofan aeroplane
the lift versuswing angleis reduced
of attackby: curve decreases, the gust load factor decreases. _x000D_
2) When the wing loading decreases, the gust load factor increases.
An aircraft
1) When is mass
the flownincreases,
at 20% below its normal
the gust mass.increases.
load factor Because of this, VA will be:
_x000D_
2) When the altitude decreases, the gust load factor increases.
Control
1) Whensurface
the massflutter can bethe
increases, eliminated
gust loadby: factor increases. _x000D_
2) When the altitude increases, the gust load factor increases.
When considering a high speed transport jet aeroplane, if flaps are selected to the fully extended position at a spee
What causes a load factor to increase? (all other relevant factors being constant)
VNE is defined as:
Which
1) When of the
these statements
wing concerning
area decreases, flightload
the gust in turbulence is correct?
factor increases. _x000D_
2) When the EAS decreases, the gust load factor increases.
An aeroplane
1) When maintains
the mass straight
increases, theandgustlevel
loadflight
factoratdecreases.
a speed of_x000D_
2VS. If a vertical gust causes a load factor of 2, the loa
2) When the altitude increases, the gust load factor decreases.
An aircraft has a mass of 60000 kg and a limiting positive load factor of 2.5 g, VA is calculated as the EAS at which fu
Which of the following wing planforms will be least affected by turbulence?
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.42. An increase in angle of attack of 1 degree in
What is the limit
1) Aero-elastic load factor
coupling of afl large
affects utter transport aeroplane?
characteristics. _x000D_
2) The risk of flutter increases as lAS increases.
For most the
1) When jet transport
wing areaaeroplanes,
decreases, the the gust
maximum operating
load factor limit speed,
increases. _x000D_VMO:
2) When the EAS decreases, the gust load factor decreases.
An aeroplane
1) When in straight
the slope of theand level flight
lift versus angleatof 100 kts iscurve
attack subjected to a sudden
increases, the gustdisturbance
load factor in speed. Assuming
decreases. _x000D_the angle
2) When the wing loading increases, the gust load factor decreases.
The extreme
1) When right limitation
the slope for bothangle
of the lift versus V-n (gust and curve
of attack manoeuvre) diagrams
increases, is created
the gust by the
load factor speed: _x000D_
increases.
2)
1) When
When thethe wing
slopeloading increases,
of the lift versus anglethe gust load factor
of attack curve decreases.
increases, the gust load factor decreases. _x000D_
2) When the wing loading increases, the gust load factor increases.
What may happen if the "ultimate load factor" is exceeded?
Control
1) Wing surface
mounted flutter:
engines extending ahead of the wing contribute to wing flutter suppression. _x000D_
2) Excessive free play or backlash increases the speed at which control surface flutter occurs.
Which of the following is a correct design gust value factor applied in certification under EASA CS-25?
An aircraft flying at a given EAS is subject to a positive gust of 50 kts EAS. Which of the following correctly describes
An aeroplane
1) Wing mounted flying at 200 extending
engines kts in straight
ahead andoflevel flightcontribute
the wing is subjectedtoto a disturbance
wing that suddenly
flutter suppression. increases the sp
_x000D_
2) Excessive free play or backlash reduces the speed at which control surface flutter occurs.
Aileron
1) Whenreversal
the wing may
areabeincreases,
caused by:the gust load factor increases. _x000D_
2)
1) When theoccurs,
If flutter EAS increases,
lAS should the begust load factor
reduced. _x000D_ decreases.
2)
1) Resistance
When the wing to flutter
area increases
decreases,with the increasing wing stiffness.
gust load factor decreases. _x000D_
2) When the EAS decreases, the gust load factor
1) When the mass decreases, the gust load factor increases. _x000D_ decreases.
2) When the altitude increases, the gust load factor increases.
An aeroplane flying at 200 kts in straight and level flight is subjected 10 a disturbance that suddenly decreases the s
The gust load factor due to a vertical up-gust increases when:
All gust lines in the gust load diagram originate from a point where the:
The
1) Whenrelationship
the slope between thecurve
of the lift stall speed
versus VS andofVAattack
angle (EAS)curve
for a decreases.
large transport aeroplane
the gust can be
load factor expressed_x000D_
decreases. in the fo
2)
1) When
When the the wing
mass loading decreases.
decreases, the gustthe loadgust loaddecreases.
factor factor decreases.
_x000D_
2) When the altitude decreases, the gust load factor decreases.
Which of the following is a correct design gust value factor applied in certification under EASA CS-25?
Flutter of control
1) lfflutter occurs,surfaces
lAS shouldis: be reduced. _x000D_
2) Resistance to flutter increases with reducing wing stiffness.
Aileron reversal at high CL results from:
Which of the following statements is correct?
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.35. Increase in angle of attack of 1° will increas
In
1) aMoving
high speed descentfrom
the engines at MMO you will
the wing reach
to the VMO improves
fuselage at: wing flutter suppression. _x000D_
2) Excessive free play or backlash reduces the speed at which control surface flutter occurs.
Aileron
1) Whenreversal
the wing can be increases,
area caused by:the gust load factor increas _x000D_
2)
1) When
When the the EAS
massincreases,
decreases, thethegust load
gust loadfactor
factor increases.
increases. _x000D_
2) When the altitude decreases, the gust load factor increases.
The stall speed lines in the manoeuvring load diagram originate from a point where the:
Which of the following are the gust values used in the V-n diagram?
An aeroplane in straight and level flight at 100 kt is subjected to a sudden disturbance in speed. Assuming the angle
The
1) Whenmanoeuvring
the wing limit
area load factorthe
increases, for gust
a light aeroplane
load (EASA CS-23)
factor decreases. in the normal category is:
_x000D_
2) When the EAS increases, the gust load factor decreases.
The
1) The positive manoeuvring
gust load diagram has limit load factor for
a symmetrical a large
shape withjetrespect
transport aeroplane
to the with
n = 1 line forflaps extended
speeds is: _x000D_
above VB.
2)
1) The manoeuvre
Aero-elastic load diagram
coupling does notdoes affectnot extend
flutter beyond the speed
characteristics. VC.
_x000D_
2) The risk of flutter increases as lAS increases.
If
1)anWhenaircraft
the isslope
flyingofat a speed
the above
lift versus VA:of attack curve decreases, the gust load factor increases. _x000D_
angle
2) When the wing loading decreases, the gust load factor decreases.
An aeroplane
1) When flyingofatthe
the slope 200lift
ktsversus
in straight
angleand level flight
of actack curveisincreases,
subjectedthe
to agust
disturbance
load factorthat suddenly_x000D_
decreases. increases the sp
2) When the wing loading decreases, the gust load factor decreases.
Wing flutter may be caused by a:
Which load factor
1) Aero-elastic determines
coupling affectsVA?flutter characteristics. _x000D_
2) Occurrence of flutter is independent of lAS.
A
1)fundamental
Increasing the difference between
aspect-ratio of thethewing manoeuvring
will increaselimit
the load
gust factor and the
load factor. gust limit load factor is, that:
_x000D_
2)
1) Increasing
When the slope the speed
of thewill
liftincrease the gust
versus angle load factor.
of attack curve increases, the gust load factor increases. _x000D_
2) When the wing loading increases, the gust load factor increases.
Which of the following statements is true?
Which of these statements concerning flight in turbulence is correct?
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.4. Increase of angle of attack of 1° will increase
Which of these statements concerning flight in turbulence is correct?
The load factor is greater than 1 (one):
Control surface flutter is:
The stall speed
1) Moving line in me
the engines manoeuvring
from the wing toload diagram
the aft runs
fuselage throughwing
improves a point where
flutter the:
suppression. _x000D_
2) Excessive free play or backlash increases the speed at which control surface flutter occurs.
2 1) is incorrect, 2) is incorre1) is correct, 2) is correct. 1) is incorrect, 2) is correct
1 increase. decrease. stay constant.
1 The airflow everywhere aroThe supersonic speed rangThe airflow around the aero
At this altitude: 3 a manoeuvre with a load faa manoeuvre with a load faa manoeuvre with a load fac
oplane mass, the: 3 lAS increases. TAS remains constant lift coefficient increases.
2 1) is incorrect, 2) is incorre1) is correct, 2) is incorrect1) is correct, 2) is correct.
3 it starts at a Mach number it starts at a Mach number both subsonic and supersoni
al aerofoil section are: 1 a larger nose radius, flatt a sharper pointed nose, flaa larger nose radius, flatt
4 decreases, then increases increase. stay constant.
4 delay the onset of shockw reduce the transonic variatio reduce the transonic variati
aeroplane mass, the: 3 lAS decreases. TAS remains constant lift coefficient increases.
rational limit that may b 3 VNE VMO MMO
of the wing will: 2 move towards the leading move towards the trailing not move.
heoretically have an MCRIT
1 i) 1.154, ii) half i) 1.414, ii) twice i) sine 30, ii) half
3 there is supersonic flow ovthere is subsonic flow overlocal sonic flow first exist
3 it should be flown at higherits leading edge radius shoits thickness to chord rati
oplane mass, the: 2 Iift coefficient decreases. lift coefficient increases. TAS decreases.
3 pump the fuel from tank t keep the Mach number auto adjust the stabilizer, dep
1 1) is incorrect, 2) is correct1) is correct, 2) is correct. 1) is correct, 2) is incorrect
4 density of the air. humidity of the air. pressure of the air.
4 IAS EAS TAS
h the transonic range cau3 a decrease in static directioan increase in static directian increase in static longitu
1 thin aerofoils and sweep bthin aerofoils and dihedralpositive cambering of the
4 none on powered flying con none, the shock wave forms stalling of the control surf
2 decrease. increase. stay constant.
3 across which the pressure across which the temperatthat is always normal to the
2 The values of MMD at diffeThe values of the Mach num The values of MCRIT at diff
2 1) is correct, 2) is incorrect1) is correct, 2) is correct. 1) is incorrect, 2) is correct
3 increase decrease remain constant
rst time, somewhere on t2 buffet. local sonic flow. shock wave.
2 The speed of sound at grouThe ground speed of the a The speed of sound at flight
3 The airflow everywhere arou The airflow everywhere arou The transonic speed range
eed when compared with 3 undetermined since there fi urther forward. further aft.
4 1) is correct, 2) is correct. 1) is correct, 2) is incorrect1) is incorrect, 2) is correct
1 1) is correct, 2) is incorrect1) is incorrect, 2) is correct1) is incorrect, 2) is incorre
4 Speed of sound remains coSpeed of sound is not infl Speed of sound decreases
4 Shock stall is caused by sudd Shock stall is a stall due t CLMAX does not change as
4 transonic range. subsonic range. hypersonic range.
2 1) is incorrect, 2) is incorre1) is correct, 2) is incorrect1) is correct, 2) is correct
1 upper side of the wing. lower side of the wing. leading edge of the wing.
oplane mass, the: 2 TAS increases. lAS decreases. Iift coefficient decreases.
oplane mass, the: 2 lAS increases. TAS remains constant Iift coefficient decreases.
tmospheric conditions, 3 not change. decrease. increase.
4 at high Mach numbers, only at high Mach numbers, only in supersonic flow only.
3 Decreased. Not affected. Increased.
1 decrease; increase decrease; decrease increase; decrease
2 Remains constant. Increases. Decreases.
of 0.3g incremental. In 1 fly at a lower altitude an extend the flaps to the firsfly at a higher Mach numbe
se speed in still air at hi 1 Mach buffet Low speed buffet Flutter speed buffet.
e Airspeed? 4 It remains constant. It decreases as pressure in It decreases as altitude de
2 separation of the flow behseparation of the boundaryseparation of the flow at
2 1) is correct, 2) is incorrect1) is incorrect, 2) is correct1) is correct, 2) is correct.
3 LSS = TAS + Mach number LSS = 333 x TAS : Mach nu LSS = 644 + 1.2 TATc
4 between the buffet onset at which only supersonic loin the range between MC
1 1) is correct, 2) is correct 1) is correct, 2) is incorrect1) is incorrect, 2) is incorre
3 480 kts 320 kts 500 kts
1 1) is incorrect, 2) is incorre1) is correct, 2) is incorrect1) is correct, 2) is correct
er in 1g flight? 3 Yes, but only during appro Yes, this causes no proble No, this is not acceptable.
sonic drag rise and a _ CD4 faster; lower faster; higher slower; higher
4 CAS. TAS. lAS.
2 the excedance of MCRIT. the compressibility effects.the larger angle of attack n
4 stay constant. decrease and beyond a certincrease.
the wing. _x000D_ 1 wave drag. skin friction drag. induced drag.
of the horizontal stabiliser.
3 1) is correct, 2) is correct. 1) is correct, 2) is incorrect1) is incorrect, 2) is correct
3 in front of the aeroplane. very weak and negligible. in between a conical area
As the Mach number in 3 much more thrust from thea higher lAS to compensatea pitch up input of the stabi
4 decrease and beyond a certdecrease. stay constant.
causes an increase in CD.4 1) is correct, 2) is correct. 1) is correct, 2) is incorrect1) is incorrect, 2) is correct
1 1) is incorrect, 2) is correct1) is correct, 2) is incorrect1) is correct, 2) is correct.
2 be higher if the temperaturbe lower if the temperaturbe the same at all tempera
3 first appearance of a shockattachment of the shock wa separation of the boundary
1 a speed at which locally ar a speed at which locally ana speed at which compressibi
1 will stare to increase. will stare to decrease. will remain constant.
1 Shock waves cannot occur Flight at any speed above As speed increases above M
4 1) is correct, 2) is incorrect1) is incorrect, 2) is incorre1) is incorrect, 2) is correct
corrective devices, straight4 buffeting of the aeroplane an increase in speed and aengine unbalance and buffe
2 decreased or increased, decreased. increased.
2 first increase, then decreasdecrease. increase.
3 1) is correct, 2) is correct. 1) is incorrect, 2) is incorre1) is incorrect, 2) is correct
2 Small camber / thin aerofoiLarge camber / thick aerofoSmall camber / thick aerofo
oading, the swept back w4 lower stalling speed. greater strength. increased longitudinal stabi
3 forward to the leading edgaft to the trailing edge. aft to the mid chord.
4 1) is incorrect; 2) is incorre1) is correct; 2) is correct. 1) is incorrect; 2) is correct
4 the friction in the boundarythe speed reduction is too the static pressure decreas
4 1) is correct, 2) is incorrect1) is incorrect, 2) is correct1) is correct, 2) is correct
3 remain constant. decrease initially and incr increase.
change of the downwash4a i) forward; ii) increasing. i) forward; ii) decreasing. i) aft; ii) increasing.
l affect only the flow: 1 within the Mach cone. in front of the Mach cone. in front of the oblique sh
3 increase critical Mach numincrease wave drag. decrease wave drag.
1 will develop no noticeable will develop no transonic will be free of Mach buffet
2 Mach 1. Subsonic. Low supersonic.
3 a shock wave appears on ththe maximum operating tem sonic speed (M=1) is first
4 dutch roll. buffeting. shock stall.
3 smaller compression. higher expansion. higher compression.
4 1) is correct, 2) is correct. 1) is incorrect, 2) is incorre1) is correct, 2) is incorrect
mic centre: 1 moves from approximatelymoves aft by approximateldoes not move.
2 a more cambered top surfaa flatter top surface. a flatter bottom surface.
4 behind the shock wave pres aileron down deflection m aileron deflection only affe
2 increased angle of attack. wave drag. increased interference dra
1 above which, locally, supe at which the aeroplane hasat which there is supersoni
4 well above Mach 1. just below Mach 1. exactly Mach 1.
aeroplane mass, the: 1 lift coefficient decreases. lAS decreases. TAS remains constant.
l Mach number? 2 Elevator stall. Mach buffet. Dutch roll.
1 only above the critical Ma only at high al titudes. only below the critical Ma
aeroplane mass, the: 2 lift coefficient increases. Iift coefficient decreases. lAS decreases.
2 aerodynamic heating. shock waves around the aethe centre of pressure, whi
he wing. _x000D_ 1 reduce boundary layer sepprevent the rearward shift reduce wing root compressi
of the horizontal stabiliser.
4 (i) M 0.54; (ii) M 0.82 (i) M 0.60; (ii) M 0.78 (i) M 0.49; (ii) MMD
3 direaly after exceeding MCwhen the Mach number has following boundary layer s
4 be situated at the greates reach its highest strength move forward as Mach numb
2 stick force stability becom at transonic Mach numbersstick force per g strongly
2 at the leading edge. near to the point of maximat the trailing edge.
3 M = TAS x a M = a - TAS M = TAS : a
3 FL320 FL390 FL420
4 The airflow expands when Tphe airflow changes direai The airflow changes from s
tal stabiliser. 2 1) is incorrect, 2) is correct1) is correct, 2) is correct. 1) is correct, 2) is incorrect
1 Increasing mass increases A change in mass does not Decreasing mass increases
3 M 0.69 and > M 0.84. M 0.72 and > M 0.84. M 0.73 and M 0.83.
4 remains constant. decreases. is independent of the angle
4 1) is correct, 2) is correct. 1) is incorrect, 2) is correct1) is correct, 2) is incorrect
1 the coefficient of drag inc the coefficient of drag incrthe coefficient of drag dec
3 that there is no need for spa lower value of MCRIT at tit allows a wing of increa
4 higher than before. lower than before but still equal to 1.
4 1) is incorrect, 2) is incorre1) is incorrect, 2) is correct1) is correct, 2) is correct.
1 nose down pitching tendenc nose up pitching tendency shaking
a of the comrol col
1 MCRIT decreases as a result MCRIT decreases as a resultMCRIT increases.
4 an increase in wing aspect positive dihedral of the wi a T-tail.
1 decrease. increase. stay constant.
1 1) is correct; 2) is correct. 1) is correct; 2) is incorrect1) is incorrect; 2) is correct
conditions): 4 the pitch angle will increasthe descent angle will decrthe TAS will decrease.
3 the speed must be kept cothe centre of gravity must the Mach number must be
1 sweep back, thin aerofoils dihedral, thin aerofoils andsweepback, area ruling and
1 The static temperature incThe static pressure decreasThe static temperature dec
3 hypersonic range. supersonic range. transonic range.
4 a shift of the centre of gravboundary layer control. expansion waves on the wi
2 the engine has insufficient buffet onset limitations noat high altitudes the bank
2 outside the Mach cone. within the Mach cone. in front of the normal sho
3 the same as in subsonic fligirregular. rectangular.
1 1) increases; 2) increases; 1) decreases; 2) decreases;1) increases; 2) increases;
1 1) correct, 2) incorrect. 1) correct, 2) correct. 1) incorrect, 2) incorrect.
3 the bow wave appears. of the existence of a shockflow separation occurs beh
back wings without any 1 A decrease. due to loss of lNo effect, because stick fo An increase. due to shock
3 750 kts. 560 kts. 600 kts.
pressure) can be obtai 2 high (supersonic). small but still supersonic. exactly 1.
3 Mach 0.75 to Mach 0.98 Mach 0.91 to Mach 1.4 Mach 0.89 to Mach 0.98
2 constant lift. decreasing lift. increasing lift.
2 on the lower surface of theon the upper surface at th somewhere on the fin.
3 1) is correct, 2) is correct 1) is incorrect, 2) is incorre1) is incorrect, 2) is correct
3 A Mach trimmer reduces the A straight wing aeroplane A Mach trimmer corrects th
2 improve the low speed char apply area rule. increase the strength of th
4 Deep stall. Accelerated stall. Low speed stall.
1 Is to maintain the requiredIs to decrease the stick fo Is to decrease the stick for
3 2.0 1.2 1.4
1 can occur at different pointis a discontinuity plane in is a discontinuity plane in
4 At constant TAS the Mach At constant Mach number A t t constant lAS theTAS dec
4 ends at a Mach number jusimplies both subsonic and sends at M = 1.
3 a free stream Mach number a free stream Mach number a free stream Mach number
at a given mass buffet 3 Both Mach numbers decreaThe lower Mach number deThe lower Mach number in
2 Initially remains constant Increases with increasing aInitially remains constant
1 decrease the shock wave i decrease the interference d ecrease the stalling speed
1 sin mu = 1 / M tan mu = 1 / M sin mu = M
3 shock stall occurs. Mach buffet occurs. somewhere about the airfr
at altitude: 1 turbulence may induce high high speed buffet will occ turbulence may cause the l
4 to a position near the trail to a position near the lead forward.
The buffet free speed 4 M = 0.72 to M > 0.84. M = 0.65 to M > 0.84. M = 0.74 to M = 0.84.
2 1) is incorrect, 2) is correct1) is correct, 2) is correct. 1) is incorrect, 2) is incorre
4 a decrease in the critical a decrease in stall speed. an increase in longitudinal s
3 remains unchanged. decreases as altitude increincreases.
4 1) is correct, 2) is incorrect1) is correct, 2) is correct. 1) is incorrect, 2) is correct
ing. _x000D_ 3 1) is incorrect, 2) is incorre1) is incorrect, 2) is correct1) is correct, 2) is correct.
of the horizontal stabiliser.1 1) is correct, 2) is incorrect1) is correct, 2) is correct. 1) is incorrect, 2) is incorre
4 MCRIT decreases. MCRIT increases as a resultMCRIT decreases as a result
2 increase. decrease. remain the same.
2 increase. decrease. remain the same.
3 MCRIT supersonic. coffin corner.
4 has no effect on the shape increases the stick force is necessary for compensat
2 TAS of the aircraft and the TAS of the aircraft and spe lAS of the aircraft and the
4 compressibility effects on tincreased drag due to sho uncontrolled changes in stab
4 1) is correct, 2) is correct 1) is incorrect, 2) is incorre1) is correct, 2) is incorrect
4 VMO is an lAS and descendias altitude is reduced the as altitude decreases the AS
1 occurs when the lift coeff results from flow separatioresults from flow separati
m of a shock wave to be1 Density will increase, tempDensity will increase, tempDensity will decrease, temp
1 1) decreased to subsonic; 21) increased to supersonic;1) decreased but still rema
wing operational speed 1 VMO VNE MMO
3 decreases during a descenis always positive at Ma increases during a descent
4 Initial Mach buffet speed. M = 1. Tuck under speed.
3 higher total temperature. highertotal pressure. higher loss in total pressur
4 Angle of attack. Angle of incidence. Aircraft longitudinal axis.
oplane mass, the: 1 lAS decreases. TAS remains constant Iift coefficient decreases.
2 1) is correct, 2) is incorrect1) is incorrect, 2) is incorre1) is correct, 2) is correct.
2 i) thick; ii) small i) thick; ii) large i) thin; ii) large
4 decrease due to increasin increase due to decreasin decrease due to decreasin
1 Varies with the square rooIncreases always if the densIs independent of altitude.
3 reducing wing anhedral. increasing the size of the vereducing wing sweepback.
e a departure from the t1 An increase of 10 kts from Maintaining a steady speedStick force stability is not
4 nose of the aeroplane tends right wing tends to go downose of the aeroplane will
3 aerodynamic centre of theneutral point of the aeroplcentre of gravity.
a straight and level flight2 zero. upwards. downwards.
out lateral stability is cor2 Static lateral stability incr Static lateral stability rem Static lateral stability decr
3 wing dihedral. the vertical stabiliser. centre of gravity position.
2 Rudder limiter. Yaw damper. Roll spoilers.
3 dynamic longitudinal instabi static longitudinal instabilitdynamic longitudinal stabili
2 The phugoid should alwaysThe short period oscillati When the phugoid is slight
4 decreases static longitudinahas no influence on static lincreases longitudinal man
2 to decrease the susceptibilito improve the aerodynamic that it does not require a
6g. what stick force/g 1 10 lbs/g. 8.33 lbs/g. 6 lbs/g.
4 reduce the stick force to zehave no effect on stick forcdecrease the stick force.
4 decreases longitudinal manincreases static longitudinalhas no influence on longit
ck diagram? 2 Line 3 shows an aeroplane Line wi 4 shows an aeroplane Line wi 1 shows an aeroplane wi
3 undamped oscillations. convergent oscillations. divergent oscillations.
4 the stalling speed is reduc the longitudinal stability i very small forces are requi
3 2, 3 1, 4 1, 3
anes is provided by: 3 a fixed trim position. the tail. the fuselage.
3 the wing would tend to retu the wing would continue tothe wing would remain in it
4 lateral axis and the horizonspeed vector and the horizspeed vector and normal ax
ying at normal cruise al 1 Reduce altitude and Mach No action is required. Manually recover any subse
3 its manoeuvrability increasits tendency to tuck under its manoeuvrability decrea
2 static longitudinal instabilitstatic longitudinal stabilit static and dynamic longitudi
in the annex is correct? 3 Static longitudinal stabili In its curved part at high anThe CG position is further
angles of attack? 3 Line 4. Line 2. Line 3.
3 CG forward limit. CG aft limit. CG static margin.
4 zero dihedral effect. a negative dihedral effect. no effect as it is only use
2 damped divergent neutral
2 is always negative. depends on CG location reldepends on the wing locatio
4 The whole curve. Part 3. Part 1.
2 following a disturbance frofollowing a disturbance frothe amplitude of the oscil
ll angles of attack? 2 Line 3. Line 2. Line 4.
2 the use of a low, rather th increasing wing sweepbackincreasing wing anhedral.
e a departure from the t2 Maintaining a steady speedAn increase of 10 kts from Aeroplane nose up trim decr
1 Rolling and yawing. Pitching and yawing. Pitching and rolling.
/directional stability (ii 2 i) increase; ii) increase. i) increase; ii) decrease. i) decrease; ii) decrease.
3 will be dynamically stable. may or may not be dynamicwill be dynamically unstabl
without dihedral: 3 is always positive. is always negative. is always negligible.
1 An increased static lateral sAn increased static direction A forward movement of the
3 has no influence on static lincreases static longitudinalincreases longitudinal man
2 3 1, 3 1, 2
3 the stick force stability re the stick position stability the stick position stability
2 Depends on the value of stNo effect. Aeroplane nose up trim incr
2 To maintain a speed aboveTo maintain a speed aboveWhen speed decreases the
1 CG is on the aft CG limit. speed is low. CG position is on the forwa
2 increasing the size of the vethe use of a low, rather th increasing wing sweepback
y required when the flap1 fully down and the CG is fuup and the CG is fully forwfully down and the CG is ful
4 Damping of the short period Speed remains constant dur Period time of the phugoid
1 increases static longitudinalincreases longitudinal mandecreases static longitudina
2 1) minimum roll response; 1) 2 minimum control respons 1) increasing tendency to Du
1 tendency of an aeroplane ttendency of an aeroplane to natural ability of an aerop
l angles of attack? 2 Line 1. Line 4. Line 2.
3 The engine. The fuselage. The horizontal tailplane.
4 1, 2, 3 1 3
2 decrease the required laterincrease the required latera decrease the stick force per
3 does not change with increa is seleaed by the pilot by is dependent on CG locatio
ng must be: 2 forward of the CG. aft of the CG. coincident with the CG .
i) the required control 4 i) reduces; ii) increases. i) increases; ii) increases. i) increases; ii) reduces.
1 unstable periodic motion. indifferent periodic motionstable periodic motion.
4 reducing the size of the vert reducing wing sweepback.increasing wing anhedral.
2 oscillation about the vertica oscillation about the lateraloscillation about the longit
1 give the aeroplane sufficiengive the aeroplane sufficiengive the aeroplane enough w
3 is never dynamically stableis always dynamically stablcan show positive. neutral
flight are generally dire 4 downwards and will increasupwards and will increase upwards and will reduce in
2 lateral stability about the lateral stability about the l directional stability about t
3 varies significantly, as it d remains approximately const varies significantly, where
in the annex is correct? 2 The CG position is further The CG position is further Static longitudinal stabili
3 is never dynamically stableis always dynamically stablcan be dynamically stable,
1 its manoeuvrability increasits manoeuvrability decreasthere is no effect on its stab
1 aircraft response to sidesli aspect ratio. wingspan.
the order given, forward4 Manoeuvre point, CG, neutr CG. manoeuvre point, neutr Manoeuvre point, neutral p
1 Sweep back provides a positi Sweep back increases speeSweep back is mainly intende
2 aft of the neutral point of with a sufficient minimum at the neutral point of the
1 increasing wing anhedral. the use of a high, rather t increasing wing sweepback
cated at the neutral point1 line 2. line 3. line 4.
2 1, 2, 4 1, 3 1, 4
2 negligible. negative. positive.
3 Negatively, because the liftPositively, because the cenNo effect, because camber
1 dynamic longitudinal stabilidynamic longitudinal instabi neutral dynamic longitudina
1 1) is correct, 2) is correct. 1) is incorrect, 2) is correct1) is incorrect, 2) is incorre
4 too small effect of the con maximum longitudinal stabi maximum elevator deflecti
4 On the neutral point just behind the neutral poiAbove the neutral point.
1 i) forward CG movement, ii) forward CG movement, iii) aft CG movement, ii) af
1 move in the direction of t stop moving. return to the original posit
3 wing surface is greater thancentre of gravity is locatedcentre of gravity is located
2 The effects of static later An aeroplane with an excessiv An aeroplane with an excessiv
atic longitudinal stabili 1 The static longitudinal stabThe static longitudinal stabThe static longitudinal stab
3 1) is correct, 2) is correct. 1) is correct, 2) is incorrect1) is incorrect, 2) is incorre
3 rearward movement of therearwardCG movement of theforward
CG movement of the CG
3 varies significantly, where varies significantly, as it remains approximately const
1 the stick position stability increasing the stick positionincreasing the stick force st
2 increases lateral stability increases the directional sta reduces directional stabilit
2 spiral dive. Dutch roll. short period oscillation.
in the annex is correct? 3 Static longitudinal stabilit In its curved part line 2 ill Static longitudinal stabili
1 the aeroplane would showafter t a disturbance aroundthe stick force per G woul
3 forward movement of the ce a reduction in varying loadforward movement of the c
1 Damping in all axes is reduDamping in pitch manoeuvrDamping in roll is increase
2 Increase the angle of attacreduce the longitudinal stab increase the longitudinal st
ermined by: 1 the distance the CG is forwthe distance the CG is forwthe distance the CG is forw
2 1) is incorrect, 2) is incorre1) is correct, 2) is incorrect1) is incorrect, 2) is correct
1 the aeroplane becomes long the velocity of the relative assuming no flow separatio
2 a too high pulling stick for an unacceptable low valuean o increasing static longitud
3 increase static directional sincrease dynamic stability.increase static lateral stabil
1 1, 3 2, 4 1, 4
chieve a load faaor of 25 4 150 N 375 N 450 N
1 the force required to changthe force required to hold tdue to the dynamic pressur
red, if the aeroplane is 4 1050 N 770N 630N
2 roll to the left in the case roll to the left in the case roll to the right in a right t
in the annex is correct? 3 The horizontal part of line 2Static longitudinal stabili In its curved part at high an
1 the bank steadily increasesthe bank remains the samethe bank reduces.
2 forward movement of the CG forward movement of the CG rearward movement of the C
2 reducing the size of the vert increasing the anhedral angincreasing the sweep back
2 too much rudder deflectiontoo much aileron deflectioconstant aileron deflection
mains constant: 1 Its sensitivity to dutch roll Its spiral stability decreaseturning flight becomes more
2 nose up moment occurs with nose down moment occursnose a down moment occurs w
1 2, 4 2, 3 1, 3
1 Line 3. Line 4. Line 1.
3 Streamlining the wing rootDihedral of the wing. Anhedral of the wing.
1 Part 1. The whole curve. Part 3.
3 2, 3 1, 3 2, 4
3 Moving the centre of gravitA forward swept wing. A dorsal fin.
4 Dihedral is necessary for thEffective dihedral is the a Dihedral contributes to dyna
4 1) no effect, 2) positive, 3) 1) positive, 2) negative, 3) 1) negative, 2) positive, 3)
the aeroplane in the c 1 450N. 750N. 1125N.
2 CG and neutral point at th CG ahead of the neutral poCG behind the neutral poin
1 increase the elevator up efdecrease the elevator up efnot affect the elevator up
2 it would result in a proportiit would impose excessive d it would result in excessiv
1 By increasing the aspect ratBy fitting a ventral fin (a f By applying wing twist.
" versus angle of attack l1 is horizontal. is vertical. has a negative slope.
2 remains the same. changes and causes the ta changes and causes the tai
ned wing/fuselage is in straig
4 downwards because it is alw upwards. zero because in steady fligh
1 During a phugoid altitude vDuring both a phugoid andDuring both a phugoid and a
re the geometric dihedr 3 The required lateral controThe required lateral controThe required lateral contro
s of centre of gravity (CG)3 forward CG and take-off thaft CG and idle thrust. forward CG and idle thrust
1 less than with a forward C more than with a forward the same as with a forward
1 positive static stability. a large deflection range of a small CG range.
4 negative dihedral effect. no effect. destabilizing dihedral effec
4 Increased wing span. Dihedral. High wing.
vity (CG) is such that the 4 ahead of the CG. at the CG. anywhere, provided it is be
1 slows down the rate or d im makes a body decelerate wrequires an increased amou
1 static lateral stability is static lateral stability is m static stability is less pro
3 When speed increases the To p maintain a speed belowTo maintain a speed below
000D_ 3 A down spring has the same A bob weight reduces the st A bob weight and a down spr
mine from the Aeroplane2 Flight Manual. 1) is correct; 2) is correct. 1) is correct; 2) is incorrect1) is incorrect; 2) is incorre
2 Increase the range of moveIncrease the horizontal stabReduce in keel surface area
3 longitudinal axis. lateral axis. normal axis.
mounted engines is: 3 zero. negative. positive.
ng from the left, initially3 right wing tends to go downose of the aeroplane tendnose of the aeroplane tends
3 normal axis. longitudinal axis. lateral axis.
3 Spiral dive. Tuck under. Dutch roll.
1 reducing wing anhedral. reducing wing sweepback.reducing the size of the vert
3 decrease. not change. increase.
ch number? 1 Dutch roll. Tuck under. Mach buffet.
4 is the only way of ensuringiss particularly applied on does not affect static latera
on", involves slow chang3 altitude and load factor. speed and load factor. altitude and speed.
2 maximum static longitudinal minimum acceptable staticminimum
l acceptable elevat
3 fly a path with a constant be difficult to control. experience an angular accel
1 a positive dihedral effect a negative dihedral effect. a decreased roll-with-yaw e
gles
ointofis attack?
behind the centre4of gravity. _x000D_
Line 2. Line 4. Line 3.
when the centre of gravity 2 of the aeroplane
1) is incorrect,
is in front
2) of
is correct1)
the aerodynamic
is correct,
centre
2) is correct.
of the wing.
1) is correct, 2) is incorrect
2 the static directional stabilithe static directional stabilithe static lateral and direc
4 longitudinal axis and the h speed vector and the horizspeed vector and longitudin
4 The whole curve. Point 2. Part 1.
s of centre of gravity (CG)4 aft CG and idle thrust. forward CG and idle thrustforward CG and take-off th
2 always dynamically stable.never dynamically stable. sometimes dynamically sta
2 is constantly changing AoAcan be easily controlled bywill display poor trimming q
4 wing dihedral. wing anhed ral. the elevator.
4 sufficient damping only. a large CG range. static stability only.
2 1) is incorrect, 2) is correct1) is incorrect, 2) is incorre1) is correct, 2) is correct.
2 provide pitch and yaw contmaintain static directional rseduce tendency for spiral i
2 the change in total aeroplathe change in total aeroplan the resulting moment is pos
3 Dynamic stability means tha Static stability means that Dynamic stability is possibl
3 is nil. is negative. is positive.
ce has been removed is 1 positive static stability. neutral static stability. positive dynamic stability.
3 oscillations taking 5 secon constant speed. long period of damping.
1 6.6 lbs/g 5 lbs/g 20 lbs/g
nstant amplitude. The a 4 statically unstable - dynamistatically unstable - dynamistatically stable - dynamica
ility, in particular at large2angles of sideslip.
1) is correct;
_x000D_2) is correct. 1) is incorrect; 2) is correct1) is correct; 2) is incorrect
m condition: 3 the tendency is to move withe tendency is to move withe initial tendency is to r
3 The stick force per G can oThe stick force per G incre The stick force per G must
1 Lateral stability is decreaseLateral stability is increasedLateral stability is unaffec
4 short period oscillation. phugoid. Dutch roll.
3 Stick forces become excessLateral stability will be de Insufficient manoeuvre stab
1 maintaining a constant lASas altitude increases the l at reduced density the Mac
1 maximum landing gear extmaximum speed at which th maximum flap extended sp
1 The limit load factor. The safety factor. The ultimate load factor.
denly decreases the spee2 decrease to 0.60. decrease to 0.64. decrease to 0.80.
4 VA does not change. 4.36% reduced. 19% reduced.
2 the maximum speed in smothe speed at which the aerjust another symbol for the
1 1) is incorrect, 2) is incorre1) is incorrect, 2) is correct1) is correct, 2) is incorrect
4 By installing the fuel tanks By increasing the aspect raBy mounting the engines on
1 ensuring that the wing CG is mounting the engines on thincreasing wing elasticity.
2 straight wings. swept wings. wing dihedral.
ed. Assuming the angle of 3 the speed will have decreathe speed will have increasthe speed will have increas
3 If climbing at VMO, Mach nIf climbing at MMO, indicatIf climbing at VMO, it is
denly increases the spee3 increase to 1.21. remain unchanged, since thincrease to 1.44.
denly increases the spee2 increase to 1.05. increase to 1.10. increase to 1.21.
2 it may break if the elevatorit may suffer permanent def It may suffer permanent de
3 forward CG movement. a decrease in air density. upward gusts.
1 depends on aeroplane mass is a constant value. is independent of aeroplan
4 1) is incorrect, 2) is incorre1) is incorrect, 2) is correct1) is correct, 2) is correct
4 19% higher. 10% lower. No change.
4 is equal to me design speeshould be chosen in betweshould not be less man VD.
ed. Assuming the angle of 3 the speed will have increasthe speed will have decreathe speed will have increas
2 a speed just below Mach bu the recommended turbulena speed just above low spe
4 speed = VB, load factor = gspeed = 0, load factor = + 1speed = VS, load factor = 0.
actor (n) and VA is: 2 VA <= VS x √(n) VA >= VS x √(n) VA <= VS x 1/n
2 aileron reversal. cyclic deformations generatcontinuous deformations in
increase the CL by 0.1 2 0.7 1.7 1.4
ean configuration may 2 2.5 4 .4 3.8
ases. _x000D_ 4 the speed that should not the maximum speed at whic the speed at which a heavy
1 1) is correct, 2) is incorrect1) is incorrect, 2) is correct1) is correct, 2) is correct
ases. _x000D_ 2 a high speed (lAS) locating the engine ahead oempty tanks near the wing
1 10% lower. 20% higher. 10% higher.
3 1) is correct; 2) is correct. 1) is incorrect; 2) is incorre1) is incorrect; 2) is correct
ed. Assuming the angle of 3 The speed will have decreaThe speed will have increasThe speed will have increas
2 reducing structural stiffne mass balancing of the contraerodynamic balancing of t
ded position at a speed 2 the flaps will always move flap movement will typicallthe flap selector lever can
4 Rearward CG location. Increased aeroplane mass.Increased air density.
1 never exceed speed. maximum nose wheel extemaximum landing gear ext
1 VB is the recommended turVRA is the recommended tu In severe turbulence. spee
ad factor of 2, the loa 1 1.65 1.3 1.69
as the EAS at which full p2 375 kts 194 kts 237 kts
ed. Assuming the angle o2 the speed will have decreathe speed will have increasthe speed will have decrea
2 Straight, high aspect ratio. Swept, low aspect ratio. Straight, moderate aspect r
of attack of 1 degree in 1 1.71 1.49 2.49
4 6 4.4 3.75
3 1) is incorrect, 2) is correct1) is incorrect, 2) is incorre1) is correct, 2) is correct.
1 is replaced by MMO at highis expressed as a true air s is lower than VNE·
ed. Assuming
ases. _x000D_the angle of1 The speed will have increasThe speed will have decreaThe speed will have increas
1 1) is incorrect, 2) is correct1) is incorrect, 2) is incorre1) is correct, 2) is incorrect
ses. _x000D_ 1 VD VC Vflutter
ases. _x000D_ 4 1) is incorrect, 2) is incorre1) is correct, 2) is incorrect1) is incorrect, 2) is correct
2 Flutter. Structural failure. No structural failure, only
1 Is a destructive vibration Is a means of predicting theOccurs at high angles of at
3 1) is incorrect, 2) is correct1) is incorrect, 2) is incorre1) is correct, 2) is incorrect
2 25 ft/sec at VB. 66 ft/sec at VB. 50 ft/sec at VD.
ng correctly describes the2 More at high aircraft mass.More with a high aspect ratLess at altitude.
denly increases the spee3 increase to 1.20. increase to 1.21. increase to 1.44.
1 1) is correct, 2) is correct. 1) is correct, 2) is incorrect1) is incorrect, 2) is incorre
2 the wing twisting and incr the wing twisting and reduthe aileron being pushed in
3 1) is correct, 2) is incorrect1) is incorrect, 2) is incorre1) is correct, 2) is correct.
3 1) is correct, 2) is incorrect1) is incorrect, 2) is correct1) is correct, 2) is correct.
1 1) is correct, 2) is incorrect1) is correct, 2) is correct. 1) is incorrect, 2) is incorre
ddenly decreases the spe1 decrease to 0.36. decrease to 0.50. decrease to 0.60.
2 weight increases. the gradient of the CL -alp altitude increases.
3 speed = 0, load factor = 0. speed = VS, load factor = 0.speed = 0, load factor = +1.
be expressed_x000D_
decreases. in the foll 4 VA < VS x √(2.5) VA > VS x √(2.5) VA <= VS x √(2.5)
3 1) is correct, 2) is incorrect1) is correct, 2) is correct 1) is incorrect, 2) is incorre
3 55 ft/sec at VC. 66 ft/sec at VD. 50 ft/sec at VC.
2 divergent oscillatory motioa divergent oscillatory motaileron reversal.
3 dynamic pressure acting ondynamic pressure reducingthe t down-going aileron incr
2 The use of flaps during sevExtending flaps in turbulenBy extending flaps during e
attack of 1° will increas 4 1.9 0.9 0.45
2 M 0.8 FL270 350 kts
1 twisting of the wing above frise type ailerons at low aboth answers are correct.
2 1) is incorrect, 2) is correct1) is correct, 2) is correct 1) is incorrect, 2) is incorre
4 1) is incorrect, 2) is incorre1) is incorrect, 2) is correct1) is correct, 2) is incorrect
4 speed = VS, load factor = 0.speed = 0, load factor = + 1speed= VA, load factor = +1
4 66 ft/sec, 55 ft/sec, 35 ft/s 75 ft/sec, 25 ft/sec, 50 ft/s 20 ft/sec, 55 ft/sec, 70 ft/s
d. Assuming the angle of4 The speed will have decreaThe speed will have increasThe speed will have decrea
3 6.0 4.4 3.8
ove VB. _x000D_ 4 3.75 1.5 2.5
3 1) is correct, 2) is correct 1) is incorrect, 2) is correct1) is correct, 2) is incorrect
ases. _x000D_ 2 the airframe may collapse ia full elevator deflection a high speed warning will b
denly_x000D_
ases. increases the spee3 increase to 1.3. increase to 1.6. increase to 1.69.
3 1) is incorrect, 2) is correct1) is correct, 2) is incorrect1) is incorrect, 2) is incorre
1 combination of bending and combination of fuselage becombination roll control re
4 Manoeuvring flap limit loadManoeuvring ultimate loadGust load factor at 66 ft/se
actor is, that: 3 the gust limit load factor the gust limit load factor the gust limit load factor
ses. _x000D_ 3 1) is incorrect, 2) is incorre1) is incorrect, 2) is correct1) is correct, 2) is correct
1 Flight in severe turbulenceFlap extension in severe tuBy increasing the flap sett
3 When encountering turbulen Above VB the aeroplane can The load factor in turbule
ttack of 1° will increase 4 3.18 1.09 2.0
2 In severe turbulence, speeVB is the design speed for The load factor in turbulen
2 during a steady climb. when lift is greater than weduring a wings level stall b
1 a rapid oscillation of the cobuffeting of the controls, the tendency of the contro
4 speed = VS, load factor = + speed = 0, load factor = + 1speed= VA, load factor = +1
is incorrect, 2) is correct1) is correct, 2) is incorrect0
ay constant. decrease and beyond a cert0
e airflow around the aero The supersonic speed range 0
manoeuvre with a load fac exceeding a load factor of 0
coefficient increases. Iift coefficient decreases. 0
is correct, 2) is correct. 1) is incorrect, 2) is correct0
th subsonic and supersoni it starts at MCRIT and ext 0
arger nose radius, flatt a sharper pointed nose, ne0
ay constant. decrease. 0
duce the transonic variatiall of the above. 0
coefficient increases. lift coefficient remains con0
VD 0
disappear. 0
sine 30, ii) half i) cosine 30, ii) twice 0
cal sonic flow first exist the aeroplane has zero buf0
thickness to chord rati its camber should be incre0
S decreases. lAS increases. 0
just the stabilizer, dep adjust the elevator trim t 0
is correct, 2) is incorrect1) is incorrect, 2) is incorre0
essure of the air. temperature of the air. 0
Mach number 0
increase in static longitua decrease in static longitud 0
sitive cambering of the thick aerofoils and dihedra0
alling of the control surf rapid fluctuation of hinge 0
at is always normal to thethat is always normal to th0
e values of MCRIT at diffThe values of the Mach num 0
is incorrect, 2) is correct1) is incorrect, 2) is incorre0
main constant remain constant initially, t 0
supersonic flow. 0
e speed of sound at flight The true air speed of the a0
e transonic speed rangeThe transonic speed range 0
identical. 0
is incorrect, 2) is incorre1) is correct, 2) is correct 0
eed of sound decreases Speed of sound increases w0
MAX does not change asShock stall is a stall due 0
personic range. supersonic range. 0
is correct, 2) is correct 1) is incorrect, 2) is correct0
ading edge of the wing. trailing edge of the wing. 0
coefficient decreases. lift coefficient remains con0
increase or decrease. depe0
supersonic flow only. behind a strong normal sho0
Decreased and beyond a ce0
crease; decrease increase; increase 0
Depends on the OAT. 0
at a higher Mach numbefly at a larger angle of atta 0
utter speed buffet. Accelerated stall buffet. 0
decreases as altitude de It increases as temperature0
paration of the flow at separation of the flow at t 0
is correct, 2) is correct. 1) is incorrect, 2) is incorre0
S = 644 + 1.2 TATc LSS = 735 - 1.05 TATc 0
the range between MC which both subsonic and su0
is incorrect, 2) is incorre1) is incorrect, 2) is correct0
600 kts 0
is correct, 2) is correct 1) is incorrect, 2) is correct0
o, this is not acceptable. Yes, if you want to fly fast 0
ower; higher slower; lower 0
Mach number. 0
e larger angle of attack nan increase in TAS. 0
decrease. 0
duced drag. form drag. 0
between a conical area outside the conical area 0
pitch up input of the stabia stability augmentation s 0
ay constant. increase. 0
is correct, 2) is correct. 1) is incorrect, 2) is Incorre0
the same at all temperatemperature does not affec0
paration of the boundaryappearance of the bow wa0
peed at which compressibi the speed range between 0
ll remain constant. is inversely proportional 0
speed increases above M MCRIT is always greater th0
is incorrect, 2) is correct1) is correct, 2) is correct. 0
gine unbalance and buffebuffeting of the aeroplane 0
unchanged. 0
remain constant. 0
mall camber / thick aerofoLarge camber / thin aerofoi0
creased longitudinal stabihigher critical Mach numbe0
to the mid chord. forward to the mid chord. 0
is incorrect; 2) is correct1) is correct; 2) is incorrect0
e static pressure decreaskinetic energy in the flow 0
is correct, 2) is correct 1) is incorrect, 2) is incorre0
increase initially and rema 0
aft; ii) increasing. i) aft; ii) decreasing. 0
front of the oblique sh in front ofthe normal shoc 0
crease wave drag. decrease critical Mach nu 0
ll be free of Mach buffetalways cruises at MCRIT 0
w supersonic. High supersonic. 0
nic speed (M=1) is first a "supersonic bell" appear 0
tuck under. 0
gher compression. smaller expansion. 0
is correct, 2) is incorrect1) is incorrect, 2) is correct0
es not move. moves slightly forward. 0
flatter bottom surface. a very sharp leading edge. 0
eron deflection only affeaileron deflection only par 0
creased interference draincreased skin friction. 0
which there is supersoniat which there is subsonic 0
actly Mach 1. just above Mach 1. 0
S remains constant. lift coefficient increases. 0
Speed instability. 0
ly below the critical Ma above or below the critica 0
S decreases. TAS increases. 0
e centre of pressure, whithe expansion flow behind0
duce wing root compressi increase directional static s0
M 0.49; (ii) MMD (i) M 0.52; (ii) M 0.84 081-05
lowing boundary layer swhen the stall angle of att 0
ove forward as Mach numb move slightly aft in front 0
ck force per g strongly at high lAS and low altitud 0
the trailing edge. on the underside of the wi0
M = lAS : a 0
FL440 081-01
e airflow changes from sThe airflow changes from s0
ecreasing mass increasesDecreasing mass increases0
0.73 and M 0.83. M 0.62 and M 0.83. 081-05
ndependent of the angleincreases. 0
e coefficient of drag dec the coefficient of drag dec 0
allows a wing of increa improved Dutch roll dampin 0
less than 1. 0
is correct, 2) is correct. 1) is correct, 2) is incorrect0
aking of the comrol col nose down pitching tenden0
CRIT increases. MCRIT increases as a result0
sweep back of the wings. 0
is incorrect; 2) is correct1) is incorrect; 2) is incorre0
e TAS will decrease. the angle of attack will dec0
e Mach number must bethe aeroplane mass must be 0
eepback, area ruling andsweepback, dihedral and th0
e static temperature decThe velocity increases. 0
ansonic range. subsonic range. 0
pansion waves on the wiboundary layer separation 0
high altitudes the bank the elevator deflection is l 0
front of the normal sho in front of the body. 0
triangular. 0
increases; 2) increases; 1) remains constant; 2) dec0
incorrect, 2) incorrect. 1) incorrect, 2) correct. 0
w separation occurs behMCRIT is reached. 0
increase. due to shock No effect, because MCRIT is0
384 kts. 0
lower than 1. 0
ach 0.89 to Mach 0.98 Mach 0.75 to Mach 0.89 0
creasing lift. decreasing drag. 0
mewhere on the fin. somewhere on the horizonta 0
Mach trimmer corrects thThe Mach trimmer corrects0
crease the strength of thfit the engine intakes bene0
w speed stall. Shock stall. 0
to decrease the stick for A Mach trim system is not r0
0.7 0
a discontinuity plane in is a discontinuity plane in 0
constant lAS theTAS decAt constant lAS the Mach 0
ds at M = 1. ends at MCRIT· 0
ree stream Mach number the critical Mach number. 0
e lower Mach number inBoth Mach numbers increa0
tially remains constant Decreases with increasing a0
crease the stalling speedincrease the effectiveness o0
sin 2mu = 1 / M 0
mewhere about the airfrthe critical angle of attack 0
rbulence may cause the luse of normal manoeuvring0
to the mid chord position. 0
= 0.74 to M = 0.84. M = 0.69 to M > 0.84. 081-02
is incorrect, 2) is incorre1) is correct, 2) is incorrect0
increase in longitudinal asn increase in the critical 0
decreases, assuming the t 0
is correct, 2) is correct. 1) is correct. 2) is incorrect0
CRIT decreases as a resultMCRIT increases as a result0
main the same. unable to determine due to0
main the same. not possible to answer wi 0
ffin corner. high speed buffet. 0
necessary for compensatcorrects insufficient stick 0
S of the aircraft and the lAS of the aircraft and the 0
controlled changes in stab changes in the position of 0
altitude decreases the AS VMO is an lAS and descendi0
sults from flow separati occurs as soon as MCRIT is0
ensity will decrease, tempDensity will decrease, tem 0
decreased but still rema1) increased to supersonic;0
VD 0
creases during a descent increases during climb. 0
ck under speed. Critical Mach number. 0
gher loss in total pressurlower static temperature. 0
rcraft longitudinal axis. The local airflow. 0
hin; ii) large i) thin; ii) small 0
crease due to decreasin increase due to increasing 0
ndependent of altitude.Doubles if the temperature0
ducing wing sweepback.the use of a high, rather t 0
ck force stability is not Aeroplane nose down trim0in
se of the aeroplane will nose of the aeroplane tend0
ntre of gravity. centre of pressure of the w0
upwards or downwards depe 0
atic lateral stability decr Static lateral stability incr 0
ntre of gravity position. elevator deflection only. 0
Spoiler mixer. 0
namic longitudinal stabilineutral dynamic longitudina 081-18
hen the phugoid is slightA slightly unstable short p 0
creases longitudinal mandecreases longitudinal man0
at it does not require a to decrease fuel consumptio 0
5 lbs/g. 0
crease the stick force. increase the stick force. 0
s no influence on longit decreases static longitudina0
ne 1 shows an aeroplane Line wi 4 shows an aeroplane 081-24
wi
vergent oscillations. damped oscillations. 0
ry small forces are requivery high stick forces are r 0
2, 4 0
e fuselage. a fixed elevator deflection.0
e wing would remain in itthe forces of lift and weig 0
eed vector and normal axspeed vector and the plan 0
anually recover any subse Increase Mach number to i0
manoeuvrability decreathere Is no effect on its stab 0
atic and dynamic longitudi neutral dynamic longitudina 081-17
e CG position is further The CG position is further 081-27
Line 1. 081-24
G static margin. CG manoeuvre margin. 0
effect as it is only use a positive dihedral effect. 0
contained 0
pends on the wing locatio is positive if the wing has 0
Point 2. 081-29
e amplitude of the oscil the amplitude of the oscill 0
Line 1. 081-24
creasing wing anhedral. reducing the size of the vert 0
roplane nose up trim decr Stick force stability is not 0
ching and rolling. Pitching and adverse yaw. 0
decrease; ii) decrease. i) decrease; ii) increase. 0
ll be dynamically unstablwill be dynamically stable 0
always negligible. becomes more positive as t0
orward movement of the An increased anhedral. 0
wi
creases longitudinal mandecreases longitudinal man0
2 0
e stick position stability the stick force stability de 0
roplane nose up trim incr Aeroplane nose down trim0in
hen speed decreases theThe elevator stick force r 0
G position is on the forwaflaps are down. 0
creasing wing sweepbackreducing wing anhedral. 0
ly down and the CG is fulup and the CG is fully aft 0
riod time of the phugoidDamping of the phugoid is 0
creases static longitudinahas no influence on longit 0
increasing tendency to Du 1) increasing control forces0
tural ability of an aerop tendency of an aeroplane to 0
Line 3. 081-24
e horizontal tailplane. The wing. 0
2 0
crease the stick force pernot affect the required late0
dependent on CG locatiohas a maximum value relate 0
incident with the CG . coincident with the AC. 0
ncreases; ii) reduces. i) reduces; ii) reduces. 0
able periodic motion. indifferent aperiodic motio081-07
creasing wing anhedral. the use of a high, rather t 0
cillation about the longitunstable movement of the0a
ve the aeroplane enoughgive w the aeroplane sufficient 0
n show positive. neutral will never show positive dy0
wards and will reduce indownwards and will reduce0
ectional stability about tlongitudinal stability about0
ries significantly, where remains approximately const 0
atic longitudinal stabili In its curved part line 2 ill 081-27
wi
n be dynamically stable, is always dynamically unsta0
ere is no effect on its stabits tendency to tuck under 0
CG position. 0
anoeuvre point, neutral pCG, neutral point, manoeu0
weep back is mainly intende A disadvantage of sweep ba 0
the neutral point of the between the aft limit and t0
creasing wing sweepbackincreasing the size of the ve0
line 1. 081-27
2, 3 0
smallest at high values of th 0
o effect, because camberPositively, because the lift 0
utral dynamic longitudina static longitudinal instabilit081-30
aximum elevator deflectiminimum value of the stick0
ove the neutral point. In front of the neutral poin0
aft CG movement, ii) af i) trimming the aeroplane 0
turn to the original positoscillate. 0
ntre of gravity is locatedaeroplane possesses a larg0
aeroplane with an excessiv Static directional stabilit 0
e static longitudinal stabThe static longitudinal stab0
rward movement of the CG forward movement of the CG 0
mains approximately const remains approximately cons 0
creasing the stick force stthe stick force stability re 0
duces directional stabilitreduces lateral stability. 0
ort period oscillation. phugoid. 0
atic longitudinal stabili The CG position is further 081-27
e stick force per G woul the aeroplane would show0t
rward movement of the clateral movement of the cen 0
mping in roll is increase Damping in all axes is incr 0
crease the longitudinal sthave no effect on the longit0
e distance the CG is forwthe neutral stability. 0
is incorrect, 2) is correct1) is correct. 2) is correct 0
suming no flow separatiothe boundary layer changes0
increasing static longitud a better recovery performa0
crease static lateral stabildecrease sensitivity to Dutc0
2, 3 0
225 N 0
e to the dynamic pressuronly supplied by an artificia0
420N 0
l to the right in a right t roll to the left in a right tur0
its curved part at high anThe CG position is further 0
e bank reduces. the pitch attitude increases0
arward movement of therearward C movement of the0C
creasing the sweep back increasing the dihedral ang0
nstant aileron deflectionthe roll trim sensitivity wo 0
rning flight becomes more the nose-down pitching mo0
se down moment occursnose w up moment occurs aft0
1, 4 0
Line 2. 081-23
hedral of the wing. Tip tanks. 0
Point 2. 081-29
1, 4 0
A low wing as compared wi0
hedral contributes to dyna The effective dihedral of a 0
negative, 2) positive, 3) 1) no effect, 2) negative, 3)0
825N. 0
G behind the neutral poinCG can be ahead of or behin 0
t affect the elevator up increase or decrease the e 0
would result in excessiv performing co-ordinated tur 0
applying wing twist. By increasing anhedral. 0
s a negative slope. has a positive slope. 0
anges and causes the taiwill not change if the pitch0
ro because in steady flighdownwards. 0
uring both a phugoid andDuring
a a phugoid al titude 0
e required lateral controThe stick force per g decre0
rward CG and idle thrustaft CG and take-off thrust. 0
e same as with a forwardthe same as with a neutral0
mall CG range. an effective elevator. 0
stabilizing dihedral effecstabilizing effect. 0
Anhedral. 0
ywhere, provided it is beaft of the CG. 0
quires an increased amoumakes an aircraft more stab 0
atic stability is less pro an aeroplane has anhedral.0
maintain a speed belowThe elevator stick force r 0
bob weight and a down spr A down spring only improve 0
is incorrect; 2) is incorre1) is incorrect; 2) is correct0
duce in keel surface areaInstall a yaw damper. 0
pitch axis. 0
maximum during cruise. 0
se of the aeroplane tends nose of the aeroplane doe 0
vertical axis. 0
Buffeting. 0
ducing the size of the vertthe use of a low, rather th 0
change but only at very hi 0
ach buffet. Shock stall. 0
es not affect static lateracontributes to static lateral0
titude and speed. pitch and load factor. 0
nimum acceptable elevatmaximum elevator deflectio 0
perience an angular accelnot be affected because the 0
decreased roll-with-yaw ean adverse yaw effect.. 0
Line 1. 081-24
e static lateral and direc the Dutch roll tendency is 0
eed vector and longitudin lateral axis and the horizon0
Part 3. 081-29
rward CG and take-off thaft CG and take-off thrust. 0
metimes dynamically stasometimes dynamically uns0
ll display poor trimming iqs displaying lateral dynamic 0
the fin. 0
atic stability only. static stability and suffici 0
duce tendency for spiral si tabilise forebody vortices.0
e resulting moment is pos the change in wing lift is eq0
namic stability is possiblA dynamically stable aerop0
wi
decreases as the sweep bac0
sitive dynamic stability. neutral dynamic stability. 0
ng period of damping. rapid and repeated changes 0
60 lbs/g 0
atically stable - dynamicastatically stable - dynamica0
is correct; 2) is incorrect1) is incorrect; 2) is incorre0
is incorrect, 2) is incorre1) is correct, 2) is correct. 0
e initial tendency is to r the initial tendency is to d 0
e stick force per G must If the slope of the force l 0
teral stability is unaffec Lateral stability is increa 0
spiral dive. 0
sufficient manoeuvre stab Longitudinal stability incre0
reduced density the Macposition error increases. 0
aximum flap extended spmaximum authorised spee0
e ultimate load factor. The calculation factor. 0
crease to 0.80. remain unchanged, since th0
% reduced. 10% reduced. 0
st another symbol for thethe speed at which unrestr0
is correct, 2) is incorrect1) is correct, 2) is correct. 0
mounting the engines on By locating mass in front of0
creasing wing elasticity. increasing the aspect ratio0
ng dihedral. winglecs. 0
e speed will have increasthe speed will have decrea0
climbing at VMO, it is If descending at MMO, VM0
crease to 1.44. increase to 1.10. 0
may suffer permanent deit will collapse if a turn is 0
ward gusts. an increase in aeroplane m0
ndependent of aeroplandepends on aeroplane mass 0
is correct, 2) is correct 1) is correct, 2) is incorrect0
5% lower. 0
ould not be less man VD.should not be greater than0
e speed will have increasthe speed will have decrea0
peed just above low spethe stall speed in turbulent0
eed = VS, load factor = 0.speed = VA, load factor = li0
A <= VS x 1/n VA >= VS x 1/n 0
ntinuous deformations inthe elastic centre of the wi0
2.4 0
6.0 0
is incorrect, 2) is correct1) is correct, 2) is correct 0
e speed at which a heavythe maximum speed at whic 0
is correct, 2) is correct 1) is incorrect, 2) is incorre0
mpty tanks near the winga low torsion stiffness in r 0
20% lower. 0
is incorrect; 2) is correct1) is correct; 2) is incorrect0
e speed will have increasThe speed will have decrea0
rodynamic balancing of tincreasing airspeed. 0
e flap selector lever can the flaps will stall and a v 0
creased air density. Vertical gusts. 0
aximum landing gear extmaximum flap extended sp0
severe turbulence. speeThe load factor in turbule 0
4 0
150 kts 0
e speed will have decreathe speed will have increas0
raight, moderate aspect rSwept, high aspect ratio. 0
0.74 0
2.5 0
ower than VNE· is equal to VD. 0
e speed will have increasThe speed will have decrea0
VMO 0
o structural failure, only Elastic or temporary defor 0
curs at high angles of at Provides additional lift for 0
ft/sec at VD. 55 ft/sec at VD. 0
ss at altitude. More with a swept wing. 0
e aileron being pushed inthe wing twisting and reduc0
titude increases. wing loading increases. 0
eed = 0, load factor = +1.speed = VB, load factor = +0
A <= VS x √(2.5) VA >= VS x √(2.5) 0
ft/sec at VC. 25 ft/sec at VB. 0
eron reversal. the accelerated stall of a w0
e down-going aileron incrthe increased drag of the d0
extending flaps during eBy extending flaps during s0
1.45 0
FL250 081-01
th answers are correct. neither answer is correct. 0
eed= VA, load factor = +1speed = 0, load factor = 0. 0
ft/sec, 55 ft/sec, 70 ft/s 50 ft/sec, 66 ft/sec, 25 ft/s 0
e speed will have decreaThe speed will have increas0
2.5 0
2.0 0
high speed warning will bthe aircraft cannot stall. 0
crease to 1.69. remain unchanged since the 0
is incorrect, 2) is incorre1) is correct, 2) is correct 0
mbination roll control reaerodynamic wing stall at 0
ust load factor at 66 ft/seManoeuvring limit load fac0
e gust limit load factor the manoeuvring limit load0
is correct, 2) is correct 1) is correct, 2) is incorrect0
increasing the flap sett Flap extension in severe tu0
e load factor in turbule In severe turbulence. spee0
2.13 0
e load factor in turbulenThe load factor in turbule 0
ring a wings level stall b in steady wings level horizo0
e tendency of the contromovement of the control, d0
eed= VA, load factor = +1speed = VS, load factor = + 0

Principle of Flight

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Principle of Flight

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