Module 8 Basic Aerodynamics - Only Questions

EASA
Part 66 : Aerodynamic Question
Module 08.Basic Aerodynamics
647 questions
Contenido
08.1. Physics of the Atmosphere. ............................................................................................................................ 3
08.2. Aerodynamics . ............................................................................................................................................... 5
08.3. Theory of Flight . ........................................................................................................................................... 18
08.4. Flight Stability and Dynamics. ....................................................................................................................... 40
08.5. ....................................................................................................................................................................... 44

Page intentionally left blank

Module 8. Basic Aerodynamics Pag. 3
08.1. Physics of the Atmosphere.
Question Number. 10.
Question Number. 1. Standard sea level temperature is.
The ISA. Opt. A. 20 degrees Celsius.
Opt. B. 0 degrees Celsius.
Opt. A. assumes a standard day.
Opt. C. 15 degrees Celsius.
Opt. B. is taken from the equator.
Opt. C. is taken from 45 degrees latitude. Question Number. 11.
Question Number. 2. As altitude increases, pressure.
At higher altitudes as altitude increases, pressure. Opt. A. decreases exponentially.
Opt. B. decreases at constant rate.
Opt. A. decreases at constant rate.
Opt. C. increases exponentially.
Opt. B. decreases exponentially.
Opt. C. increases exponentially. Question Number. 12.
Question Number. 3. Lapse rate usually refers to.
When the pressure is half of that at sea level, what is the Opt. A. Density.
altitude?. Opt. B. Pressure.
Opt. A. 12,000 ft. Opt. C. Temperature.
Opt. B. 18,000 ft. Question Number. 13.
Opt. C. 8,000 ft. Temperature above 36,000 feet will.
Question Number. 4. Opt. A. increase exponentially.
If gauge pressure on a standard day at sea level is 25 PSI, Opt. B. decrease exponentially.
the absolute pressure is. Opt. C. remain constant.
Opt. A. 39.7 PSI. Question Number. 14.
Opt. B. 10.3 PSI. With increasing altitude pressure decreases and.
Opt. C. 43.8 PSI.
Opt. A. temperature decreases at the same rate as
Question Number. 5. pressure reduces.
Pressure decreases. Opt. B. temperature decreases but at a lower rate than
Opt. A. inversely proportional to temperature. pressure reduces.
Opt. B. proportionally with a decreases in temperature. Opt. C. temperature remains constant to 8000 ft.
Opt. C. Pressure and temperature are not related. Question Number. 15.
Question Number. 6. What is the temperature in comparison to ISA conditions
As air gets colder, the service ceiling of an aircraft. at 30,000ft?.
Opt. A. reduces. Opt. A. -60°C.
Opt. B. increases. Opt. B. 0°C.
Opt. C. remains the same. Opt. C. -45°C.
Question Number. 7. Question Number. 16.

What is sea level pressure?. At what altitude is the tropopause?
Opt. A. 1012.3 mb. Opt. A. 36,000 ft.
Opt. B. 1013.2 mb. Opt. B. 57,000 ft.
Opt. C. 1032.2 mb. Opt. C. 63,000 ft.

How does IAS at the point of stall vary with height?. What approximate percentage of oxygen is in the
atmosphere?.
Opt. A. It decreases.
Opt. A. 12%.
Opt. B. It is practically constant.
Opt. B. 21%.
Opt. C. It increases.
Opt. C. 78%.
Question Number. 9.
What is the lapse rate with regard to temperature?.
Which has the greater density?.
Opt. A. 4°C per 1000 ft.
Opt. A. Air at low altitude.
Opt. B. 1.98°C per 1000 ft.
Opt. B. Air at high altitude.
Opt. C. 1.98°F per 1000 ft.
Opt. C. It remains constant.

At what altitude does stratosphere commence Which is the ratio of the water vapour actually present in
approximately?. the atmosphere to the amount that would be present if the
Opt. A. Sea level. air were saturated at the prevailing temperature and
Opt. B. 36,000 ft. pressure?.
Opt. C. 63,000 ft. Opt. A. Absolute humidity.
Question Number. 20. Opt. B. Dew point.
Opt. C. Relative humidity.
A pressure of one atmosphere is equal to.
Opt. A. 14.7 psi. Question Number. 28.
Opt. B. 1 inch Hg. The speed of sound in the atmosphere.
Opt. C. 100 millibar. Opt. A. changes with a change in pressure.
Question Number. 21. Opt. B. varies according to the frequency of the sound.
Opt. C. changes with a change in temperature.
The millibar is a unit of.
Opt. A. atmospheric temperature. Question Number. 29.
Opt. B. pressure altitude. What is sea level pressure?.
Opt. C. barometric pressure. Opt. A. 1032.2 mb.
Question Number. 22. Opt. B. 1012.3 mb.
Opt. C. 1013.2 mb.
With an increase in altitude under I.S.A. conditions the
temperature in the troposphere. Question Number. 30.
Opt. A. remains constant. Which statement concerning heat and/or temperature is
Opt. B. decreases. true?.
Opt. C. increases. Opt. A. Temperature is a measure of the kinetic energy
Question Number. 23. of the molecules of any substance.
Opt. B. Temperature is a measure of the potential
A barometer indicates.
energy of the molecules of any substance.
Opt. A. pressure. Opt. C. There is an inverse relationship between
Opt. B. density. temperature and heat.
Opt. C. temperature.
What is absolute humidity?.
The amount of water vapour capacity in the air (humidity
holding capacity of the air) is. Opt. A. The temperature to which humid air must be
cooled at constant pressure to become
Opt. A. greater on a colder day, and lower on a hotter
saturated.
day.
Opt. B. The actual amount of the water vapour in a
Opt. B. doesn't have a significant difference.
mixture of air and water.
Opt. C. greater on a hotter day and lower on a colder
Opt. C. The ratio of the water vapour actually present
day.
in the atmosphere to the amount that would be
Question Number. 25. present if the air were saturated at the
Which condition is the actual amount of water vapour in a prevailing temperature and pressure.
mixture of air and water?.
Opt. A. Relative humidity.
The temperature to which humid air must be cooled at
Opt. B. Absolute humidity. constant pressure to become saturated is called.
Opt. C. Dew point.
Opt. A. relative humidity.
Question Number. 26. Opt. B. dew point.
Which will weigh the least?. Opt. C. absolute humidity.
Opt. A. 98 parts of dry air and 2 parts of water vapour. Question Number. 33.
Opt. B. 50 parts of dry air and 50 parts of water vapour. Density changes with altitude at a rate.
Opt. C. 35 parts of dry air and 65 parts of water vapour.
Opt. A. of 2kg/m3 per 1000 ft.
Opt. B. which changes with altitude.
Opt. C. which is constant until 11 km.

Above 65,800 ft temperature. The International Standard Atmosphere can be described
Opt. A. decreases by 1.98°C up to 115,000 ft. as.
Opt. B. remains constant up to 115,000 ft. Opt. A. the atmosphere at 45 degrees north latitude.
Opt. C. increases by 0.303°C up to 115,000 ft. Opt. B. the atmosphere at the equator with certain
conditions.
Opt. C. the atmosphere which can be used Worldwide
At sea level, ISA atmospheric pressure is. to provide comparable performance results.
Opt. A. 14.7 kPa.
Opt. B. 10 Bar. Question Number. 43.
Opt. C. 14.7 PSI. The temperature lapse rate below the tropopause is.
Opt. A. 1°C per 1000 ft.
Opt. B. 2°C per 1000 ft.
On a very hot day with ambient temperature higher than Opt. C. 3°C per 1000 ft.
ISA, the pressure altitude is 20,000 ft. How much will the
density altitude be?. Question Number. 44.
Opt. A. the same. Above the tropopause air pressure.
Opt. B. greater than 20,000ft. Opt. A. decreases at a constant rate.
Opt. C. less than 20,000ft. Opt. B. decreases exponentially.
Question Number. 37. Opt. C. increases exponentially.
The atmospheric zone where the temperature remains Question Number. 45.
fairly constant is called the. Which of the following is correct?.
Opt. A. Stratosphere. Opt. A. Absolute pressure + Atmospheric pressure =
Opt. B. Ionosphere. Gauge pressure.
Opt. C. Troposphere. Opt. B. Absolute pressure = Gauge pressure +
Question Number. 38. Atmospheric pressure.
Opt. C. Atmospheric pressure = Absolute pressure +
In the ISA the height of the tropopause is.
Gauge pressure.
Opt. A. 11,000 feet.
Opt. B. 11,000 metres. Question Number. 46.
Opt. C. 36,000 metres. As the altitude increases what happens of the ratio of
Nitrogen to Oxygen?.
Opt. A. Increases.
In the ISA the sea level pressure is taken to be.
Opt. B. Decreases.
Opt. A. 14 PSI. Opt. C. Stays the same.
Opt. B. 1013.2 mb.
Opt. C. 1.013 mb. Question Number. 47.
What happens to the density of air as altitude is
Question Number. 40. increased?.
In the ISA the temperature lapse rate with altitude is taken Opt. A. Decreases.
to be : .
Opt. B. Stays the same.
Opt. A. dependent on pressure and density changes. Opt. C. Increases.
Opt. B. linear.
Opt. C. non linear.
Put in sequence from the ground up.
Opt. A. tropopause, stratosphere, troposphere.
Opt. B. tropopause, troposphere, stratosphere.
Opt. C. troposphere, tropopause, stratosphere.
Question Number. 7.
08.2. Aerodynamics . Which of the following is true?.
Opt. A. Lift acts at right angles to the relative airflow
Question Number. 1. and weight acts vertically down.
An aircraft is travelling at a speed of 720 nautical miles Opt. B. Lift acts at right angles to the wing chord line
per hour. To calculate speed in MPH you. and weight acts vertically down.
Opt. A. divide by 0.83. Opt. C. Lift acts at right angles to the relative air flow
Opt. B. multipy by 0.83. and weight acts at right angles to the aircraft
Opt. C. multiply by 1.15. centre line.
Lift on a delta wing aircraft. The vertical fin of a single engined aircraft is.
Opt. A. increases with an increased angle of incidence Opt. A. parallel with the longitudinal axis but not the
(angle of attack). vertical axis.
Opt. B. does not change with a change in angle of Opt. B. parallel with both the longitudinal axis and
incidence (angle of attack). vertical axis.
Opt. C. decreases with an increase in angle of Opt. C. parallel with the vertical axis but not the
incidence (angle of attack). longitudinal axis.
Question Number. 3. Question Number. 9. "
The CofP is the point where. What happens to air flowing at the speed of sound when it
Opt. A. the lift can be said to act. enters a converging duct?."
Opt. B. the three axis of rotation meet. Opt. A. Velocity increases, pressure and density
Opt. C. all the forces on an aircraft act. decreases.
Opt. B. Velocity, pressure and density increase.
Question Number. 4. Opt. C. Velocity decreases, pressure and density
When an aircraft experiences induced drag. increase.
Opt. A. air flows under the wing span wise towards the
root and on top of the wing span wise towards
the tip. As the angle of attack of an airfoil increases the centre of
pressure.
Opt. B. Neither a) or b) since induced drag does not
caused by span wise flow. Opt. A. remains stationary.
Opt. C. air flows under the wing span wise towards the Opt. B. moves aft.
tip and on top of the wing span wise towards Opt. C. moves forward.
the root. Question Number. 11.
Question Number. 5. Vapour trails from the wingtips of an aircraft in flight are
At stall, the wingtip stagnation point. caused by.
Opt. A. doesn’t move. Opt. A. low pressure above the wing and high pressure
Opt. B. moves toward the lower surface of the wing. below the wing causing vortices.
Opt. C. moves toward the upper surface of the wing. Opt. B. low pressure above the wing and high pressure
below the wing causing a temperature rise.
Question Number. 6. Opt. C. high pressure above the wing and low pressure
The rigging angle of incidence of an elevator is. below the wing causing vortices.
Opt. A. the angle between the bottom surface of the Question Number. 12.
elevator and the longitudinal datum.
The chord line of a wing is a line that runs from.
Opt. B. the angle between the bottom surface of the
elevator and the horizontal in the rigging Opt. A. the centre of the leading edge of the wing to the
position. trailing edge.
Opt. C. the angle between the mean chord line and the Opt. B. half way between the upper and lower surface
horizontal in the rigging position. of the wing.
Opt. C. one wing tip to the other wing tip.

The angle of incidence of a wing is an angle formed by What is Boundary Layer?.
lines. Opt. A. Separated layer of air forming a boundary at
Opt. A. parallel to the chord line and longitudinal axis. the leading edge.
Opt. B. parallel to the chord line and the vertical axis. Opt. B. Sluggish low energy air that sticks to the wing
Opt. C. parallel to the chord line and the lateral axis. surface and gradually gets faster until it joins
Question Number. 14. the free stream flow of air.
Opt. C. Turbulent air moving from the leading edge to
The centre of pressure of an aerofoil is located.
trailing edge.
Opt. A. 30 - 40% of the chord line forward of the
leading edge. Question Number. 21.
Opt. B. 50% of the chord line back from the leading "What is the collective term for the fin and rudder and
edge. other surfaces aft of the centre of gravity that helps
Opt. C. 30 - 40% of the chord line back from the directional stability?."
leading edge. Opt. A. Empennage.
Opt. B. Fuselage surfaces.
Opt. C. Effective keel surface.
Compressibility effect is.
Opt. A. drag associated with the form of an aircraft. Question Number. 22.
Opt. B. the increase in total drag of an aerofoil in "A decrease in incidence toward the wing tip may be
transonic flight due to the formation of shock provided to."
waves. Opt. A. prevent adverse yaw in a turn.
Opt. C. drag associated with the friction of the air over Opt. B. retain lateral control effectiveness at high
the surface of the aircraft. angles of attack.
Opt. C. prevent span wise flow in maneuvers.
A high aspect ratio wing will give. Question Number. 23.
Opt. A. high profile and low induced drag. For a given aerofoil production lift, whereP = pressure
and V = velocity.
Opt. B. low profile and high induced drag.
Opt. C. low profile and low induced drag. Opt. A. P1 is greater than P2, and V1 is less than V2.
Opt. B. P1 is greater than P2, and V1 is greater than
Question Number. 17. V2.
Aerofoil efficiency is defined by. Opt. C. P1 is less than P2 and V1 is greater than V2.
Opt. A. lift over drag.
Opt. B. lift over weight.
Low wing loading.
Opt. C. drag over lift.
Opt. A. increases stalling speed, landing speed and
Question Number. 18. landing run.
The relationship between induced drag and airspeed is, Opt. B. increases lift, stalling speed and
induced drag is. maneuverability.
Opt. A. directly proportional to the square of the speed. Opt. C. decreases stalling speed, landing speed and
Opt. B. directly proportional to speed. landing run.
Opt. C. inversely proportional to the square of the
speed.
As a general rule, if the aerodynamic angle of incidence
Question Number. 19. (angle of attack) of an aerofoil is slightly increased, the
What is the definition of Angle of Incidence?. centre of pressure will.
Opt. A. The angle the underside of the mainplane or Opt. A. move towards the tip.
tailplane makes with the horizontal. Opt. B. move forward towards the leading edge.
Opt. B. The angle the underside of the mainplane or Opt. C. never move.
tailplane makes with the longitudinal datum Question Number. 26.
line.
The 'wing setting angle' is commonly known as.
Opt. C. The angle the chord of the mainplane or
tailplane makes with the horizontal. Opt. A. angle of dihedral.
Opt. B. angle of incidence.
Opt. C. angle of attack.

When does the angle of incidence change?. The upper part of the wing in comparison to the lower.
Opt. A. It never changes. Opt. A. develops less lift.
Opt. B. When the aircraft attitude changes. Opt. B. develops the same lift.
Opt. C. When the aircraft is ascending or descending. Opt. C. develops more lift.
As the angle of attack decreases, what happens to the What effect would a forward CG have on an aircraft on
centre of pressure?. landing?.
Opt. A. It moves rearwards. Opt. A. Increase stalling speed.
Opt. B. Centre of pressure is not affected by angle of Opt. B. Reduce stalling speed.
attack decrease. Opt. C. No effect on landing.
Opt. C. It moves forward.
Question Number. 29. QNH refers to.
A decrease in pressure over the upper surface of a wing or Opt. A. quite near horizon.
aerofoil is responsible for. Opt. B. setting the altimeter to zero.
Opt. A. approximately 2/3 (two thirds) of the lift Opt. C. setting the mean sea level atmospheric pressure
obtained. so an altimeter reads the aerodrome altitude
Opt. B. approximately 1/2 (one half) of the lift above mean sea level.
obtained.
Opt. C. approximately 1/3 (one third) of the lift
obtained. QNE refers to.
Opt. A. setting the mean sea level atmospheric pressure
Question Number. 30. in accordance with ICAO standard atmosphere
Which of the following types of drag increases as the i.e. 1013 millibars.
aircraft gains altitude?. Opt. B. Setting an altimeter to read aerodrome altitude
Opt. A. Interference drag. above sea level.
Opt. B. Parasite drag. Opt. C. quite new equipment.
Opt. C. Induced drag.
Question Number. 31. An aspect ratio of 8 : 1 would mean.
The layer of air over the surface of an aerofoil which is Opt. A. span 64, mean chord 8.
slower moving, in relation to the rest of the airflow, is
Opt. B. mean chord 64, span 8.
known as.
Opt. C. span squared 64, chord 8.
Opt. A. none of the above.
Opt. B. camber layer. Question Number. 39.
Opt. C. boundary layer. QFE is.
Question Number. 32. Opt. A. airfield pressure.
Opt. B. difference between sea level and airfield
What is a controlling factor of turbulence and skin
pressure.
friction?.
Opt. C. sea level pressure.
Opt. A. Countersunk rivets used on skin exterior.
Opt. B. Aspect ratio. Question Number. 40.
Opt. C. Fineness ratio. For any given speed, a decrease in aircraft weight, the
induced drag will.
Opt. A. decrease.
If the C of G is aft of the Centre of Pressure.
Opt. B. remain the same.
Opt. A. when the aircraft yaws the aerodynamic forces Opt. C. increase.
acting forward of the Centre of Pressure.
Opt. B. changes in lift produce a pitching moment Question Number. 41.
which acts to increase the change in lift. The amount of lift generated by a wing is.
Opt. C. when the aircraft sideslips, the C of G causes Opt. A. greatest at the tip.
the nose to turn into the sideslip thus applying a Opt. B. constant along the span.
restoring moment. Opt. C. greatest at the root.
Question Number. 42. If the weight of an aircraft is increased, the induced drag
Induced Drag is. at a given speed.
Opt. A. greatest towards the tip and downwash Opt. A. will increase.
decreases from tip to root. Opt. B. will decrease.
Opt. B. greatest towards the wing tip and downwash is Opt. C. will remain the same.
greatest towards the root. Question Number. 52.
Opt. C. greatest towards the wing root and downwash The transition point on a wing is the point where.
is greatest at the tip.
Opt. A. the boundary layer flow changes from laminar
Question Number. 43. to turbulent.
Induced Drag is. Opt. B. the flow divides to pass above and below the
Opt. A. never equal to profile drag. wing.
Opt. B. equal to profile drag at Vmd. Opt. C. the flow separates from the wing surface.
Opt. C. equal to profile drag at stalling angle. Question Number. 53.
Question Number. 44. The boundary layer of a body in a moving airstream is.
With an increase in aircraft weight. Opt. A. a layer of air over the surface where the
Opt. A. Vmd will be at a higher speed. airspeed is changing from free stream speed to
Opt. B. Vmd will be at the same speed. zero speed.
Opt. C. Vmd will be at a lower speed. Opt. B. a layer of separated flow where the air is
turbulent.
Question Number. 45. Opt. C. a thin layer of air over the surface where the air
For a given IAS an increase in altitude will result in. is stationary.
Opt. A. an increase in induced drag.
Opt. B. no change in the value of induced drag.
Opt. C. an increase in profile drag. A laminar boundary layer will produce.
Opt. A. more skin friction drag than a turbulent one.
Question Number. 46. Opt. B. the same skin friction drag as a turbulent one.
As the angle of attack of a wing is increased in level flight. Opt. C. less skin friction drag than a turbulent one.
Opt. A. the C of G moves aft and the CofP forward.
Opt. B. the CofP and transition point move forward.
Opt. C. the CofP moves forward and the stagnation The boundary layer is.
point aft over the upper surface. Opt. A. thickest at the leading edge.
Opt. B. thickest at the trailing edge.
Question Number. 47. Opt. C. constant thickness from leading to trailing
Stall inducers may be fitted to a wing. edges.
Opt. A. at the root to cause the root to stall first.
Opt. B. at the tip to cause the root to stall first.
Opt. C. at the root to cause the tip to stall first. The amount of thrust produced by a jet engine or a
propeller can be calculated using.
Question Number. 48. Opt. A. Newton’s 3rd law.
The optimum angle of attack of an aerofoil is the angle at Opt. B. Newton’s 2nd law.
which. Opt. C. Newton’s 1st law.
Opt. A. the aerofoil produces maximum lift.
Opt. B. the aerofoil produces zero lift.
Opt. C. the highest lift/drag ratio is produced. An engine which produces an efflux of high speed will be.
Opt. A. less efficient.
Question Number. 49. Opt. B. more efficient.
A high aspect ratio wing has a. Opt. C. speed of efflux has no affect on the engine
Opt. A. increased induced drag. efficiency.
Opt. B. decreased skin friction drag.
Opt. C. decreased induced drag.
Wing loading is calculated by weight.
Question Number. 50. Opt. A. divided by lift.
Minimum total drag of an aircraft occurs. Opt. B. divided by gross wing area.
Opt. A. when induced drag is least. Opt. C. multiplied by gross wing area.
Opt. B. at the stalling speed.
Opt. C. when profile drag equals induced drag.

Induced drag is. Induced drag.
Opt. A. nothing to do with speed. Opt. A. is caused by skin friction.
Opt. B. proportional to speed. Opt. B. is associated with the lift generated by an
Opt. C. inversely proportional to the square of speed. aerofoil.
Opt. C. results from disturbed airflow in the region of
mainplane. OR is associated with the lift
As the angle of attack increases the stagnation point. generated by an aerofoil.
Opt. A. moves towards the upper surface.
Opt. B. does not move. Question Number. 69.
Opt. C. moves towards the lower surface. As air flows over the upper cambered surface of an
aerofoil, what happens to velocity and pressure?.
Opt. A. Velocity increases, pressure increases.
The term pitch-up is due to. Opt. B. Velocity increases, pressure decreases.
Opt. A. compressibility effect. Opt. C. Velocity decreases, pressure decreases.
Opt. B. ground effect.
Opt. C. longitudinal instability. Question Number. 70.
What is the force that tends to pull an aircraft down
Question Number. 62. towards the earth?.
In a steady climb at a steady IAS, the TAS is. Opt. A. Thrust.
Opt. A. more than IAS. Opt. B. Weight.
Opt. B. the same. Opt. C. Drag.
Opt. C. less than IAS.
Question Number. 63. The angle at which the chord line of the aerofoil is
An untapered straight wing will. presented to the airflow is known as.
Opt. A. have no yaw effect in banking. Opt. A. angle of attack.
Opt. B. stall at the root first. Opt. B. resultant.
Opt. C. have no change in induced drag in the bank. Opt. C. angle of incidence.
With the ailerons away from the neutral, induced drag is. The imaginary straight line which passes through an
Opt. A. higher on the lower wing plus profile drag aerofoil section from leading edge to trailing edge is
increases. called.
Opt. B. unchanged but profile drag is higher. Opt. A. the chord line.
Opt. C. higher on the upper wing plus profile drag Opt. B. the direction of relative airflow.
increases. Opt. C. centre of pressure.

All the lift can be said to act through the. What is the angle between the chord line of the wing, and
the longitudinal axis of the aircraft, known as?.
Opt. A. centre of pressure.
Opt. B. centre of gravity. Opt. A. Angle of dihedral.
Opt. C. normal axis. Opt. B. Angle of attack.
Opt. C. Angle of incidence.
The concept of thrust is explained by.
Wing tip vortices create a type of drag known as.
Opt. A. Bernoulli’s theorem.
Opt. B. Newton’s 3rd law. Opt. A. form drag.
Opt. C. Newton’s 1st law. Opt. B. profile drag.
Opt. C. induced drag.
The camber of an aerofoil section is.
Which of the following describes the 'Empennage'?.
Opt. A. the angle which the aerofoil makes with the
relative airflow. Opt. A. Tail section of the aircraft, including fin,
Opt. B. the curvature of the median line of the aerofoil. rudder, tail plane and elevators.
Opt. C. the angle of incidence towards the tip of a Opt. B. Nose section of an aircraft, including the
wing. cockpit.
Opt. C. The wings, including the ailerons.

As the angle of attack is increased (up to the stall point), With reference to altimeters, QFE is.
which of the following is correct?. Opt. A. the manufacturers registered name.
Opt. A. Both a) and b) are correct. Opt. B. quite fine equipment.
Opt. B. Pressure difference between top and bottom of Opt. C. setting aerodrome atmospheric pressure so that
the wing increases. an altimeter reads zero on landing and take off.
Opt. C. Lift increases.
Question Number. 77. Under the ICAO 'Q' code there are which three settings?.
What type of drag, depends on the smoothness of the Opt. A. QEF, QNH, QEN.
body, and surface area over which the air flows?. Opt. B. QE, QN, QQE.
Opt. A. Form drag. Opt. C. QFE, QNH, QNE.
Opt. B. Parasite drag.
Opt. C. Skin friction drag. Question Number. 86.
Wing loading is.
Opt. A. WING AREA * WING CHORD.
When airflow velocity over an upper cambered surface of Opt. B. GROSS WEIGHT divided by GROSS WING
an aerofoil decreases, what takes place?.
AREA.
Opt. A. Pressure decreases, lift increases. Opt. C. the ultimate tensile strength of the wing.
Opt. B. Pressure increases, lift decreases.
Opt. C. Pressure increases, lift increases. Question Number. 87.
Weight is equal to.
Opt. A. mass * acceleration.
When an aircraft stalls.
Opt. B. mass * gravity.
Opt. A. lift increases and drag decreases. Opt. C. volume * gravity.
Opt. B. lift and drag increase.
Opt. C. lift decreases and drag increases. Question Number. 88.
Induced drag.
Opt. A. increases with increase in aircraft weight.
Wing loading is.
Opt. B. increases with an increase in speed.
Opt. A. the maximum all up weight multiplied by the Opt. C. reduces with an increase in angle of attack.
total wing area.
Opt. B. the maximum all up weight divided by the total Question Number. 89.
wing area. Airflow over the upper surface of the wing generally.
Opt. C. the ratio of the all up weight of the aircraft to its Opt. A. flows towards the tip.
basic weight. Opt. B. flows towards the root.
Opt. C. flows straight from leading edge to trailing
edge.
An aircraft wing with an aspect ration of 6 : 1 is
proportional so that. Question Number. 90.
Opt. A. the wing area is six times the span. With an increase in aspect ratio for a given IAS, induced
Opt. B. the mean chord is six times the thickness. drag will.
Opt. C. the wing span is six times the mean chord. Opt. A. reduce.
Opt. B. remain constant.
Opt. C. increase.
Upward and outward inclination of a mainplane is termed.
Opt. A. dihedral. Question Number. 91.
Opt. B. sweep. If the density of the air is increased, the lift will.
Opt. C. stagger. Opt. A. remain the same.
Opt. B. increase.
Opt. C. decrease.
Which of the following forces act on an aircraft in level
flight?.
Opt. A. Lift, drag, thrust.
Opt. B. Lift, thrust, and weight.
Opt. C. Lift, thrust, weight, and drag.

All the factors that affect the lift produced by an aerofoil Profile drag consists of what drag types?.
are. Opt. A. Form, induced and interference.
Opt. A. angle of attack, velocity, wing area, aerofoil Opt. B. Form, induced and skin friction.
shape, air density. Opt. C. Form, skin friction and interference.
Opt. B. angle of attack, air temperature, velocity, wing
area.
Opt. C. angle of attack, air density, velocity, wing area. An aircraft in straight and level flight is subject to.
Opt. A. a load factor of 1.
Question Number. 93. Opt. B. a load factor of ½.
A wing section suitable for high speed would be. Opt. C. zero load factor.
Opt. A. thin with high camber.
Opt. B. thick with high camber.
Opt. C. thin with little or no camber. Aspect ratio is given by the formula.
Opt. A. Mean Chord / Span.
Question Number. 94. Opt. B. Span2 / Area.
The induced drag of an aircraft. Opt. C. Span2 / Mean Chord.
Opt. A. increases if aspect ratio is increased.
Opt. B. decreases with increasing speed.
Opt. C. increases with increasing speed. An aspect ratio of 8 means.
Opt. A. the mean chord is 8 times the span.
Question Number. 95. Opt. B. the span is 8 times the mean chord.
As the speed of an aircraft increases, the profile drag. Opt. C. the area is 8 times the span.
Opt. A. decreases at first then increase.
Opt. B. increases.
Opt. C. decreases. A high aspect ratio wing.
Opt. A. has a higher stall angle than a low aspect ratio
Question Number. 96. wing.
The stagnation point on an aerofoil is the point where. Opt. B. is stiffer than a low aspect ratio wing.
Opt. A. the boundary layer changes from laminar to Opt. C. has less induced drag than a low aspect ratio
turbulent. wing.
Opt. B. the suction pressure reaches a maximum.
Opt. C. the airflow is brought completely to rest.
Induced downwash.
Question Number. 97. Opt. A. reduces the effective angle of attack of the
The stalling of an aerofoil is affected by the. wing.
Opt. A. transition speed. Opt. B. increases the effective angle of attack of the
Opt. B. airspeed. wing.
Opt. C. angle of attack. Opt. C. has no effect on the angle of attack of the wing.
The most fuel efficient of the following types of engine is A straight rectangular wing, without any twist, will.
the. Opt. A. have less angle of attack at the tip.
Opt. A. turbo-jet engine. Opt. B. have greater angle of attack at the tip.
Opt. B. turbo-fan engine. Opt. C. have the same angle of attack at all points along
Opt. C. rocket. the span.
The quietest of the following types of engine is the. Given 2 wings, the first with a span of 12m and a chord of
Opt. A. turbo-jet engine. 2 m. The second has a span of 6m and a chord of 1m. How
Opt. B. rocket. do their Aspect Ratios compare?.
Opt. C. turbo-fan engine. Opt. A. The first is higher.
Opt. B. They are the same.
Opt. C. The second is higher.
Forward motion of a glider is provided by.
Opt. A. the weight.
Opt. B. the drag.
Opt. C. the engine.

The C of G moves in flight. The most likely cause of this With increased speed in level flight.
is. Opt. A. profile drag increases.
Opt. A. movement of passengers. Opt. B. induced drag increases.
Opt. B. consumption of fuel and oils. Opt. C. profile drag remains constant.
Opt. C. movement of cargo.
Question Number. 110. An aeroplane wing is designed to produce lift resulting
A straight rectangular wing, without any twist, will. from relatively.
Opt. A. stall equally along the span of the wing. Opt. A. positive air pressure below the wing's surface
Opt. B. stall first at the tip. and negative air pressure above the wing's
Opt. C. stall first at the root. surface.
Opt. B. negative air pressure below the wing's surface
and positive air pressure above the wing's
When an aircraft experiences induced drag. surface.
Opt. A. air flows under the wing span wise towards the Opt. C. positive air pressure below and above the
root and on top of the wing span wise towards wing's surface.
the tip.
Opt. B. air flows under the wing span wise towards the Question Number. 118.
tip and on top of the wing span wise towards The angle of attack of an aerofoil section is the angle
the root. between the.
Opt. C. Neither a) or b) since induced drag does not Opt. A. underside of the wing surface and the mean
cause span wise flow. airflow.
Opt. B. chord line and the relative airflow.
Opt. C. chord line and the centre line of the fuselage.
An aeroplane wing is designed to produce lift resulting
from relatively. Question Number. 119.
Opt. A. positive air pressure below and above the A swept wing tends to stall first at the.
wing's surface. Opt. A. centre section.
Opt. B. positive air pressure below the wing's surface Opt. B. root.
an negative air pressure above the wing's Opt. C. tip.
surface.
Opt. C. negative air pressure below the wing's surface
and positive air pressure above the wing's The trailing vortex on a pointed wing (taper ratio = 0) is.
surface. OR negative air pressure below the Opt. A. at the tip.
wing's surface and positive air. Opt. B. equally all along the wing span.
Opt. C. at the root.
Aspect ratio of a wing is defined as the ratio of the. Question Number. 121.
Opt. A. wingspan to the mean chord. The lift curve for a delta wing is.
Opt. B. wingspan to the wing root. Opt. A. more steep than that of a high aspect ratio
Opt. C. square of the chord to the wingspan. wing.
Opt. B. less steep than that of a high aspect ratio wing.
Question Number. 114. Opt. C. the same as that of a high aspect ratio wing.
Which of the following is true?.
Opt. A. Lift acts at right angles to the relative airflow
and weight acts vertically down. An increase in the speed at which an aerofoil passes
through the air increases lift because.
Opt. B. Lift acts at right angles to the wing chord line
and weight acts vertically down. Opt. A. the increased speed of the airflow creates a
Opt. C. Lift acts at right angles to the relative air flow greater pressure differential between the upper
and weight acts at right angles to the aircraft and lower surfaces.
centre line. Opt. B. the increased speed of the airflow creates a
lesser pressure differential between the upper
Question Number. 115. and lower surfaces.
The airflow over the upper surface of a cambered wing. Opt. C. the increased velocity of the relative wind
Opt. A. increases in velocity and reduces in pressure. increases the angle of attack.
Opt. B. increases in velocity and pressure.
Opt. C. reduces in velocity and increases in pressure.

A delta wing has. With increased speed in level flight.
Opt. A. a lower stall angle than a straight wing. Opt. A. induced drag increases.
Opt. B. a higher stall angle than a straight wing. Opt. B. profile drag increases.
Opt. C. the same stall angle than a straight wing. Opt. C. profile drag remains constant.
The airflow over the upper surface of a cambered wing. If a swept wing stalls at the tips first, the aircraft will.
Opt. A. reduces in velocity and increases in pressure. Opt. A. pitch nose up.
Opt. B. increases in velocity and reduces in pressure. Opt. B. roll.
Opt. C. increases in velocity and pressure. Opt. C. pitch nose down.
The speed of air over a swept wing which contributes to The thickness/chord ratio of the wing is also known as.
the lift is. Opt. A. fineness ratio.
Opt. A. less than the aircraft speed. Opt. B. mean chord ratio.
Opt. B. the same as the aircraft speed. Opt. C. aspect ratio.
Opt. C. more than the aircraft speed.
Question Number. 126. Flexure of a rearward swept wing will.
For a given angle of attack, induced drag is. Opt. A. increase the lift and hence increase the flexure.
Opt. A. greater on a high aspect ratio wing. Opt. B. increase the lift and hence decrease the flexure.
Opt. B. greater towards the wing root. Opt. C. decrease the lift and hence decrease the
Opt. C. greater on a low aspect ratio wing. flexure.
In straight and level flight, the angle of attack of a swept A High Aspect Ratio wing is a wing with.
wing is. Opt. A. short span, long chord.
Opt. A. less than the aircraft angle to the horizontal. Opt. B. long span, long chord.
Opt. B. more than the aircraft angle to the horizontal. Opt. C. long span, short chord.
Opt. C. the same as the aircraft angle to the horizontal.
Question Number. 128. Stall commencing at the root is preferred because.
Induced drag. Opt. A. it provides the pilot with a warning of complete
Opt. A. is equal to the profile drag at Vmd. loss of lift.
Opt. B. is equal to the profile drag at the stalling speed. Opt. B. the ailerons become ineffective.
Opt. C. is never equal to the profile drag. Opt. C. it will cause the aircraft to pitch nose up.
A delta wing aircraft flying at the same speed (subsonic) An aircraft flying in 'ground effect' will produce.
and angle of attack as a swept wing aircraft of similar
Opt. A. the same lift as a similar aircraft outside of
wing area will produce.
ground effect.
Opt. A. more lift. Opt. B. less lift than a similar aircraft outside of ground
Opt. B. less lift. effect.
Opt. C. the same lift. Opt. C. more lift than a similar aircraft outside of
Question Number. 130. ground effect.
The stagnation point is. Question Number. 139.
Opt. A. static pressure minus dynamic pressure. If the angle of attack of a wing is increased in flight, the.
Opt. B. dynamic pressure only. Opt. A. CofP will move aft.
Opt. C. static pressure plus dynamic pressure. Opt. B. CofP will move forward.
Question Number. 131. Opt. C. C of G will move aft.
On a swept wing aircraft, due to the adverse pressure Question Number. 140.
gradient, the boundary layer on the upper surface of the
The Rams Horn Vortex on a forward swept wing will be.
wing tends to flow.
Opt. A. more than a rearward swept wing.
Opt. A. towards the root.
Opt. B. less than a rearward swept wing.
Opt. B. towards the tip.
Opt. C. the same as a rearward swept wing.
Opt. C. directly from leading edge to trailing edge.

For a cambered wing section the zero lift angle of attack The difference between the mean camber line and the
will be. chord line of an aerofoil is.
Opt. A. 4 degrees. Opt. A. neither are straight.
Opt. B. zero. Opt. B. they both may be curved.
Opt. C. negative. Opt. C. one is always straight and the other may be
straight.
Airflow at subsonic speed is taken to be. Question Number. 150.
Opt. A. compressible. If the C of G is calculated after loading as within limits for
Opt. B. either a or b depending on altitude. take off.
Opt. C. incompressible. Opt. A. a further calculation is required prior to landing
to allow for fuel and oil consumption.
Opt. B. a further calculation is required prior to landing
Bernoulli's equation shows that. to allow for flap deployment.
Opt. A. at constant velocity the kinetic energy of the air Opt. C. no further calculation is required.
changes with a change of height.
Opt. B. with a change in velocity at constant height the Question Number. 151.
static pressure will change. Helicopter rotor blades create lift by.
Opt. C. with a change in speed at constant height both Opt. A. pushing the air down.
kinetic and potential energies change. Opt. B. working like a screw.
Opt. C. creating low pressure above the blades.
If fluid flow through a venturi is said to be Question Number. 152.
incompressible, the speed of the flow increases at the The span wise component of the airflow is.
throat to. Opt. A. greater at higher speeds.
Opt. A. allow for a reduction in static pressure. Opt. B. unaffected by speed.
Opt. B. maintain a constant volume flow rate. Opt. C. less at higher speeds.
Opt. C. allow for an increase in static pressure.
Question Number. 145. A wing fence.
To produce lift, an aerofoil must be. Opt. A. acts as a lift dumping device.
Opt. A. asymmetrical. Opt. B. reduces span wise flow on a swept wing thus
Opt. B. symmetrical. reducing induced drag.
Opt. C. either symmetrical or asymmetrical. Opt. C. increases lateral control.
Lift is dependent on. With all conditions remaining the same, if the aircraft
Opt. A. the net area of the wing ,the density of the fluid speed is halved, by what factor is the lift reduced?.
medium and the velocity. Opt. A. Half.
Opt. B. the area of the wing, the density of the fluid Opt. B. By a factor of 4.
medium, and the square of the velocity. Opt. C. Remains the same.
Opt. C. the frontal area of the wing, the density of the
fluid medium and the velocity.
The boundary layer over an aerofoil is.
Question Number. 147. Opt. A. a layer of air close to the aerofoil which is
A wing develops 10,000 N of lift at 100 knots. Assuming moving at a velocity less than free stream air.
the wing remains at the same angle of attack and remains Opt. B. a layer of turbulent air close to the aerofoil
at the same altitude, how much lift will it develop at which is moving at a velocity less than free
300knots?.
stream air.
Opt. A. 30,000 N. Opt. C. a layer of air close to the aerofoil that is
Opt. B. 900,000 N. stationary.
Opt. C. 90,000 N.
On a swept wing aircraft, the fineness ratio of an aerofoil
The angle of attack is. is.
Opt. A. related to angle of incidence. Opt. A. highest at the root.
Opt. B. always kept below 15 degrees. Opt. B. equal throughout the span.
Opt. C. not related to the angle of incidence. Opt. C. highest at the tip.

Streamlining will reduce. The airflow behind a normal shockwave will.
Opt. A. induced drag. Opt. A. always be subsonic and in the same direction as
Opt. B. skin friction drag. the original airflow.
Opt. C. form drag. Opt. B. always be supersonic and in the same direction
as the original airflow.
Opt. C. always be subsonic and deflected from the
If an aircraft has a gross weight of 3000 kg and is then direction of the original airflow.
subjected to a total weight of 6000 kg the load factor will
be. Question Number. 167.
Opt. A. 2G. Induced drag can be reduced by the use of.
Opt. B. 9G. Opt. A. streamlining.
Opt. C. 3G. Opt. B. high aspect ratio wings.
Question Number. 159. Opt. C. fairings at junctions between fuselage and
wings.
Ice formed on the leading edge will cause the aircraft to.
Opt. A. stall at a higher speed. Question Number. 168.
Opt. B. stall at a lower speed. Interference drag can be reduced by the use of.
Opt. C. stall at the same stall speed and AOA. Opt. A. fairings at junctions between fuselage and
Question Number. 160. wings.
Opt. B. high aspect ratio wings.
Under what conditions will an aircraft create best lift?.
Opt. C. streamlining.
Opt. A. Hot damp day at 1200 ft.
Opt. B. Cold dry day at 200 ft. Question Number. 169.
Opt. C. Cold wet day at 1200 ft. Gliding angle is the angle between.
Question Number. 161. Opt. A. ground and the glide path.
Opt. B. aircraft and flight path.
As Mach number increases, what is the effect on
boundary layer?. Opt. C. aircraft and airflow.
Opt. A. Becomes more turbulent. Question Number. 170.
Opt. B. Decreases in thickness. Propeller Solidity can be increased by.
Opt. C. Becomes less turbulent. Opt. A. increasing the number of blades.
Question Number. 162. Opt. B. decreasing the length of the blades.
During a glide the following forces act on an aircraft. Opt. C. increasing the blade angle.
Opt. A. lift and weight only. Question Number. 171.
Opt. B. lift, drag, weight. Lift is generated by a wing.
Opt. C. lift, weight, thrust. Opt. A. mostly on the bottom surface.
Question Number. 163. Opt. B. mostly on the top surface.
If an aileron is moved downward. Opt. C. equally on the top and bottom surfaces.
Opt. A. the stalling angle of that wing is increased. Question Number. 172.
Opt. B. the stalling angle is not affected but the stalling Lift is dependent on.
speed is decreased. Opt. A. the area of the wing, the density of the fluid
Opt. C. the stalling angle of that wing is decreased. medium and the square of the velocity.
Question Number. 164. Opt. B. the net area of the wing, the density of the fluid
If the wing loading of an aircraft were reduced the stalling medium and the velocity.
speed would. Opt. C. the frontal area of the wing, the density of the
fluid medium and the velocity.
Opt. A. increase.
Opt. B. not be affected. Question Number. 173.
Opt. C. decrease. To produce lift, an aerofoil must be.
Question Number. 165. Opt. A. symmetrical.
The lift on a wing is increased with. Opt. B. asymmetrical.
Opt. C. either (a) or (b).
Opt. A. an increase in temperature.
Opt. B. an increase in pressure.
Opt. C. an increase in humidity.

If fluid flow through a venturi is said to be What happens to the wingtip stagnation point as the AOA
incompressible, the speed of the flow increases at the increases?.
throat to. Opt. A. It moves down and under the leading edge.
Opt. A. allow for a reduction in static pressure. Opt. B. It moves up and over the leading edge.
Opt. B. allow for an increase in static pressure. Opt. C. It remains unchanged.
Opt. C. maintain a constant volume flow rate.
Question Number. 175. What does the term 'wing washout' mean?.
Bernoulli's equation shows that. Opt. A. The design of the wing that gives the wing tip a
Opt. A. at constant velocity the total energy of the air lower angle of incidence.
changes with a change in height. Opt. B. The design of the wing that gives the wing tip a
Opt. B. with a change in speed at constant height both much greater angle of incidence.
kinetic and potential energies change. Opt. C. The airflow moves toward the end of the wing.
Opt. C. with a change in velocity at constant height the
static pressure will change.
The point at which airflow ceases to be laminar and
Question Number. 176. becomes turbulent is the.
Airflow at sub-sonic speed is taken to be. Opt. A. boundary point.
Opt. A. incompressible. Opt. B. transition point.
Opt. B. compressible. Opt. C. separation point.
Opt. C. either (a) or (b) depending on altitude.
Question Number. 177. Which of the following is true about Profile drag?.
The total drag of an aircraft. Opt. A. Profile drag = Skin Drag + Form Drag.
Opt. A. changes with speed. Opt. B. Profile drag = skin drag + induced drag.
Opt. B. increases with speed. Opt. C. Profile drag = induced drag + Form drag.
Opt. C. increases with the square of speed.
Question Number. 178. Which statement is true?.
_______ angle of attack is known as optimum angle of Opt. A. Both Induced drag and profile drag increase
attack. with the square of the airspeed.
Opt. A. 5 to 7 degrees. Opt. B. Profile drag increases with the square of the
Opt. B. 3 to 4 degrees. airspeed.
Opt. C. 10 to 12 degrees. Opt. C. Induced drag increases with the square of the
Question Number. 179. airspeed.
Induced drag is ________ at root. Question Number. 187.
Opt. A. lowest. Which statement is true?.
Opt. B. greatest. Opt. A. Rectangular wings stall at the root first.
Opt. C. neutral. Opt. B. Both tapered and rectangular wings will stall at
Question Number. 180. the tip first.
Opt. C. Tapered wings stall at the root first.
Profile drag is _______ to speed.
Opt. A. neutral. Question Number. 188.
Opt. B. inversely proportional. During inverted level flight an aircraft accelerometer
Opt. C. proportional. shows.
Opt. A. -2g.
Opt. B. -1g.
A shock stall occurs at. Opt. C. 0g.
Opt. A. large angles of attack.
Opt. B. small angles of attack. Question Number. 189.
Opt. C. equally both large and small angles of attack. During straight and level flight an aircraft accelerometer
shows.
Opt. A. 4g.
Opt. B. 1g.
Opt. C. 2g.

Which of the following is incorrect about induced drag?.
Opt. A. It will increase inversely to the square of the
airspeed.
Opt. B. It will decrease in proportion to the square of
the airspeed.
Opt. C. It will increase when the angle of attack is
reduced.
What produces the most lift at low speeds?.
Opt. A. High camber.
Opt. B. Low aspect ratio.
Opt. C. High aspect ratio.
If the angle of attack is zero, but lift is produced, the.
Opt. A. wing is symmetrical.
Opt. B. wing is cambered.
Opt. C. wing has positive angle of incidence.
When is the angle of incidence the same as the angle of
attack?.
Opt. A. Never.
Opt. B. In descent.
Opt. C. When relative airflow is parallel to
longitudinal axis.
08.3. Theory of Flight .
Question Number. 1. Flaps at landing position. If an aircraft is flying with a left wing low, where would
Opt. A. decrease landing speed. you move the left aileron trim tab?.
Opt. B. decrease take off and landing speeds. Opt. A. Down.
Opt. C. decrease take off speed. Opt. B. Up.
Question Number. 2. As a subsonic aircraft Opt. C. Moving the aileron trim tab will not correct the
speeds-up, its Centre of Pressure. situation.
Opt. A. moves aft. Question Number. 11.
Opt. B. moves forward. When a leading edge flap is fully extended, what is the
Opt. C. is unaffected. slot in the wing for?.
Question Number. 3. Lowering of the flaps. Opt. A. To re-energise the boundary layer.
Opt. A. increases drag. Opt. B. To increase the lift.
Opt. B. increases lift. Opt. C. To allow the flap to retract into it when it
Opt. C. increases drag and lift. retracts.
Question Number. 4. Wing spoilers, when used Question Number. 12.

asymmetrically, are associated with. With respect to differential aileron control, which of the
Opt. A. rudder. following is true?.
Opt. B. elevators. Opt. A. The up going and down going ailerons both
Opt. C. ailerons. deflect to the same angle.
Opt. B. The up going Aileron moves through a smaller
Question Number. 5. What do ruddervators do?.
angle than the down going aileron.
Opt. A. Control yaw and roll. Opt. C. The down going aileron moves through a
Opt. B. Control pitch and yaw. smaller angle than the up going aileron.
Opt. C. Control pitch and roll.
Question Number. 6. What controls pitch and roll
The aeroplane fin is of symmetrical aerofoil section and
on a delta wing aircraft?.
will therefore provide a side-load.
Opt. A. Ailerons.
Opt. A. only when the rudder is moved.
Opt. B. Elevons.
Opt. B. if a suitable angle of attack develops due either
Opt. C. Elevators.
yaw or rudder movement.
Question Number. 7. What does a trim tab do?. Opt. C. only if a suitable angle of attack develops due
Opt. A. Allows the C of G to be outside the normal to yaw.
limit. Question Number. 14.
Opt. B. Provides finer control movements by the pilot.
An aircraft left wing is flying low. The aileron trimmer
Opt. C. Eases control loading for pilot. control to the left aileron trim tab in the cockpit would be.
Question Number. 8. How does a balance tab Opt. A. moved up causing the left aileron to move up.
move?. Opt. B. moved up causing the left aileron to move
Opt. A. In the same direction a small amount. down.
Opt. B. In the opposite direction proportional to the Opt. C. moved down causing the left aileron to move
control surface it is attached to. down.
Opt. C. In the same direction proportional to the
control surface it is attached to.
An elevator tab moves down.
Question Number. 9. If an aircraft is yawing to the Opt. A. to make the nose go down.
left, where would you position the trim tab on the rudder?. Opt. B. to counteract for the aircraft flying nose heavy.
Opt. A. To the centre. Opt. C. to counteract for the aircraft flying tail heavy.
Opt. B. To the left.
Opt. C. To the right. Question Number. 16.
The stall margin is controlled by.
Opt. A. speed bug cursor.
Opt. B. EPR limits.
Opt. C. angle of attack and flap position.

Other than spoilers, where are speed brakes located?. When the trailing edge flap is extended.
Opt. A. Under the Fuselage. Opt. A. CP moves rearward.
Opt. B. Either side of the Fuselage. Opt. B. the CP moves forward but the CG does not
Opt. C. On the wing. change.
Opt. C. the CP moves forward and the pitching
moment changes to nose up.
With a trailing edge flap being lowered, due to rising
gusts, what will happen to the angle of attack?. Question Number. 26.
Opt. A. Tend to decrease. With a drop in ambient temperature, an aircraft service
Opt. B. Stay the same. ceiling will.
Opt. C. Tend to increase. Opt. A. rise.
Opt. B. not be affected.
Opt. C. lower.
A device used do dump lift from an aircraft is.
Opt. A. leading edge flaps. Question Number. 27.
Opt. B. trailing edge flaps. What type of flap is this?.
Opt. C. spoiler. Opt. A. Split flap.
Opt. B. Plain flap.
Opt. C. Fowler flap.
The purpose of a slot in a wing is to.
Opt. A. provide housing for the slat. Question Number. 28.
Opt. B. speed up the airflow and increase lift. Servo tabs.
Opt. C. act as venturi, accelerate the air and re-energise Opt. A. enable the pilot to bring the control surface
boundary layer. back to neutral.
Opt. B. move in such a way as to help move the control
surface.
Large flap deployment. Opt. C. provide artificial feel.
Opt. A. causes increased span wise flow towards tips
on wing upper surface. Question Number. 29.
Opt. B. causes increased span wise flow towards tips Spring Tabs.
on wing lower surface. Opt. A. provide artificial feel.
Opt. C. has no effect on span wise flow. Opt. B. enable the pilot to bring the control surface
back to neutral.
Opt. C. move in such a way as to help move the control
Which part of the wing of a swept-wing aircraft stalls surface.
first?.
Opt. A. Tip stalls first. Question Number. 30.
Opt. B. Both stall together. Extending a leading edge slat will have what effect on the
Opt. C. Root stalls first. angle of attack of a wing?.
Opt. A. Increase the angle of attack.
Opt. B. Decrease the angle of attack.
During flight, an aircraft is yawing to the right. The Opt. C. No effect on angle of attack.
aircraft would have a tendency to fly.
Opt. A. right wing low. Question Number. 31.
Opt. B. left wing low. To ensure that a wing stalls at the root first, stall wedges
Opt. C. nose up. are.
Opt. A. installed on the wing leading edge at the wing
root.
In the reversed camber horizontal stabilizer. Opt. B. installed on the wing leading edge at the wing
Opt. A. there is an increased tail plane up-force. tip.
Opt. B. the elevator causes tail down movement i.e. Opt. C. installed at the wing trailing edge at the wing
increased tail plane down force. root.
Opt. C. there is an increased tailplane down-force.
Krueger flaps make up part of the.
Opt. A. wing lower surface leading edge.
Opt. B. wing lower surface trailing edge.
Opt. C. wing upper surface leading edge.

In a turn, wing spoilers may be deployed. Angle of Attack is the angle between cord line and.
Opt. A. to assist the up going aileron. Opt. A. horizontal axis.
Opt. B. in unison with both the up going and down Opt. B. relative air flow.
going ailerons. Opt. C. tip path plane.
Opt. C. to act as an airbrake, interacting with the
ailerons.
A high lift device is used for.
Question Number. 34. Opt. A. take-off only.
Dutch role is movement in. Opt. B. take-off and landing.
Opt. A. yaw and pitch. Opt. C. landing only.
Opt. B. yaw and roll.
Opt. C. pitch and roll.
How is a spoiler interconnected to other flight control
Question Number. 35. systems?.
What is the main purpose of a frize aileron?. Opt. A. Spoiler to elevator.
Opt. A. Increase drag on the up going wing. Opt. B. Spoiler to aileron.
Opt. B. Decrease drag on the up going wing. Opt. C. Spoiler to flap.
Opt. C. Help pilot overcome aerodynamic loads. Question Number. 45.
Question Number. 36. What is aileron droop?.
Flap asymmetry causes the aircraft to. Opt. A. The droop of ailerons with no hydraulics on.
Opt. A. nose down. Opt. B. The leading edge of both ailerons presented to
Opt. B. go one wing down. the airflow.
Opt. C. nose up. Opt. C. One aileron lowered.
If an aircraft moves in yaw, what axis is it moving about?. Earths atmosphere is.
Opt. A. Longitudinal. Opt. A. 3/5 oxygen, 2/5 nitrogen.
Opt. B. Lateral. Opt. B. 4/5 oxygen, 1/5 nitrogen.
Opt. C. Normal. Opt. C. 1/5 oxygen, 4/5 nitrogen.
If an aircraft is aerodynamically stable. An anti-balance tab is used.
Opt. A. aircraft returns to trimmed attitude. Opt. A. to relieve stick loads.
Opt. B. CofP moves back. Opt. B. for trimming the aircraft.
Opt. C. aircraft becomes too sensitive. Opt. C. to give more feel to the controls.
What are ground spoilers used for?. The fin helps to give.
Opt. A. To assist the aircraft coming to a stop. Opt. A. directional stability about the normal axis.
Opt. B. To slow the aircraft. Opt. B. directional stability about the longitudinal axis.
Opt. C. To dump lift. Opt. C. longitudinal stability about the normal axis.
Mass balance weights are used to. If an aircraft moves in roll, it is moving about the.
Opt. A. balance the trailing edge of flying control Opt. A. longitudinal axis.
surfaces. Opt. B. normal axis.
Opt. B. counteract flutter on control surfaces. Opt. C. lateral axis.
Opt. C. balance the tabs. Question Number. 50.
Question Number. 41. What effect does lowering the flaps for take-off have?.
What is a slot used for?. Opt. A. Increases lift & reduces drag.
Opt. A. Increased angle of attack during approach. Opt. B. Increases lift and drag.
Opt. B. Increase the speed of the airflow. Opt. C. Increase lift only.
Opt. C. To reinforce the boundary layer.

What effect does lowering flaps for takeoff have?. An anti-servo tab.
Opt. A. Reduces takeoff speeds only. Opt. A. assists the pilot to move the controls back to
Opt. B. Reduces landing speeds only. neutral.
Opt. C. Reduces takeoff and landing speeds. Opt. B. moves in the opposite direction to the control
surface to assist the pilot.
Opt. C. moves in the same direction as the control
When the flaps are lowered. surface to assist the pilot.
Opt. A. the lift vector moves rearward.
Opt. B. there is no effect on the lift vector. Question Number. 60.
Opt. C. the lift vector moves forward. Slats.
Opt. A. keep the boundary layer from separating for
longer.
At take-off, if the flaps are lowered there is a. Opt. B. increase the overall surface area and lift effect
Opt. A. large increase in lift and drag. of wing.
Opt. B. large increase in lift and small increase in drag. Opt. C. act as an air brake.
Opt. C. small increase in lift and drag.
Question Number. 54. Due to the change of lift forces resulting from the
Wing spoilers be used. extension of flaps in flight.
Opt. A. to assist the respective down going aileron in a Opt. A. nose should be lowered, reducing AOA.
turn. Opt. B. nose should be raised, increasing AOA.
Opt. B. as ground spoilers on landing. Opt. C. nose should remain in the same position,
Opt. C. to assist the elevators. maintaining same AOA.
Differential aileron control will. Flight spoilers.
Opt. A. cause a nose down moment. Opt. A. can be deployed on the down going wing in a
Opt. B. prevent yawing in conjunction with rudder turn to increase lift on that wing.
input. Opt. B. can be used to decrease lift to allow controlled
Opt. C. cause a nose up moment. decent without reduction of airspeed.
Question Number. 56. Opt. C. can be used with differential ailerons to reduce
adverse yaw in a turn.
Dutch Roll affects.
Opt. A. pitch and yaw simultaneously. Question Number. 63.
Opt. B. yaw and roll simultaneously. If the aircraft is flying nose heavy, which direction would
Opt. C. pitch and roll simultaneously. you move the elevator trim tab?.
Opt. A. Up to move elevator down.
Opt. B. Up to move elevator up.
Which of the following are primary control surfaces?.
Opt. C. Down to move elevator up.
Opt. A. Elevators, ailerons, rudder.
Opt. B. Roll spoilers, elevators, tabs. Question Number. 64.
Opt. C. Elevators, roll spoilers, tabs. Wing tip vortices are strongest when.
Opt. A. flying high speed straight and level flight.
Opt. B. flying into a headwind.
A split flap.
Opt. C. flying slowly at high angles of attack.
Opt. A. forms part of the trailing edge's lower surface
when retracted. Question Number. 65.
Opt. B. forms part of the leading edge's lower surface Aerodynamic balance.
when retracted. Opt. A. will reduce aerodynamic loading.
Opt. C. forms part of the trailing edge's upper surface Opt. B. will cause CP to move forward of hinge and
when retracted. cause overbalance.
Opt. C. will cause CP to move towards the trailing
edge and cause instability.

A balance tab. On aircraft fitted with spoilers for lateral control, roll to
Opt. A. effectively increases the area of the control the right is caused by.
surface. Opt. A. left spoilers extending, right spoilers remaining
Opt. B. assists the pilot to move the controls. retracted.
Opt. C. is used to trim the appropriate axis of the Opt. B. right spoilers extending, left spoilers remaining
aircraft. retracted.
Opt. C. left and right spoilers extending.
Elevons combine the functions of both. Question Number. 76.
Opt. A. rudder and elevator. A split flap increases lift by increasing.
Opt. B. elevator and aileron. Opt. A. the angle of attachment of the lower hinged
Opt. C. rudder and aileron. portion.
Opt. B. the surface area.
Opt. C. the camber of the top surface.
Flutter can be reduced by using.
Opt. A. a horn balance. Question Number. 77.
Opt. B. mass balancing. When the trailing edge flaps are lowered, the aircraft will.
Opt. C. servo tabs. Opt. A. pitch nose up.
Opt. B. pitch nose down.
Opt. C. sink.
An elevator provides control about the.
Opt. A. longitudinal axis. Question Number. 78.
Opt. B. lateral axis. In aileron control.
Opt. C. horizontal stabilizer. Opt. A. the up going aileron moves further than down
going aileron.
Opt. B. the down going aileron moves further than up
The outboard ailerons on some large aircraft. going aileron.
Opt. A. are isolated at high speeds. Opt. C. it is assisted by the rudder.
Opt. B. are isolated to improve sensitivity.
Opt. C. are isolated at low speeds. Question Number. 79.
The aircraft is controlled about the lateral axis by the.
Opt. A. ailerons.
Which wing increases drag when the ailerons are moved?. Opt. B. elevator.
Opt. A. Both wings increase drag but the wing with the Opt. C. rudder.
up-going aileron increases more.
Opt. B. Both wings have an equal increase in drag. Question Number. 80.
Opt. C. Both wings increase drag but the wing with the The aircraft is controlled about the normal axis by the.
down-going aileron increases more. Opt. A. ailerons.
Opt. B. elevator.
Opt. C. rudder.
Which flap will increase wing area and camber?.
Opt. A. Slot. Question Number. 81.
Opt. B. Split. Dutch roll is.
Opt. C. Fowler. Opt. A. a combined yawing and rolling motion.
Opt. B. primarily a pitching instability.
Opt. C. a type of slow roll.
Wing loading of an aircraft.
Opt. A. varies with dynamic loading due to air Question Number. 82.
currents. The aircraft is controlled about the longitudinal axis by
Opt. B. is independent of altitude. the.
Opt. C. decreases with density. Opt. A. ailerons.
Opt. B. elevator.
Question Number. 74. Opt. C. rudder.
An automatic slat will lift by itself when the angle of
attack is.
Opt. A. high.
Opt. B. high or low.
Opt. C. low.

Ruddervators when moved, will move. An excess of aerodynamic balance would move the
Opt. A. opposite to each other only. control surface centre of pressure.
Opt. B. together only. Opt. A. rearwards, resulting in too much assistance.
Opt. C. either opposite each other or together, Opt. B. rearwards, resulting in loss of assistance.
depending on the selection. Opt. C. forwards, resulting in an unstable overbalance.
As a consequence of the C of G being close to its aft limit. A flying control mass balance weight.
Opt. A. the stick forces will be high in fore and aft Opt. A. keeps the control surface C of G as close to the
pitch, due to the high longitudinal stability. trailing edge as possible.
Opt. B. the stick forces to manoeuvre longitudinally Opt. B. tends to move the control surface C of G close
will be low due to the low stability. to the hinge line.
Opt. C. the stick forces when pitching the nose down Opt. C. ensures that the C of G always acts to aid the
will be very high. pilot thus relieving control column load.
What is the term used for the amount of water in the The type of flap which extends rearwards when lowered is
atmosphere?. called a.
Opt. A. Relative humidity. Opt. A. plain flap.
Opt. B. Absolute humidity. Opt. B. split flap.
Opt. C. Dew point. Opt. C. Fowler flap.
An anti-balance tab is moved. Which of the following trailing edge flaps give an
Opt. A. via a fixed linkage. increase in wing area?.
Opt. B. hydraulically. Opt. A. Split flap.
Opt. C. when the C.G. changes. Opt. B. Fowler flap.
Opt. C. Slotted flap.
A servo tab is operated. Question Number. 94.
Opt. A. directly by the pilot to produce forces which in Which of the following is not a primary flying control?.
turn move the main control surfaces. Opt. A. Elevator.
Opt. B. automatically, and moves in the same direction Opt. B. Tailplane.
as the main control surfaces. Opt. C. Rudder.
Opt. C. by a trim wheel and moves in the opposite Question Number. 95.
direction to the main control surfaces when
A leading edge slat is a device for.
moved.
Opt. A. increasing the stalling angle of the wing.
Question Number. 88. Opt. B. decreasing the stalling angle of the wing.
On an aircraft with an all-moving tailplane, pitch up is Opt. C. decreasing wing drag.
caused by.
Opt. A. decreasing tailplane incidence.
A Krueger flap is.
Opt. B. up movement of the elevator trim tab.
Opt. C. increasing tailplane incidence. Opt. A. a flap which extends rearwards but does not
lower.
Question Number. 89. Opt. B. a leading edge flap which hinges forward.
When checking full range of control surface movement, Opt. C. a leading edge slat which extends forward.
they must be positioned by.
Opt. A. moving them by hand directly until against the
primary stops. A tab which assists the pilot to move a flying control by
moving automatically in the opposite direction to the
Opt. B. moving them by hand directly until against the
control surface is called a.
secondary stops.
Opt. A. servo tab.
Opt. C. operating the control cabin controls until the
Opt. B. geared balance tab.
system is against the primary stops.
Opt. C. trim tab.

What is attached to the rear of the vertical stabilizer?. What is a controlling factor of turbulence and skin
Opt. A. Elevator. friction?.
Opt. B. Aileron. Opt. A. Countersunk rivets used on skin exterior.
Opt. C. Rudder. Opt. B. Aspect ratio.
Opt. C. Fineness ratio.
What is fitted on the aircraft to enable the pilot to reduce Question Number. 107.
his speed rapidly in event of severe turbulence, or speed Changes in aircraft weight.
tending to rise above the Never Exceed Limit?. Opt. A. cause corresponding changes in total drag due
Opt. A. Lift dumpers. to the associated lift change.
Opt. B. Air brakes. Opt. B. will not affect total drag since it is dependant
Opt. C. Wheel brakes. only upon speed.
Question Number. 100. Opt. C. will only affect total drag if the lift is kept
constant.
When spoilers are used asymmetrically, they combine
with. Question Number. 108.
Opt. A. ailerons. When an aircraft stalls.
Opt. B. rudder. Opt. A. lift increases and drag decreases.
Opt. C. elevators. Opt. B. lift and drag increase.
Question Number. 101. Opt. C. lift decreases and drag increases.
"What is used to correct any tendency of the aircraft to Question Number. 109.
move towards an undesirable flight attitude?." Spoiler panels are positioned so that when deployed.
Opt. A. Trim tabs. Opt. A. roll will not occur.
Opt. B. Spring tabs. Opt. B. pitch trim is not affected.
Opt. C. Balance tabs. Opt. C. no yaw takes place.
The layer of air over the surface of an aerofoil which is The aircraft stalling speed will.
slower moving, in relation to the rest of the airflow, is
Opt. A. only change if the MTWA were changed.
known as.
Opt. B. be unaffected by aircraft weight changes since
Opt. A. none of the above are correct.
it is dependant upon the angle of attack.
Opt. B. camber layer.
Opt. C. increase with an increase in weight.
Opt. C. boundary layer.
In a bank and turn.
A control surface which forms a slot when deployed is
called a. Opt. A. extra lift is not required if thrust is increased.
Opt. B. extra lift is not required.
Opt. A. slat.
Opt. C. extra lift is required.
Opt. B. slot.
Opt. C. flap. Question Number. 112.
Question Number. 104. The method employed to mass balance control surfaces is
to.
Asymmetric flaps will cause.
Opt. A. fit bias strips to the trailing edge of the
Opt. A. the aircraft to descend.
surfaces.
Opt. B. the aircraft to ascend.
Opt. B. attach weights forward of the hinge line.
Opt. C. one wing to rise.
Opt. C. allow the leading edge of the surface to project
Question Number. 105. into the airflow.
When airflow velocity over an upper cambered surface of Question Number. 113.
an aerofoil decreases, what takes place?.
Control surface flutter may be caused by.
Opt. A. Pressure decreases, lift increases.
Opt. A. excessive play in trim tab attachments.
Opt. B. Pressure increases, lift decreases.
Opt. B. high static friction in trim tab control tabs.
Opt. C. Pressure increases, lift increases.
Opt. C. incorrect angular movement of trim tabs.

A differential aileron control system results in. A control surface is provided with aerodynamic balancing
Opt. A. aileron drag being reduced on the inner wing in to.
a turn. Opt. A. assist the pilot in moving the control.
Opt. B. aileron drag being reduced on the outer wing in Opt. B. increase stability.
a turn. Opt. C. decrease the drag when the control is deflected.
Opt. C. aileron drag being compensated by small Question Number. 122.
rudder movements.
Downward displacement of an aileron.
Question Number. 115. Opt. A. increases the angle at which its wing stalls.
The primary function of a flap is. Opt. B. decreases the angle at which its wing will stall.
Opt. A. to trim the aircraft longitudinally. Opt. C. has no effect on its wing stalling angle, it only
Opt. B. to alter the position of the centre of gravity. affects the stalling speed on that wing.
Opt. C. to alter the lift of an aerofoil. Question Number. 123.
Question Number. 116. Due to the tailplane angle of attack change, the
The angle of attack at which stall occurs. flap-induced downwash on the tailplane.
Opt. A. can be varied by using flaps and slats. Opt. A. will tend to cause an aircraft nose-up pitch.
Opt. B. depends on the weight of the aircraft. Opt. B. "may cause a nose-down or nose-up pitch
Opt. C. cannot be varied, it is always constant. depending upon the initial tailplane load
Opt. C. will tend to cause an aircraft nose down pitch.
The stalling speed of an aircraft. Question Number. 124.
Opt. A. is increased when it is heavier. Due to the change in lift coefficient accompanying
extension of the flaps, to maintain the lift constant it
Opt. B. does not change.
would be necessary to.
Opt. C. is increased when it is lighter.
Opt. A. raise the nose.
Question Number. 118. Opt. B. lower the nose.
A wing flap which has dropped or partially extended on Opt. C. keep the pitch attitude constant.
one wing in flight will lead to.
Opt. A. a fixed banked attitude which would be
The extension to the rudder (shaded portion shown on the
corrected by use of the rudder.
diagram), is provided to.
Opt. B. a pitching moment which would be corrected
by used of the elevators. Opt. A. make the pilot aware of the aerodynamic forces
Opt. C. a steady rolling tendency which would be encountered when moving the control.
corrected by use of the ailerons. Opt. B. provide aerodynamic assistance for the pilot
when moving the rudder.
Question Number. 119. Opt. C. prevent control surface flutter.
With an increase in the amount of flap deployment, the
stalling angle of a wing.
A differential aileron control is one which gives.
Opt. A. remains the same.
Opt. B. increases. Opt. A. the down-going aileron more travel than the
Opt. C. decreases. up-going one.
Opt. B. equal aileron travel in each direction, but
Question Number. 120. variable for stick movement.
Aerodynamic balance of a control surface may be Opt. C. a larger aileron up travel than down.
achieved.
Opt. A. by a horn at the extremity of the surface
forward of the hinge line. Which leading edge device improves the laminar flow
over the wing?.
Opt. B. by weights added to the control surface aft of
the hinge line. Opt. A. Flap and slat.
Opt. C. by a trimming strip at the trailing edge of the Opt. B. Slat.
surface. Opt. C. Flap.

The balance tab is an auxiliary surface fitted to a main The tropopause exists at about.
control surface. Opt. A. 18,000 ft.
Opt. A. operating automatically to assist the pilot in Opt. B. 30,000 ft.
moving the controls. Opt. C. 36,000 ft.
Opt. B. operated independently at which point in the
length of cable the tensiometer is applied.
Opt. C. operating automatically to provide feel to the Induced drag curve characteristics of a slender delta wing
controls. are such that there is.
Opt. A. an increase in gradient with wing speed.
Question Number. 129. Opt. B. no change in gradient with wing speed.
Aerodynamic balancing of flight controls is achieved by. Opt. C. decrease in gradient with wing speed.
Opt. A. placing a weight ahead of the hinge point.
Opt. B. placing a weight in the leading edge of the
control surface. If an aircraft is yawing left, the trim tab on the rudder
would be positioned.
Opt. C. providing a portion of the control surface ahead
of the hinge point. Opt. A. to the right, moving the rudder left.
Opt. B. to the centre.
Question Number. 130. Opt. C. to the left, moving the rudder right.
Aerodynamic balance is used to.
Opt. A. reduce the control load to zero.
Instability giving roll and yaw.
Opt. B. make the flying controls easier to move.
Opt. C. prevent flutter of the flying controls. Opt. A. is dutch roll.
Opt. B. is longitudinal stability.
Question Number. 131. Opt. C. is lateral stability.
A horn balance is.
Opt. A. a rod projecting forward from the control
Vortex generators are fitted to.
surface with a weight on the end.
Opt. B. a rod projecting upward from the main control Opt. A. move transition point rearwards.
surface to which the control cables are Opt. B. move transition point forwards.
attached. Opt. C. advance the onset of flow separation.
Opt. C. a projection of the outer edge of the control Question Number. 140.
surface forward of the hinge line. Leading edge flaps.
Question Number. 132. Opt. A. increase stalling angle of the wing.
A control surface is mass balanced by. Opt. B. decrease stalling angle of the wing.
Opt. A. the attachment of weights acting on the hinge Opt. C. do not change the stalling angle.
line. Question Number. 141.
Opt. B. fitting a balance tab. Krueger flaps are on.
Opt. C. the attachment of weights acting forward of the
Opt. A. the leading edge.
hinge line.
Opt. B. either the leading or training edge.
Question Number. 133. Opt. C. the trailing edge.
The purpose of anti-balance tabs is to. Question Number. 142.
Opt. A. relieve stick loads. Sweepback will.
Opt. B. trim the aircraft.
Opt. A. decrease lateral stability.
Opt. C. give more feel to the control column.
Opt. B. not affect lateral stability.
Question Number. 134. Opt. C. increase lateral stability.
You have adjusted the elevator trim tab to correct for nose Question Number. 143.
heavy. What was the direction of travel of the trim tab?.
A plain flap.
Opt. A. The elevator trim tab has moved down.
Opt. A. does not increase the wing area on deployment.
Opt. B. The elevator trim tab has moved up.
Opt. B. is attached to the leading edge of the wing.
Opt. C. The port elevator tab has moved up and
Opt. C. forms part of lower trailing edge.
starboard moved down.

A split flap, when deployed. Shock stall.
Opt. A. is used only on high speed aircraft. Opt. A. occurs at high speeds.
Opt. B. increases lift without a corresponding increase Opt. B. is a flap down stall and occurs at high speeds.
in drag. Opt. C. occurs at low speeds.
Opt. C. increases drag with little lift coefficient
increase, from intermediate to fully down.
As you approach supersonic speed.
Question Number. 145. Opt. A. thrust is reduced.
A flying control mass balance weight. Opt. B. total drag is increased.
Opt. A. keeps the control surface C of G as close to the Opt. C. lift is reduced.
trailing edge as possible.
Opt. B. tends to move the control surface C of G close
to the hinge line. Mach trim in some aircraft assists.
Opt. C. tends to move the control surface C of G Opt. A. lateral stability.
forward of the hinge line. Opt. B. vertical stability.
Opt. C. longitudinal stability.
An elevator controls the aircraft motion in. Question Number. 155.
Opt. A. yaw. Before an aircraft reaches critical mach.
Opt. B. roll. Opt. A. the nose pitches up because the CP moves
Opt. C. pitch. Forward.
Opt. B. the aircraft buffets because the CP moves to the
Question Number. 147. shock wave.
Air above Mach 0.7 is. Opt. C. the nose pitches down because the CP moves
Opt. A. compressible only when above the speed of rear.
sound.
Opt. B. incompressible.
Opt. C. compressible. On a standard day, at which altitude will the speed of
sound be the greatest?.
Question Number. 148. Opt. A. 20,000 ft.
Supersonic air passing through a divergent duct causes Opt. B. 10,000 ft.
the. Opt. C. Sea level.
Opt. A. pressure to increase, velocity to increase.
Opt. B. pressure to increase, velocity to decrease.
Opt. C. pressure to decrease, velocity to increase. Which of the following will increase the Critical Mach
Number of an aerofoil?.
Question Number. 149. Opt. A. Using a thin airfoil and sweeping the wings
An aircraft flying below the tropopause descends at a back.
constant True Airspeed. Its Mach. No. will. Opt. B. Decreasing the fineness ratio of the wings.
Opt. A. not change. Opt. C. Increasing the aspect ratio of the wings.
Opt. B. decrease.
Opt. C. increase.
As an aircraft accelerates through the transonic region, the
Question Number. 150. centre of pressure tends to.
A nose down change of trim (tuck-under) occurs due to Opt. A. turn into a shock wave.
shock induced. Opt. B. move rearward.
Opt. A. tip stall on a delta wing aircraft. Opt. C. move forward.
Opt. B. root stall on a delta wing aircraft.
Opt. C. tip stall on a straight wing aircraft.
Supersonic air going through an incipient shock wave will
Question Number. 151. decrease its speed and.
A symmetrical aerofoil is accelerating through Mach 1 Opt. A. decrease temperature and increase density.
with an angle of attack of 0°. A shock wave will form. Opt. B. increase temperature and decrease density.
Opt. A. on the upper and lower surface and will move Opt. C. increase temperature and increase density.
aft until the point of maximum camber.
Opt. B. on the upper and lower surface and will move
aft.
Opt. C. on the upper surface only and move aft.

An increase in mach number will cause the. Airspeeds above the speed of sound, but not exceeding 4
Opt. A. CofP to move rearwards giving more times the speed of sound are.
downwash on the tail plane. Opt. A. supersonic.
Opt. B. CofP to move forwards giving less downwash Opt. B. hypersonic.
on the tail plane. Opt. C. hyposonic.
Opt. C. CofP to move rearwards giving less downwash Question Number. 169.
on the tail plane.
An aircraft experiences a large loss of lift and a big
Question Number. 161. increase in drag in straight and level flight, what would be
At speeds above Mach 1, shockwaves will form above the most probable cause?.
and below the wing. Opt. A. Atmospheric conditions.
Opt. A. at the trailing edge. Opt. B. Aircraft reached its critical mach number.
Opt. B. at both the leading edge and the trailing edge. Opt. C. Severe head winds.
Opt. C. at the leading edge. Question Number. 170.
Question Number. 162. A Mach Trimmer is a device which.
Above the critical mach number, the drag coefficient. Opt. A. prevents the aircraft from exceeding its critical
Opt. A. increases. Mach No.
Opt. B. remains the same. Opt. B. automatically compensates for trim changes in
Opt. C. decreases. the transonic region.
Opt. C. switches out trim control to prevent damage in
Question Number. 163. the transonic speed range.
Mach trim counters.
Opt. A. longitudinal instability.
Opt. B. vertical instability. Mach trim usually operates between.
Opt. C. lateral instability. Opt. A. 0.9 mach and 0.99 mach.
Opt. B. 0.7 and 0.8 mach.
Question Number. 164. Opt. C. 0.6 mach 0.7 mach.
At high Mach Numbers above Mach 2.2, some aircraft
metals. Question Number. 172.
Opt. A. such as aluminium, become brittle. Mach trimming is initiated by an input signal from the.
Opt. B. lose their strength due to the kinetic heating Opt. A. IRS.
effect. Opt. B. vertical gyro.
Opt. C. will shrink due to the extreme pressures Opt. C. CADC.
involved. Question Number. 173.
Question Number. 165. Mach trim prevents.
Mach trim operates. Opt. A. the nose dropping in a low speed turn.
Opt. A. along the longitudinal axis. Opt. B. the nose dropping at high speed.
Opt. B. along the lateral axis. Opt. C. the nose lifting at high speed.
Opt. C. to reduce Dutch roll. Question Number. 174.
Question Number. 166. Critical Mach No. may be increased by.
To increase critical mach number. Opt. A. using a higher thickness/chord ratio wing.
Opt. A. the wings are swept. Opt. B. sweeping back the wing.
Opt. B. elevons are fitted. Opt. C. using more powerful engines.
Opt. C. tailerons are fitted. Question Number. 175.
Question Number. 167. Airflow either side of a normal shock wave is.
When approaching the speed of sound the. Opt. A. sonic upstream and downstream.
Opt. A. pressure above the wing exceeds the pressure Opt. B. sonic upstream, subsonic downstream.
below the wing in places. Opt. C. subsonic upstream, sonic downstream.
Opt. B. pressure above the wing can never exceed the
pressure below the wing.
Opt. C. pressure above the wing equals the pressure
below the wing.

Mach Number is defined as. Sweepback increases Mcrit by.
Opt. A. speed of sound at sea level divided by local Opt. A. decreasing the amount of airflow over the
speed of sound. lowest point on the aerofoil section.
Opt. B. IAS divided by the local speed of sound. Opt. B. decreasing the amount of airflow over the
Opt. C. TAS divided by local speed of sound. highest point on the aerofoil section.
Opt. C. increasing the amount of airflow over the
highest point on the aerofoil section.
The reason for sharp leading edged wings on high speed
aircraft is to. Question Number. 185.
Opt. A. enable the shockwave to be accurately Mach number is.
positioned. Opt. A. the ratio of the aircrafts TAS to the speed of
Opt. B. decrease wave drag. sound at the same atmospheric conditions.
Opt. C. decrease boundary layer. Opt. B. the ratio of the aircrafts IAS to the speed of
Question Number. 178. sound at the same atmospheric conditions.
Opt. C. the ratio of the aircrafts TAS to the speed of
Critical Mach Number is defined as.
sound at sea level.
Opt. A. that number at which the airflow becomes
supersonic. Question Number. 186.
Opt. B. that free-stream Mach Number at which some The critical Mach number is.
part of the airflow over the aircraft becomes Opt. A. the Mach No. when a shock wave forms at the
sonic. leading edge.
Opt. C. the minimum mach number at which the Opt. B. the Mach No. when the aircraft reaches the
aircraft can go supersonic. speed of sound.
Question Number. 179. Opt. C. the aircraft Mach. No. when the airflow
reaches the speed of sound at some point on the
The transonic region is a region of.
aircraft.
Opt. A. all subsonic.
Opt. B. all supersonic. Question Number. 187.
Opt. C. mixed airflow. Above the Critical Mach No. the drag coefficient will.
Question Number. 180. Opt. A. remain the same.
Opt. B. start to increase.
Immediately downstream of an oblique shockwave is
Opt. C. start to decrease.
always.
Opt. A. supersonic. Question Number. 188.
Opt. B. the same as upstream. A wing of low thickness/chord ratio, the Critical Mach
Opt. C. subsonic. No. will be.
Question Number. 181. Opt. A. lower than a wing of high thickness/chord
ratio.
Wave drag.
Opt. B. higher than a wing of high thickness/chord
Opt. A. increases in the supersonic region. ratio.
Opt. B. increases at the low speed stall. Opt. C. the same as a wing of high thickness/chord
Opt. C. increases in the transonic region. ratio.
For increased Mcrit. An aeroplane flying above the Critical Mach No. will
Opt. A. decrease thickness/chord ratio. usually experience.
Opt. B. decrease sweepback. Opt. A. a nose up pitch.
Opt. C. decrease true airspeed. Opt. B. an oscillation in pitch.
Question Number. 183. Opt. C. a nose down pitch
Symptoms of shock stall are. Question Number. 190.
Opt. A. decrease in speed, buffet and movement of the Tuck-under can be counteracted by.
centre of pressure. Opt. A. mach trim.
Opt. B. buffet, loss of control, and instability. Opt. B. aileron reversal.
Opt. C. compressibility effects, buffet and loss of Opt. C. trim tabs.
control.

What causes tuckunder?. To overcome ineffective control surface problems in the
Opt. A. Flap back effect. transonic region.
Opt. B. Shock stall. Opt. A. an all moving tailplane may be used.
Opt. C. Aileron reversal. Opt. B. hydraulic powered elevators may be used.
Opt. C. Frise ailerons may be used.
When does a shock stall occur?. Question Number. 201.
Opt. A. When the aircraft forward speed is above Mach An aircraft flying below the tropopause descends at a
One. constant True Airspeed, its Mach. No. will.
Opt. B. At the critical Mach number of the aeroplane. Opt. A. remain the same.
Opt. C. When the aircraft reaches speed of sound in a Opt. B. increase.
dive. Opt. C. decrease.

With an increase in altitude under I.S.A. conditions, the To counter the effect of a shift of centre of pressure as an
temperature in the troposphere. aircraft flies through the transonic region, fuel is pumped.
Opt. A. increases. Opt. A. forwards.
Opt. B. remains constant. Opt. B. backwards.
Opt. C. decreases. Opt. C. sideways.

Air either side of an oblique shockwave is generally. An aircraft flying above the tropopause descends at a
constant True Airspeed, its Mach. No. will.
Opt. A. sonic.
Opt. B. supersonic. Opt. A. remain the same.
Opt. C. subsonic. Opt. B. decrease.
Opt. C. increase.
Downstream of a normal shock wave.
The velocity of sound with an increase in altitude will.
Opt. A. pressure decreases temperature increases.
Opt. B. pressure and temperature increase. Opt. A. remain constant.
Opt. C. pressure and temperature decrease. Opt. B. increase.
Opt. C. decrease.
Speed of sound varies with.
Mach number equals the ratio of.
Opt. A. altitude.
Opt. B. temperature. Opt. A. altitude to airspeed.
Opt. C. pressure. Opt. B. sonic speed to indicated airspeed.
Opt. C. true airspeed to local sonic speed.
Immediately downstream of a normal shockwave, air is
always. Tuck-under is caused by.
Opt. A. subsonic. Opt. A. tip stall on a straight wing aircraft.
Opt. B. supersonic. Opt. B. tip stall on a swept wing aircraft.
Opt. C. the same as upstream. Opt. C. root stall on a swept wing aircraft.

Increased sweepback. The purpose of sweepback on an aerofoil is to.
Opt. A. improves tip stall characteristics. Opt. A. decrease drag.
Opt. B. raises Mcrit. Opt. B. decrease Mcrit.
Opt. C. decreases stability. Opt. C. increase Mcrit.

Aerodynamic heating. As the airspeed over a cambered wing is increased, a
shock wave will appear initially.
Opt. A. increases as a function of airspeed.
Opt. B. increases with skin friction. Opt. A. at the leading edge.
Opt. C. decreases with altitude. Opt. B. at the trailing edge.
Opt. C. near the point of maximum curvature.

In the transonic speed range. When OAT increases, what happens to an helicopter
Opt. A. the position of the wing centre of pressure operating ceiling?.
remains constant. Opt. A. Decrease.
Opt. B. the centre of pressure movement may become Opt. B. Increase.
oscillatory. Opt. C. No effect.
Opt. C. the centre of pressure initially moves forward, Question Number. 218.
then back.
With the helicopter in forward flight, parasitic drag will
Question Number. 210. cause the helicopter to.
The angle of attack of a blade is the. Opt. A. pitch nose down with an increase in forward
Opt. A. angle between the spin axis and relative air airspeed.
flow. Opt. B. pitch nose down with a decrease in forward
Opt. B. angle between the chord line and plane of airspeed.
rotation. Opt. C. pitch nose up with an increase in forward in
Opt. C. angle between the chord line and relative airspeed.
airflow. Question Number. 219.
Question Number. 211. When a blade moves about the flapping hinge.
On a helicopter, what is blade dragging?. Opt. A. the pitch angle of the blade always reduces.
Opt. A. Movement of each blade vertically about their Opt. B. the drag forces on the blade change.
lateral hinges. Opt. C. the drag forces on the blade change and the
Opt. B. Contact of the blade tips on the ground. angle of attack (AOA) changes.
Opt. C. Movement of each blade horizontally about Question Number. 220.
their vertical hinge.
To maintain the position of the helicopter with a decrease
Question Number. 212. in air density, the pilot must increase.
Lift generated by a blade is proportional to the. Opt. A. main rotor RPM.
Opt. A. relative airflow and the pitch. Opt. B. cyclic pitch.
Opt. B. aircraft airspeed and angle of attack. Opt. C. collective pitch.
Opt. C. relative airflow and the angle of attack. Question Number. 221.
Question Number. 213. The forces which govern the coning angle are.
What effect does the ground have on a helicopter?. Opt. A. lift and centrifugal force.
Opt. A. No effect. Opt. B. thrust and centrifugal force.
Opt. B. Increases lift. Opt. C. lift and thrust.
Opt. C. Increases thrust. Question Number. 222.
Question Number. 214. As a helicopter accelerates in level forward flight above
What damps vibrations on a helicopter?. approximately 15 knots, it will be necessary to : .
Opt. A. Swashplate. Opt. A. reduce power because of the additional lift due
Opt. B. Scissor levers. to translational flight.
Opt. C. Bifilar damper. Opt. B. increase power because rotor RPM is
increasing.
Question Number. 215. Opt. C. reduce power because rotor profile drag is
What design factors govern RPM of a helicopter rotor?. reduced.
Opt. A. Weight of blade. Question Number. 223.
Opt. B. Fineness ratio.
Assuming the phase lag of a rotor blade is 90o and the
Opt. C. Engine and gearbox.
control advance angle is 15 degrees, then the pitch
Question Number. 216. operating arm must be at the highest point of the swash
plate : .
Relative velocity of a helicopter rotor.
Opt. A. 90o ahead of the highest flapping position.
Opt. A. increases at forward travelling blade.
Opt. B. 75o ahead of the highest flapping position.
Opt. B. is equal for all blades.
Opt. C. 105o ahead of the highest flapping position.
Opt. C. increases at retreating blade.

A helicopter is hovering and the pilot applies right Ground cushion effect is produced by.
pedal.Assuming the main rotor rotates anti clockwise Opt. A. recirculating air giving additional lift.
viewed from above, the helicopter will. Opt. B. increased pressure under the main rotor disc.
Opt. A. descend, unless the pilot inches the throttle Opt. C. increase in density above the fuselage.
open.
Opt. B. ascend, unless the pilot decreases rotor RPM. Question Number. 232.
Opt. C. descend, unless the pilot applies more A helicopter hovering near a tall building will.
collective pitch. Opt. A. drift away from it.
Opt. B. be unaffected by it.
Opt. C. drift towards it.
A helicopter has a main rotor which rotates anti-clockwise
viewed from above, and is fitted with an anti-torque tail Question Number. 233.
rotor. It will tend to drift sideways to. Drooping of helicopter blades is compensated by.
Opt. A. port, if the tail rotor is mounted on the left side Opt. A. flapping.
of the aircraft. Opt. B. dragging.
Opt. B. starboard, whichever way the tail rotor is fitted. Opt. C. centrifugal force.
Opt. C. port, if the tail rotor is mounted on the right
side of the aircraft. Question Number. 234.
During decent with power-on, on a helicopter.
Opt. A. lift, weight and thrust are acting on the
As the rotor head is tilted to travel forward, what happens helicopter.
to the rearward travelling blade's pitch angle?. Opt. B. lift, drag and thrust are acting on the helicopter.
Opt. A. Increases. Opt. C. lift, drag, thrust and weight are acting on the
Opt. B. Decreases. helicopter.
Opt. C. No change.
Question Number. 227. A helicopter hovering 2m above the ground subject to a
The tail rotor. strong cross wind will.
Opt. A. produces a force opposing torque reaction. Opt. A. lose lift due to the removal of the ground
Opt. B. produces a force in the same direction as torque cushion effect.
reaction. Opt. B. increase lift due to ground cushion effect.
Opt. C. is not subject to dissymmetry of lift. Opt. C. lose lift due to recirculation.
With the tail rotor pedals in neutral, the tail rotor blade With a drop in ambient temperature, an aircraft service
pitch will be. ceiling will.
Opt. A. positive. Opt. A. lower.
Opt. B. negative. Opt. B. rise.
Opt. C. neutral. Opt. C. not be affected.
The main rotor drive shaft is tilted laterally on some During an autorotative descent, rotor RPM will be.
helicopters to correct tail rotor. Opt. A. higher than in powered flight.
Opt. A. drift. Opt. B. lower than in powered flight.
Opt. B. torque. Opt. C. substantially the same as in powered flight.
Opt. C. roll.
Question Number. 230. Helicopter blades are.
Certain helicopters tend to tilt laterally when landing. Opt. A. symmetrical.
This problem can be overcome by placing the tail rotor
Opt. B. highly cambered.
thrust.
Opt. C. reverse cambered.
Opt. A. below the line of the main rotor hub.
Opt. B. above the line of the main rotor hub.
Opt. C. in line with the main rotor hub.

Autorotative force is the. Climbs with forward speed require less power than
Opt. A. component of the total reaction which acts vertical climbs, because of.
forward in the plane of rotation in opposition to Opt. A. translational lift.
drag. Opt. B. increased inertia.
Opt. B. force required to turn in a hover. Opt. C. forward momentum.
Opt. C. force the pilot must apply to the collective Question Number. 247.
lever to obtain a controlled descent.
Translational flight is.
Question Number. 240. Opt. A. achieved by raising or lowering the collective
Autorotation. lever.
Opt. A. leaves the aircraft with no directional control. Opt. B. when the helicopter changes from one steady
Opt. B. results in a loss of power. flight condition to another.
Opt. C. is the production of lift from freely rotating Opt. C. achieved by tilting the rotor disc in the
rotor blades. direction of flight.
If the main rotor of a helicopter rotates in an The best design of a rotor blade is where the CofP.
anti-clockwise direction when viewed from above, and a Opt. A. moves freely along the length of the blade.
hovering left turn is required, the following movements of Opt. B. does not move.
the controls are selected : . Opt. C. is insignificant.
Opt. A. Rudder pedal to the left, and decrease throttle.
Opt. B. Rudder pedal to the left, and increase throttle. Question Number. 249.
Opt. C. Rudder pedal to the right, and increase throttle. When the cyclic stick is eased forward in the hover
position.
Question Number. 242. Opt. A. altitude is increased.
Helicopter derives its lift from. Opt. B. forward thrust is decreased.
Opt. A. air is pushed downward. Opt. C. vertical lift is reduced.
Opt. B. rotor acts as a airscrew.
Opt. C. the blade of the helicopter creates a low
pressure above it. The rotor cone is formed by.
Opt. A. blade alignment.
Question Number. 243. Opt. B. centrifugal force and lift.
A two bladed helicopter rotor on a central gimbal is Opt. C. centrifugal force only.
called.
Opt. A. semi rigid rotor. Question Number. 251.
Opt. B. fully articulated rotor. Tracking is carried out to_____________the main rotor
Opt. C. rigid rotor. blade tip path.
Opt. A. restore.
Question Number. 244. Opt. B. align.
If a helicopter rotor disc is rotating anticlockwise, viewed Opt. C. balance.
from above where, would a pitch input be fed into the disc
to move the helicopter backwards, (90 degrees to what)?. Question Number. 252.
Opt. A. In front of the lateral axis. The advancing blade of a helicopter is the one moving.
Opt. B. Left of the longitudinal axis. Opt. A. one moving forward into relative airflow.
Opt. C. Right of the longitudinal axis. Opt. B. highest blade.
Opt. C. one moving in direction of relative air flow.
On a helicopter, what is vortex ring state?. Question Number. 253.
Opt. A. Tip vortex build-up during hover. Lift is generated by.
Opt. B. Tip vortex interference at high forward speed. Opt. A. down-wash below the blade.
Opt. C. Ground vortex interference when hovering Opt. B. high pressure above the blade.
close to the ground. Opt. C. low pressure above the blade.

Static stability of a helicopter is. As the angle of attack of a rotor blade increases, it affects
Opt. A. the stability of the helicopter when hovering. the.
Opt. B. the tendency move back toward neutral after Opt. A. flapping forces.
disturbance. Opt. B. dragging and the flapping forces.
Opt. C. the tendency to oscillate until the neutral is Opt. C. dragging forces.
achieved. Question Number. 263.
Question Number. 255. With an increase in its angle of attack, the drag acting on a
Forward velocity causes the advancing blade to. rotor blade.
Opt. A. flap down to increase lift. Opt. A. decreases.
Opt. B. give increased lift due to blade flapping. Opt. B. increases.
Opt. C. flap up to reduce lift. Opt. C. remains constant.

When moving from the hover to forward flight it is Forces on a helicopter, in a power-on descent are.
necessary to. Opt. A. lift, drag, thrust, weight.
Opt. A. increase the engine power. Opt. B. lift, drag, thrust.
Opt. B. decrease the engine power. Opt. C. weight, drag, lift.
Opt. C. maintain constant engine power. Question Number. 265.
Question Number. 257. The bell stability augmentation system is based on.
After a change in collective pitch the Rotor RPM will rise Opt. A. flapping hinges.
and fall. This is called. Opt. B. offset hinges.
Opt. A. static droop. Opt. C. gyroscopic forces.
Opt. B. transient droop.
Opt. C. under swing.
During forward flight the advancing blade will.
Question Number. 258. Opt. A. flap down.
After a change in pitch of a rotor blade, the blade will be Opt. B. flap up.
at maximum flap at. Opt. C. lag.
Opt. A. 90°.
Opt. B. 0°.
Opt. C. 180°. What is the advancing blade on a helicopter doing?.
Opt. A. Going to the highest point.
Question Number. 259. Opt. B. Increasing in lift.
The rotor disc is. Opt. C. Increasing in drag.
Opt. A. the ground cushion.
Opt. B. the distance between tip to tip.
Opt. C. the rotor head hub. What is the swash plate on a helicopter used for?.
Opt. A. Control of the pitch of the rotor blades.
Question Number. 260. Opt. B. Control of the speed of the rotor blades.
The maximum forward speed of a helicopter is limited by. Opt. C. Control of the flap of the rotor blades.
Opt. A. retreating blade stall and the forward speed of
the advancing blade.
Opt. B. engine power. Upwash on a helicopter would result in.
Opt. C. the shape of the fuselage. Opt. A. decrease in lift.
Opt. B. increase in lift without an increase in power.
Question Number. 261. Opt. C. decrease in speed.
What principle does the delta 3 hinge use?.
Opt. A. Triangular pitch change lever.
Opt. B. Flapping actuators. After a roll to the left of a statically unstable helicopter,
Opt. C. Offset hinges. the helicopter would.
Opt. A. continue to roll further.
Opt. B. remain at the position that it had rolled to.
Opt. C. roll back to the horizontal.

The difference between transient droop and static droop Which direction is the air flowing through the main rotor
is. during autorotation?.
Opt. A. overswing. Opt. A. Upwards.
Opt. B. underswing. Opt. B. Parallel to the rotor chord line.
Opt. C. a hole in one. Opt. C. Downwards.
What happens to a helicopter in autorotative flight?. The purpose of an off-set vertical stabilizer is to.
Opt. A. The rotor goes in the normal direction of Opt. A. provide stability during vertical flight.
rotation. Opt. B. relieve some of the load on the tail rotor during
Opt. B. The rotor goes the opposite direction to the forward flight.
normal direction of rotation. Opt. C. provide lift during forward flight.
Opt. C. The cabin goes in the direction of rotation.
Question Number. 273. The purpose of the horizontal stabilizer is to.
The RPM of the rotor blades is constant, within small Opt. A. maintain the aircraft in as near a horizontal
limits to. attitude as possible, during forward flight.
Opt. A. prevent blades over-speeding. Opt. B. to reduce rotor head loads during translational
Opt. B. prevent blades folding up during flight. flight.
Opt. C. reduce torque loading. Opt. C. to stabilize the aircraft in the hover.
To maintain the position of the helicopter, when hovering During autorotation, the rudder pedals.
with a decrease in air density, the pilot must. Opt. A. would need to be backed off due to the loss of
Opt. A. increase the collective pitch. torque.
Opt. B. increase rotor RPM. Opt. B. would have no effect on directional control.
Opt. C. increase the cyclic pitch. Opt. C. would need to be advanced to counteract the
Question Number. 275. increased torque.
Relative airflow over a helicopter blade. Question Number. 283.
Opt. A. increases at the tip. In forward flight, the advancing blade would be expected
Opt. B. is unaffected by blade position. to.
Opt. C. increases at the root. Opt. A. lag.
Question Number. 276. Opt. B. increase pitch.
Opt. C. flap up.
An helicopter fin helps to give.
Opt. A. longitudinal stability about the normal axis. Question Number. 284.
Opt. B. directional stability about the normal axis. When the helicopter moves from the hover to translational
Opt. C. directional stability about the longitudinal axis. flight, the lift vector will.
Opt. A. remain vertical.
Opt. B. move forward.
After a roll to the left of a statically stable helicopter, the Opt. C. move aft.
helicopter would.
Opt. A. continue to roll. Question Number. 285.
Opt. B. come back to level flight. If the blade angle of attack increases.
Opt. C. increases roll. Opt. A. lift increases only.
Question Number. 278. Opt. B. lift and drag increases.
Opt. C. drag increases only.
Solidity of the rotor is the ratio of the.
Opt. A. blade area to disc area. Question Number. 286.
Opt. B. all up weight to blade area. When a blade is flapping up.
Opt. C. all up weight to disc area. Opt. A. pitch will increase.
Opt. B. pitch will decrease.
Opt. C. lift and drag both increase.

Vortex ring start requires. After a change in pitch of a rotor blade the blade will be at
Opt. A. retreating blade stall. maximum flap at.
Opt. B. advancing blade stall. Opt. A. 180°.
Opt. C. power on descent. Opt. B. 90°.
Opt. C. 0°.
Rotor tip vortices are strongest when. Question Number. 297.
Opt. A. hovering with high weight. When the rotor blade increases its angle of attack, the
Opt. B. flying high speed in straight and level flight. centre of pressure.
Opt. C. flying into a headwind. Opt. A. does not move.
Opt. B. moves rearwards.
Question Number. 289. Opt. C. moves forward.
Tail rotor effects the helicopter in.
Opt. A. pitch and roll.
Opt. B. vertical axis. Autorotative force attempts to pull the rotor blade.
Opt. C. horizontal axis. Opt. A. in the direction of normal rotation.
Opt. B. both in and against the direction of normal
Question Number. 290. rotation.
A blade of a Helicopter Main Rotor is. Opt. C. against the direction of normal rotation.
Opt. A. highly cambered.
Opt. B. reverse cambered.
Opt. C. symmetrically cambered. The ground effect is effective up to a height equalling.
Opt. A. twice the diameter of the rotor disc.
Question Number. 291. Opt. B. the length of the fuselage.
Helicopter rotor blades produce lift by. Opt. C. the diameter of the rotor disc.
Opt. A. moving a small mass of air downwards slowly.
Opt. B. moving a large mass of air downwards quickly.
Opt. C. creating a lower pressure above the blade than Movement of the collective control will.
below. Opt. A. increase the pitch of the main rotor blades.
Opt. B. increase the pitch of the tail rotor.
Question Number. 292. Opt. C. tilt the disc and increase engine power.
With an increase in forward velocity of a helicopter, the
increase in parasitic drag will cause the fuselage attitude Question Number. 301.
to. Rotor blade sailing is a problem at.
Opt. A. pitch down. Opt. A. low rotor RPM at engine shut down.
Opt. B. remain level. Opt. B. normal rotor RPM in gusty conditions.
Opt. C. pitch up. Opt. C. high rotor RPM at engine start up.
On a helicopter, rotor disc lift happens. The layer of air over the surface of an aerofoil which is
Opt. A. 180° later. slower moving, in relation to the rest of the airflow, is
Opt. B. 90° later. known as.
Opt. C. immediately. Opt. A. camber layer.
Opt. B. boundary layer.
Question Number. 294. Opt. C. none of the above are correct.
During an autorotative decent, rotor RPM will be.
Opt. A. higher than in powered flight.
Opt. B. approximately the same as in powered flight. During helicopter forward flight the retreating blade will
tend to.
Opt. C. lower than in powered flight.
Opt. A. flap down.
Question Number. 295. Opt. B. no change.
Lift in a helicopter is a result of. Opt. C. flap up.
Opt. A. pitch * square root of speed.
Opt. B. angle of attack * velocity squared.
Opt. C. angle of attack * velocity squared and forward
speed.

When airflow velocity over an upper cambered surface of When entering into a stable autorotative state, the main
an aerofoil decreases, what takes place?. rotor RPM will initially.
Opt. A. Pressure increases, lift decreases. Opt. A. increase.
Opt. B. Pressure decreases, lift increases. Opt. B. decrease.
Opt. C. Pressure increases, lift increases. Opt. C. be unaffected.
What is a controlling factor of turbulence and skin The stalling speed of an helicopter blade.
friction?. Opt. A. is increased when the helicopter is heavier.
Opt. A. Countersunk rivets used on skin exterior. Opt. B. is increased when the helicopter is lighter.
Opt. B. Fineness ratio. Opt. C. does not change.
Opt. C. Aspect ratio.
Question Number. 306. Helicopters in forward flight are usually.
Changes in aircraft weight. Opt. A. directionally stable.
Opt. A. will only affect total drag if the lift is kept Opt. B. laterally stable.
constant. Opt. C. longitudinally stable.
Opt. B. will not affect total drag since it is dependant
only upon speed.
Opt. C. cause corresponding changes in total drag due Stability of a helicopter is its.
to the associated lift change. Opt. A. ability to hover at a fixed point above the
ground.
Question Number. 307. Opt. B. ability to move in all 3 axis where and when
When an aerofoil stalls. required.
Opt. A. lift and drag increase. Opt. C. ability to return to original attitude after
Opt. B. lift decreases and drag increases. displacement.
Opt. C. lift increases and drag decreases.
Question Number. 308. In forward flight the relative air velocity at each blade.
When a helicopter rotor disc is tilted forward, what Opt. A. is greatest for the retreating blade.
happens to the pitch of the retreating blade?. Opt. B. is equal at all blades due to compensation.
Opt. A. Increases. Opt. C. is greatest for the advancing blade.
Opt. B. Remains constant.
Opt. C. Decreases. Question Number. 317.
What forces are acting on the helicopter during descent?.
Opt. A. Lift only.
Airflow through the main rotor disc in autorotation is. Opt. B. Lift and weight.
Opt. A. always down through the rotor disc. Opt. C. Weight only.
Opt. B. always up through the rotor disc.
Opt. C. may be either up or down. Question Number. 318.
The ground cushion effect is apparent.
Opt. A. in the hover only.
The blade stalling speed will. Opt. B. in the hover and at low translational flight close
Opt. A. only change if the MTWA were changed. to the ground.
Opt. B. increase with an increase in helicopter weight. Opt. C. on the ground only.
Opt. C. be unaffected by helicopter weight changes
since it is dependant upon the angle of attack. Question Number. 319.
If the angle of attack is increased on a main rotor blade.
Opt. A. there is no change in drag.
Ground effect will be most apparent when. Opt. B. there is an increase in drag.
Opt. A. taxiing in the hover. Opt. C. there is a reduction in drag.
Opt. B. hovering close to the ground.
Opt. C. taxiing on the ground. Question Number. 320.
A helicopter main rotor blade may be tapered from root to
tip to.
Opt. A. equalise lift along the blade.
Opt. B. reduce induced drag.
Opt. C. reduce the blade weight.

A helicopter main rotor blade is twisted from root to tip The main rotor assembly of a helicopter provides.
to. Opt. A. both lift and horizontal thrust.
Opt. A. permit the blade to straighten under Opt. B. lift, a component of which is horizontal so
aerodynamic load. thrust is obtained.
Opt. B. equalise lift along the blade. Opt. C. lift, but an unbalanced component in the
Opt. C. give the blade additional strength. direction of flight moves the aircraft forward.
Translational drift is. An advantage of the symmetrical section blades used on
Opt. A. the tendency for the aircraft to drift laterally. helicopters is that.
Opt. B. the tendency for the aircraft to turn to port. Opt. A. the movement of the centre of pressure with
Opt. C. the tendency for the aircraft to pitch nose up. changes of the angle of attack is greater than
that of a fixed wing.
Opt. B. the centre of pressure moves forward with
The choice of aerofoil section for a rotor blade is such changes in angle of attack.
that.
Opt. C. the position of the feather axis and the centre of
Opt. A. it has a stable centre of pressure. pressure and centre of gravity coincide,
Opt. B. the CofP moves very slowly. providing stability.
Opt. C. the CofP moves rapidly in response to pitch
changes. Question Number. 331.
Which part of the rotor disc produces the most lift during
Question Number. 324. forward flight?.
When the rotor blade is flapping up, the angle of attack. Opt. A. The mid-span portion.
Opt. A. remains the same as the pitch angle. Opt. B. The front portion.
Opt. B. is less than the pitch angle. Opt. C. The rear portion.
Opt. C. is greater than the pitch angle.
Question Number. 325. The aerofoil shape of a main rotor blade is symmetrical in
When the rotor blade is flapping down, the pitch angle. order to make the blade have.
Opt. A. is less than the angle of attack. Opt. A. the highest possible lift co-efficient when
Opt. B. remains the same. hovering.
Opt. C. is greater than the angle of attack. Opt. B. the best possible autorotative characteristics.
Question Number. 326. Opt. C. a relatively stable centre of pressure position
with changes in angle of attack.
The tropopause exists at about.
Opt. A. 18,000 ft. Question Number. 333.
Opt. B. 30,000 ft. Aspect ratio is the ratio of the.
Opt. C. 36,000 ft. Opt. A. disc diameter to the chord.
Question Number. 327. Opt. B. blade chord to the disc area.
Opt. C. blade span to the chord.
The rotor blades operate at the best Lift/Drag ratio when
their. Question Number. 334.
Opt. A. angle of attack is 0 degrees. Disc loading is defined as the.
Opt. B. pitch angles closely approach the stall angle. Opt. A. ratio of gross weight to disc area.
Opt. C. angle of attack is about +3 degrees. Opt. B. ratio of blade area to disc area.
Question Number. 328. Opt. C. ratio of gross weight to total blade area.
The centre of pressure of an aerofoil is that point on the Question Number. 335.
cord line. A helicopter has a main rotor which rotates anticlockwise
Opt. A. which moves most, with changes in angle of viewed from above. What happens if a loss of anti-torque
attack, if the section is symmetrical. device at cruise speed in flight?.
Opt. B. at which the highest pressure is said to act. Opt. A. Nose pitches up slightly + yaw to right.
Opt. C. at which the lift forces resultant is said to act. Opt. B. Nose pitches up slightly + yaw to left.
Opt. C. No appreciable change.

Over pitch causes.
Opt. A. an increase in RPM.
Opt. B. a reduction in RPM.
Opt. C. blades to cone up.
A shrouded tail rotor.
Opt. A. reduces need for cyclic feathering.
Opt. B. gives control in pitch and yaw.
Opt. C. has increased airflow so yaw can be controlled
by the rudder.
In a helicopter with its main rotor turning anti-clockwise,
which way does the aircraft tend to drift?.
Opt. A. Port if tail rotor is mounted on the right.
Opt. B. Starboard, irrespective of which side the tail
rotor is mounted on.
Opt. C. Port if tail rotor is mounted on the left.
08.4. Flight Stability and Dynamics. Question Number. 9.

Lateral stability is given by.
Question Number. 1. Opt. A. the horizontal tailplane.
Dihedral wings combat instability in. Opt. B. the ailerons.
Opt. A. yaw. Opt. C. the wing dihedral.
Opt. B. side-slip. Question Number. 10.
Opt. C. pitch. Stability about the lateral axis is given by.
Question Number. 2. Opt. A. the ailerons.
An aircraft, which is longitudinally stable, will tend to Opt. B. the horizontal tailplane.
return to level flight after a movement in which axis?. Opt. C. wing dihedral.
Opt. A. Pitch. Question Number. 11.
Opt. B. Yaw.
Sweepback of the wings will.
Opt. C. Roll.
Opt. A. decrease lateral stability.
Question Number. 3. Opt. B. not affect the lateral stability.
The normal axis of an aircraft passes through. Opt. C. increase lateral stability.
Opt. A. the centre of gravity. Question Number. 12.
Opt. B. a point at the centre of the wings.
Dutch Roll is.
Opt. C. at the centre of pressure.
Opt. A. primarily a pitching instability.
Question Number. 4. Opt. B. a combined rolling and yawing motion.
Due to the change in downwash on an untapered wing (i.e. Opt. C. a type of slow roll.
one of constant chord length) it will.
Opt. A. not provide any damping effect when rolling.
A high wing position gives.
Opt. B. not suffer adverse yaw effects when turning.
Opt. C. tend to stall first at the root. Opt. A. more lateral stability than a low wing.
Opt. B. less lateral stability than a low wing.
Question Number. 5. Opt. C. the same lateral stability as a low wing.
Correcting for a disturbance which has caused a rolling
motion about the longitudinal axis would re-establish Question Number. 14.
which of the following?. Directional stability may be increased with.
Opt. A. Lateral stability. Opt. A. pitch dampers.
Opt. B. Longitudinal stability. Opt. B. horn balance.
Opt. C. Directional stability. Opt. C. yaw dampers.
Porpoising is an oscillatory motion in the. Lateral stability may be increased with.
Opt. A. yaw plane. Opt. A. increased lateral dihedral.
Opt. B. roll plane. Opt. B. increased lateral anhedral.
Opt. C. pitch plane. Opt. C. increased longitudinal dihedral.
Directional stability is maintained. Longitudinal stability is increased if the.
Opt. A. by the tailplane, and controlled by the Opt. A. CG is forward of the CP.
elevators. Opt. B. Thrust acts on a line below the total drag.
Opt. B. by the keel surface and fin, and controlled by Opt. C. CP moves forward of the CG.
the rudder. Question Number. 17.
Opt. C. by the mainplanes, and controlled by the
Directional stability is about the.
ailerons.
Opt. A. lateral axis.
Question Number. 8. Opt. B. longitudinal axis.
Longitudinal stability is given by. Opt. C. normal axis.
Opt. A. the fin. Question Number. 18.
Opt. B. the wing dihedral.
Lateral stability is about the.
Opt. C. the horizontal tailplane.
Opt. A. longitudinal axis.
Opt. B. normal axis.
Opt. C. vertical axis.

Longitudinal stability is provided by the. Stability of an aircraft is.
Opt. A. horizontal stabilizer. Opt. A. the tendency of the aircraft to return to its
Opt. B. vertical stabilizer. original trimmed position after having been
Opt. C. mainplane. displaced.
Opt. B. the tendency of the aircraft to stall at low
airspeed.
If the aircraft turns and side-slips. Opt. C. the ability of the aircraft to rotate about an axis.
Opt. A. the sweepback of the wing will correct the
sideslip. Question Number. 28.
Opt. B. the keel surface will correct the sideslip. The three axes concerned with stability of an aircraft
Opt. C. the dihedral of the wing will correct the have.
sideslip. Opt. A. normal axis through C of G. Lateral axis - wing
tip to wing tip. Longitudinal axis - nose to tail
but not through C of G.
An aircraft disturbed from its normal flight path, and Opt. B. longitudinal, lateral and normal axis all passing
automatically returns to that normal flight path, without through aircraft centre of gravity.
any action on the part of the pilot is known as.
Opt. C. longitudinal axis nose to tail, lateral axis at
Opt. A. aircraft stall. furthest span point, normal axis through centre
Opt. B. aircraft instability. of pressure.
Opt. C. aircraft stability.
If an aircraft returns to a position of equilibrium it is said
The fin gives stability about which axis?. to be.
Opt. A. Longitudinal axis. Opt. A. positively stable.
Opt. B. Lateral axis. Opt. B. neutrally stable.
Opt. C. Normal axis. Opt. C. negatively stable.
If the nose of the aircraft is rotated about its lateral axis, The pendulum effect on a high wing aircraft.
what is its directional movement?.
Opt. A. has no effect on lateral stability.
Opt. A. Rolling or banking to the left or right. Opt. B. increases lateral stability.
Opt. B. Turning to the left or right. Opt. C. decreases lateral stability.
Opt. C. Climbing or diving.
After a disturbance in pitch, an aircraft continues to
The function of an aircraft fin. oscillate at constant amplitude. It is.
Opt. A. is to provide directional control. Opt. A. longitudinally unstable.
Opt. B. is to provide straight airflow across the rudder. Opt. B. longitudinally neutrally stable.
Opt. C. is to provide stability about the normal axis. Opt. C. laterally unstable.
Movement of an aircraft about its normal axis. On an aircraft with an all-moving tailplane nose up pitch
Opt. A. is rolling. is caused by.
Opt. B. is yawing. Opt. A. decreasing tailplane incidence.
Opt. C. is pitching. Opt. B. increasing tailplane incidence.
Question Number. 26. Opt. C. up movement of the trim tab.
If, after a disturbance, an aeroplane initially returns to its Question Number. 33.
equilibrium state. What gives the aircraft directional stability?.
Opt. A. it has neutral stability. Opt. A. Vertical stabiliser.
Opt. B. it has static stability and may be dynamically Opt. B. Elevators.
stable. Opt. C. Horizontal stabiliser.
Opt. C. it is neutrally unstable.

In flight if the aircraft nose gets an upward gust of wind, Azimuth stability is dependent on.
what characteristic will have the greatest effect to Opt. A. dihedral.
counteract it?. Opt. B. keel and fin.
Opt. A. Wing Sweep. Opt. C. tailplane.
Opt. B. Horizontal stabiliser and fuselage length.
Opt. C. Position of the centre of pressure relative to the Question Number. 43.
centre of gravity. Sweepback of the wings will.
Opt. A. increase lateral stability at high speeds only.
Opt. B. not affect lateral stability.
To correct dutch roll you must damp oscillation around : . Opt. C. increase lateral stability at all speeds.
Opt. A. the longitudinal axis.
Opt. B. the lateral axis. Question Number. 44.
Opt. C. the vertical axis. If you have an aircraft that is more laterally stable then
directionally stable it will tend to : .
Question Number. 36. Opt. A. bank.
An elevator trim tab is used to. Opt. B. slip.
Opt. A. counteract propeller torque. Opt. C. skid.
Opt. B. prevent the control surface from stalling the
airflow.
Opt. C. reduce control column forces on the pilot. A centre of gravity position close to its aft limit will cause
the aircraft to.
Question Number. 37. Opt. A. pitch nose down and increase its longitudinal
A high wing aircraft will be more. stability.
Opt. A. laterally stable than a low wing aircraft. Opt. B. pitch nose up and decrease its longitudinal
Opt. B. longitudinally stable than a low wing aircraft. stability.
Opt. C. directionally stable than a low wing aircraft. Opt. C. pitch nose up and increase its longitudinal
stability.
After an aircraft has been disturbed from its straight and Question Number. 46.
level flight, it returns to its original attitude with a small A sharply swept wing will promote.
amount of decreasing oscillation.The aircraft is. Opt. A. excessive lateral instability.
Opt. A. statically stable but dynamically unstable. Opt. B. excessive longitudinal stability.
Opt. B. statically unstable but dynamically stable. Opt. C. excessive lateral stability.
Opt. C. statically stable and dynamically stable.
Question Number. 39. Which control surfaces provide lateral control , also
If there is an increase of density, what effect would there longitudinal control and stability?.
be in aerodynamic dampening?. Opt. A. Ruddervators.
Opt. A. Decreased. Opt. B. Tailerons.
Opt. B. Increased. Opt. C. Flapperons.
Opt. C. None.
Question Number. 40. If, after a disturbance, an aeroplane initially returns to its
Yawing is a rotation around. equilibrium state.
Opt. A. the lateral axis obtained by the rudder. Opt. A. it has neutral stability.
Opt. B. the normal axis obtained by the rudder. Opt. B. it has static stability and may be dynamically
Opt. C. the normal axis obtained by the elevator. stable.
Question Number. 41. Opt. C. it is neutrally unstable.
Lateral stability is reduced by increasing. Question Number. 49.
Opt. A. dihedral. Yaw dampers are designed to.
Opt. B. sweepback. Opt. A. prevent dutch roll.
Opt. C. anhedral. Opt. B. assist the pilot to move the rudder.
Opt. C. reduce the effect of crabbing due to cross
winds.

Tuck under occurs when. 08.5.
Opt. A. a shock stall occurs on the outboard portion of
swept wing. Question Number. 1.
Opt. B. a shock stall warning occurs on the inboard A 'slug' is a unit of.
position of a straight wing. Opt. A. mass.
Opt. C. the aircraft reaches Mcrit. Opt. B. density.
Question Number. 51. Opt. C. volume.
The lateral axis is. Question Number. 2.
Opt. A. a straight line through the CG at right angles to An undercarriage leg in flight produces 3 lbs of drag at
the longitudinal and lateral axis. 100kts. If speed is increased to 200kts the drag would be.
Opt. B. a straight line through the CG from nose to tail. Opt. A. 12 lbs.
Opt. C. a straight line through the CG parallel to a line Opt. B. 9 lbs.
joining the wingtips. Opt. C. 6 lbs.
The main factors which affect longitudinal stability are. A stall warning device must be set to operate.
Opt. A. design of the fuselage and position of the CG. Opt. A. at a speed just above stalling speed.
Opt. B. design of the mainplane and position of the Opt. B. at a speed just below stalling speed.
CG. Opt. C. at the stalling speed.
Opt. C. design of the tailplane and position of the CG.
Question Number. 4.
Question Number. 53. In cruise the weight of an aeroplane is decreasing as fuel
A yawing motion provides what kind of Stability?. is used. A stall would occur.
Opt. A. Directional. Opt. A. at a lower speed.
Opt. B. Lateral. Opt. B. at the same speed.
Opt. C. Longitudinal. Opt. C. at a higher speed.
Where would you find the normal axis?. The purpose of 'streamlining' is to reduce.
Opt. A. Through C of G at right angles to longitudinal Opt. A. profile drag.
and lateral axis. Opt. B. skin friction drag.
Opt. B. Vertically through CofP. Opt. C. induced drag.
Opt. C. In line with the wing tips through C of G.
Question Number. 6.
Question Number. 55. As height increases, with angle of attack and speed
When a aircraft is in a slideslip and is yawing the. constant.
Opt. A. the fin will correct the yawing motion. Opt. A. lift will remain constant.
Opt. B. the effective keel area will make the ac yaw Opt. B. lift Increases.
further into the direction of the sideslip. Opt. C. lift decreases.
Opt. C. the dihedral will prevent the yaw motion.
As a consequence of the C of G being close to its aft limit.
Opt. A. the stick forces to manoeuvre longitudinally
will be low due to low stability.
Opt. B. the stick forces will be high in fore and aft
pitch, due to the high longitudinal stability.
Opt. C. the stick forces when pitching the nose down
will be very high.
With the C of G on its forward limit.
Opt. A. the change in control loading is dependant on
the position of the CofP.
Opt. B. control loading decreases.
Opt. C. control loading increases.

Module 8 Basic Aerodynamics - Only Questions

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Module 8 Basic Aerodynamics - Only Questions

Uploaded by

Copyright:

Available Formats

EASA

Question Number. 7. Question Number. 16.

Question Number. 8. Question Number. 17.

Question Number. 19. Question Number. 27.

Question Number. 34. Question Number. 42.

Question Number. 13. Question Number. 20.

Question Number. 27. Question Number. 34.

Question Number. 59. Question Number. 68.

Question Number. 65. Question Number. 73.

Question Number. 76. Question Number. 84.

Question Number. 92. Question Number. 101.

Question Number. 109. Question Number. 116.

Question Number. 123. Question Number. 132.

Question Number. 141. Question Number. 149.

Question Number. 157. Question Number. 166.

Question Number. 174. Question Number. 182.

Question Number. 190.

Question Number. 4. Wing spoilers, when used Question Number. 12.

Question Number. 17. Question Number. 25.

Question Number. 33. Question Number. 42.

Question Number. 51. Question Number. 59.

Question Number. 66. Question Number. 75.

Question Number. 83. Question Number. 90.

Question Number. 98. Question Number. 106.

Question Number. 114. Question Number. 121.

Question Number. 128. Question Number. 135.

Question Number. 144. Question Number. 152.

Question Number. 160. Question Number. 168.

Question Number. 176. Question Number. 184.

Question Number. 191. Question Number. 200.

Question Number. 193. Question Number. 202.

Question Number. 194. Question Number. 203.

Question Number. 198. Question Number. 207.

Question Number. 199. Question Number. 208.

Question Number. 209. Question Number. 217.

Question Number. 224. Question Number. 231.

Question Number. 239. Question Number. 246.

Question Number. 254. Question Number. 262.

Question Number. 256. Question Number. 264.

Question Number. 271. Question Number. 279.

Question Number. 287. Question Number. 296.

Question Number. 304. Question Number. 312.

Question Number. 321. Question Number. 329.

Question Number. 336.

08.4. Flight Stability and Dynamics. Question Number. 9.

Question Number. 19. Question Number. 27.

Question Number. 34. Question Number. 42.

Question Number. 50.

You might also like