Q1) what causes low and high speed buffet

ans)A)The low speed buffet:-is caused by the same airflow separation as the aircraft approaches
the stall angle of attack
B)The high speed buffet:-is caused by flow separation from the wings as occurs behind a shock-wave
at high altitudes and/or Mach numbers.High speed buffet refers to the buffeting experienced as an
airfoil approaches its critical mach number.
C)the low speed buffet restriction is M 0.555 and there is no high speed buffet restriction
because MMO is the maximum operating Mach number which may not be exceeded under
any circumstance.

Q2) buffet
ans)A) Buffet is a form of vibration usually caused by aerodynamic excitation. It usually is
random and associated with separated airflow. For example, buffet may be felt during the extension
of speed brakes or during air turbulence.
B)As the aircraft approaches the stall, the airflow across the upper cambered surface of the wing
ceases to flow smoothly, it looses contact with the wing surface and it becomes turbulent. If the
turbulent air then flows across the horizontal stabiliser, buffet results.
C)Buffet is a kind of vibration caused by aerodynamic excitation, usually associated with
separated (or turbulent) airflow. As the aircraft approaches stall, the airflow over the wing
becomes turbulent and if it flows across the horizontal stabilizer, buffeting may occur.
This buffeting can act as a warning for the pilot that the aircraft is approaching stall and
he/she has to take corrective action.

Q3)mccrit
ans)A) (MCRIT) The critical Mach number is the Mach number of the aircraft when the speed of the
airflow over some part of the aircraft (usually the point of maximum thickness on the aerofoil)
first reaches the speed of sound.
B) The free stream Mach number at which the local velocity first reaches Mach 1.0 (sonic) is
called the Critical Mach number (MCRIT ).Critical Mach number is the highest speed at which no
parts of the aircraft are supersonic
C) Increased thickness/chord ratio and increased angle of attack cause greater accelerations
over the top surface of the wing, so the critical
Mach number will decrease with increasing thickness/chord ratio or angle of attack.

Q4) coffin corner

ans)Coffin corner is a term used to describe a condition at high altitude when the maximum
speed (limited by the spreading of supersonic shock waves) and the minimum (limited by amount
of air passing over the wing) are nearly the same. This has caused cases where the airplane
could not fly faster due to the high-speed limit or much slower due to the low-speed limit,
making it difficult to control during turbulence or when descending.

Q5) mach trim system

ans)A= Mach trim system maintains the required stick force gradient at high Mach numbers by
adjusting the longitudinal trim. The Mach trim system only operates at high Mach numbers.
B=Mach trimmers automatically deflects the elevators up .It can also push the trimmable
horizontal stabilizer down, giving a net pitch up effect to prevent the nose down pitch moment
C=he Mach Trim System provides automatic respositioning of the elevators as a function of Mach
number. As the airplane enters the Mach tuck region, the elevator is repositioned to provide a
new neutral in an upward direction which is proportional to the increase in Mach.

Q6) ths ( trimmable horizontal stabilizer )

ans)A=trimmable horizontal stabilizer acts as a stabilator, the trimmable stabilizer features
a fully moving horizontal tail surface.
B=ths is fitted with elevators which respond to pilot or autopilot input to control pitch and
adjust the aircraft attitude and the entire horizontal tail assembly moves in response to the
trim system to stabilize the aircraft in the pitch axis.
C=The trimmable stabilizer's primary advantage is that it provides tremendous trimming power
over the full speed range of the airplane. The system also reduces drag as the stabilizer
surface and the elevator are in alignment whenever the aircraft is in trim.

Q7) factors affecting stall speed

ans) Factors which can affect Vsr are: • Changes in weight.• Manoeuvring the aircraft
(increasing the load factor).
• Configuration changes (changes in CLMAX and pitching moment).• CG position.
• Engine thrust and propeller slipstream.• Mach number.• Wing contamination.• Heavy rain

Q8) stall progression on rectangular and swept back wing

ans) On a rectangular wing, separation tends to begin at the root and spreads out
towards the tip. Reduction in lift initially occurs inboard near the aircraft CG, and if it occurs
on one wing before the other, there is little tendency for the aircraft to roll. The aircraft loses
height, but in doing so it remains more or less wings level. Loss of lift is felt ahead of the
centre of gravity of the aircraft and the CP moves rearwards, so the nose drops and angle
of attack is reduced. Thus, there is a natural tendency for the aircraft to move away from
the high angle of attack which gave rise to the stall. The separated airflow from the root
immerses the rear fuselage and tail area, and aerodynamic buffet can provide a warning of the
approaching stall. Being located outside of the area of separated airflow, the ailerons tend to
remain effective when the stalling process starts

Q9) deep/super stall

ans) A= the swept-back wing tends to stall first near the tips. Since the tips are situated well aft
of the CG, the loss of lift at the tips causes the pitch attitude to increase rapidly and further
increase the angle of attack.
B=This “automatic” increase in angle of attack, caused by pitch-up, stalls more of the wing. Drag
will increase rapidly, lift will reduce and the aeroplane will start to sink at a constant, nose
high, pitch attitude. This results in a rapid additional increase in angle of attack
C=Separated airflow from the stalled wing will immerse a high-set tailplane in low energy
turbulent air, Elevator effectiveness is greatly reduced making it impossible for the
pilot to decrease the angle of attack. The aeroplane will become stabilized in what is known
as the “super stall” or “deep stall” condition.

Q10)stick shaker and stick pusher system

ans)A stick shaker=represents what it is replacing; it shakes the stick and is a tactile warning. If
the stick shaker activates when the pilot’s hands are not on the controls, when the aircraft is
on autopilot, for example, a very quiet stick shaker could not function as a stall warning so a
noisemaker is added in parallel.The stick shaker is a pair of simple electric motors, one clamped to
each pilot’s control column, rotating an out of balance weight. When the motor runs it shakes thestick

stick pusher(super stall prevention)=an aircraft which exhibits super stall characteristic are fitted
with a device called stick pusher this device prevent from the stalling. A stick pusher is a device,
attached to the elevator control system, which physically pushes the control column forward, reducing
the angle of attack before super stall can occur.Once actuated, the stick pusher will automatically
disengage once the angle of attack reduces below a suitable value.

Q11)what factors affect selection of zero flap or greater flap for take-off
ans)A) mass=An aeroplane
with higher mass will have more inertia. Therefore as mass increases, acceleration will
decrease which will increase the take-off distance.An aeroplane with a higher mass will have a
greater force ofweight. This must be overcome by greater lift. To gain this extra lift the aeroplane
must be accelerated to a higher speed, which will of course increase the take-off distance.
B) air density=Reduced density will reduce combustion inside the engine
and therefore reduce the thrust and/or power that the engine can generate. Therefore,
acceleration will be less and the take-off distance will increase.Since there is less thrust
and/or power in low density, theangle of climb will reduce. Therefore, getting to the screen
height will require a longer horizontal distance.
C) winds=Headwinds will reduce the ground speed at the required take-off airspeed and reduce the
take-off distance.
D) runway slope=A downhill slope will increase the accelerating force, and reduce the take-off
distance, whereas an uphill slope will reduce the accelerating force and increase the take-off distance

Q12) flap load relief

ans) Flap Load Relief System =On large high speed jet transport aircraft, a device is fitted in the flap
operating system to prevent the flaps deploying if the aircraft speed is too high. The pilot can select
the flaps, butthey will not extend until the airspeed is below the flap extend speed (Vfe). If a selection
is made and the flaps do not run because the speed is too high, they will extend as soon as the
airspeed decreases to an appropriate value.

Q13) flaps droop( leading edge slat)

ans)The leading-edge droop flap is a device on the leading edge of aircraft wings designed to improve
airflow at high pitch angles (high angle of attack). The droop flap is similar to the leading-edge slat.
A slat is a small auxiliary aerofoil attached to the leading edge of the wing, When deployed, the slat
forms a slot which allows passage of air from the high pressure region belowthe wing to the low pressure
region above it. Additional Kinetic Energy is added to the airflow through the slot by the slat forming
a convergent duct When slats are deployed, the boundary layer is re-energized.

Q14)what do you understand by the differences in concept of normal,abnormal and emergency procedures
or check list
ans)Normal checklists=enhance flight safety by providing an opportunity to confirm that the safety
critical aspects of the systems and aircraft configuration are correctly set. By following normal
checklists, any mistakes in settings will be identified and corrected before they can cause a safety
problem. Normal checklist actions, as with all SOPs, are intended to check or verify actions that
were accomplished from memory.
abnormal and emergency procedures= The operator shall provide operations staff and flight crew with
an aircraft operating manual, for each aircraft type operated, containing the normal, abnormal and
emergency procedures relating to the operation of the aircraft. The manual shall include details of
the aircraft systems and of the emergency or abnormal checklist .An operator shall establish and
maintain a ground and flight training programme, approved by the State of the Operator, which ensures
that all flight crew members are adequately trained to perform their assigned duties. ..The training
programme ...shall include proper flight crew coordination and training in all types of emergency or
abnormal situations or procedures caused by powerplant, airframe or systems malfunctions, fire or
other abnormalities. The training for each flight crew member, particularly that relating to abnormal
or emergency procedures, shall ensure that all flight crew members know the functions for which they
are responsible and the relation of these functions to the functions of other crew members.

Q15) explain mel and mmel

ans)mel=A minimum equipment list (MEL) is a list which provides for the operation of aircraft, subject
to specified conditions, with particular equipment inoperative (which is) prepared by an operator.
mmel=The master minimum equipment list (MMEL) is a list established for a particular aircraft type by
the organisation responsible for the type design with the approval of the State of Design which
identifies items which individually may be unserviceable at the commencement of a flight. The MMEL
may be associated with special operating conditions, limitations or procedures.

Q16) rto (rejecting T/O); V1 continue T/O or abort

ans) In the event of an engine malfunction, the recognition of a significant abnormality, or an ATC
instruction to stop the aircraft during the take off roll, transport aircraft in Performance Category
‘A’ should be able to safely reject the take off if the decision to do so is made at a speed not
greater than the correctly calculated decision speed (V1).A successful rejection should be achieved
if the response is immediate and is completed in accordance with prescribed procedures (SOPs). After
V1, a reject should only be considered if there is a strong reason to believe that the aircraft will
not fly.Depending on Operator SOPs, a call of "STOP" ("ABORT', "REJECT") to reject a takeoff, based
on stated criteria, will usually be able to be made by either pilot. However, in some cases, the
actions following such a call will be only for the pilot in command to take.

Q17) hazards of overweight landing

ans) A= Loads on the landing gear =The touchdown rates are higher in case of overweight landings.
Touchdown at higher-than-normal sink rates may result in structural limits being exceeded.
B=Deceleration distance: The higher mass requires a higher approach and touch down speed (higher by
the square root of the mass ratio between your actual mass and the maximum certified landing mass)
due to which aircraft can overshoot the runway due to more distance required for landing .
C=Performance = Higher weight involves performance penalties as the control forces required are more.

Q18) aircraft emergency equipment

ans)first aid kits, emergency medical kit, first aid oxygen, crew protective breathing equipent,
hand fire extinguisher, crash axe and crowbar, means for emergency evacuvation, megaphones,
emergency locator transmittor, survival equipment,