Aerodynamique Odt

"A line connecting the leading- and trailing edge midway between the upper and lower
surface of a aerofoil". This definition is applicable for: THE CAMBER LINE

"Flutter" may be caused by a: COMBINATION OF BENDING AND TORSION
OF THE STRUCTURE
"Flutter" may be caused by a: DISTORTION BY BENDING AND TORSION OF
THE STRUCTURE CAUSING INCREASING VIBRATION IN THE
RESONANCE FREQUENCY
"Tuck under" is caused by (i) which moement of the centre of pressure of the wing
and (ii) which change of the downwash angle at the location of the stabiliser: (I) AFT
(II) DECREASING
"Tuck under" is the: NOSE DOWN PITCHING TENDENCY AS SPEED IS
INCREASED IN THE TRANSONIC RANGE
"Tuck under" is the: THE TENDECY TO NOSE DOWN WHEN SPEED IS
INCREASED INTO THE TRANSONIC FLIGHT REGIME
"Tuck under" may happen at: HIGH MACH NUMBERS
A !" ton twin engine aeroplane performs a straight# steady# wings leel climb. $f the
lift%drag ratio is &' and the thrust is (" """) per engine# the climb gradient is: (assume
g * &"m%s'): 15. 7%
A body is placed in a certain airstream. The airstream elocity increases by a factor +.
The aerodynamic drag will increase with a factor: 16
A body is placed in a certain airstream. The density of the airstream decreases to half
of the original alue. The aerodynamic drag will decrease with a factor:
A boundary layer fence on a swept wing will: IMPROVE THE LOW SPEED
CHARACTERISTICS
A ,.- location beyond the aft limit leads to: AN UNACCEPTABLE LOW VALUE
OF THE MANOEUVRE STABILITY (STIC! FORCE PER G" FE#G)
A commercial .et aeroplane is performing a straight descent at a constant /ach
number with constant mass. The operational speed limit that may be e0ceeded is:
VMO
A conentional stabiliser on a stable aeroplane in a normal cruise condition:1 & -
always proides negatie lift.1 ' - contributes to the total lift of the aeroplane.1 2 - may
stall before the wing# in icing conditions# with large flap settings# unless ade3uate
design and%or operational precautions are taken.1 + - is necessary to balance the total
pitch moment of the aeroplane.1 4hich of the following lists all the correct
statements 5 " $ AND %
A downward ad.ustment of a trim tab in the longitudinal control system# has the
following effect: THE STIC! POSITION STABILITY REMAINS CONSTANT
A flat plate# when positioned in the airflow at a small angle of attack# will produce:
BOTH LIFT AND DRAG
A forward ,- shift: DECREASES LONGITUDINAL MANOEUVRABILITY
A forward ,- shift: INCREASES STATIC LONGITUDINAL STABILITY
A fundamental difference between the manoeuring limit load factor and the gust limit
load factor is# that: THE GUST LIMIT LOAD FACTOR CAN BE HIGUER
THAN THE MANOEUVRING LIMIT LOAD FACTOR
A high aspect ratio wing produces: A DECREASE IN INDUCED DRAG
A horn balance in a control system has the following purpose: TO DECREASE
STIC! FORCES
A .et aeroplane cruises buffet free at constant high altitude. 4hich type of stall is most
likely to occur if this aeroplane decelerates during an inadertant increase in load
factor5 ACCELERATED STALL
A .et aeroplane e3uipped with inboard and outboard ailerons is cruising at its normal
cruise /ach number. $n this case: ONLY THE INBOARD AILERONS ARE
ACTIVE
A .et aeroplane is cruising at high altitude with a /ach number# that proides a buffet
margin of ".2g incremental. $n order to increase the buffet margin to ".+g incremental
the pilot must: FLY A LOWER ALTITUDE AND THE SAME MACH NUMBER
A .et transport aeroplane e0hibits pitch up when thrust is suddenly increased from an
e3uilibrium condition# because the thrust line is below the: CG
A .et transport aeroplane is in a straight climb at a constant $A6 and constant weight.
The operational limit that may be e0ceeded is: //7
A laminar boundary layer is a layer# in which: NO VELOCITY COMPONENTS
E&IST" NORMAL TO THE SURFACE
A light twin is in a turn at '" degrees bank and &!" kt TA6. A more heay aeroplane at
the same bank and the same speed will: TURN AT THE SAME RADIUS
A /achtrimmer: CORRECTS INSUFICIENT STIC! FORCE STABILITY AT
HIGH MACH NUMBERS
A negatie contribution to the static longitudinal stability of conentional .et transport
aeroplanes is proided by: THE FUSELAGE
A normal shock wae is a discontinuity plane: THAT IS ALWAYS NORMAL TO
THE LOCAL FLOW
A normal shock wae: CAN OCCUR AT DIFFERENT POINTS ON THE
AEROPLANE IN TRANSONIC FLIGHT
A plain flap will increase ,8ma0 by: INCREASING THE CAMBER OF THE
AEROFOIL
A positiely cambered aerofoil will generate 9ero lift: AT A NEGATIVE ANGLE OF
ATTAC!
A propeller is turning to the right when iewed from behind. The asymmetric blade
effect in the climb at low speed will: YAW THE AEROPLANE TO THE LEFT
A rotating propeller blade element produces an aerodynamic force F that may be
resoled into two components:1 - a force T perpendicular to the plane of rotation
(thrust).1 - a force : generating a tor3ue absorbed by engine power.1 The diagram
representing a rotating propeller blade element during reerse operation is:
DIAGRAM
representing a windmilling propeller is: DIAGRAM %
(thrust).1 - a force : generating a tor3ue absorbed by engine power.1 4hich diagram is
correct during the cruise5 DIAGRAM 1
representing a rotating propeller blade element during the cruise is: DIAGRAM 1
resoled into two components: - a force T perpendicular to the plane of rotation
(thrust). - a force : generating a tor3ue absorbed by engine power. The diagram
representing a windmilling propeller is: DIAGRAM %
A shock wae on a lift generating wing will: MOVE SLIGHTLY AFT IN FRONT
OF A DOWNWARD DEFLECTING AILERON
A slat will: PROLONG THE STALL TO A HIGUER ANGLE OF ATTAC!
A slotted flap will increase the ,8ma0 by: INCREASING THE CAMBER OF THE
AIRFOIL AND RE'ENERGISING THE AIRFLOW
A statically stable aeroplane( CAN SHOW POSITIVE" NEUTRAL OR
NEGATIVE DYNAMIC LONGITUDINAL STABILITY
A statically unstable aeroplane is: NEVER DYNAMICALLY STABLE
A stick pusher: PUSHES THE ELEVATOR CONTROL FORWARD WHEN A
SPECIFIED VALUE OF ANGLE OF ATTAC! IS E&CEEDED
A supercritical wing: WILL DEVELOP NO NOTICEABLE SHOC! WAVES
FLYING )UST ABOVE MCRICT
A transonic /ach number is a /ach number: AT WHICH BOTH SUBSONIC AND
SUPERSONIC LOCAL SPEEDS OCCUR
A typical cure representing propeller efficiency of a fi0ed pitch propeller ersus TA6
at constant :;/ is: DIAGRAM
at constant :;/ is: DIAGRAM 1
at constant :;/ is: DIAGRAM $
at constant :;/ is: DIAGRAM %
A windmilling propeller: PRODUCES DRAG INSTEAD OF THRUST
Aeroplane manoeurability decreases for a gien control surface deflection when: IAS
DECREASES
Aeroplane manoeurability increases for a gien control surface deflection when: IAS
INCREASES
After an aeroplane has been trimmed: THE STIC! POSITION STABILITY WILL
BE UNCHANGED
After take-off the slats (when installed) are always retracted later than the flaps. 4hy5
BECAUSE SLATS E&TENDED GIVES A LARGE DECREASE IN STALL
SPEED WITH RELATIVELY LESS DRAG
Aileron deflection causes a rotation around the longitudinal a0is by: CHANGING
THE WING CAMBER AND THE TWO WINGS THEREFORE PRODUCE
DIFFERENT LIFT VALUES RESULTING IN A MOMENT ABOUT THE
LONGITUDINAL A&IS
Aileron flutter can be caused by: *+*,-* ./012345-167 8/6/245/. 9+ 4/21.+643-*"
INERTIAL AND ELASTIC LOADS ON THE WING
Air passes a normal shock wae. 4hich of the following statements is correct5 THE
STATIC PRESSURE INCREASES
All gust lines in the <-n graph originate from a point where the: SPEED:; LOAD
FACTOR: <1
Amongst the following factors# which will decrease the ground distance coered
during a glide (assume 9ero power%thrust)5 HEADWIND
An A 2&" aeroplane weighing &"" tons is turning at F8 2!" at constant altitude with a
bank of !" degrees. $ts flight /ach range between low-speed buffeting and high-speed
buffeting goes from: M: ;6= TO M HIGHER THAN ;.>%
An adantage of locating the engines at the rear of the fuselage# in comparison to a
location beneath the wing# is : LESS INFLUENCE OF THRUST CHANGES ON
LONGITUDINAL CONTROL
An aerofoil is cambered when: THE LINE" WHICH CONNECTS THE CENTRES
OF ALL INSCRIBED CIRCLES" IS CURVED
An aerofoil with positie camber at a positie angle of attack will hae the highest
flow elocity: ON THE UPPER SIDE
An aeroplane accelerates from =" kt to &(" kt at a load factor e3ual to &. The induced
drag coefficient (i) and the induced drag (ii) alter with the following factors: (I) 1#16
(II) ?
An aeroplane climbs to cruising leel with a constant pitch attitude and ma0imum
climb thrust# (assume no supercharger). >ow do the following ariables change during
the climb5 (gamma * flight path angle): GAMMA DECREASES" ANGLE OF
ATTAC! INCREASES" IAS DECREASES
An aeroplane enters a hori9ontal turn with a load factor n*' from straight and leel
flight whilst maintaining constant indicated airspeed. The: LIFT DOUBLES
An aeroplane e0hibits static longitudinal stability# if# when the angle of attack changes:
THE CHANGE IN TOTAL AEROPLANE LIFT ACTS AFT OF THE CENTRE
OF GRAVITY
An aeroplane flying at &"" kt in straight and leel flight is sub.ected to a disturbance
that suddenly increases the speed by '" kt. Assuming the angle of attack remains
constant# the load factor will initially:
INCREASE TO 1.%%
An aeroplane has a sero tab controlled eleator. 4hat will happen if the eleator .ams
during flight5 PITCH CONTROL SENSE IS REVERSED
An aeroplane has a stall speed of &"" kt at a load factor n*&. $n a turn with a load
factor of n*'# the stall speed is: 1%1 !T
An aeroplane has a stall speed of &"" kt at a mass of &""" kg. $f the mass is increased
to '""" kg# the new alue of the stall speed will be: 1%1 !T
An aeroplane has a stall speed of &"" kt. 4hen the aeroplane is flying a leel co-
ordinated turn with a load factor of &.!# the stall speed is: 1 !T
An aeroplane has a stall speed of ?= @,A6 at its gross weight of (=!" $bs. 4hat is the
stall speed when the weight is !""" $bs5 67 !CAS
An aeroplane has a stall speed of ?= kt at its mass of (=!" kg. 4hat is the stall speed
when the mass is !""" kg5 67 !T
An aeroplane has static directional stability if# when in a sideslip with the relatie
airflow coming from the left# initially the: NOSE OF THE AEROPLANE TENDS
TO YAW LEFT
An aeroplane has static directional stability1 in a side slip to the right# initially the:
NOSE OF THE AEROPLANE TENDS TO MOVE TO THE RIGHT
An aeroplane has the following flap positions: "A# &!A# 2"A# +!A. 6lats can also be
selected. -enerally speaking# which selection proides the highest positie
contribution to the ,8/AB5 THE SLATS FROM THE RETRACTED TO THE
TA!E'OFF POSITION
An aeroplane has the following flap settings: "A# &!A# 2"A and +!A. 6lats can also be
selected. 4hich of the following selections will most adersely affect the ,8%,C
ratio5 FLAPS FROM $;@ TO %5@
An aeroplane in straight and leel flight at 2"" kt is sub.ected to a sudden disturbance
in speed. Assuming the angle of attack remains constant initially and the load factor
reaches a alue of appro0imately &.': THE SPEED WILL HAVE INCREASED BY
$; !T
An aeroplane in straight and leel flight is sub.ected to a strong ertical gust. The
point on the wing# where the instantaneous ariation in wing lift effectiely acts is
known as the: AERODYNAMIC CENTRE OF THE WING
An aeroplane is descending at a constant /ach number from F8 2!". 4hat is the
effect on true airspeed5 IT INCREASES AS TEMPERATURE INCREASES
An aeroplane is fitted with a constant speed propeller. $f the aeroplane speed increases
while manifold pressure remains constant (&) propeller pitch and the (') propeller
tor3ue will: (1) INCREASE () REMAIN CONSTANT
An aeroplane is flying through the transonic range whilst maintaining straight and
leel flight. As the /ach number increases the centre of pressure of the wing will
moe aft. This moement re3uires: A PITCH UP INPUT OF THE STABILISER
An aeroplane is in a leel turn# at a constant TA6 of 2"" kt# and a bank angle of +!A.
$ts turning radius is: (gien: g* &" m%sD): $>1 METRES
An aeroplane is in a steady hori9ontal turn at a TA6 of &E+.+ kt. The turn radius is
&""" m. The bank angle is: (assume g * &" m%s'): %5 DEGREES. -ien that: pstat *
static pressure. rho * density. pdyn * dynamic pressure. ptot * total pressure.
FernoulliGs e3uation reads as follows: PSTAT <1#RHO A TAS:CONSTANT
An aeroplane is proided with spoilers and both inboard and outboard ailerons. :oll
control during cruise is proided by: INBOARD AILERONS AND ROLL
SPOILERS
An aeroplane is sensitie to Cutch roll when: STATIC ALTERAL STABILITY
MUCH MORE PRONOUNCED THAN STATIC DIRECTIONAL STABILITY
An aeroplane maintains straight and leel flight at a speed of ' H <6. $f a ertical gust
causes a load factor of '# the load factor n caused by the same gust at a speed of &.2
<6 would be: N: 1.65
An aeroplane maintains straight and leel flight while the $A6 is doubled. The change
in lift coefficient will be: & ;.5
An aeroplane performs a right turn# the slip indicator is left of neutral. 7ne way to co-
ordinate the turn is to apply: MORE LEFT RUDDER
An aeroplane performs a steady hori9ontal# co-ordinated turn with +! degrees of bank
at '2" kt TA6. The same aeroplane with the same bank angle and speed# but at a
higher mass: WILL TURN WITH THE SAME RADIUS" BUT MIGHT STALL
An aeroplane performs a steady co-ordinated hori9ontal turn with '" degrees of bank
and at &!" kt TA6. The same aeroplane with the same bank angle and speed# but at a
lower mass will turn with: THE SAME TURN RADIUS
An aeroplane performs a steady hori9ontal turn with a TA6 of '"" kt. The turn radius
is '""" m. The load factor (n) is appro0imately: 1.1
at '2" kt TA6. The same aeroplane with the same bank angle and speed# but at a lower
mass will turn with: THE SAME RATE OF TURN
at '2" kt TA6. The same aeroplane with the same bank angle and speed# but at a lower
mass will turn with: THE SAME TURN RADIUS
An aeroplane should be e3uipped with a /ach trimmer# if: AT TRANSONIC MACH
NUMBERS THE AEROPLANE DEMONSTRATES UNCONVENTIONAL
ELEVATOR STIC! FORCE CHARACTERISTICS
An aeroplane that has positie static stability: CAN BE DYNAMICALLY STABLE"
NEUTRAL OR UNSTABLE
An aeroplane that tends to return to its pre-disturbed e3uilibrium position after the
disturbance has been remoed is said to hae( POSITIVE STATIC STABILITY
An aeroplane transitions from steady straight and leel flight into a hori9ontal co-
ordinated turn with a load factor of '# the speed remains constant and the: INDUCED
DRAG INCREASES BY A FACTOR OF %
An aeroplane with a mass of '""" kg# is performing a co-ordinated leel turn at a
constant TA6 of &(" kt and the bank angle is ("A. The lift is appro0imately( %;;;; N
An aeroplane with a mass of +""" kg is performing a co-ordinated leel turn at a
constant TA6 of &(" kt and a bank angle of +!A. The lift is appro0imately: 56;;; N
An aeroplane# being manually flown in the speed unstable region# e0periences a
disturbance that causes a speed reduction. $f the altitude is maintained and thrust
remains constant# the aeroplane speed will: FURTHER DECREASE
An aeroplane# with a ,- location behind the centre of pressure of the wing can only
maintain a straight and leel flight when the hori9ontal tail loading is: UPWARDS
An aeroplaneGGs angle of attack can be defined as the angle between its: SPEED
VECTOR AND LONGITUDINAL A&IS
An aeroplaneGGs angle of incidence is defined as the angle between the:
LONGITUDINAL A&IS AND THE WING ROOT CHORD LINE
An aeroplaneGGs bank angle is defined as the angle between its: LATERAL A&IS
AND THE HORIBONAL PLANE
An aeroplaneGGs flight path angle is defined as the angle between its: SPEED
VECTOR AND THE HORIBONTAL PLANE
An aeroplaneGGs pitch angle is defined as the angle between its: LONGITUDINAL
A&IS AND THE HORIBONTAL PLANE
An aeroplaneGGs sideslip angle is defined as the angle between the: SPEED VECTOR
AND THE PLANE OF SYMMETRY
An aft ,- shift: DECREASES STATIC LONGITUDINAL STABILITY
An aft ,- shift: INCREASES LONGITUDINAL MANOEUVRABILITY
An engine failure can result in a windmilling (&) propeller and a feathered (')
propeller. 4hich statement about propeller drag is correct5 (1) IS LARGER THAN
()
An e0ample of a combined lateral and directional aperiodic motion is a: SPIRAL
DIVE
An e0ample of a combined lateral and directional periodic motion is a: DUTCH
ROLL
An e0ample of differential aileron deflection during initiation of left turn is: LEFT
AILERON (5 UP. RIGHT AILERON DOWN
An increase in geometric dihedral in a steady sideslip condition at constant speed
would: INCREASE THE REQUIRED LATERAL CONTROL FORCE
An increase in wing loading will( INCREASE THE STALL SPEED
An large .et transport aeroplane has the following four flap positions: Ip# Take-off#
Approach and 8anding and two slat positions: :etracted and J0tended. -enerally
speaking# the selection that proides the highest positie contribution to ,8/AB is:
SLATS FROM RETRACTED TO E&TENDED
Appro0imately how long does it take to fly a complete circle during a hori9ontal
steady co-ordinated turn with a bank angle of +!A and a TA6 of '"" kt5 65 S
Artificial feel is re3uired: WITH FULLY POWERED FLIGHT CONTROLS
As altitude increased# the stall speed ($A6): INITIALLY REMAINS CONSTANT
AND AT HIGUER ALTITUDES INCREASES
As altitude increases# the stall speed ($A6): INITIALLY REMAINS CONSTANT
BUT AT HIGUER ALTITUDES INCREASES
As angle of attack is increased on a conentional low speed aerofoil at low subsonic
speeds# flow separation normally starts on the: UPPER SURFACE NEAR THE
TRAILING EDGE
As the /ach number increases from subsonic to supersonic# the centre of pressure
moes: TO THE MID CHORD POSTION
As the /ach number increases in straight and leel flight# a shock wae on the upper
surface of the wing will: MOVE TOWARDS THE TRAILING EDGE
As the stability of an aeroplane decreases( ITS MANOEUVRABILITY
INCREASES
As the stability of an aeroplane increases: ITS MANOEUVRABILITY
DECREASES
Aspect ratio of a wing is the ratio between: WING SPAN SQUARED AND WING
AREA
Assuming all bodies hae the same cross-sectional area and are in motion# which body
will hae the highest pressure drag5 FODY
Assuming constant $A6# when an aeroplane enters ground effect: DOWNWASH
REDUCES
Assuming constant $A6# when an aeroplane enters ground effect: INDUCED DRAG
REDUCES
Assuming constant $A6# when an aeroplane enters ground effect: THE EFFECTIVE
ANGLE OF ATTAC! INCREASES
Assuming constant $A6# when an aeroplane enters ground effect: THE INDUCED
ANGLE OF ATTAC! REDUCES
Assuming constant $A6# when an aeroplane leaes ground effect: DOWNWASH
INCREASES
Assuming constant $A6# when an aeroplane leaes ground effect: INDUCED DRAG
INCREASES
Assuming constant $A6# when an aeroplane leaes ground effect: THE INDUCED
ANGLE OF ATTAC! INCREASES
Assuming constant $A6# when an aeroplane leaes ground effect: THE EFFECTIVE
ANGLE OF ATTAC! DECREASES
Assuming $6A conditions and a descent below the tropopause at constant /ach
number and aeroplane mass# the: LIFT COEFFICIENT DECREASES
Assuming $6A conditions and no compressibility effects# if an aeroplane maintains
straight and leel flight at the same angle of attack at two different altitudes# the: TAS
IS HIGER AT THE HIGUER ALTITUDE
straight and leel flight at the same angle of attack at two different altitudes# the: IAS
AT BOTH ALTITUDES IS THE SAME
straight and leel flight at the same angle of attack at two different altitudes# the: TAS
IS LOWER AT THE LOWER ALTITUDE
Assuming $6A conditions# climbing at a constant /ach )umber up the tropopause the
TA6 will: DECREASE
Assuming $6A conditions# which statement with respect to the climb is correct 5 AT
CONSTANT IAS THE MACH NUMBER INCREASES
Assuming no compressibility effects# induced drag at constant $A6 is affected by:
AEROPLANE MASS
Assuming no compressibility effects# the correct relationship between stall speed# limit
load factor (n) and <A is: VAC:VSASQRT (N)
Assuming no flow separation and no compressibility effects the location of the
aerodynamic centre of an aerofoil section: IS APPRO&IMATELY 5% CHORD
IRRESPECTIVE OF ANGLE OF ATTAC!
Assuming no flow separation and no compressibility effects the location of the centre
of pressure of a positiely cambered aerofoil section: MOVES BAC!WARD WHEN
THE ANGLE OF ATTAC! DECREASES
Assuming no flow separation and no compressibility effects the location of the
aerodynamic centre of an aerofoil section: IS INDEPENDANT OF ANGLE OF
ATTAC!
of pressure of a symmetrical aerofoil section: IT IS APPRO&IMATELY 5%
CHORD IRREPECTIVE OF ANGLE OF ATTAC!
of pressure of a symmetrical aerofoil section: IS INDEPENDANT OF ANGLE OF
ATTAC!
Assuming no flow separation# when speed is decreased in straight and leel flight on a
positiely cambered aerofoil# what happens to the: &. centre of pressure and '. the
magnitude of the total lift force51 MOVES FORWARD AND REMAINS
CONSTANT
Assuming no flow separation# which of these statements about the flow around an
aerofoil as the angle of attack increases are correct or incorrect51 $. The stagnation
point moes down.1 $$. The point of lowest static pressure moes aft: I IS CORRECT"
II IS INCORRECT
aerofoil as the angle of attack increases are correct or incorrect51 $. The stagnation
point moes up.1 $$. The point of lowest static pressure moes aft: I IS INCORRECT"
II IS INCORRECT
aerofoil as the angle of attack decreases are correct or incorrect5$. The stagnation
point moes up.$$. The point of lowest static pressure moes forward: 1 CORRECT"
INCORRECT
aerofoil as the angle of attack increases are correct or incorrect5$. The stagnation
point moes up.$$. The point of lowest static pressure moes forward: 1
INCORRECT" CORRECT
Assuming no pilot input the motion of the aeroplane in the diagram shows:
NEUTRAL DYNAMIC LONGITUDINAL STABILITY
Assuming no pilot input the motion of the aeroplane in the diagram shows:
DYNAMIC LONGITUDINAL STABILITY
Assuming no pilot input the motion of the aeroplane in the diagram shows: STATIC
LONGITUDINAL STABILITY AND DYNAMIC LONGITUDINAL
INSTABILITY
Assuming standard atmospheric conditions# in order to generate the same amount of
lift as altitude is increased# an aeroplane must be flown at: A HIGHER TAS FOR
ANY GIVEN ANGLE OF ATTAC!
Assuming subsonic incompressible flow# how will air density change as air flows
through a tube of increasing cross-sectional area5 The air density: DOES NOT VARY
Assuming that the :;/ remains constant throughout# the angle of attack of a fi0ed
pitch propeller will: DECREASE WITH INCREASING AIRSPEED
Assuming 9ero thrust# the point on the diagram corresponding to the minimum glide
angle is: POSITION B
Assuming 9ero thrust# the point on the diagram corresponding to the alue for
minimum sink rate is: POINT C
Assuming 9ero wing twist# the wing planform that gies the highest local lift
coefficient at the wing root is: RECTANGULAR
Asymmetric propeller blade effect is mainly induced by: THE INCLINATION OF
THE PROPELLER A&IS TO THE RELATIVE AIRFLOW
At a constant angle of attack# which of the following factors will lead to an increase of
ground distance during a glide and with 9ero thrust 5 TAILWIND
At a load factor of & and the aeroplaneGs minimum drag speed# what is the ratio
between induced drag Ci and parasite drag Cp5 DI#DP:1
At what speed does the front of a shock wae moe across the earthGs surface5 THE
GROUND SPEED OF THE AEROPLANE
Fehind a normal shock wae on an aerofoil section the local /ach number is: LESS
THAN 1
Fehind the transition point in a boundary layer: THE MEAN SPEED AND
FRICTION DRAG INCREASES
FernoulliGs e3uation can be written as: (pt * total pressure# ps * static pressure# 3 *
dynamic pressure): PT'Q:PS
FernoulliGs e3uation can be written as: (pt* total pressure# ps * static pressure and
3*dynamic pressure): PT: PS< Q
FernoulliGs law states:1 (note: rho is the mean sea leel density under $6A conditions11
pstat is static pressure11 pdyn is dynamic pressure11 ptot is total pressure): PSTAT <1#
RHO V:CONSTANT
Fy what appro0imate percentage will the stall speed increase in a hori9ontal co-
ordinated turn with a bank angle of +!A5 1=%
Fy what percentage does the lift increase in a leel turn at +!A angle of bank#
compared with straight and leel flight5 %1%
,ompared with an obli3ue shock wae at the same /ach number a normal shock
wae has a( HIGHER COMPRESSION
,ompared with an obli3ue shock wae at the same /ach number a normal shock
wae has a: HIGH LOSS IN TOTAL PRESSURE
,ompared with leel flight prior to the stall# the lift (&) and drag (') in the stall change
as follows: (1) DECREASES" () INCREASES
,ompared with leel flight# the angle of attack must be increased in a steady# co-
ordinated# hori9ontal turn: TO COMPENSATE FOR THE REDUCTION IN THE
VERTICAL COMPONENT OF LIFT
,ompared with stalling airspeed (<6) in a gien configuration# the airspeed at which
stick shaker will be triggered is: GREATER THAN VS
,ompared with the clean configuration# the angle of attack at ,8ma0 with trailing
edge flaps e0tended is: SMALER
,omparing the differences between a hori9ontal trimmable stabiliser and an eleator
trim tab# which of these statements are correct or incorrect51 $. The effects of a trim
tab runaway are more serious.1 $$. A .ammed trim tab causes less control difficulty: I
IS INCORRECT" II IS CORRECT
trim tab# which of these statements are correct or incorrect51 $. A stabiliser trim is
more suitable to cope with the large trim changes generated by the high lift deices on
most .et transport aeroplanes.1 $$. $$. A trim tab runaway causes less control difficulty:
1 AND ARE CORRECT
trim tab# which of these statements are correct or incorrect51 $. 4hen trimmed for 9ero
eleator stick force a hori9ontal trimmable stabiliser causes more drag.1 $$. A
hori9ontal trimmable stabiliser enables a larger ,- range: 1 IS INCORRECT"
CORRECT
trim tab# which of these statements are correct or incorrect51 $. The effects of a trim
tab runaway are more serious.1 $$. A .ammed stabiliser trim causes less control
difficulty: 1 AND ARE INCORRECT
trim tab# which of these statements are correct or incorrect51 $. A eleator trim tab is
most .et transport aeroplanes.1 $$. A trim tab runaway causes less control difficulty: 1
IS INCORRECT" IS CORRECT
trim tab# which of these statements are correct or incorrect51 $. The effects of a
stabiliser trim runaway are more serious.1 $$. A .ammed trim tab causes less control
difficulty: 1 AND CORRECT
trim tab# which of these statements are correct or incorrect51 $. A stabiliser trim is
most .et transport aeroplanes.1 $$. A trim tab runaway causes less control difficulty: 1
AND ARE CORRECT
trim tab# which of these statements are correct or incorrect51 $. A eleator trim tab is
most .et transport aeroplanes.1 $$. A stabiliser trim runaway causes less control
difficulty: 1 AND ARE INCORRECT
trim tab# which of these statements are correct or incorrect51 $. The effects of a
stabiliser trim runaway are more serious.1 $$. A .ammed stabiliser trim causes less
control difficulty: 1 CORRECT INCORRECT
eleator stick force an eleator trim tab causes more drag.1 $$. An eleator trim tab
enables a larger ,- range: 1 CORRECT" INCORRECT
trim tab# which statement is correct51 $. A stabiliser trim is less suitable for .et
transport aeroplanes because of their large speed range.1 $$. A stabiliser trim is a more
powerful means of trimming: 1 INCORRECT" CORRECT
trim tab# which statement is correct51 $. A trim tab is less suitable for .et transport
aeroplanes because of their large speed range.1 $$. A trim tab is a more powerful means
of trimming: 1 CORRECT" INCORRECT
eleator stick force an eleator trim tab causes more drag.1 $$. A hori9ontal trimmable
stabiliser enables a larger ,- range: 1 AND ARE CORRECT
trim tab# which statement is correct51 $. A stabiliser trim is less suitable for .et
transport aeroplanes because of their large speed range.1 $$. A trim tab is a more
powerful means of trimming: 1 AND ARE INCORRECT
trim tab# which statement is correct51 $. A trim tab is less suitable for .et transport
aeroplanes because of their large speed range.1 $$. A stabiliser trim is a more powerful
means of trimming: 1 AND ARE CORRECT
trim tab which of these statements are correct or incorrect51 $. 4hen trimmed for 9ero
eleator stick force a hori9ontal trimmable stabiliser causes more drag.1 $$. An eleator
trim tab enables a larger ,- range( 1 AND ARE INCORRECT
,omparing the lift coefficient and drag coefficient at normal angle of attack: CL IS
MUCH GREATER THAN CD
,ompressibility effects depend on: MACH NUMBER
,onsider an aerofoil with a certain camber and a positie angle of attack. At which
location will the highest flow elocities occur5 UPPER SIDE
,onsider an aeroplane with:1 & a trim tab.1 ' fully powered hydraulic controls and an
ad.ustable hori9ontal stabiliser.1 For both cases and starting from a trimmed condition#
how will the neutral position of the control column change# after trimming for a speed
increase5 1 MOVES FORWARD" DOES NOT CHANGE
,onsider subsonic incompressible airflow through a enturi: $ The dynamic pressure
in the undisturbed airflow is higher than in the throat. $$ The total pressure in the
undisturbed airflow is higher than in the throat: 1 AND ARE INCORRECT
,onsider the following statements about </,-:1 &. </,- is determined with the
gear down.1 '. </,- is determined with the flaps in the landing position.1 2. </,-
is determined by using rudder and nosewheel steering1 +. Curing </,-
determination the aeroplane may not deiate from the straight-line path by more than
2" ft.1 The combination that regroups all of the correct statements is( 1" %
,onsider the steady flow through a stream tube where the elocity of the stream is <.
An increase in temperature of the flow at a constant alue of < will: DECRESASE
THE MASS FLOW
,onsider two eleator control systems:1 & is fitted with a trim tab.1 ' is fitted with fully
powered hydraulic controls and an ad.ustable hori9ontal stabiliser.1 For both cases and
starting from a trimmed condition# how will the neutral position of the control column
change# after trimming for a speed decrease5 1 MOVES AFT" DOES NOT
CHANGE
,onsidering a positie cambered aerofoil# the pitch moment when ,l*" is:
NEGATIVE (PITCH'DOWN)
,onsidering a positiely cambered aerofoil section# the pitching moment when the lift
coefficient ,l*" is( NEGATIVE (NOSE DOWN)
,onsidering subsonic incompressible airflow through a <enturi# which statement is
correct51 $. The static pressure in the undisturbed airflow is lower than in the throat.1
$$. The speed in the undisturbed airflow is lower than in the throat( I IS
INCORRECT" II IS CORRECT
correct51 $. The static pressure in the throat is lower than in the undisturbed airflow.1 $$.
The speed of the airflow in the throat is the same as in the undisturbed airflow( I IS
CORRECT" II IS INCORRECT
correct51 $. The dynamic pressure in the throat is lower than in the undisturbed
airflow.1 $$. The total pressure in the throat is lower than in the undisturbed airflow: I
IS INCORRECT" II IS INCORRECT
correct51 $. The dynamic pressure in the undisturbed airflow is lower than in the
throat.1 $$. The total pressure in the undisturbed airflow is lower than in the throat( I IS
correct5$. The static pressure in the throat is higher than in the undisturbed airflow.$$.
The speed of the airflow in the throat is lower than in the undisturbed airflow: 1 AND
ARE INCORRECT
correct5$. The dynamic pressure in the undisturbed airflow is the same as in the
throat.$$. The total pressure in the undisturbed airflow is higher than in the throat: 1
AND ARE INCORRECT
correct5$. The dynamic pressure in the undisturbed airflow is the same as in the throat.
$$. The total pressure in the undisturbed airflow is lower than in the throat: 1 AND
ARE INCORRECT
correct5$. The dynamic pressure in the throat is the same as in the undisturbed
airflow.$$. The total pressure in the throat is higher than in the undisturbed airflow: 1
AND ARE INCORRECT
correct5$. The dynamic pressure in the throat is higher than in the undisturbed
airflow.$$. The total pressure in the throat is the same as in the undisturbed airflow: 1
AND ARE CORRECT
correct51 $. The static pressure in the throat is higher than in the undisturbed airflow.1
$$. The speed of the airflow in the throat is the same as in the undisturbed airflow: 1
AND ARE INCORRECT
,onstant-speed propellers proide a better performance than fi0ed-pitch propellers
because they: PRODUCE AN ALMOST MA&IMUM EFFICIENTY OVER A
WIDER SPEED RANGE
,ontrol surface flutter can be eliminated by: MASS BALANCING OF THE
CONTROL SURFACE
Cangerous stall characteristics# in large transport aeroplanes that re3uire stick pushers
to be installed# include: E&CESIVE WING DROP AND DEPP STALL
Cecreasing the aspect ratio of a wing: INCREASES INDUCED DRAG
Ceploying a Fowler flap# the flap will: MOVE AFT" THEN TURN DOWN
Cifferential aileron deflection: EQUALS THE DRAG OF THE RIGHT AND
LEFT AILERON
Cihedral of the wing is: THE ANGLE BETWEEN THE ;.5 CHORD LINE OF
THE WING AND THE LATERAL A&IS
Ciiding lift by weight gies: LOAD FACTOR
Coes the pitch-angle of a constant-speed propeller alter in medium hori9ontal
turbulence5 YES SLIGHTLY
Crag is in the direction of - and lift is perpendicular to the: RELATIVE
WIND#AIRFLOW
Curing a climb at a constant $A6# the /ach number will: INCREASE
Curing a climbing turn to the right the: ANGLE OF ATTAC! OF THE LEFT
WING IS LARGER THAN THE ANGLE OF ATAC! OF THE RIGHT WING
Curing a glide with idle power and constant $A6# if the :;/ leer of a constant speed
propeller is pushed full forward from its normal cruise position# the propeller pitch
will: DECREASE AND THE RATE OF DESCENT WILL INCREASE
Curing a glide with idle power and constant $A6# if the :;/ leer of a constant speed
propeller is pulled back from its normal cruise position# the propeller pitch will:
INCREASE AND THE RATE OF DESCENT WILL DECREASE
Curing a phugoid the speed: VARIES SIGNIFICANTLY" WHEREAS DURING A
SHORT PERIOD OSCILLATION IT DOES NOT
Curing a short period oscillation# the altitude: REMAINS APPRO&IMATELY
CONSTANT" WHEREAS DURING A PHUGOID IT VARIES SIGNIFICANTLY
Curing a steady hori9ontal turn# the stall speed: INCREASES WITH THE SQUARE
ROOT OF THE LOAD FACTOR
Curing a straight steady climb:1 & - lift is less than weight.1 ' - lift is greater than
weight.1 2 - load factor is less than &.1 + - load factor is greater than &.1 ! - lift is e3ual
to weight.1 ( - load factor is e3ual to &.1 4hich of the following lists the correct
statements 5 1 AND $
Curing a straight steady descent# lift is: LESS THAN WEIGHT" BECAUSE LIFT
ONLY NEEDS TO BALANCE THE WEIGHT COMPONENT
PERPENDICULAR TO THE FLIGHT PATH
Curing a straight# steady climb and with the thrust force parallel to the flight path:
LIFT IS THE SAME AS DURING A DESCENT AT THE SAME ANGLE AND
MASS
Curing a take-off roll with a strong crosswind from the left# a four-engine .et
aeroplane with wing-mounted engines e0periences an engine failure. The failure of
which engine will cause the greatest control problem5 THE LEFT OUTBARD
ENGINE
Curing a take-off roll with a strong crosswind from the right# a four-engine .et
aeroplane with wing-mounted engines e0periences an engine failure. The failure of
which engine will cause the greatest control problem5 THE RIGHT OUTBOARD
ENGINE
Curing an normal spin recoery: THE AILERONS ARE HELD IN NEUTRAL
POSITION
Curing initiation of a turn with speedbrakes e0tended# the roll spoiler function induces
a spoiler deflection: DOWNWARD ON THE UPGOING WING AND UPWARD
ON THE DOWNGOING WING
Curing landing of a low-winged .et aeroplane# the greatest eleator up deflection is
normally re3uired when the flaps are( FULLY DOWN AND THE CG IS FULLY
FORWARD
Curing the take-off roll with a strong crosswind from the left# a four engine .et
aeroplane with wing mounted engines e0periences an engine failure. The greatest
control problem is caused by the loss of which engine5 THE LEFT OUTBOARD
ENGINE
Curing the take-off roll# when the pilot raises the tail in a tail wheeled propeller drien
aeroplane# the additional aeroplane yawing tendency is due to the effect of:
GYROSCOPIC PRECESSION
Curing which of the following phases of flight is a fi0ed pitch propellerGGs angle of
attack highest5 TA!E'OFF RUN
Curing which of the following phases of flight is a fi0ed pitch propellerGs angle of
attack lowest5 HIGH'SPEED GLIDE
Curing which type of stall does the angle of attack hae the smallest alue5 SHOC!
STALL
Jntering the stall the centre of pressure of a straight (&) wing and of a strongly swept
back wing (') will: (1) MOVE AFT" () MOVE FORWARD
J0amples of aerodynamic balancing of control surfaces are: 6JA8 BETWEEN
WINGDS TRAILING EDGE AND LEADING EDGE OF A CONTROL
SURFACE" HORN BALANCE
J0amples of aerodynamic balancing of control surfaces are: SERVO TAB" SPRING
TAB" SEAL BETWEEN THE WING TRAILIND EDGE AND THE LEADING
EDGE OF CONTROL SURFACE
J0cessie static lateral stability is an undesirable characteristic for a transport
aeroplane because: IT WOULD IMPOSE E&CESSIVE DEMANDS ON ROLL
CONTROL DURING A SIDESLIP
J0cluding constants# the coefficient of induced drag (,Ci) is the ratio of ( CL AND
AR (ASPECT RATIO)
J0tension of leading edge flaps will: INCREASE CRITICAL ANGLE OF
ATTAC!
f an aeroplane performs a steady co-ordinated hori9ontal turn at a TA6 of '"" kt and a
turn radius of '""" m# the load factor (n) will be appro0imately: 1.1
f the nose of an aeroplane yaws left# this causes: A ROLL TO THE LEFT
Flap e0tension at constant $A6 whilst maintaining straight and leel flight will
increase the: MA&IMUM LIFT COEFICIENT (CL MA&) AND THE DRAG
Flaperons are controls which combine the function of: AILERONS AND FLAPS
Floating due to ground effect during an approach to land will occur : WHEN THE
HEIGHT IS LESS THAN HALVE OF THE LEGTH OF THE WING SPAN
ABOVE THE SURFACE
Flutter of control surfaces is: A DIVERGENT OSCILLATORY MOTION OF A
CONTROL SURFACE CAUSED BY THE INTERACION OF AERODYNAMIC
FORCES" INERTIA FORCES AND THE STIFFNESS OF THE STRUCTURE
Flutter sensitiity of an aeroplane wing is reduced by: LOCATING THE ENGINE
AHEAD OF THE TORSIONAL A&IS OF THE WING
Following a disturbance# an aeroplane oscillates about the lateral a0is at a constant
amplitude. The aeroplane is: STATICALLY STABLE' DYNAMICALLY
NEUTRAL
For a fi0ed-pitch cruise propeller# the blade angle of attack: CAN BECOME
NEGATIVE DURING HIGH'SPEED IDDLE DESCENT
For a fi0ed-pitch propeller designed for cruise# the angle of attack of each blade#
measured at the reference section: IS OPTIMUM WHEN THE AIRCRAFT IS IN A
STABILIBED CRUISING FLIGHT
For a fi0ed-pitch propeller in flight at a gien TA6# the blade angle of attack will:
INCREASE IF RPM INCREASES
For a fi0ed-pitch propeller in flight at a gien TA6# the blade angle of attack will:
DECREASE IF RPM DECREASES
For a gien aeroplane which two main ariables determine the alue of </,-5
AIRPORT ELEVATION AND TEMPERATURE
For a gien eleator deflection# aeroplane longitudinal manoeurability decreases
when: THE CG MOVES FORWARD
For a gien eleator deflection# aeroplane longitudinal manoeurability increases
when: THE CG MOVES AFT
For a gien :;/ of a fi0ed pitch propeller# the blade angle of attack will:
DECREASE WHEN THE TAS INCREASES
For a gien :;/ of a fi0ed pitch propeller# the blade angle of attack will:
INCREASE WHEN THE TAS DECREASES
For a normal stable aeroplane# the centre of graity is located: WITH A
SUFFICIENT MINIMUM MARGIN AHEAD OF THE NEUTRAL POINT OF
THE AEROPLANE
For a statically stable aeroplane# the relationship between the neutral point and centre
of graity (,-) is such that the neutral point is located: AFT OF THE CG
For a subsonic flow the continuity e3uation states that if the cross-sectional area of a
tube increases# the speed of the flow: DECREASES
For a subsonic flow the continuity e3uation states that if the cross-sectional area of a
tube decreases# the speed of the flow: INCREASES
For an aeroplane e3uipped with a two-position ariable pitch propeller it is adisable
to select a: FINE PITCH FOR TA!E'OFF AND CLIMB
For an aeroplane to possess dynamic stability# it needs: STATIC STABILITY AND
SUFFICIENT DAMPING
For an aeroplane with one fi0ed alue of <A the following applies. VA -7( THE
SPEED AT WHICH THE AEROPLANE STALLS AT THE MANOEUVRING
LIMIT LOAD FACTOR AT MTOW
For any propeller: THRUST IS THE COMPONENT OF THE TOTAL
AERODYNAMIC FORCE ON THE PROPELLER PARALLEL TO THE
ROTATIONAL A&IS
For most .et transport aeroplanes# slat e0tension has: A GREATER EFFECT ON
STALL SPEED THAN FLAP E&TENSION
For most .et transport aeroplanes# the ma0imum operating limit speed# </7: IS
REPLACED BY MMO AT HIGHER ALTITUDES
For shallow climb angles the following formula can be used (gamma * climb angle):
SIN GAMMA:T#W'CD#CL
For shallow flight path angles in straight and steady flight# the following formula can
be used: SIN GAMMA : T#W'CD#CL
From a polar cure of the entire aeroplane one can read: THE MA&IMUM CL#CD
RATION AND MA&IMUM LIFT COEFFICIENT
From a polar diagram of the entire aeroplane in the clean configuration one can read:
THE MA&IMUM CL#CD RATIO AND MA&IMUM LIFT COEFFICIENT
From an initial condition of leel flight the flaps are e0tended at a constant pitch
attitude. The aeroplane will subse3uently( START TO CLIMB
From an initial condition of leel flight the flaps are retracted at a constant pitch
attitude. The aeroplane will subse3uently( START TO SIN!
From the buffet onset graph of a gien .et transport aeroplane it is determined that at
F8 2&" at a gien mass buffet free flight is possible between / * ".?+ and / * ".==.
$n what way would these numbers change if the aeroplane is suddenly pulled up e.g. in
a traffic aoidance manoeure5 THE LOWER MACH NUMBER INCREASES
AND THE HIGHER MACH NUMBER DECREASES
-ien an aeroplane in steady# straight and leel flight at low speed and considering the
effects of ,- location and thrust# the lowest alue of wing lift occurs at: AFT CG
AND TA!E'OFF THRUST
-ien an aeroplane in steady# straight and leel flight at low speed and considering the
effects of ,- location and thrust# the highest alue of wing lift occurs at: FORWARD
CG AND IDDLE THRUST
-ien an aeroplane with a propeller turning clockwise as seen from behind# the tor3ue
effect during the take off run will tend to: ROLL THE AEROPLANE TO THE
LEFT
-ien an initial condition in straight and leel flight with a speed of &.+ <6. The
ma0imum bank angle attainable without stalling in a steady co-ordinated turn# whilst
maintaining speed and altitude# is appro0imately: 6; DEGREES
-ien the following aeroplane configurations: &. ,lean wing. '. 6lats only e0tended.
2. Flaps only e0tended. ;lace these configurations in order of increasing critical angle
of attack: $"1"
-ien the following characteristic points on a .et engine aeroplaneGs polar cure:1 & -
,8/AB.1 ' - long range cruise (9ero wind).1 2 - ma0imum lift to drag ratio.1 + -
minimum rate of descent (assume 9ero thrust).1 ! - ma0imum range cruise (9ero
wind).1 Arrange these points in order of increasing angle of attack: " 5" $" %" 1
-ien: Aeroplane mass: !" """kg. 8ift%Crag ratio: &'.Thrust per engine: '= """).
Assumed g: &"m%sD.For a straight# steady# wings leel climb of a three-engine
aeroplane# the all-engines climb gradient is: >.5%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &" Thrust per engine: (" """)
Assumed g: &"m%sD For a straight# steady# wings leel climb of a twin engine
aeroplane# the all engines climb gradient is: 1%%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &" Thrust per engine: '" """)
Assumed g: &"m%sD For a straight# steady# wings leel climb of a four-engine
aeroplane# the all engines climb gradient is: 6.;%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &" Thrust per engine: 2" """)
Assumed g: &"m%sD For a straight# steady# wings leel climb of a three-engine
aeroplane# the all engines climb gradient is: >. ;%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &' Thrust per engine: '& """)
aeroplane# the all engines climb gradient is: >.5%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &' Thrust per engine: '= """)
aeroplane# the one engine inoperatie climb gradient is: >.5%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &' Thrust per engine: '= """)
aeroplane# the one engine inoperatie climb gradient is: .=%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &' Thrust per engine: (" """)
aeroplane# the one engine inoperatie climb gradient is: $.7%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &' Thrust per engine: 2" """)
aeroplane# the all engines climb gradient is: =. 7 %
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &' Thrust per engine: '" """)
aeroplane# the all engines climb gradient is: 7.7%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &' Thrust per engine: !" """)
aeroplane# the all engines climb gradient is: 11.7%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &' Thrust per engine: '& """)
aeroplane# the one engine inoperatie climb gradient is: %.$%
-ien: Aeroplane mass: !" """kg 8ift%Crag ratio: &' Thrust per engine: (" """)
aeroplane# the all engines climb gradient is: 15. 7%
-ien:1 Aeroplane mass: !" """kg.1 8ift%Crag ratio: &'.1 Thrust per
engine: (" """).1 Assumed g: &"m%sD.1 For a straight# steady#
wings leel climb of a twin engine aeroplane# the all-engines climb gradient is: 15.7%
engine: '= """).1 Assumed g: &"m%sD.1 For a straight# steady#
wings leel climb of a three-engine aeroplane# the one-engine inoperatie climb
gradient is: . = %
engine: '" """).1 Assumed g: &"m%sD.1 For a straight# steady#
wings leel climb of a four-engine aeroplane# the all-engines climb gradient is: 7. 7 %
-ien:1 Aeroplane mass: !" """kg.1 8ift%Crag ratio: &".1 Thrust per
engine: '" """).1 Assumed g: &"m%sD.1 For a straight# steady#
wings leel climb of a four-engine aeroplane# the all-engines climb gradient is: 6. ;%
engine: (" """).1 Assumed g: &"m%sD.1 For a straight# steady#
wings leel climb of a twin engine aeroplane# the one-engine inoperatie climb
gradient is: $. 7 %
-ien:1 Aeroplane mass: !" """kg.1 8ift%Crag ratio: &".1 Thrust per
engine: 2" """).1 Assumed g: &"m%sD.1 For a straight# steady#
wings leel climb of a three-engine aeroplane# the all-engines climb gradient is( >. ;
%
-ien:1 Aeroplane mass: !" """kg.1 8ift%Crag ratio: &'.1 Thrust per engine: '=
""").1 Assumed g: &"m%sD.1 For a straight# steady# wings leel climb of a three-engine
-ien:1 Aeroplane mass: !" """kg.1 8ift%Crag ratio: &'.1 Thrust per engine: 2"
""").1 Assumed g: &"m%sD.1 For a straight# steady# wings leel climb of a three-
engine aeroplane# the all-engines climb gradient is: =. 7 %
-ien:1 Aeroplane mass: !" """kg.1 8ift%Crag ratio: &'.1 Thrust per engine: '&
""").1 Assumed g: &"m%sD.1 For a straight# steady# wings leel climb of a four-engine
-ien:1 Aeroplane mass:!" """kg.1 8ift%Crag ratio:&'.1 Thrust per engine: (" """).1
Assumed g: &"m%sD.1 For a straight# steady# wings leel climb of a twin engine
aeroplane# the all-engines climb gradient is: 15. 7%
-round effect has the following influence on the landing distance: INCREASES
-yroscopic precession of the propeller is induced by: PITCHING AND YAWING
>igh aspect ratio# as compared with low aspect ratio# has the effect of:
DECREASING INDUCED DRAG AND CRITICAL ANGLE OF ATTAC!
>igh speed buffet is induced by: BOUNDARY LAYER SEPARATION DUE TO
SHOC! WAVES
>ow are the speeds (shown in the figure) at point & and point ' related to the relatie
wind%airflow <5 V1:O AND VCV
>ow can a pilot recognise static stick force stability in an aeroplane during flight5 TO
MAINTAIN A SPEED ABOVE THE TRIM SPEED REQUIRES A PUSH
FORCE
>ow can a pilot recognise static stick force stability in an aeroplane during flight5 TO
MAINTAIN A SPEED BELOW THE TRIM SPEED REQUIRES A PULL
FORCE
>ow can the designer of an aeroplane with straight wings increase the static lateral
stability5 BY INCREASING THE ASPECT RATIO OF THE VERTICAL
STABILISER" SHILST MAINTAINING A CONSTANT AREA
>ow can wing flutter be preented5 BY LOCATING MASS IN FRONT OF THE
TORSION A&IS OF THE WING
>ow does positie camber of an aerofoil affect static longitudinal stability 5 $t has:
NO EFFECT" BACAUSE CAMBER OF THE AIRFOIL PRODUCES A
CONSTANT PITCH DOWN MOMENT COEFFICIENT" INDEPENDENT OF
ANGLE OF ATTAC!
>ow does stall speed ($A6) ary with altitude5 IT REMAINS CONSTANT AT
LOWER ALTITUDES BUT INCREASES AT HIGHER ALTITUDES DUE TO
COMPRESSIBILITY EFFECTS
>ow does the /ach number change during a climb at constant $A6 from sea leel to
+"#""" ft5 INCREASES WITH INCREASING ALTITUDE
>ow does the total drag change# in straight and leel flight at constant mass# as speed
is increased from the stall speed (<6) to ma0imum $A6 (<)J or </7)5 INITIALLY
DECREASES" THEN INCREASES
>ow does the total drag ary as speed is increased from stalling speed (<6) to
ma0imum $A6 (<)J) in a straight and leel flight at constant weight5
DECREASING" THEN INCREASING
>ow does <A (JA6) alter when the aeroplaneGs mass decreases by &EK5 1; %
LOWER
>ow does <A (JA6) alter when the aeroplaneGs mass decreases by &EK5 1; %
REDUCTION
>ow does </,- change with increasing field eleation and temperature5
DECREASES" BECAUSE THE ENGINE THRUST DECREASES
>ow is aderse yaw compensated for during entry into and roll out from a turn5
DIFFERENTIAL AILERON DEFLECTION
>ow is stall warning presented to the pilots of a large transport aeroplane5 STIC!
SHA!ER AND#OR AERODYNAMIC BUFFET
>ow will the density and static temperature change in a supersonic flow from a
position in front of a shock wae to behind it5 DENSITY WILL INCREASE"
STATIC TEMPERATURE WILL INCREASE
$f a symmetrical aerofoil is accelerated from subsonic to supersonic speed# the
aerodynamic centre will moe: AFT OF THE MID CHORD
$f an aeroplane carries out a descent at &(" kt $A6 and &""" ft%min ertical speed:
WEIGHT IS GREATER THAN LIFT
$f an aeroplane e0hibits insufficient stick force per g# this problem can be resoled by
installing: A BOBWEIGHT IN THE CONTROL SYSTEM WHICH PULLS THE
STIC! FORWARDS
$f an aeroplane flies in the ground effect: THE LIFT IS INCREASED AND THE
DRAG IS DECREASED
$f flaps are deployed at constant $A6 in straight and leel flight# the magnitude of tip
ortices will eentually : (flap span less than wing span): DECREASE
$f $A6 remains constant# the effect of decreasing aeroplane mass is that /crit:
INCREASES
$f in a two-dimensional incompressible and subsonic flow# the streamlines conerge
the static pressure in the flow will: DECREASE
$f 6 is the frontal area of the propeller disc# propeller solidity is the ratio of: THE
TOTAL FRONT AREA OF ALL THE BLADES TO S
$f the airspeed is doubled# whilst maintaining the same control surface deflection the
aerodynamic force on this control surface will: BECOME FOUR TIMES
GREATER
$f the airspeed reduces in leel flight below the speed for ma0imum 8%C# the total drag
of an aeroplane will: INCREASE BECAUSE OF INCREASED INDUCED DRAG
$f the altitude is increased and the TA6 remains constant in the troposphere under
standard atmospheric conditions# the /ach number will: INCREASE
$f the aspect ratio of a wing increases whilst all other releant factors remain constant#
the critical angle of attack will: DECREASE
$f the continuity e3uation is applicable# what will happen to the air density (rho) if the
cross sectional area of a tube changes5 (low speed# subsonic and incompressible flow):
RHO1:RHO
$f the eleator trim tab is deflected up# the cockpit trim indicator presents: NOSE'
DOWN
$f the lift generated by a gien wing is &""" k)# what will be the lift if the wing area is
doubled5 ;;; !N
if the /ach number is ".= and the TA6 is +"" kt# what is the speed of sound5 5;; !T
if the /ach number is ".= and the TA6 is +=" kt# what is the speed of sound5 6;; !T
$f the /ach number of an aeroplane in supersonic flight is increased# the /ach cone
angle will: DECREASE
$f the nose of an aeroplane yaws left# this causes: A ROLL TO THE LEFT
$f the propeller pitch of a windmilling propeller is decreased during a glide at constant
$A6 the propeller drag in the direction of flight will: INCREASE AND THE RATE
OF DESCENT WILL INCREASE
$f the propeller pitch of a windmilling propeller is increased during a glide at constant
$A6 the propeller drag in the direction of flight will: DECREASE AND THE RATE
OF DESCENT WILL DECREASE
$f the :;/ leer of a constant speed propeller is moed forward during a glide with
idle power and whilst maintaining constant airspeed# the propeller pitch will:
DECREASE AND THE RATE OF DESCENT WILL INCREASE
$f the stall speed of an aeroplane is (" kt# at what speed will the aeroplane stall if the
load factor is '5 >5 !T
$f the static lateral stability of an aeroplane is increased# whilst its static directional
stability remains constant: ITS SENSIVILITY TO DUTCH ROLL INCREASES
$f the sum of all the moments in flight is not 9ero# the aeroplane will rotate about the:
CENTRE OF GRAVITY
$f the total sum of moments about one of its a0es is not 9ero# an aeroplane would:
E&PERIENCE AN ANGULAR ACCELERATION ABOUT THAT A&IS
$f the wing area is increased# lift will( INCREASE BACAUSE IT IS DIRECTLY
PROPORTIONAL TO WING AREA
$f you decrease the propeller pitch during a glide with idle-power at constant $A6 the
lift to drag ratio will: DECREASE AND THE RATE OF DESCENT WILL
INCREASE
$f you increase the propeller pitch during a glide with idle-power at constant $A6 the
lift to drag ratio will: INCREASE AND THE RATE OF DESCENT WILL
DECREASE
$f you pull back the :;/ leer of a constant speed propeller during a glide with idle
power and constant speed# the propeller pitch will: INCREASE AND THE RATE
OF DESCENT WILL DECREASE
$gnoring downwash effects on the tailplane# e0tension of Fowler flaps# will produce: A
NOSE'DOWN PITCHING MOMENT
$n a co-ordinated hori9ontal turn# the magnitude of the centripetal force at +! degrees
of bank: IS EQUAL TO THE WEIGHT OF THE AEROPLANE
$n a conergent tube with an incompressible sub-sonic airflow# the following pressure
changes will occur: ;s * static pressure. ;dyn * dynamic pressure. ;tot * total
pressure: PS DECREASES" PDYN INCREASES" PTOT REMAINS CONSTANT
$n a skidding turn (the nose pointing inwards)# compared with a co-ordinated turn# the
bank angle (i) and the "ball" or slip indicator (ii) are respectiely: (I) TOO SMAALL"
(II) DISPLACED TOWARDS THE HIGH WING
$n a slipping turn (nose pointing outwards)# compared with a co-ordinated turn# the
bank angle (i) and the "ball" or slip indicator (ii) are respectiely: (I) TOO LARGE"
(II) DISPLACED TOWARD THE LOW WING
$n a stationary subsonic streamline flow pattern# if the streamlines conerge# in this
part of the pattern# the static pressure ($) will ...and the elocity ($$) will ...( (I)
DECREASE" (II) INCREASE
$n a steady co-ordinated hori9ontal turn# lift is: GREATER THAN IN STRAIGHT
AND LEVEL FLIGHT" BECAUSE IT MUST BALANCE THE WEIGHT AND
GENERATE THE CENTRIPETAL FORCE
$n a steady leel# co-ordinated turn# the load factor n and the stall speed <6 will be: N
GREATER THAN 1" VS HIGUER THAN IN STRAIGHT AND LEVEL
FLIGHT
$n a steady straight climb at climb angle GgammaG# the lift of an aeroplane with weight
4 is appro0imately: WACOS(GAMMA)
$n a steady# hori9ontal# co-ordinated turn: THRUST EQUALS DRAG" BECAUSE
THERE IS EQUILIBRIUM OF FORCES ALONG THE DIRECTION OF
FLIGHT
$n a straight steady descent# which of the following statements is correctE LIFT IS
LESS THAN WEIGHT" LOAD FACTOR IS LESS THAN 1
$n a straight# steady climb the thrust must be: GREATER THAN THE DRAG
BECAUSE IT MUST ALSO BALANCE A COMPONENT OF WEIGHT
$n case of supersonic flow retarded by a normal shock wae a high efficiency (low
loss in total pressure) can be obtained if the /ach number in front of the shock is:
SMALL BUT STILL SUPERSONIC
$n case the /ach trimmer fails: THE MACH NUMBER MOST BE LIMITED
$n comparison to a conentional aerofoil section# typical shape characteristics of a
supercritical aerofoil section are( A LARGER NOSE RADIUS" FLATTER UPPER
SURFACE AND NEGATIVE AS WELL AS POSITIVE CAMBER
$n general transport aeroplanes with power assisted flight controls are fitted with an
ad.ustable stabiliser instead of trim tabs on the eleator. This is because:
EFFECTIVENESS OF TRIM TABS IS INSUFFICIENT FOR THOSE
AEROPLANES
$n general# control forces are reduced by: A HORN BALANCE" SERVO TAB AND
SPRING TAB
$n general# directional controllability with one engine inoperatie on a multi-engine
aeroplane is faourably affected by:1 &. high temperature.1 '. low temperature.1 2. aft
,- location.1 +. forward ,- location.1 !. high altitude.1 (. low altitude.1 The
combination that regroups all of the correct statements is: 1" %" 5
aeroplane is adersely affected by:1 &. high temperature.1 '. low temperature.1 2. aft
combination that regroups all of the correct statements i6: " $" 6
aeroplane is faourably affected by:1 &. high temperature.1 '. low temperature.1 2. aft
combination that regroups all of the correct statements is: 1" %" 5
$n order to fly a rate one turn at a higher airspeed# the bank angle must be:
INCREASED AND THE TURN RADIUS WILL INCREASE
$n order to maintain constant speed during a leel# co-ordinated turn# compared with
straight and leel flight# the pilot must: INCREASE THRUST#POWER AND
ANGLE OF ATTAC!
$n order to maintain straight and leel flight at a constant airspeed# whilst the flaps are
being retracted# the angle of attack must be: $),:JA6JC
$n order to perform a steady leel turn at constant speed in an aeroplane# the pilot
must: INCREASE THRUST#POWER AND ANGLE OF ATTAC!
$n order to proide an ade3uate "buffet boundary" at the commencement of the cruise
a speed of &.2<s is used. At a mass of &'"""" kg this is a ,A6 of &=" knots. $f the
mass of the aeroplane is increased to &2!""" kg the alue of &.2<s will be:
INCREASE TO 1=1 !NOTS" DRAG WILL INCREASE AND AIR DISTANCE
PER !G OF FUEL WILL DECREASE
$n straight and leel flight at a speed of &.2 <6# the lift coefficient# e0pressed as a
percentage of its ma0imum (,8ma0)# would be: 5=%
$n straight and leel flight# as speed is reduced: T>J J8J<AT7: $6 DEFLECTED
FURTHER UPWARDS AND THE TRIM TAB FURTHER DOWNWARDS
$n straight flight# as speed is increased# whilst trimming to keep the stick force 9ero:
THE ELEVATOR IS DEFLECTED FURTHER DOWNWARDS AND THE
TRIM TAB FURTHER UPWARDS
$n straight flight# as speed is reduced# whilst trimming to keep the stick force 9ero:
THE ELEVATOR IS DEFLECTED FURTHER UPWARDS AND THE TRIM
TAB FURTHER DOWNWARDS
$n supersonic flight aerofoil pressure distribution is: RECTANGULAR
$n supersonic flight# all disturbances produced by an aeroplane are: WITHIN A
CONICAL BONE" DEPENDENT ON THE MACH NUMBER
$n supersonic flight# all disturbances produced by an aeroplane are: WITHIN A
CONICAL BONE" DEPENDENT ON THE MACH NUMBER
$n the eent of failure of the /ach trimmer: THE MACH NUMBER MUST BE
LIMITED
$n the transonic range lift will decrease at the shock stall due to the: SEPARATION
OF THE BOUNDARY LAYER AT THE SHOC! WAVES
$n the transonic range the aeroplane characteristics are strongly determined by the:
MACH NUMBER
$n transonic flight the ailerons will be less effectie than in subsonic flight because:
AILERON DEFLECTION ONLY PARTLY AFFECT THE PRESSURE
DISTRIBUTION AROUND THE WING
$n twin engine aeroplanes with propellers turning clockwise as seen from behind:
THE LEFT ENGINE IS THE CRITICAL ENGINE
$n what phase of flight are the outboard ailerons (if fitted) not actie5 CRUISE
$n what way do (&) induced drag and (') parasite drag alter with increasing speed in
straight and leel flight5 (1) DECREASES AND () INCREASES
$n what way is the longitudinal stability affected by the degree of positie camber of
the aerofoil5 NO EFFECT" BECAUSE CAMBER OF THE AEROFOIL
PRODUCES A CONSTANT PITCH DOWN MOMENT COEFFICIENT"
INDEPENDANT OF ANGLE OF ATTAC!
$n which phase of the take-off is the aerodynamic effect of ice located on the wing
leading edge most critical5 THE LAST PART OF THE ROTATION
$n which situation would the wing lift of an aeroplane in straight and leel flight hae
the highest alue5 FORWARD CENTRE OF GRAVITY AND IDLE THRUST
$ncrease of wing loading will( INCREASE THE STALL SPEEDS
$ncreasing air density will hae the following effect on the drag of a body in an
airstream (angle of attack and TA6 are constant): THE DRAG INCREASES
$ncreasing dynamic pressure will hae the following effect on the total drag of an
aeroplane: AT SPEEDS ABOVE THE MINIMUM DRAG SPEED" TOTAL
DRAG INCREASES
$ncreasing dynamic pressure will hae the following effect on the drag of an aeroplane
(all other factors of importance remaining constant): AT SPEEDS GREATER THAN
THE MINIMUM DRAG SPEED" DRAG INCREASES
$ncreasing the aspect ratio of a wing: DECREASES INDUCED DRAG
$ncreasing the number of propeller blades will: INCREASE THE MA&IMUM
ABSORPTION OF POWER
$nduced drag at constant $A6 is affected by: AEROPLANE WEIGHT
$nduced drag is created by the: SPAINWISE FLOW PATTERN RESULTING IN
THE TIP VORTICES
$nduced drag is the result of: DOWNWASH GENERATED BY TIP VORTICES
$nduced drag may be reduced by: AN INCREASE IN ASPECT RATIO
$nterference drag is the result of: AERODYNAMIC INTERACTION BETWEEN
AEROPLANE PARTS (E.G. WING#FUSELAGE)
$s a transport aeroplane allowed to fly at a higher /ach number than the Gbuffet-onsetG
/ach number in &g flight5 NO" THIS IS NOT ACCEPTABLE
Lust aboe the critical /ach number the first eidence of a shock wae will appear at
the: UPPER SIDE OF THE WING
8ift is generated when: THE FLOW DIRECTION OF A CERTAIN MASS OF AIR
IS CHANGED
8ift is the : COMPONENT OF THE TOTAL AERODYNAMIC FORCE"
PERPENDICULAR TO THE LOCAL FLOW
8oad factor is increased by: UPWARD GUSTS
8oad factor is: LIFT#WEIGHT
8ongitudinal stability is directly influenced by: CENTRE OF GRAVITY
POSITION
8ongitudinal static stability is created by the fact that the: CENTRE OF GRAVITY
IS LOCATED IN FRONT OF THE NEUTRAL POINT OF THE AEROPLANE
8ow speed pitch up is caused by the( OUTWARD DRIFT OF THE BOUNDARY
LAYER ON A SWEPT'BAC! WING
8ow speed pitch up is caused by the: SPANWISE FLOW ON A SWEPT BAC!
WING
8ow speed pitch-up can be caused by a significant thrust: INCREASE WITH
PODDED ENGINES LOCATED BENEATH A LOW'MOUNTED WING
/ach buffet occurs: AT THE MACH NUMBER AT WHICH SHOC! WAVE
INDUCED BOUNDARY LAYER SEPARATION OCCURS
/ass-balancing of control surfaces is used to: PREVENT FLUTTER OF
CONTROL SURFACES
/crit is increased by: SWEEPBAC!" THIN AEROFOILS AND AREA RULING
/crit is the free stream /ach )umber at which: SOWHERE ABOUT THE
AIRFRAME MACH 1 IS REACHED LOCALLY
/inimum drag of an aeroplane in straight and leel flight occurs at the: MA&IMUM
CL'CD RATIO
)egatie tail stall is( A SUDDEN REDUCTION IN THE DOWNWARD
AERODYNAMIC FORCE ON THE TAILPLANE
7n a .et aeroplane (engines mounted below the low wing) the thrust is suddenly
increased. 4hich of these statements is correct about the eleator deflection re3uired
to maintain 9ero pitching moment5 THE ELEVATOR MUST BE DEFLECTED
DOWNWARD
7n a large transport aeroplane# the auto-slat system: E&TENDS THE SLATS
AUTOMATICALLY WHEN A CERTAIN VALUE OF ANGLE OF ATTAC! IS
E&CEEDED
7n a swept wing aeroplane at low airspeed# the "pitch up" phenomenon: IS CAUSED
BY WINGTIP STALL
7n a symmetrical aerofoil# the pitching moment for which ,l*" is: BERO
7n a un-swept wing# when the aerofoil is accelerated from subsonic to supersonic
speeds# the aerodynamic centre : SHIFTS FROM ABOUT 5% TO ABOUT 5;%
OF THE AIRFOIL CHORD
7n a wing fitted with a "fowler" type trailing edge flap# the "Full e0tended" position
will produce: AN INCREASE IN WING AREA AND CAMBER
7n an asymmetrical# single cure aerofoil# in subsonic airflow# at low angle of attack#
when the angle of attack is increased# the centre of pressure will (assume a
conentional transport aeroplane): MOVE FORWARD
7ne adantage of a moable-stabiliser system compared with an eleator trim system
is that: IT IS MORE EFFECTIVE MEANS OF TRIMMING
7ne adantage of a supercritical wing aerofoil oer a conentional one is( IT
ALLOWS A WING OF INCREASED RELATIVE THIC!NESS TO BE USED
FOR APPRO&IMATELY THE SAME CRUISE MACH NUMBER
7ne adantage of mounting the hori9ontal tailplane on top of the ertical fin is: TO
IMPROVE THE AERODYNAMIC EFFICIENTY OF THE VERTICAL FIN
7ne disadantage of wing sweepback is: THE TENDENCY OF THE WINGTIP
SECTION TO STALL PRIOR TO THE WING ROOT SECTION
7ne important adantage the turbulent boundary layer has oer the laminar type is that
: IT HAS LESS TENDECY TO SEPARATE FROM THE SURFACE
7ne method to compensate aderse yaw is: A DIFERENTIAL AILERON
7ne of the re3uirements for positie dynamic stability is: POSITIVE STATIC
STABILITY
7utboard ailerons (if present) are normally used: IN LOW SPEED FLIGHT ONLY
;ositie static lateral stability is the tendency of an aeroplane to: ROLL TO THE
LEFT IN THE CASE OF A SIDESLIP (WITH THE AIRPLANE NOSE
POINTING TO THE LEFT OF THE INCOMING FLOW)
;ositie static longitudinal stability means that a: NOSE'DOWN MOMENT
OCCURS AFTER ENCOUNTERING AN UP'GUST
;ositie static stability of an aeroplane means that following a disturbance from the
e3uilibrium condition( THE INITIAL TENDENCY IS TO RETURN TOWARDS
ITR EQUILIBRIUM CONDITION
;ositie static stability of an aeroplane means that following a disturbance from the
e3uilibrium condition: THE INITIAL TENDENCY IS TO RETURN TOWARDS
ITS EQUILIBRIUM CONDITION
;ropeller blade twist is the: VARYING OF THE BALDE ANGLE FROM THE
ROOT TO THE TIP OF A PROPELLER BLADE
;ropeller efficiency is: THE RATIO OF POWER AVAILABLE (THRUST A TAS)
TO SHAFT POWER. (TORQUEARPM)
;ropeller efficiency may be defined as the ratio between: USABLE (POWER
AVAILABLE) POWER OF THE PROPELLER AND SHAFT POWER
:egarding a positiely cambered aerofoil section# which statement is correct51 $. The
angle of attack has a positie alue when the lift coefficient e3uals 9ero.1 $$. A nose up
pitching moment e0ists when the lift coefficient e3uals 9ero: I IS INCORRECT AND
II IS INCORRECT
:egarding a positiely cambered aerofoil section# which statement isM8?E"& correct5
$. The angle of attack has a negatie alue when the lift coefficient e3uals 9ero. $$. A
nose down pitching moment e0ists when the lift coefficient e3uals 9ero: I IS
CORRECT AND II IS CORRECT
:egarding a positiely cambered aerofoil section# which statement is correct5$. The
angle of attack has a positie alue when the lift coefficient e3uals 9ero.$$. A nose
down pitching moment e0ists when the lift coefficient e3uals 9ero: 1 INCORRECT"
CORRECT
:egarding a symmetric aerofoil section# which statement is correct51 $. The angle of
attack has a positie alue when the lift coefficient e3uals 9ero.1 $$. The pitching
moment is 9ero when the lift coefficient e3uals 9ero: I IS INCORRECT AND II IS
CORRECT
:egarding deep stall characteristics# identify whether the following statements are
correct or incorrect: $. An aeroplane with a low hori9ontal tail and wings with
sweepback is normally prone to deep stall. $$. An aeroplane with a canard is normally
prone to deep 6tahl: I IS INCORRECT" II IS INCORRECT
correct or incorrect:1 $. The combination of a wing with sweepback and a T-tail make
an aeroplane prone to deep stall.1 $$. A stick shaker system is fitted to an aeroplane that
e0hibits abnormal stall characteristics: 1 CORRECT" INCORRECT
correct or incorrect:1 $. A wing with forward sweep and a low hori9ontal tail makes an
aeroplane prone to deep stall.1 $$. A stick pusher system can be fitted to an aeroplane
that e0hibits abnormal stall characteristics: 1 INCORRECT" CORRECT
correct or incorrect:1 $. An aeroplane with a low hori9ontal tail and wings with
sweepback is normally prone to deep stall.1 $$. An aeroplane with a canard is normally
prone to deep 6tahl: & AND ARE INCORRECT
correct or incorrect:1 $. A wing with forward sweep and a low hori9ontal tail makes an
aeroplane prone to deep stall.1 $$. A stick shaker system is fitted to an aeroplane that
e0hibits abnormal stall characteristics: 1 AND ARE INCORRECT
:egarding the lift formula# if airspeed doubles# lift will: BE % TIMES GREATER
:egarding the lift formula# if density doubles# lift will( ALSO DOUBLE
:egarding the transonic speed range( BOTH SUBSONIC AND SUPERSONIC
SPEEDS E&IST IN THE FLOW AROUND THE AEROPLANE
:olling is the rotation of the aeroplane about the: LONGITUDINAL A&IS
:otation about the lateral a0is is called: PITCHING
:otation about the longitudinal a0is of an aeroplane can be achieed by: AILERON
DEFLECTION AND# OR RUDDER DEFLECTION
:otation around the longitudinal a0is is called: ROLLING
:otation around the normal a0is is called: YAWING
6elect if the following statements are correct or incorrect.1 i. 4hen the propeller tip
speed is supersonic the prop noise doesnNt increase.1 ii. 4hen the propeller tip speed is
supersonic it is less efficientF I INCORRECT" II CORRECT
6ensitiity for spiral die will occur when: THE STATIC DIRECTIONAL
STABILITY IS POSITIVE AND THE STATIC LATERAL STABILITY IS
RELATIVELY WEA!
6hock induced separation can occur: BEHIND A STRONG NORMAL SHOC!
WAVE" INDEPENDANT OF ANGLE OF ATTAC!
6hock induced separation results in: DECREASING LIFT
6hock stall: OCCURS WHEN THE LIFT COEFICIENT" AS A FUNCTION OF
MACH NUMBER" REACHES ITS MA&IMUM VALUE
6lat e0tension will: INCREASE THE CRITICAL ANGLE OF ATTAC!
6lat e0tension: DELAYS THE STALL TO A HIGHER ANGLE OF ATTAC!
6lat or flap asymmetry occurring after either e0tension or retraction# may hae an
effect on controllability since: SLAT ASYMMETRY CAUSES A YAWING
MOMENT" WHEREAS FLAP ASYMMETRY CAUSES A LARGE ROLLING
MOMENT
6ome aeroplanes hae a GwaistG or Gcoke bottleG contoured fuselage. This is done to:
APPLY AREA RULE
6poiler e0tension causes( AN INCREASE IN DRAG AND DECREASE IN LIFT
6poilers mounted on the wing upper surface can be used to: ASSIST THE
AILERONS
6tall speed ($A6) aries with: WEIGHT
6tatic directional stability is mainly proided by: THE FIN
6tatic directional stability is the: TENDENCY OF AN AEROPLANE TO
RECOVER FROM A S!ID WITH THE RUDDER FREE
6tatic lateral stability should not be too large# because: TOO MUCH AILERON
DEFLECTION WOULD BE REQUIRED IN A CROSSWIND LANDING
6tatic lateral stability should not be too small because: THE AEROPLANE WOULD
SHOW TOO STRONG A TENDECY TO SPIRAL DIVE
6tatic lateral stability will be decreased by: INCREASING WING ANHEDRAL
6tatic lateral stability will be decreased by: REDUCING WING SWEEPBAC!
6tatic lateral stability will be decreased by: TO USE OF A LOW" RATHER THAN
A HIGH" WING MOUNTING
6tatic lateral stability will be increased by: INCREASING WING SWEEPBAC!
6tatic lateral stability will be increased by: REDUCING WING ANHEDRAL
6tatic lateral stability will be increased by: THE USE OF A HIGH" RATHER
THAN LOW" WING MOUNTING
6tatic pressure is acts: IN ALL DIRECTIONS
6tatic stability means that: FOLLOWING A DISTURBANCE FROM THE
EQUILIBRIUM CONDITION" A FORCE AND#OR MOMENT IS
GENERATED THAT TENDS TO COUNTER THE EFFECTS OF THAT
DISTURBANCE
6tick force per g: IS DEPENDANT ON CG LOCATION
6tick forces# proided by an eleator feel system# depend on: ELEVATOR
DEFLECTION" DYNAMIC PRESSURE
6weepback of a wing positiely influences:&. static longitudinal stability.'. static
lateral stability.2. dynamic longitudinal stability.The combination that regroups all of
the correct statements is(
Taper ratio of a wing is the ratio between: TIP CHORD AND ROOT CHORD
The "short period mode" is an: OSCILLATION ABOUT THE LATERAL A&IS
The (&) stick force stability and the (') manoeure stability are positiely affected by:
(1) FORWARD CG MOVEMENT () FORWARD CG MOVEMENT
The (subsonic) static pressure: DECREASES IN A FLOW IN A TUBE WHEN
THE DIAMETER DECREASES
The additional increase in drag at /ach numbers aboe the critical /ach number is
due to: WAVE DRAG
The aerodynamic centre of a wing is the point relatie to which: ASSUMING NO
FLOW SEPARATION" THE PITCHING MOMENT COEFFICIENT DOES
NOT CHANGE WITH VARYING ANGLE OF ATTAC!
The aerodynamic centre of the wing is the point# where: THE PITCHING
MOMENT COEFFICIENT DOES NOT VARY WITH ANGLE OF ATTAC!
The aerodynamic contribution to the static longitudinal stability of the nacelles of aft
fuselage mounted engines is: POSITIVE
The aerodynamic drag of a body# placed in a certain airstream depends amongst others
on: THE AIRSTREAM VELOCITY
The aerofoil polar is: A GRAPH OF THE RELATION BETWEEN THE LIFT
COEFFICIENT AND THE DRAG COEFFICIENT
The aeroplane drag in straight and leel flight is lowest when the: PARASITE DRAG
IS EQUAL TO INDUCED DRAG
The aeroplane motion# schematically illustrated in the anne0# is an e0ample of a
dynamically: UNSTABLE PERIODIC MOTION
The aft ,- limit can be determined by the: MINIMUM ACCEPTABLE STATIC
LONGITUDINAL STABILITY
The aft moement of the centre of pressure during the acceleration through the
transonic flight regime will: INCREASE THE STATIC LONGITUDINAL
STABILITY
The airload on the hori9ontal tailplane (tailload) of an aeroplane in straight and leel
cruise flight: IS IN GENERAL DIRECTED DOWNWARDS AND WILL
BECOME LESS NEGATIVE WHEN THE C. G. MOVES AFT
The angle between the aeroplane longitudinal a0is and the chord line is the: ANGLE
OF INCIDENSE
The angle between the airflow (relatie wind) and the chord line of an aerofoil is:
ANGLE OF ATTAC!
The angle of attack for a propeller blade is the angle between the blade chord line and
the: LOCAL AIR SPEED VECTOR
The angle of attack of a fi0ed pitch propeller blade increases when: RPM
INCREASES AND FORWARD VELOCITY DECREASES
The angle of attack of a propeller blade element is the angle between the blade
element chord line and the: RESULTANT AIR SPEED VECTOR
The angle of attack of a rotating propeller blade element shown in the anne0 is(
ANGLE 1
The angle of attack of a rotating propeller blade element shown in the anne0 is:
ANGLE 1
The angle of attack of a two dimensional wing section is the angle between: THE
CHORD LINE OF THE AIRFOIL AND THE FREE STREAM DIRECTION
The angle of attack of a wing profile is defined as the angle between: THE
UNDISTURBED AIRFLOW AND THE CHORDLINE
The angle of attack of an aerofoil section is defined as the angle between the:
UNDISTURBED AIRFLOW AND THE CHORD LINE
The angle of attack of an aerofoil section is the angle between the: CHORD LINE
AND THE RELATIVE UNDISTURBED AIRFLOW
The application of the area rule on aeroplane design will decrease the: 4A<J C:A-
The asymmetric blade effect on an single engine aeroplane with a clockwise rotating
propeller: PRODUCES LEFT YAW
The bank angle in a rate-one turn depends on: TAS
The blade angle of a propeller is usually referenced at: 75% OF BLADE RADIUS
The blade angle of a rotating propeller blade element shown in the anne0 is: ANGLE
The blade angle of a rotating propeller blade element shown in the anne0 is:1 ANGLE
The boundary layer of a wing is: A LAYER ON THE WING IN WHICH THE
STREAM VELOCITY IS LOWER THAN THE FREE STREAM VELOCITY
The boundary layer of a wing is: A LAYER ON THE WING IN WHICH THE
STREAM VELOCITY IS LOWER THAN THE FREE STREAM VELOCITY
The bow wae will first appear at( A MACH NUMBER )UST ABOVE M:1
The centre of graity moing aft will: INCREASE THE ELEVATOR UP
EFFECTIVENESS
The ,- of an aeroplane is in a fi0ed position forward of the neutral point. 4hich of
these statements about the stick force stability is correct5 AN INCREASE OF 1; !T
FROM THE TRIMMED POSITION AT LOW SPEED HAS MORE EFFECT
ON THE STIC! FORCE"THAN AN INCREASE OF 1; !T FROM THE
TRIMMED POSITION AT HIGH SPEED
The ,- of an aeroplane is in a fi0ed position forward of the neutral point. 4hich of
these statements about the stick force stability is correct5 AN INCREASE OF 1; !T
FROM THE TRIMMED POSITION AT HIGH SPEED HAS LESS EFFECT ON
THE STIC! FORCE" THAN AN INCREASE OF 1; !T FROM THE
TRIMMED POSITION AT LOW SPEED
The ,l - alpha cure of a positie cambered aerofoil intersects with the ertical a0is of
the ,l - alpha graph: ABOVE THE ORIGIN
The conse3uences of e0ceeding /crit in a swept-wing aeroplane may be: (assume no
correctie deices# straight and leel flight): BUFFETING OF THE AEROPLANE
AND A TENDECY TO PITCH DOWN
The contribution of swept back wings to static directional stability: IS POSITIVE
The contribution of the wing to the static longitudinal stability of an aeroplane(
DEPENDS ON CG LOCATION RELATIVE TO THE WINGG.
The contribution of wing sweep back to static directional stability is: POSITIVE
The contribution to the static directional stability of a straight wing with high aspect
ratio and without dihedral: IS ALWAYS NEGLIGIBLE
The correct drag formula is: D: CD H RHO VS
The correct se3uence of cross-sections representing propeller blade twist is:
SEQUENCE 1
SEQUENCE $
SEQUENCE %
The correct se3uence of cross-sections representing propeller blade twist is(
SEQUENCE
The critical angle of attack: REMAINS UNCHANGED REGARDLESS OF
GROOS WEIGHT
The critical /ach number can be increased by: SWEEPBAC! OF THE WINGS
The critical /ach number of an aerofoil is the free stream /ach number at which:
SONIC SPEED (M:1) IS FIRST REACHED ON THE UPPER SURFACE
The critical /ach )umber of an aeroplane can be increased by: SWEEPBAC! OF
THE WINGS
The critical /ach number of an aeroplane is the free stream /ach number that
produces the first sign of: LOCAL SONIC FLOW
The critical /ach number of an aeroplane is the /ach number: ABOVE WHICH"
LOCALLY SUPERSONIC FLOW E&ISTS SOMEWHERE OVER THE
AEROPLANE
The descent angle of a gien aeroplane in a steady wings leel glide has a fi0ed alue
for a certain combination of: (ignore compressibility effects and assume 9ero thrust)
CONFIGURATION AND ANGLE OF ATTAC!
The diagram representing a feathered propeller is: DIAGRAM $
The diagram shows the parameter B ersus TA6. $f a hori9ontal flight is considered
the a0is B shows: THE INDUCED DRAG
The diagram that correctly represents the aerodynamic forces acting on a propeller in
reerse thrust is: DIAGRAM
The diagram that correctly represents the aerodynamic forces acting on a propeller in
normal flight is: DIAGRAM 1
The diagram that correctly represents the aerodynamic forces acting on a windmilling
propeller is: DIAGRAM %
The diagram that correctly represents the propeller in the feathered position is:
DIAGRAM $
The diagram the letter which correctly represents the Angle of Adance (>eli0 Angle)
is: D
The difference between a propellerGs blade angle and its angle of attack is called: THE
HELI& ANGLE
The difference between $A6 and TA6 will: DECREASE WITH DECREASING
ALTITUDE
The difference between the effects of slat and flap asymmetry is that: ("large" in the
conte0t of this 3uestion means not or hardly controllable by normal use of controls)
FLAP ASYMMETRY CAUSES A LARGE ROLLING MOMENT AT ANY
SPEED WHEREAS SLAT ASYMETRIC CAUSES A LARGE DIFFERENCE IN
CLMA&
The effect of a positie wing sweep on static directional stability is as follows:
STABILIBING EFFECT
The effect of a entral fin on the static stability of an aeroplane is as follows :1
(&*longitudinal# '*lateral# 2*directional): 1( NO EFFECT" ( NEGATIVE" $(
POSITIVE
The effect of a wing with sweepback on static directional stability is as follows:
STABILIBING EFFECT
The effect of increasing angle of sweep is: AN INCREASE IN THE CRITICAL
MACH NUMBER
The effect of the wing downwash on the static longitudinal stability of an aeroplane is:
NEGATIVE
The effect on static lateral stability of an aeroplane with a high wing as compared with
a low wing is: A POSITIVE DIHEDRAL EFFECT
The effect on static stability of an aeroplane with a high wing as compared to a low
wing is: A POSSITIVE DIHEDRAL EFFECT
The effectie pitch of a propeller is the: ACTUAL DISTANCE A PROPELLER
ADVANCES IN ONE REVOLUTION
The effects of ery heay rain (tropical rain) on the aerodynamic characteristics of an
aeroplane are: DECREASE OF CLMA& AND INCREASE OF DRAG
The eleator deflection re3uired for a gien manoeure will be: LARGER FOR A
FORWARD CG POSITION WHEN COMPARED TO AN AFT POSITION
The eleator deflection re3uired for a gien manoeure will be: LARGE AT LOW
IAS WHEN COMPARED TO HIGH IAS
The eleator deflection re3uired for a gien manoeure will be: SMALLER AT
HIGH IAS WHEN COMPARED TO LOW IAS
The eleator deflection re3uired for a gien manoeure will be: SMALLER FOR A
AFT CG POSITION WHEN COMPARED TO AN FORWARD POSITION
The e0treme right limitation for both gust and manoeure diagrams is created by the
speed( VD
The flight /ach number is ".= and the TA6 is +"" kts. The speed of sound is: 5;;
!TS
The following factors increase stall speed: AN INCREASE IN LOAD FACTOR" A
FORWARD CG SHIFT" DECREASE IN THRUST
The following unit of measurement: kgm%sD is e0pressed in the 6$-system as:
NEWTON
The forces of lift and drag on an aerofoil are# respectiely# normal and parallel to the:
RELATIVE WIND#AIRFLOW
The formula for the /ach )umber is: (a* speed of sound) M:TAS#A
The four forces acting on an aeroplane in leel flight are: THRUST" LIFT" DRAG
AND WEIGHT
The frontal area of a body# placed in a certain airstream is increased by a factor 2. The
shape will not alter. The aerodynamic drag will increase with a factor: $
The function of ailerons is to rotate the aeroplane about the: LONGITUDINAL A&IS
The function of the slot between an e0tended slat and the leading edge of the wing is
to( CAUSE A VENTURI EFFECT WHICH ENERGIBES THE BOUNDARY
LAYER
The function of the stick pusher is: TO ACTIVATE AND PUSH THE STIC!
FORWARD AT OR BEYOND A CERTAIN VALUE OF ANGLE OF ATTAC!
The fundamental difference between the aerodynamic characteristics of two and three-
dimensional flow is that# in a three-dimensional flow about a wing: A SPANWISE
COMPONENT E&ISTS IN ADITTION TO THE CHORDWISE SPEED
COMPONENT
The geometric pitch of a propeller is the: THEORETICAL DISTANCE A
PROPELLER WOULD ADVANCE IN ONE REVOLUTION AT BERO BLADE
ANGLE OS ATTAC!
The gust load factor due to a ertical upgust increases when: THE GRADIENT OF
THE CL'ALPHA INCREASES
The heli0 or adance angle of a rotating propeller blade element shown in the anne0
is: ANGLE $
The high lift deice shown in the figure below is a: !RUEGER FLAP
The high lift deice shown in the figure is a: SLAT
The increase in stall speed ($A6) with increasing altitude is due to:
COMPRESSIBILITY EFFECTS
The induced angle of attack is the result of: DOWNWASH DUE TO TIP
VORTICES
The induced angle of attack is: THE ANGLE BY WHICH THE RELATIVE
AIRFLOW IS DEFLECTED DUE TO DOWNWASH
The induced drag coefficient# ,Ci is proportional with: CL
The induced drag: INCREASES AS THE LIFT COEFFICIENT INCREASES
The lift coefficient (,8) of an aeroplane in steady hori9ontal flight is ".+'. An increase
in angle of attack of & degree increases ,8 by ".&. A ertical up gust instantly changes
the angle of attack by 2 degrees. The load factor will be: 1.71
The lift coefficient (,8) of an aeroplane in steady hori9ontal flight is ".2!. An increase
in angle of attack of & degree would increase ,8 by "."?E. $f a ertical gust instantly
changes the angle of attack by ' degrees# the load factor will be: 1.%5
The lift coefficient (,8) of an aeroplane in steady hori9ontal flight is ".+. An increase
in angle of attack of & degree will increase ,8 by "."E. A ertical up gust instantly
changes the angle of attack by ! degrees. The load factor will be: .1$
The lift coefficient ,l ersus angle of attack cure of a negatiely cambered aerofoil
section intersects the ertical a0is of the graph: BELOW THE ORIGIN
The lift coefficient ,l ersus angle of attack cure of a negatiely cambered aerofoil
section intersects the hori9ontal a0is of the graph: TO THE RIGHT OF THE
ORIGIN
The lift coefficient ,l ersus angle of attack cure of a positiely cambered aerofoil
section intersects the hori9ontal a0is of the graph( TO THE LEFT OF THE ORIGIN
The lift coefficient ,l ersus angle of attack cure of a symmetrical aerofoil section
intersects the ertical a0is of the graph: AT THE ORIGIN
The lift force# acting on an aerofoil: (no flow separation): IS MAINLY CAUSED BY
SUCTION ON THE UPPERSIDE OF THE AEROFOIL
The lift formula can be written as: (rho * density): L:CL 1#RHOAVAS
The lift formula is: (rho * density): L:CL H RHO VS
The lift of an aeroplane of weight 4 in a constant linear climb with a climb angle
(gamma) is appro0imately: WCOS.GAMMA
The lift to drag ratio determines the: HORIBONTAL GLID DISTANCE FROM A
GIVEN ALTITUDE AT BERO WIND AND BERO THRUST
The lift- and drag forces# acting on a wing cross section: DEPEND N THE
PRESSURE DISTRIBUTION ABOUT THE WING CROOS SECTION
The load factor is greater than & (one): WHEN LIFT IS GREATER THAN
WEIGHT
The location of the centre of pressure of a positiely cambered aerofoil section at
increasing angle of attack will: SHIFT FORWARD
The loss of total pressure in a shock wae is due to the fact that: !INETIC ENERGY
IN THE FLOW IS CONVERTED INTO HEAT ENERGY
The /ach number is the ratio between the: TAS OF THE AEROPLANE AND
SPEED OF SOUND OF THE UNDISTURBED FLOW
The /ach number is the ratio between the: TAS OF THE AEROPLANE AND THE
SPEED OF SOUND OF THE UNDISTURBED FLOW
The /ach trim system will preent: TUC! UNDER
The /ach trim system will: AD)UST THE STABILISER" DEPENDING ON THE
MACH NUMBER
The /ach-trim function is installed on most commercial .ets in order to minimi9e the
aderse effects of: CHANGES IN THE POSITION OF CENTRE OF PRESSURE
The main function of a trailing edge flap is to: INCREASE THE MA&IMUM LIFT
COEFICIENT OF THE WING
The main purpose of a boundary-layer fence on a swept wing is to: IMPROVE THE
LOW SPEED HANDLING CHARACTERISTICS
The manoeurability of an aeroplane is best when the: CG IS ON THE AFT CG
LIMIT
The manoeure stability of a large .et transport aeroplane is '=" )%g. 4hat stick force
is re3uired# if the aeroplane is pulled to the limit manoeuring load factor from a
trimmed hori9ontal straight and steady flight5 (cruise configuration): UNDEFINED
The manoeuring speed <A# e0pressed as indicated airspeed# of a transport aeroplane:
DEPENDS ON AEROPLANE MASS AND PRESSURE ALTITUDE
The ma0imum acceptable cruising altitude is limited by a minimum acceptable
loadfactor because e0ceeding that altitude: TURBULENCE MAY INDUCE MACH
BUFFET
The ma0imum aft position of the centre of graity is# amongst others# limited by the:
REQUIRED MINIMUM VALUE OF THE STIC! FORCE PER G
The ma0imum ground distance during a glide with 9ero thrust decreases: IN A
HEADWIND AT A CONSTANT AIRPLANE MASS COMPARED WITH BERO
WIND
The ma0imum ground distance during a glide with 9ero thrust increases: IN A
TAILWIND AT A CONSTANT AEROPLANE MASS COMPARED WITH
BERO WIND
The /ean Aerodynamic ,hord (/A,) for a gien wing of any planform is: THE
CHORD OF A RECTANGULAR WING WITH THE SAME MOMENT AND
LIFT
The mean geometric chord of a wing is the: WING AREA DIVIDED BY THE
WING SPAN
The most aft ,- location may be limited by:1 &. insufficient stick force stability.1 '.
insufficient flare capability.1 2. e0cessie in-flight manoeurability.1 +. insufficient in-
flight manoeurability.1 The combination that regroups all of the correct statements is:
1" $
The most forward ,- location may be limited by: &. insufficient flare capability. '.
e0cessie in-flight manoeurability. 2. insufficient in-flight manoeurability.The
combination that regroups all of the correct statements is: 1. $
The most important factor determining the re3uired position of the Trimmable
>ori9ontal 6tabiliser (T>6) for take off is the: POSITION OF THE
AEROPLANEDS CENTRE OF GRAVITY
The most important problem of ice accretion on a transport aeroplane during flight is:
REDUCTION IN CLMA&
The moement of the aerodynamic centre of the wing when an aeroplane accelerates
through the transonic range causes: AN INCREASE IN STATIC LONGITUDINAL
STABILITY
The neutral point of an aeroplane is the point where: THE AEROPLANE
BECOMES LONGITUDINALLY UNSTABLE WHEN THE CG IS MOVED
BEYOND IT IN AN AFT DIRECTION
The parameters that can be read from the aeroplane parabolic polar cure are the:
MINIMUM GLIDE ANGLE AND THE PARASITE DRAG COEFFICIENT
The pitch angle is defined as the angle between the: LONGITUDINAL A&IS AND
THE HORIBONTAL PLANE
The pitch up effect of an aeroplane with swept back wing in a stall is due to the:
WING TIP STALLING FIRST
The pitch up tendency of an aeroplane with swept back wings during a stall is caused
by the: FORWARD MOVEMENT OF THE CENTRE OF PRESSURE
The pitching moment ersus angle of attack line in the diagram# which corresponds to
a ,- located at the neutral point of of a gien aeroplane at low and moderate angles of
attack is( LINE
The point in the anne0 showing 9ero lift is: POINT A
The point in the diagram giing the lowest speed in unaccelerated flight is: POINT %
The point in the figure corresponding to ,8 for minimum hori9ontal flight speed is:
POINT D
The point on the diagram corresponding to the minimum alue of drag is: POINT
The point on the diagram corresponding to the minimum alue of the drag coefficient
is: POINT 1
The point# where the aerodynamic lift acts on a wing is: THE CENTRE OF
PRESSURE
The point# where the single resultant aerodynamic force acts on an aerofoil# is called:
CENTRE OF PRESSURE
The polar cure of an aerofoil section is a graphic relationship between: CL AND CD
The polar cure of an aerofoil section is a graphic relationship between( LIFT
COEFFICIENT CI AND DRAG COEFFICIENT CD
The position of the centre of pressure on an aerofoil of an aeroplane cruising at
supersonic speed when compared with that at subsonic speed is: FURTHER AFT
The positie manoeuring limit load factor for a large transport aeroplane with flaps
e0tended is: .;
The positie manoeuring limit load factor for a light aeroplane in the utility category
in the clean configuration is: %.%
The primary purpose of dihedral is to: INCREASE STATIC LATERAL
STABILITY
The purpose of a dorsal fin is to: MAINTAIN STATIC DIRECTIONAL
STABILITY AT LARGE SIDESLIP ANGLES
The purpose of correctly setting the leading and trailing edge deices on the wing of
an aeroplane during take-off# approach and landing is to: REDUCED STALL
SPEED" INCREASE CLMA& WITH MINIMUM INCREASE IN DRAG FOR
TA!E'OFF" BUT WITH A RELATIVALY HIGH DRAG FOR APPROACH AND
LANDING
The reference section of a propeller blade with radius : is usually taken at a distance
from the propeller a0is e3ual to: ;. 75 R
The regime of flight from the critical /ach number up to appro0imately / * &.2 is
called the: TRANSONIC RANGE
The relationship between induced drag and the aspect ratio is: A DECREASE IN
THE ASPECT RATIO INCREASES THE INDUCED DRAG
The relationship between the stall speed <6 and <A (JA6) for a large transport
aeroplane can be e0pressed in the following formula: (6O:T* s3uare root):
VAC:VSA SQRT (.5)
The relatie thickness of an aerofoil is e0pressed in: K ,>7:C
The sensor of a stall warning system can be actiated by a change in the location of
the: STAGNITION POINT
The se3uence which correctly represents blade twist at the gien sections is:
SEQUENCE %
The shape of the gust load diagram is also determinated by the following three ertical
speed in ft%s (clean configuration) : 5" 5;" 6
The 6$ unit of measurement for density is: !G#M$
The 6$ unit of measurement for pressure is: N#M
The 6$ units of air density ($) and force ($$) are: (I) !G#M$" (II) N
The significance of <A for .et transport aeroplanes is reduced at high cruising altitudes
because: BUFFET ONSET LIMITATIONS NORMALLY BECOME LIMITING
The sonic boom of an aeroplane flying at supersonic speed is created by: SHOC!
WAVES AROUND THE AEROPLANE
The span-wise flow is caused by the difference between the air pressure on top and
beneath the wing and its direction of moement goes from: BENEATH TO THE
TOP OF THE WING VIA THE WING TIP
The span-wise flow on an unswept wing is from the( LOWER TO THE UPPER
SURFACE VIA THE WING TIP
The speed for minimum glide angle occurs at an angle of attack that corresponds to:
(assume 9ero thrust): (CL#CD) MA&
The speed for minimum glide angle occurs at an angle of attack that corresponds to: 1
(assume 9ero thrust1 P Q denotes power of Q): (CL#CD) MA&
The speed of sound is determined only by: TEMPERATURE
The speed range between high- and low speed buffet: INCREASES DURING A
DESCENT AT A CONSTANT IAS
The speed range from appro0imately /*&.2 to appro0imately /*! is called the:
SUPERSONIC RANGE
The stall speed ($A6) will change according to the following factors: MAY
INCREASE WITH ALTITUDE" ESPECIALLY HIGH ALTITUDE" WILL
INCREASE DURING ICING CONDITIONS AND WILL INCREASE WHEN
THE C.G. MOVES FORWARD
The stall speed decreases:(all other releant factors are constant): WHEN" DURING
A MANOEUVRE" THE AEROPLANE NOSE IS SUDDENLY PUSHED
FIRMLY DOWNWARDS (E.G. AS IN A PUSH OVER)
The stall speed in a ("A banked turn increases by the following factor( 1.%1
The stall speed increases# when: (all other factors of importance being constant)
PULLING OUT OF A DIVE
The stall speed line in the manoeuring load diagram runs through a point where the:
SPEED: VA. LOAD FACTOR: LIMIT LOAD FACTOR
The stall speed line in the manoeuring load diagram runs through a point where the:
SPEED: VS" LOAD FACTOR:<1
The stall speed lines in the manoeuring load diagram originate from a point where
the: SPEED:;" LOAD FACTOR:;
The stall speed: INCREASES WITH AN INCREASED WEIGHT
The stalling speed in $A6 will change according to the following factors: INCREASE
DURING TURN" INCREASED MASS AND FORWARD C.G. LOCATION
The stalling speed in $A6 will change according to the following factors( MAY
INCREASE DURING TURBULENCE AND WILL ALWAYS INCREASE
WHEN BAN!ING IN A TURN
The stick force per g of a heay transport aeroplane is 2"" )%g.
The stick shaker stalling is taken from: IAS
The subsonic speed range: ENDS AT MCRIT
The tab in the figure represents: A BALANCE TAB THAT ALSO FUNCTIONS AS
A TRIM TAB
The tab in the figure represents: A SERVO TAB
The tendency to Cutch roll increases when: THE STATIC LATERAL STABILITY
INCREASES
The term angle of attack in a two dimensional flow is defined as: THE ANGLE
BETWEEN THE WING CHORD LINE AND THE DIRECTION OF THE
RELATIVE WIND#AIRFLOW
The terms "3" and "6" in the lift formula are: DYNAMIC PRESSURE AND THE
AREA OF THE WING
The tor3ue effect during the take off run in respect of a right hand propeller# when
iewed from behind# will tend to: ROLL THE AIRPLANE TO THE LEFT
The tor3ue reaction of a rotating fi0ed pitch propeller will be greatest at: LOW
AEROPLANE SPEED AND MA&IMUM ENGINE POWER
The total drag of a three dimensional wing consists of: INDUCED DRAG AND
PARASITE DRAG
The total drag of an aerofoil in two dimensional flow comprises: PRESSURE DRAG
AND S!IN FRICTION DRAG
The trailing edge flaps when e0tended : DEGRADE THE BEST ANGLE OF
GLIDE
The transition point is the point where: THE BOUNDARY LAYER CHANGES
FROM LAMINAR TO TURBULENT
The transition point is where the boundary layer changes from: LAMINAR INTO
TURBULENT
The true airspeed (TA6) is( LOWER THAN THE INDICATED AIRSPEED(IAS)
AT ISA CONDITIONS AND ALTITUDES BELOW SEA LEVEL
The type of stall that has the largest associated angle of attack is: A DEEP STALL
The unit of measurement for density is: !G#M$
The unit of measurement of pressure is: PSI
The units of wing loading ($) 4 % 6 and ($$) dynamic pressure 3 are: (I) N#M" (II)
N#M
The use of a slot in the leading edge of the wing enables the aeroplane to fly at a
slower speed because( IT DELAYS THE STALL AT A HIGHER ANGLE OF
ATTAC!
The alue of the induced drag of an aeroplane in straight and leel flight at constant
mass aries linearly with: 1#V
The alue of the manoeure stability of an aeroplane is &!" )%g. The stick force
re3uired to achiee a load factor of '#! from steady leel flight is: 5 N
The alue of the parasite drag in straight and leel flight at constant weight aries
linearly with the: SQUARE OF THE SPEED
The ane of a stall warning system with a flapper switch is actiated by the change of
the: STAGNITION POINT
The ariation of propeller efficiency of a fi0ed pitch propeller with TA6 at a gien
:;/ is shown in: FIGURE %
:;/ is shown in: FIGURE 1
:;/ is shown in: FIGURE $
The wing of an aeroplane will neer stall at low subsonic speeds as long as.... THE
ANGLE OF ATTAC! IS SMALLER THAN THE VALUE AT WHIC! THE
STALL OCCURS
To increase the critical /ach number a conentional aerofoil should: HAVE A LOW
THIC!NESS TO CHORD RATIO
Total drag is the sum of: PARASITE DRAG AND INDUCED DRAG
Total pressure is: (rho * density): STATIC PRESSURE PLUS DYNAMIC
PRESSURE
Trailing edge flap e0tension will: DECREASE THE CRITICAL ANGLE OF
ATTAC! AND INCREASE THE VALUE OF CL MA&
Trailing edge flaps once e0tended: DEGRADE THE BEST ANGLE OF GLIDE
True airspeed (TA6) is: LOWER THAN THE INDICATED AIRSPEED (IAS) AT
ALTITUDES BELOW SEA LEVEL" UNDER ISA CONDITIONS
Ttotal pressure is: STATIC PRESSURE PLUS THE DYNAMIC PRESSURE
Tuck under will happen: ONLY ABOVE THE CRITICAL MACH NUMBER
Turning motion in a steady# leel co-ordinated turn is created by: THE
CENTRIPETAL FORCE
Two identical aeroplanes A and F# with the same mass# are flying steady leel co-
ordinated '" degree bank turns. $f the TA6 of A is &2" kt and the TA6 of F is '"" kt:
THE LIFT COEFICIENT OF A IS GREATER THAN THAT OF B
THE TURN RADIUS OF A IS LESS THAN THAT OF B
THE LOAD FACTOR OF A AND B ARE THE SAME
Two identical aircraft A and F# with the same mass# are flying steady leel co-
ordinated '" degree bank turns. $f the TA6 of A is &2" kt and that of F is '"" kt: THE
RATE OF TURN OF A IS GREATER THAN THAT OF B
Two methods to increase the critical /ach number are: THIN AEROFOILS AND
SWEEPBAC! OF THE WING
Ipon e0tension of a spoiler on a wing: CD IS INCREASED AND CL IS
DECREASED
Ipon e0tension of Fowler flaps whilst maintaining the same angle of attack: CL AND
CD INCREASE
Ipon wing spoiler e0tension in straight and leel flight# if the speed and load factor
remain constant: CD INCREASES BUT CL REMAINS UNAFFECTED
Ipon wing spoiler e0tension in straight and leel flight# if the speed and load factor
remain constant: DRAG INCREASES BUT LIFT REMAINS UNAFFECTED
Ipward deflection of a trim tab in the longitudinal control results in: THE STIC!
POSITION STABILITY REMAINING CONSTANT
<A is: THE MA&IMUM SPEED AT WHICH MA&IMUM ELEVATOR
DEFLECTION UP IS ALLOWED
<8J is defined as the: MA&IMUM LANDING GEAR E&TENDED SPEED
</,A is certified with a bank angle of not more than !A towards the operating engine
(lie engine low) because: ALTHOUGHT MORE BAN! REDUCES VMCA" TOO
MUCH BAN! MAY LEAD TO FIN STALL
</,A is the minimum speed at which directional control can be maintained when#
amongst others:1 &. ma0imum take-off thrust was set and is maintained on the
remaining engines.1 '. a sudden engine failure occurs on the most critical engine.1 2.
flaps are in any position.1 +. the gear is either up or down.1 !. the aeroplane is either in
or out of ground effect.1 The combination that regroups all of the correct statements
is: 1 AND ARE CORRECT
</,8 is the: MINIMUM CONTROL SPEED APPROACH AND LANDING
</7: SHOULD BE NOT GREATER THAN VC
<orte0 generators mounted on the upper wing surface will: DECREASE THE
SHOC! WAVE INDUCED SEPARATION
<orte0 generators on the upper side of the wing surface will: DECREASE SHOC!
WAVE INDUCED FLOW SEPARATION
<orte0 generators on the upper side of the wing( DECREASE WAVE DRAG
<orte0 generators: TRANSFER ENERGY FROM THE FREE AIRFLOW INTO
THE BOUNDARY LAYER
<:A is: THE RECOMENDED TURBULENCE PENETRATION AIRSPEED
4hat are the primary roll controls on a conentional aeroplaneE THE AILERONS
4hat can happen to the aeroplane structure flying at a speed .ust e0ceeding <A5 IT
MAY SUFFER PERMANENT DEFORMATION IF THE ELEVATOR IS
FULLY DEFLECTED UPWARDS
4hat data may be obtained from the Fuffet 7nset Foundary chart5 THE VALUES
OF THE MACH NUMBER AT WHICH LOW SPEED AND MACH BUFFET
OCCUR AT DIFFERENT WEIGHTS AND ALTITUDES
4hat decreases the ma0imum ground distance during a glide with 9ero thrust5 A
HEADWIND WITH CONSTANT AEROPLANE MASS
4hat factors determine the distance traelled oer the ground of an aeroplane in a
glide5 THE WIND AND THE LIFT#DRAG RATIO" WHICH CHANGES WITH
ANGLE OF ATTAC!
4hat increases the stalling angle of attack5 Ise of: SLATS
4hat is the appro0imate diameter of a steady# leel# co-ordinated turn with a bank
angle of 2" degrees and a speed (TA6) of !"" kt5 $ !M
4hat is the appro0imate radius of a steady hori9ontal co-ordinated turn at a bank
angle of +!A and a TA6 of '"" kt5 1 !M
4hat is the appro0imate radius of a steady# leel# co-ordinated turn with a bank angle
of 2" degrees and a TA6 of !"" kt5 1 !M
4hat is the appro0imate alue of the lift of an aeroplane at a gross weight of !"""" )#
in a hori9ontal co-ordinated +! degrees banked turn5 7;;;; N
4hat is the correct relationship between the true airspeed for (i) minimum sink rate
and (ii) minimum glide angle# at a gien altitude5 (I) IS LESS THAN (II)
4hat is the effect of aeroplane mass on shock wae intensity at constant /ach
number5 INCREASING MASS INCREASES SHOC! WAVE INTENSITY
4hat is the effect of an aft shift of the centre of graity on (&) static longitudinal
stability and (') the re3uired control deflection for a gien pitch change5 (1)
REDUCES () REDUCES
4hat is the effect of eleator trim tab ad.ustment on the static longitudinal stability of
an aeroplane5 NO EFFECT
4hat is the effect of e0ceeding /crit on the stick force stability of an aeroplane with
swept-back wings without any form of stability augmentation5 A DECREASE" DUE
TO LOSS OF LIFT IN THE WING ROOT AREA
4hat is the effect of high aspect ratio of an aeroplaneGs wing on induced drag5 IT IS
REDUCED BECAUSE THE EFFECT OF WING'TIP VORTICES IS
REDUCED
4hat is the effect of winglets on the drag of the wing5 INCREASE PARASITE
DRAG" DECREASE INDUCED DRAG
4hat is the effect on an aeroplaneGGs characteristics of e0tending Fowler flaps to their
fully e0tended position5 WING AREA AND CAMBER INCREASE
4hat is the effect on induced drag of an increase in aspect ratio5 INDUCED DRAG
DECREASES" BECAUSE THE EFFECT OF TIP VORTICES DECREASES
4hat is the effect on induced drag of mass and speed changes5 (all other factors of
importance remaining constant): DECREASES WITH INCREASING SPEED AND
DECREASING MASS
4hat is the effect on landing speed when a trimmable hori9ontal stabiliser .ams at
high $A6E IN MOST CASES" A HIGHER THAN NORMAL LANDING SPEED
IS REQUIRED
4hat is the fundamental difference between a trim tab and a sero tab5 THE
PURPUSE OF A TRIM TAB IS TO REDUCE CONTINUOUS STIC! FORCE
TO BERO" A SERVO TAB ONLY REDUCES STIC! FORCE
4hat is the heading change after &" seconds of an aeroplane performing a rate one
turn5 $; DEGREES
4hat is the highest speed possible without supersonic flow oer the wing5
CRITICAL MACH NUMBER
4hat is the influence of decreasing aeroplane weight on /crit at constant $A65
MCRIT INCREASES AS A RESULT OF LFYING AT A SMALLER ANGLE OF
ATTAC!
4hat is the limit load factor of a large transport aeroplane5 .5
4hat is the most effectie flap system5 FOWLER FLAP
4hat is the position of the eleator in relation to the trimmable hori9ontal stabiliser of
an aeroplane with fully hydraulically operated flight controls that is in trim5
ELEVATOR DEFLECTION IS BERO
4hat is the position of the eleator in relation to the trimmable hori9ontal stabiliser of
a power assisted aeroplane that is in trim5 THE POSITON DEPENDS ON SPEED"
THE POSITION OF SLATS AND FLAPS AND THE POSITION OF THE
CENTRE OF GRAVITY
4hat is the primary input for an artificial feel system5 IAS
4hat is the purpose of an auto-slat system 5 E&TEND AUTOMATICALLY WHEN
A CERTAIN VALUE OF ANGLE OF ATTAC! IS E&CEEDED
4hat is the recommended action following failure of the yaw damper(s) of a .et
aeroplane# flying at normal cruise altitude and speed prior to encountering Cutch roll
problems5 REDUCE ALTITUDE AND MACH NUMBER
4hat is the relation between the mach angle (mu) and the corresponding mach number
51 SIN MU:1#M
4hat is the 6$ unit of measurement for powerE NM#S
4hat is the significance of the ma0imum allowed cruising altitude# based on the &.2 g
margin5 At this altitude: A MANUEUVRE WITH A LOAD FACTOR OF 1.$
WILL CAUSE BUFFET ONSET
4hat is the stagnation point5 THE POINT WHERE THE VELOCITY OF THE
RELATIVE AIRFLOW IS REDUCED TO BERO
4hat is the alue of the /ach number if the /ach angle e3uals +!A5 1" %
4hat kind of hori9ontal control surface is shown in the figure5 ALL'FLYING TAIL
4hat may happen if the "ultimate load factor" is e0ceeded5 STRUCTURAL
FAILURE
4hat should be usually done to perform a landing with the stabiliser .ammed in the
cruise flight position5 CHOOSE A HIGHER LANDING SPPED THAN NORMAL
AND#OR USE A LOWER FLAPPSETTING FOR LANDING
4hat stick force is re3uired# if the aeroplane in the clean configuration is pulled to the
limit manoeuring load factor from a trimmed hori9ontal straight and steady flight5
%5; N
4hat will happen if a large transport aeroplane slowly decelerates in leel flight from
its cruise speed in still air at high altitude5 STIC! SHA!ER ACTIVATION OR
LOW SPEED BUFFETING
4hat will happen in ground effect 5 THE INDUCED ANGLE OF ATTAC! AND
INDUCED DRAG DECREASES
4hat wing shape or wing characteristic is the least sensitie to turbulence5 SWEEPT
WINGS
4hen "spoilers" are used as speed brakes: AT SAME ANGLE OF ATTAC!" CD IS
INCREASED AND CL IS DECREASED
4hen a .et transport aeroplane takes off with the ,- at the aft limit and the trimmable
hori9ontal stabiliser (T>6) is positioned at the ma0imum allowable nose up position
for take-off: EARLY NOSE WHEEL RAISING WILL TA!E PLACE
4hen a .et transport aeroplane takes off with the ,- at the aft limit and the trimmable
hori9ontal stabiliser (T>6) is positioned at the ma0imum allowable nose down
position for take-off: ROTATION WILL BE NORMAL USING THE NORMAL
ROTATION TECHNIQUE
4hen a .et transport aeroplane takes off with the ,- at the forward limit and the
trimmable hori9ontal stabiliser (T>6) is positioned at the ma0imum allowable nose up
position for take-off: ROTATION WILL BE NORMAL USING THE NORMAL
ROTATION TECHNIQUE
4hen a .et transport aeroplane takes off with the ,- at the forward limit and the
trimmable hori9ontal stabiliser (T>6) is positioned at the ma0imum allowable nose
down position for take-off: ROTATION WILL REQUIRE A HIGUER THAN
NORMAL STIC! FORCE
4hen a pilot makes a turn in hori9ontal flight# the stall speed : INCREASES WITH
THE SQUARE ROOT OF LOAD FACTOR
4hen a strongly swept-back wing stalls and the wake of the wing contacts the
hori9ontal tail# the effect on the stall behaiour can be a(n): NOSE UP TENDECY
AND#OR LAC! OF ELEVATOR RESPONSE
4hen a turn is initiated# aderse yaw is: THE TENDENCY OF THE AEROPLANE
TO YAW IN THE OPPOSITE DIRECTION OF TURN MAINLY DUE TO THE
DIFFERENCE IN INDUCED DRAG ON EACH WING
4hen a wing spoiler is e0tended at constant angle of attack: DRAG INCREASES
BUT LIFT DECREASES
4hen air has passed an e0pansion wae# the static pressure is: DECREASED
4hen air has passed through a shock wae the local speed of sound is: INCREASED
4hen altitude increases# the stall speed ($A6) will( INCREASE DUE TO
INCREASING COMPRESSIBILITY EFFECTS AS A RESULT OF
INCREASING MACH NUMBER
4hen an aerofoil section has accelerated from subsonic to supersonic speeds# its
aerodynamic centre will hae: SHIFTED FROM APPRO&IMATELY 5% TO
ABOUT 5;% OF THE CHORD
4hen an aeroplane enters ground effect: THE LIFT INCREASED AND THE
DRAG IS DECREASED
4hen an aeroplane has 9ero static longitudinal stability# the ,m ersus angle of attack
line: IS HORIBONTAL
4hen an aeroplane is flying at an airspeed which is &.2 times its basic stalling speed#
the coefficient of lift as a percentage of the ma0imum lift coefficient (,8ma0) would
be: 5=%
4hen an aeroplane performs a straight steady climb with a '"K climb gradient# the
load factor is e3ual to: ;.=>
4hen an aeroplane with the centre of graity forward of the centre of pressure of the
combined wing % fuselage is in straight and leel flight# the ertical load on the
tailplane will be: DOWNWARDS
4hen are outboard ailerons (if present) de-actiated5 FLAPS (AND SLATS)
RETRACTED OR SPEED ABOVE A CERTAIN VALUE
4hen comparing a rectangular wing and a swept back wing of the same wing area and
wing loading (assume all other factors of importance remain constant)# the swept back
wing has the adantage of: HIGHER CRITICAL MACH NUMBER
4hen comparing a stabiliser trim system with an eleator trim system# which of these
statements is correct5 A STABILISER TRIM IS ABLE TO COMPENSATE
LARGER CHANGES IN PITCHING MOMENTS
statements is correct5 AN ELEVATOR TRIM LESS SUITABLE FOR
AEROPLANES WITH A LARGE CG RANGE
statements is correct5 A STABILISER TRIM IS LESS SENSITIVE TO FLUTTER
4hen comparing an eleator trim system with a stabiliser trim system# which of these
statements is correct5 AN ELEVATOR TRIM IS MORE SENSITIVE TO
FLUTTER
4hen considering a swept back wing# with no correctie design features# at the stall:
TIP STALL WILL OCCUR FIRST" WHICH PRODUCES A NOSE'UP
PITCHING MOMENT
4hen considering a swept-back wing# without correctie design features# at the stall:
TIP STALL WILL OCCUR FIRST" WHICH PRODUCES A NOSE'UP
PITCHING MOMENT
4hen flaps are deployed at constant angle of attack the lift coefficient will:
INCREASE
4hen flaps are e0tended whilst maintaining straight and leel flight at constant $A6#
the lift coefficient will eentually: REMAIN THE SAME
4hen flutter damping of control surfaces is obtained by mass balancing# these weights
will be located with respect to the hinge of the control surface: IN FORNT OF THE
HINGE
4hen Fowler type trailing edge flaps are e0tended at a constant angle of attack# the
following changes will occur: CL AND CD INCREASE
4hen is a turn co-ordinated5 WHEN THE LONGITUDINAL A&IS OF THE
AEROPLANE AT THE CG IN TANGENTIAL TO THE FLIGHT PATH
4hen moing the centre of graity forward the stick force per g will: INCREASE
4hen power assisted controls are used for pitch control: A PART OF THE
AERODYNAMIC FORCES IS STILL FELT ON THE COLUMN
4hen roll spoilers are e0tended# the part of the wing on which they are mounted:
E&PERIENCES A REDUCTION IN LIFT" WHICH GENERATES THE
DESIRED ROLLING MOMENT. IN ADITION THERE IS A LOCAL
INCREASE IN DRAG" WHICH SUPPRESSES ADVERSE YAW
4hen shock stall occurs# lift will decrease because: FLOW SEPARATION
OCCURS BEHIND THE SHOC! WAVE
4hen speed is increased in straight and leel flight on a positiely cambered aerofoil#
what happens to the: 1 &. centre of pressure and 1 '. the magnitude of the total lift
force5 1 MOVES AFT AND REMAINS CONSTANT
4hen supersonic airflow passes through an obli3ue shock wae# how do (&) static
pressure# (') density# and (2) local speed of sound change5 (1) INCREASES" ()
INCREASES" ($) INCREASES
4hen the air has passed through a normal shock wae the /ach number is: LESS
THAN 1
4hen the air is passing through a shock wae the density will: INCREASE
4hen the air is passing through a shock wae the static temperature will: INCREASE
4hen the air is passing through an e0pansion wae the local speed of sound will:
DECREASE
4hen the air is passing through an e0pansion wae the /ach number will:
INCREASE
4hen the air is passing through an e0pansion wae the static temperature will:
DECREASE
4hen the blades of a propeller are in the feathered position: THE DRAG OF THE
PROPELLER IS THEN MINIMAL
4hen the cg position is moed forward# the eleator deflection for a manoeure with a
gien load factor greater than & will be: LARGER
4hen the lift coefficient ,l of a negatiely cambered aerofoil section is 9ero# the
pitching moment is: NOSE UP (POSITIVE)
4hen the lift coefficient ,l of a positiely cambered aerofoil section is 9ero# the
pitching moment is: NOSE DOWN (NEGATIVE)
4hen the lift coefficient ,l of a symmetrical aerofoil section is 9ero# the pitching
moment is: BERO
4hen the /ach number is slowly increased in straight and leel flight the first shock
waes will occur: ON THE UPPER SURFACE AT THE WING ROOT
4hen the speed oer an aerofoil section increases from subsonic to supersonic# its
aerodynamic centre: MOVES FROM APPRO&IMATELY 5% TO ABOUT 5;%
OF THE CHORD
4hen trailing edge flaps are e0tended in leel flight# the change in pitching moment#
ignoring any effects on the tailplane# will be: NOSE DOWN
4hen trailing edge flaps are e0tended whilst maintaining straight and leel flight at
constant $A6: THE CENTRE OF PRESSURE MOVES AFT
4hen wing lift is 9ero# its induced drag is: BERO
4here on the cure in the diagram does the aeroplane e0hibit neutral static
longitudinal stability5 POINT
4here on the cure in the diagram does the aeroplane e0hibit static longitudinal
stability5 PART 1
4here on the cure in the diagram does the aeroplane e0hibit static longitudinal
instability5 PART $
4here on the surface of a typical aerofoil will flow separation normally start at high
angles of attack5 UPPER SIDE TRAILING EDGE
4here# on a conential low speed aerofoil# will flow separation normally start as angle
of attack is increased5 UPPER SURFACE TRAILING EDGE
4hich aerodynamic design features can be used to reduce control forces5 HORN
BALANCE" BALANCE TAB" SERVO TAB
4hich aeroplane behaiour will be corrected by a yaw damper5 DUTCH ROLL
4hich boundary layer# when considering its elocity profile perpendicular to the flow#
has the greatest change in elocity close to the surface5 TURBULENT BOUNDARY
LAYER
4hich ,- position with respect to the neutral point ensures static longitudinal
stability5 CG AHEAD OF THE NEUTRAL POINT
4hich combination of design features is known to be responsible for deep stall5
SWEPT BAC! WINGS AND A T'TAIL
4hich combination of speeds is applicable for structural strength in gust (clean
configuration) 5 5; FT#SEC AND VC
4hich component of drag increases most when an aileron is deflected upwards5
FORM DRAG
4hich definition of propeller parameters is correctE GEOMETRIC PITCH IS THE
THEORICAL DISTANCE A PROPELLER BLADE ELEMENT WOULD
TRAVEL IN A FORWARD DIRECTION DURING ONE REVOLUTION
4hich design features improe static lateral stability51 &. Anhedral.1 '. Cihedral.1 2.
Forward sweep.1 +. 6weepback.1 The combination that regroups all of the correct
statements is( " %
4hich design features improe static lateral stability51 &. >igh wing.1 '. 8ow wing.1 2.
8arge and high ertical fin.1 +. <entral fin.1 The combination that regroups all of the
correct statements is: 1" $
4hich design features reduce static lateral stability51 &. Anhedral.1 '. Cihedral.1 2.
Forward sweep.1 +. 6weepback.1 The combination that regroups all of the correct
statements is: 1" $
4hich design features reduce static lateral stability51 &. >igh wing.1 '. 8ow wing.1 2.
8arge and high ertical fin.1 +. entral fin.1 The combination that regroups all of the
correct statements is( " %
4hich drag components make up parasite drag5&. pressure drag.'. friction drag.2.
induced drag.+. interference drag.The combination that regroups all of the correct
statements is: 1" " %
4hich factor should be taken into account when determining <A5 THE LIMIT
LOAD FACTOR
4hich formula or e3uation describes the relationship between force (F)# acceleration
(a) and mass (m)5 F:MAA
4hich is one of the disadantages of increasing the number of propeller blades 5
DECREASE PROPELLER EFFICIENCY
4hich kind of GGtabGG is commonly used in case of manual reersion of fully powered
flight controls5 SERVO TAB
4hich kind of boundary layer has the strongest change in elocity close to the
surface5 TURBULENT BOUNDARY LAYER
4hich line in the diagram illustrates an aeroplane which is statically longitudinally
stable at all angles of attack5 LINE %
4hich line in the diagram illustrates an aeroplane with neutral static longitudinal
stability at all angles of attackE LINE
4hich line in the diagram represents an aeroplane with static longitudinal instability at
all angles of attack5 LINE 1
4hich line in the diagram represents decreasing positie static longitudinal stability at
higher angles of attack5 LINE $
4hich line in the graphic of ,m ersus angle of attack graph shows a statically stable
aeroplane5 LINE $
4hich line represents the total drag line of an aeroplane5 8$)J ,
4hich load factor determines <A5 MANOEUVRING LIMIT LOAD FACTOR
4hich moments or motions interact in a dutch rollE ROLLING AND YAWING
4hich of the following (&) aerofoils and (') angles of attack will produce the lowest
/crit alues5 (1) THIC! AND () LARGE
4hich of the following are used as stall warning deices5 STIC! SHA!ER AND
STALLSTRIP
4hich of the following flight phenomena can occur at /ach numbers below the
critical /ach number5 DUTCH ROLL
4hich of the following flight phenomena can only occur at /ach numbers aboe the
critical /ach number5 MACH BUFFET
4hich of the following increases the ma0imum duration of a glide5 A DECREASE
IN MASS
4hich of the following parameters can be read from the parabolic polar diagram of an
aeroplaneE THE MINIMUM GLIDE ANGLE AND THE PARASITE DRAG
COEFFICIENT
4hich of the following proides a positie contribution to static directional stability5
A DORSAL FIN
4hich of the following situations leads to a decreasing stall speed ($A6)5
DECREASING WEIGHT
4hich of the following statements about a constant speed propeller is correct5 THE
BLIND ANGLE INCREASES WITH INCREASING AEROPLANE SPEED
4hich of the following statements about a /ach trimmer is correct5 A MACH
TRIMMER CORRECTS THE CHANGE IN STIC! FORCE STABILITY OF A
SWEPT WING AEROPLANE ABOVE A CERTAIN MACH NUMBER
4hich of the following statements about boundary layers is correct5 THE
TURBULENT BOUNDARY LAYER HAS MORE !INETIC ENERGY THAN
THE LAMINAR BOUNDARY LAYER
4hich of the following statements about dihedral is correct5 THE IEFFECTIVE
DIHEDRALJ OF AN AEROPLANE COMPONENT MEANS THE
CONTRIBUTION OF THAT COMPONENT TO THE STATIC LATERAL
STABILITY
4hich of the following statements about stall speed is correct5 DECREASING THE
ANGLE OF SWEEP OF THE WING WILL DECREASE THE STALL SPEED
4hich of the following statements about static lateral and directional stability is
correct5 AN AEROPLANE WITH AN E&CESSIVE STATIC DIRECTIONAL
STABILITY IN RELATION TO ITS STATIC LATERAL STABILITY" WILL BE
PRONE TO SPIRAL DIVE (SPIRAL INSTABILITY)
4hich of the following statements about static longitudinal stability is correct51 $. A
re3uirement for positie static longitudinal stability of an aeroplane is# that the neutral
point is behind the centre of graity.1 $$. A wing with positie camber proides a
positie contribution to static longitudinal stability# when the centre of graity of the
aeroplane is in front of the aerodynamic centre of the wing: I IS CORRECT" II IS
CORRECT
4hich of the following statements about static longitudinal stability is correct51 $. A
re3uirement for positie static longitudinal stability of an aeroplane is# that the neutral
point is behind the centre of graity.1 $$. A wing with positie camber proides a
positie contribution to static longitudinal stability# when the centre of graity of the
aeroplane is in front of the aerodynamic centre of the wing: 1 AND ARE
CORRECT
4hich of the following statements about the difference between @rueger flaps and
slats is correct5 DEPLOYING A SLAT WILL FORM A SLOT" DEPLOYING A
!RUEGER FLAP DOES NOT
4hich of the following statements about the spin is correct5 DURING SPIN
RECOVERY THE AILERONS SHOULD BE !EPT IN THE NEUTRAL
POSITION
4hich of the following statements about the stall of a straight wing aeroplane is
correct5 )UST BEFORE THE STALL THE AEROPLANE WILL BE HAVE AN
INCREASED NOSE DOWN TENDENCY
4hich of the following statements concerning control is correctE IN A
DIFFERENTIONAL AILERON CONTROL SYSTEM THE CONTROL
SYRFACES HAVE A LARGER UPWARD THAN DOWNWARD MA&IMUM
DEFLECTION
4hich of the following statements is correct5 $ </,8 is the minimum control speed
in the landing configuration. $$ The speed </,8 can be limited by the aailable
ma0imum roll rate: I IS CORRECT" II IS CORRECT
4hich of the following statements is correct5 $ 4hen the critical engine fails during
take-off the speed </,8 can be limiting. $$ The speed </,8 is always limited by
ma0imum rudder deflection: I IS INCORRECT" II IS INCORRECT
take-off the speed </,8 can be limiting. $$ The speed </,8 can be limited by the
aailable ma0imum roll rate: I IS INCORRECT" II IS CORRECT
take-off the speed </,8 can be limiting. $$ The speed </,8 can be limited by the
aailable ma0imum roll rate( I IS INCORRECT" II IS CORRECT
4hich of the following statements is correct5 $. A dorsal fin increases the contribution
of the ertical tail plane to the static directional stability# in particular at large angles of
sideslip. $$. A dorsal and a entral fin both hae a positie effect on static lateral
stability( I IS CORRECT" II IS INCORRECT
4hich of the following statements is correct5 $. </,8 is the minimum control speed
in the landing configuration. $$. The speed </,8 is always limited by ma0imum
rudder deflection: I IS CORRECT" II IS INCORRECT
4hich of the following statements is correct51 $. A high limit load factor enables the
manufacturer to design for a lower stick force per g.1 $$. The stick force per g is a
limitation on the use of an aeroplane# which the pilot should determine from the
Aeroplane Flight /anual: I IS CORRECT" AND II IS INCORRECT
4hich of the following statements is true5 FLIGHT IN SEVERE TURBULENCE
MAY LEAD TO A STALL AND#OR STRUCTURAL LIMITATIONS BEING
E&CEDED
4hich of the following statements# about a enturi in a subsonic airflow are correct5
&. The dynamic pressures in the undisturbed flow and in the throat are e3ual. '. The
total pressures in the undisturbed flow and in the throat are e3ual: 1 IS INCORRECT
AND IS CORRECT
4hich of the following ariables are re3uired to calculate lift from the lift formula5
CR)A/$, ;:J66I:J# 8$FT ,7JFF$,$J)T A)C 4$)- A:JA
4hich of the following will reduce induced drag5 ELLIPTICAL LIFT
DISTRIBUTION
4hich of the following wing planforms gies the highest local lift coefficient at the
wing root5 RECTANGULAR
4hich of the following wing planforms produces the lowest induced drag5 (all other
releant factors constant) ELLIPTICAL
4hich of these definitions of propeller parameters is correct5 GEOMETRIC
PROPELLER PITCH: THE THEORETICAL DISTANCE A PROPELLER
BLADE ELEMENT IS TRAVELLING IN FORWARD DIRECTION IN ONE
PROPELLER REVOLUTION
4hich of these statements about "tuck under" are correct or incorrect51 $. "Tuck
under" is caused by an aft moement of the centre of pressure of the wing.1 $$. "Tuck
under" is caused by a reduction in the downwash angle at the location of the hori9ontal
stabiliser: I IS CORRECT" II IS CORRECT
4hich of these statements about "tuck under" are correct or incorrect51 $. A
contributing factor to "tuck under" is an forward moement of the centre of pressure
of the wing.1 $$. A contributing factor to "tuck under" is a reduction in the downwash
angle at the location of the hori9ontal stabiliser: 1 INCORRECT" CORRECT
contributing factor to "tuck under" is an aft moement of the centre of pressure of the
wing.1 $$. A contributing factor to "tuck under" is an increase in the downwash angle at
the location of the hori9ontal stabiliser: 1 CORRECT" INCORRECT
contributing factor to "tuck under" is a forward moement of the centre of pressure of
the wing.1 $$. A contributing factor to "tuck under" is an increase in the downwash
angle at the location of the hori9ontal stabiliser: 1 AND ARE INCORRECT
4hich of these statements about a trimmable hori9ontal stabiliser is correct5 A
TRIMMED AEROPLANE WITH AN AFT CG REQUIRES THE STABILISER
LEADING EDGE TO BE HIGHER THAN IN THE CASE OF A FORWARD CG
IN THE SAME CONDITION
4hich of these statements about an obli3ue shock wae are correct or incorrect51 $.
The static temperature behind an obli3ue shock wae is higher than in front of it.1 $$.
The static pressure behind an obli3ue shock wae is higher than in front of it: I IS
CORRECT" II IS CORRECT
The /ach number behind an obli3ue shock wae is lower than in front of it.1 $$. The
total pressure behind an obli3ue shock wae is lower than in front of it: I IS
The density in front of an obli3ue shock wae is lower than behind it.1 $$. The total
pressure in front of an obli3ue shock wae is higher than behind it: I IS CORRECT"
II IS CORRECT
The local speed of sound in front of an obli3ue shock wae is higher than behind it.1
$$. The /ach number in front of an obli3ue shock wae is lower than behind it: I IS
INCORRECT" II IS INCORRECT
The static temperature in front of an obli3ue shock wae is lower than behind it.1 $$.
The static pressure in front of an obli3ue shock wae is lower than behind it: I IS
The density behind an obli3ue shock wae is higher than in front of it.1 $$. The local
speed of sound behind an obli3ue shock wae is higher than in front of it( I IS
The static temperature behind an obli3ue shock wae is lower than in front of it. $$.
The static pressure behind an obli3ue shock wae is higher than in front of it: 1
INCORRECT" CORRECT
4hich of these statements about an obli3ue shock wae are correct or incorrect5$.
The density behind an obli3ue shock wae is lower than in front of it.$$. The local
speed of sound behind an obli3ue shock wae is higher than in front of it.: 1
INCORRECT" CORRECT
4hich of these statements about boundary layers is correct5 A LAMINAR
BOUNDARY LAYER IS THINNER THAN A TURBULENCE ONE
4hich of these statements about boundary layers is correct5 A LAMINAR
BOUNDARY LAYER TURNS INTO A TURBULENT ONE AT THE
TRANSITION POINT
4hich of these statements about boundary layers is correct5 A TURBULENT
BOUNDARY LAYER PRODUCES MORE FRICTION DRAG THAN A
LAMINAR ONE
4hich of these statements about boundary layers is correct5 COMPARED WITH A
LAMINAR BOUNDARY LAYER" A TURBULENT BOUNDARY LAYER IS
BETTER ABLE TO RESIST A POSITIVE PRESURE GRADIENT BEFORE IT
SEPARATES
4hich of these statements about flutter are correct or incorrect51 $. Aero-elastic
coupling affects flutter characteristics.1 $$. The risk of flutter increases as $A6
increases. I IS CORRECT" II IS CORRECT
4hich of these statements about flutter are correct or incorrect51 $. /oing the
engines from the wing to the aft fuselage improes wing flutter suppression.1 $$.
J0cessie free play or backlash increases the speed at which control surface flutter
occurs: I IS INCORRECT" II IS INCORRECT
4hich of these statements about flutter are correct or incorrect5$. Aero-elastic
coupling does not affect flutter characteristics.$$. The risk of flutter increases as $A6
increases( 1 INCORRECT" CORRECT
4hich of these statements about flutter are correct or incorrect5$. /oing the engines
from the wing to the fuselage improes wing flutter suppression.$$. J0cessie free
play or backlash reduces the speed at which control surface flutter occurs: 1
INCORRECT" CORRECT
4hich of these statements about induced drag are correct or incorrect51 $. An
rectangular spanwise lift distribution generates less induced drag than an elliptical lift
distribution.1 $$. $nduced drag increases with increasing aspect ratio( I IS
4hich of these statements about induced drag are correct or incorrect51 $. An elliptical
spanwise lift distribution generates more induced drag than a rectangular lift
distribution.1 $$. $nduced drag decreases with decreasing aspect ratio: I IS
4hich of these statements about induced drag are correct or incorrect51 $. An elliptical
spanwise lift distribution generates less induced drag than a rectangular lift
distribution.1 $$. $nduced drag increases with decreasing aspect ratio( I IS CORRECT"
II IS CORRECT
4hich of these statements about induced drag are correct or incorrect51 $. $nduced
drag decreases as angle of attack increases.1 $$. At constant load factor# induced drag
decreases with increasing aeroplane mass: I IS INCORRECT" II IS INCORRECT
4hich of these statements about induced drag are correct or incorrect5$. $nduced drag
decreases as angle of attack decreases.$$. At constant load factor# induced drag
increases with decreasing aeroplane mass: 1 IS CORRECT" INCORRECT
4hich of these statements about induced drag are correct or incorrect5$. An
rectangular spanwise lift distribution generates more induced drag than an elliptical lift
distribution.$$. $nduced drag increases with increasing aspect ratio: 1 CORRECT"
INCORRECT
4hich of these statements about /crit is correct5 SHOC! WAVES CANNOT
OCCUR AT SPEEDS BELOW MCRIT
4hich of these statements about propellers is correct or incorrect51 $. A cruise
propeller has a greater geometric pitch when compared with a climb propeller.1 $$. A
coarse pitch propeller is less efficient during take-off and in the climb# but more
efficient in the cruise# when compared with a fine pitch propeller( I IS CORRECT" II
IS CORRECT
propeller has a greater geometric pitch compared with a climb propeller.1 $$. A coarse
pitch propeller is more efficient during take-off and in the climb# but is less efficient in
the cruise# when compared with a fine pitch propeller: 1 IS CORRECT" IS
INCORRECT
propeller has a smaller geometric pitch compared with a climb propeller.1 $$. A coarse
pitch propeller is more efficient during take-off and in the climb# but is less efficient in
the cruise# when compared with a fine pitch propeller: 1 AND ARE INCORRECT
4hich of these statements about stall speed is correct5 DECREASING
SWEEPBAC! DECREASES STALL SPEED
4hich of these statements about stall speed is correct5 $),:JA6$)- F7:4A:C
64JJ; $),:JA6J6 6TA88 6;JJC. -ien: Aeroplane mass: !"
"""kg.8ift%Crag ratio: &'.Thrust per engine: '& """).Assumed
g: &"m%sD.For a straight# steady# wings leel climb of a four-engine
aeroplane# the one-engine inop: %. $ %
4hich of these statements about the effect of wing sweep on centre of pressure
location are correct or incorrect51 $. The centre of pressure on a straight wing moes
aft as the angle of attack approaches and e0ceeds the critical angle of attack.1 $$. The
centre of pressure on a strongly swept back wing moes forward as the angle of attack
approaches and e0ceeds the critical angle of attack: I IS CORRECT" II IS
CORRECT
4hich of these statements about the e3uilibrium of forces and moments at </,A are
correct or incorrect51 $. J3uilibrium of moments about the normal a0is. is proided by
rudder deflection.1 $$. J3uilibrium of forces along the lateral a0is does not re3uire any
side slip during a wings leel condition: 1 CORRECT" INCORRECT
correct or incorrect51 $. J3uilibrium of moments about the normal a0is. is proided by
rudder deflection.1 $$. J3uilibrium of forces along the lateral a0is re3uires either bank
angle or side slip or a combination of both: 1 AND ARE CORRECT
correct or incorrect51 $. Fecause </,A must be determined for the case where the
critical engine suddenly fails# there is no need to obtain e3uilibrium of moments about
the normal a0is.1 $$. J3uilibrium of forces along the lateral a0is does not re3uire any
side slip during a wings leel condition: 1 AND ARE INCORRECT
4hich of these statements about the gust load factor on an aeroplane are correct or
incorrect51 $. 4hen the mass decreases# the gust load factor increases.1 $$. 4hen the
altitude decreases# the gust load factor increases( I IS CORRECT" II IS CORRECT
incorrect51 $. 4hen the mass increases# the gust load factor increases.1 $$. 4hen the
altitude increases# the gust load factor increases( I IS INCORRECT" II IS
INCORRECT
incorrect51 $. 4hen the wing area increases# the gust load factor increases.1 $$. 4hen
the JA6 increases# the gust load factor decreases: I IS CORRECT" II IS
INCORRECT
incorrect5$. 4hen the wing area decreases# the gust load factor decreases.$$. 4hen the
JA6 decreases# the gust load factor decreases: 1 AND ARE CORRECT
incorrect5$. 4hen the mass increases# the gust load factor decreases.$$. 4hen the
altitude increases# the gust load factor decreases: & AND ARE CORRECT
incorrect5$. 4hen the wing area decreases# the gust load factor increases.$$. 4hen the
JA6 decreases# the gust load factor increases: 1 AND ARE INCORRECT
incorrect51 $. 4hen the slope of the lift ersus angle of attack cure decreases# the
gust load factor increases.1 $$. 4hen the wing loading decreases# the gust load factor
increases: 1 INCORRECT" CORRECT
incorrect51 $. 4hen the slope of the lift ersus angle of attack cure increases# the gust
load factor decreases.1 $$. 4hen the wing loading decreases# the gust load factor
decreases: 1 INCORRECT" CORRECT
gust load factor decreases.1 $$. 4hen the wing loading decreases# the gust load factor
increases: 1 AND ARE CORRECT
incorrect51 $. 4hen the slope of the lift cure ersus angle of attack cure decreases#
the gust load factor decreases.1 $$. 4hen the wing loading decreases# the gust load
factor increases: 1 CORRECT" INCORRECT
incorrect51 $. 4hen the slope of the lift ersus angle of attack cure increases# the gust
load factor increases.1 $$. 4hen the wing loading increases# the gust load factor
decreases: 1 AND ARE CORRECT
gust load factor increases.1 $$. 4hen the wing loading decreases# the gust load factor
decreases: 1 AND ARE INCORRECT
4hich of these statements about the limiting alue of ! degrees bank angle during
</,A determination are correct or incorrect51 $. 4hen the bank angle is decreased
from ! degrees to " degrees# the alue of </,A will remain appro0imately constant.1
$$. At any bank angle aboe ! degrees# </,A will decrease correspondingly: 1 AND
ARE INCORRECT
</,A determination are correct or incorrect51 $. As the bank angle is decreased from
! degrees to " degrees# the alue of </,A increases.1 $$. At any bank angle beyond !
degrees# there is an increasing risk of fin 6tall: 1 CORRECT" INCORRECT
</,A determination are correct or incorrect51 $. As the bank angle is decreased from
! degrees to " degrees# the alue of </,A increases.1 $$. 4hen the bank angle is
increased beyond ! degrees# there is an increasing risk of fin 6tahl: 1 AND ARE
CORRECT
4hich of these statements about the pitching moment coefficient ersus angle of
attack lines in the anne0 is correct5 THE CG POSITION IS FURTHER
FORWARD AT LINE % WHEN COMPARED WITH LINE 1
attack lines in the anne0 is correct5 IN ITS CURVED PART AT HIGH ANGLES
OF ATTAC! LINE ILUSTRATES INCREASING STATIC LONGITUDINAL
STABILITY
attack lines in the anne0 is correct5 THE CG POSITION IS FURTHE AFT AT
LINE 1 WHEN COMPARED WITH LINE %
attack lines in the anne0 is correctE STATIC LONGITUDINAL STABILITY IS
GRATER AT LINE % WHEN COMPARED WITH LINE $ AT LOW AND
MODERATES ANGLES OF ATTAC!
4hich of these statements about the strength of wing tip ortices are correct or
incorrect51 $. Assuming no flow separation# the strength of wing tip ortices is not
affected by angle of attack.1 $$. The strength of wing tip ortices decreases as the
aspect ratio decreases: 1 AND ARE INCORRECT
incorrect51 $. Assuming no flow separation# the strength of wing tip ortices decreases
as the angle of attack increases.1 $$. The strength of wing tip ortices increases as the
aspect ratio decreases: 1 INCORRECT CORRECT
affected by the angle of attack.1 $$. The strength of wing tip ortices decreases as the
aspect ratio increases: 1 INCORRECT" CORRECT
incorrect51 $. Assuming no flow separation# the strength of wing tip ortices increases
as the angle of attack decreases.1 $$. The strength of wing tip ortices increases as the
aspect ratio increases. 1 AND ARE INCORRECT
affected by angle of attack.1 $$. The strength of wing tip ortices is not affected by
aspect ratio: 1 AND ARE INCORRECT
as the angle of attack increases.1 $$. The strength of wing tip ortices decreases as the
aspect ratio increases: 1 AND ARE CORRECT
as the angle of attack increases.1 $$. The strength of wing tip ortices is not affected by
aspect ratio: 1 CORRECT INCORRECT
aspect ratio decreases: 1 AND ARE CORRECT
aspect ratio increases: 1 AND ARE ,7:J,T
as the angle of attack decreases.1 $$. The strength of wing tip ortices decreases as the
as the angle of attack increases.1 $$. The strength of wing tip ortices is not affected by
aspect ratio: 1 AND ARE INCORRECT
as the angle of attack decreases.1 $$. The strength of wing tip ortices is not affected by
aspect ratio decreases: 1 AND ARE CORRECT
aspect ratio increases: 1 AND ARE CORRECT
aspect ratio increases: 1 AN ARE INCORRECT
affected by angle of attack.1 $$. The strength of wing tip ortices increases as the
aspect ratio decreases: 1 INCORRECT" CORRECT
as the angle of attack decreases.1 $$. The strength of wing tip ortices is not affected by
aspect ratio decreases: 1 CORRECT" INCORRECT
aspect ratio increases: 1 CORRECT" INCORRECT
aspect ratio decreases: 1 INCORRECT" CORRECT
4hich of these statements about the supersonic speed range is correct5 THE
AIRFLOW EVERYWHERE AROUND THE AEROPLANE IS SUPERSONIC
4hich of these statements about the transonic speed range is correct 5 The stall speed
line in the manoeuring load diagram runs through a point where the:THE
TRANSONIC SPEED RANGE STARTS AT MCRIT AND E&TENDS TO
MACH NUMBERS ABOVE M:1
4hich of these statements about </,- determination are correct or incorrect5$.
</,- must be determined using rudder control alone.$$. Curing </,-
determination# the lateral deiation from the runway centreline may be not more than
2" ft( I IS CORRECT" II IS CORRECT
4hich of these statements about </,- determination are correct or incorrect51 $.
</,- may be determined using both lateral and directional control.1 $$. Curing
</,- determination# the lateral deiation from the runway centreline may be not
more than 2" ft: I IS INCORRECT" II IS CORRECT
4hich of these statements about </,- determination are correct or incorrect51 $. $n
order to simulate a wet runway# nose wheel steering may not be used during </,-
determination.1 $$. Curing </,- determination# the ,- should be on the aft limit: I
IS CORRECT" II IS CORRECT
</,- may be determined using both lateral and directional control.1 $$. Curing
</,- determination# the lateral deiation from the runway centreline may be not
more than half the distance between the runway centreline and runway Jdge: 1 AND
ARE INCORRECT
</,- must be determined using rudder control alone.1 $$. Curing </,-
determination# the lateral deiation from the runway centreline may be not more than
half the distance between centreline and runway Jdge: 1 CORRECT"
INCORRECT
4hich of these statements about weight or mass is correct5 IN THE SI SYSTEM
THE UNIT OF MEASUREMENT FOR MASS IS THE !ILOGRAM
4hich of these statements about weight or mass is correct5 IN THE SI SYSTEM
THE UNIT OF MEASUREMENT FOR WEIGHT IS THE NEWTON
4hich of these statements about weight or mass is correctE THE MASS OF AN
OB)ECT IS INDEPENDENT OF THE ACCELERATION DUE TO GRAVITY
4hich of these statements about weight or mass is correct5 THE MASS OF A BODY
CAN BE DETERMINED BY DIVIDING ITS WEIGHT BY THE
ACCELERATION DUE TO GRAVITY
4hich of these statements about weight or mass is correct5 THE WEIGHT OF AN
OB )ECT DEPENDS ON THE ACCELERATION DUE TO GRAVITY
4hich of these statements about weight or mass is correct5 THE WEIGHT OF A
BODY CAN BE DETERMINED BY MULTIPLYING ITS MASS BY THE
ACCELERATION DUE TO GRAVITY
4hich of these statements about weight or mass is correct5 WEIGHT IS A FORCE
4hich of these statements about wing sweepback are correct or incorrect5$. $ncreasing
wing sweepback increases /crit.$$. $ncreasing wing sweepback increases the drag
diergence /ach 8umber: I IS CORRECT" II IS CORRECT
4hich of these statements about wing sweepback are correct or incorrect51 $.
$ncreasing wing sweepback decreases /crit.1 $$. $ncreasing wing sweepback increases
the drag diergence /ach 8umber( 1 IS INCORRECT" IS CORRECT
4hich of these statements about wing sweepback are correct or incorrect5$.
Cecreasing wing sweepback decreases /crit.$$. Cecreasing wing sweepback increases
the drag diergence /ach 8umber: 1 CORRECT" INCORRECT
4hich of these statements about wing sweepback are correct or incorrect5$.
$ncreasing wing sweepback increases /crit.$$. $ncreasing wing sweepback decreases
the drag diergence /ach 8umber( 1 CORRECT" INCORRECT
4hich of these statements are correct or incorrect regarding a sideslip# with the
relatie airflow coming from the right# on an aeroplane that e0hibits both directional
and lateral stability51 $. The initial tendency of the nose of the aeroplane is to to the
left.1 $$. The initial tendency of the right wing is to moe down: 1 AND ARE
INCORRECT
and lateral stability51 $. The initial tendency of the nose of the aeroplane is to to the
right.1 $$. The initial tendency of the left wing is to moe down: 1 AND ARE
CORRECT
relatie airflow coming from the left# on an aeroplane that e0hibits both directional
and lateral stability51 $. The initial tendency of the nose of the aeroplane is to moe to
the left.1 $$. The initial tendency of the left wing is to moe down: 1 CORRECT
INCORRECT
the right.1 $$. The initial tendency of the left wing is to moe down: 1 AND ARE
INCORRECT
the right.1 $$. The initial tendency of the right wing is to moe down: 1 INCORRECT"
CORRECT
the left.1 $$. The initial tendency of the left wing is to moe down: 1 INCORRECT"
CORRECT
the left.1 $$. The initial tendency of the right wing is to moe down: 1 AND ARE
CORRECT
4hich of these statements concerning flight in turbulence is correct5 VRA IS THE
RECOMMENDED TURBULENCE PENETRATION AIRSPEED
4hich of these statements concerning flight in turbulence is correct5 VB IS THE
DESIGN SPEED FOR MA&IMUM GUST INTENSITY
4hich of these statements concerning flight in turbulence is correct5 THE LOAD
FACTOR IN TURBULENCE MAY FLUCTUATE ABOVE AND BELOW 1 AND
CAN BECOME NEGATIVE
4hich of these statements concerning propellers is correct5 A FEATHERED
PROPELLER CAUSES LESS DRAG THAN A WINDMILLING PROPELLER
4hich of these statements concerning propellers is correct5 THE BLADE ANGLE
OF A FEATHERED PROPELLER IS APPRO&IMATELY =; DEGREES
4hich of these statements concerning propellers is correctE WHEN COMPARED
WITH A NON'FEATHERED PROPELLER" A FEATHERED PROPELLER
IMPROVES THE HANDLING OF A MULTI'ENGINE AEROPLANE WITH
ONE ENGINE INOPERATIVE
4hich of these statements on shock stall is correct5 SHOC! STALL IS S TALL
DUE TO FLOW SEPARATION CAUSED BY A SHOC! WAVE
4hich one of the bodies in motion (all bodies hae the same cross section area) will
hae lowest drag5 BODY C
4hich one of the following statements about FernoulliGs theorem is correct5 THE
DYNAMIC PRESSURE INCREASES AS STATIC PRESSURE DECREASES
4hich one of the following statements about the lift-to-drag ratio in straight and leel
flight is correct5 AT THE HIGUEST VALUE OF THE LIFT#DRAG RATIO THE
TOTAL DRAG IS LOWEST
4hich one of the following systems suppresses the tendency to "Cutch roll"5 YAW
DAMPER
4hich part of an aeroplane proides the greatest positie contribution to static
longitudinal stability5 THE HORIBONTAL TAILPLANE
4hich part of the aeroplane has the largest effect on induced drag5 WING TIP
4hich phenomenon is counteracted with differential aileron deflection5 ADVERSE
YAW
4hich point in the diagram gies the lowest speed in hori9ontal flight5 POINT D
4hich speeds are used and in which se3uence if an emergency descent is carried out
from the normal cruise altitude of a large .et transport aeroplane5 MMO" VMO
4hich statement about a primary control surface controlled by a sero tab# is correct5
THE POSITION IS UNDETERMINED DURING TA&IING" IN PARTICULAR
WITH TAILWIND
4hich statement about a propeller is correct51 $. Asymmetric blade effect increases
when engine power is increased.1 $$. Asymmetric blade effect increases when the angle
between the propeller a0is and airflow through the propeller disc increases( I IS
4hich statement about a propeller is correct5$. Asymmetric blade effect is unaffected
when engine power is increased.$$. Asymmetric blade effect is independent of the
angle between the propeller a0is and the airflow through the propeller disc: 1 AND
ARE INCORRECT
4hich statement about a propeller is correct5$. Asymmetric blade effect reduces when
engine power is increased.$$. Asymmetric blade effect increases when the angle
between the propeller a0is and the airflow through the propeller disc increases( 1
INCORRECT" CORRECT
4hich statement about an aeroplane entering ground effect is correct51 $. The
downwash angle increases.1 $$. The induced angle of attack decreases: I IS
INCORRECT" II IS CORRECT
4hich statement about an aeroplane entering ground effect is correct5$. The
downwash angle remains constant.$$. The induced angle of attack decreases( 1
INCORRECT" CORRECT
4hich statement about an aeroplane leaing ground effect is correct5$. The downwash
angle remains constant.$$. The induced angle of attack increases: 1 INCORRECT"
CORRECT
4hich statement about eleators is correct5 THE ELEVATOR IS THE PRIMARY
CONTROL SURFACE FOR CONTROL ABOUT THE LATERAL A&IS AND IS
OPERATED BY A FORWARD OR BAC!WARD MOVEMENT OF THE
CONTROL WHEEL OR STIC!
4hich statement about minimum control speed is correct5 VMCA DEPENDS ON
THE AIRPORT DENSITY ALTITUDE" AND THE LOCATION OF THE
ENGINE ON THE AEROPLANE (AFT FUSELAGE OR WING)
4hich statement about negatie tail stall is correct5 WHEN NEGATIVE TAIL
STALL OCCURS" THE AEROPLANE WILL SHOW AN UNCONTROLLABLE
PITCH'DOWN MOMENT
4hich statement about propeller icing is correct51 $. ;ropeller icing reduces blade
element drag and increases blade element lift.1 $$. ;ropeller icing reduces propeller
efficiency: I IS INCORRECT" II IS CORRECT
4hich statement about propeller icing is correct51 $. ;ropeller icing increases blade
element drag and reduces blade element lift.1 $$. ;ropeller icing does not affect
propeller efficiency( I IS CORRECT" II IS INCORRECT
4hich statement about propeller noise is correct51 $. ;ropeller noise decreases when
the blade tip speed increases.1 $$. For a gien engine and propeller blade shape# a
decrease in the number of propeller blades allows for a reduction in propeller Foise( I
4hich statement about propeller noise is correct51 $. ;ropeller noise increases when
the blade tip speed increases.1 $$. For a gien engine and propeller blade shape# an
increase in the number of propeller blades allows for a reduction in propeller Foise( I
IS CORRECT" II IS CORRECT
4hich statement about propeller noise is correct51 $. ;ropeller noise remains the
same when the blade tip speed increases.1 $$. For a gien engine and propeller blade
shape# a decrease in the number of propeller blades allows for a reduction in propeller
Foise: 1 AND ARE INCORRECT
4hich statement about stick force per g is correct5 THE STIC! FORCE PER G
MUST HAVE BOTH AND UPPER AND LOWER LIMIT IN ORDER TO
ENSURE ACCEPTABLE CONTROL CHARACTERISTICS
4hich statement concerning longitudinal stability and control is correct5 A BOB
WEIGHT AND A DOWN SPRING HAVE THE SAME EFFECT ON THE
STIC! FORCE STABILITY
4hich statement concerning sweepback is correct5 SWEEPBAC! PROVIDES A
POSITIVE CONTRIBUTION TO STATIC LATERAL STABILITY
4hich statement concerning the local flow pattern around a wing is correct5 BY
FITTING WINGLETS TO THE WING TIP" THE STREGTH OF THE WING
TIP VORTICES IS REDUCED WHICH IN TURN REDUCES INDUCED
DRAG
4hich statement in respect of a trimmable hori9ontal stabiliser is correct5 AN
AEROPLANE WITH A FORWARD CD REQUIRES THE STABILISER
LEADING EDGE TO BE LOWER THAN FOR ONE WITH AN AFT CG IN
THE SAME TRIMMED CONDITION
4hich statement is about ,- limits is correct5 THE FORWARD GS LIMIT IS
MAINLY DETERMINED BY THE AMOUNT OF PITCH CONTROL
AVAILABLE FROM THE ELEVATOR
4hich statement is correct about a normal shock wae5 THE AIRFLOW
CHANGES FROM SUPERSONIC TO SUBSONIC
4hich statement is correct about a spring tabE AT HIGH IAS IT BEHAVES LI!E A
SERVO TAB
4hich statement is correct about an aeroplane# that has e0perienced a left engine
failure and continues afterwards in straight and leel cruise flight with wings leel5
TURN INDICATOR NEUTRAL " SLIP INDICATOR NEUTRAL
4hich statement is correct about an e0pansion wae in a supersonic flow5 &- The
density in front of an e0pansion wae is higher than behind it. '- The static pressure in
front of an e0pansion wae is higher than behind it: 1 AND ARE CORRECT
4hich statement is correct about an e0pansion wae in supersonic flow5 &. The static
temperature in front of an e0pansion wae is higher than the static temperature behind
it. '. The speed in front of an e0pansion wae is higher than the speed behind it: 1 IS
CORRECT AND IS INCORRECT
4hich statement is correct about an e0pansion wae in supersonic flow 5 &. The
temperature in front of an e0pansion wae is higher than the temperature behind it. '.
The speed in front of an e0pansion wae is higher than the speed behind it: 1 IS
CORRECT AND IS INCORRECT
4hich statement is correct about the gust load factor on an aeroplane5 $. 4hen the
mass increases# the gust load factor increases. $$. 4hen the altitude decreases# the gust
load factor increases: I IS INCORRECT" II IS CORRECT
4hich statement is correct about the gust load on an aeroplane ($A6 and all other
factors of importance remaining constant)5 &. the gust load increases# when the weight
decreases. '. the gust load increases# when the altitude increases: 1 IS CORRECT"
AND IS INCORRECT
4hich statement is correct about the gust load on an aeroplane# while all other factors
of importance remain constant51 $ 4hen the mass increases# the gust load increases.1 $$
4hen the altitude decreases# the gust load increases( I IS INCORRECT" II IS
CORRECT
4hich statement is correct about the laminar and turbulent boundary layer :
FRICTION DRAG IS LOWER IN THE LAMINAR LAYER
4hich statement is correct at the speed for minimum drag (subsonic) 5 THE
GLIDING ANGLE IS MINIMUM (ASSUME BERO THRUST)
4hich statement is correct for a propeller of gien diameter and at constant :;/51 $.
Assuming blade shape does not change power absorption increases if the number of
blades increases.1 $$. ;ower absorption increases if the mean chord of the blades
increase: I IS CORRECT" II IS CORRECT
4hich statement is correct regarding a propeller51 $. $ncreasing tip speed to
supersonic speed increases propeller noise.1 $$. $ncreasing tip speed to supersonic
speed increases propeller efficiency: I IS CORRECT" II IS INCORRECT
4hich statement is correct regarding a windmilling propeller on a multi-engine
aeroplane5 THE WINDMILLING DRAG IS MUCH HIGUER THAN FOR A
FETHERED PROPELLER
4hich statement is correct regarding ,l angle of attack5 FOR A SYMMETRICAL
AEROFOIL SECTION" IF THE ALPHA IS BERO" CI IS BERO
4hich statement is correct regarding the gyroscopic effect of a clockwise rotating
propeller on a single engine aeroplane51 $. ;itch down produces left yaw.1 $$. 8eft
yaw produces pitch up( I IS CORRECT" II IS CORRECT
propeller on a single engine aeroplane51 $. ;itch up produces left yaw.1 $$. :ight yaw
produces pitch down: I IS INCORRECT" II IS CORRECT
propeller on a single engine aeroplane51 $. ;itch down produces right yaw.1 $$. 8eft
yaw produces pitch down( I IS INCORRECT" II IS INCORRECT
4hich statement is correct regarding the gyroscopic effect of a clockwise propeller on
a single engine aeroplane5$.;itch down produces left yaw. $$.8eft yaw produces pitch
up.1 I IS CORRECT" II IS CORRRECT
propeller on a single engine aeroplane5 $. ;itch up produces right yaw.$$. :ight yaw
produces pitch up: 1 IS CORRECT" IS INCORRECT
4hich statement is correct regarding the pitching moment coefficient ,m ersus angle
of attack diagram5 LINE $ SHOWS AND AEROPLANE WITH GREATER
STATIC LONGITUDINAL STABILITY AT LOW ANGLES OF ATTAC!
THAN THAT SHOWN IN LINE %
of attack diagram5 LINE 1 SHOWS AN AEROPLANE WITH REDUCING
STATIC LONGITUDINAL INSTABILITY AT VERY HIGH ANGLES OF
ATTAC!
of attack diagram5 LINE % SHOWS AND AEROPLANE WITH INCREASING
STATIC LONGITUDINAL STABILITY AT VERY HIGH ANGLES OF
ATTAC!
of attack diagram5 8$)J 2 6>746 A) AJ:7;8A)J 4$T> :JCI,$)- 6TAT$,
87)-$TIC$)A8 6TAF$8$TR AT >$-> A)-8J6 7F ATTA,@
4hich statement is correct when comparing a fi0ed pitch propeller with a constant
speed propeller5 $. A constant speed propeller improes propeller efficiency oer a
range of cruise speeds. $$. A coarse fi0ed pitch propeller is more efficient during take-
off: I IS CORRECT" II IS INCORRECT
speed propeller51 $. A fi0ed pitch propeller improes propeller efficiency oer a range
of cruise speeds.1 $$. A coarse fi0ed pitch propeller is more efficient during take-off: I
speed propeller51 $. A constant speed propeller reduces fuel consumption oer a range
of cruise speeds.1 $$. A coarse fi0ed pitch propeller is more efficient during take-off: I
IS CORRECT" II IS INCORRECT
speed propeller51 $. A constant speed propeller reduces fuel consumption oer a range
of cruise speeds.1 $$. A constant speed propeller improes take-off performance as
compared with a coarse fi0ed pitch propeller: 1 AND ARE CORRECT
speed propeller51 $. A fi0ed pitch propeller improes propeller efficiency oer a range
of cruise speeds.1 $$. A constant speed propeller improes take-off performance as
compared with a coarse fi0ed pitch propeller: 1 INCORRECT" CORRECT
4hich statement is correct5 AS THE ANGLE OF ATTAC! INCREASES" THE
STAGNITION POINT ON THE WINGDS PROFILE MOVES DOWNWARDS
4hich statement is correct5 DURING A PHUGOID ALTITUDE VARIES
SIGNIFICANTLY" BUT DURING A SHORT PERIOD OSCILATION IT
REMAINS APPRO&IMATELY CONSTANT
4hich statement is correctE DYNAMIC STABILITY IS POSSIBLE ONLY WHEN
THE AIRPLANE IS STATICALLY STABLE ABOUT THE RELEVANT A&IS
4hich statement is correct5 FLAP E&TENSION CAUSES A REDUCTION IN
STALL SPEED AND THE MA&IMUM GLIDE DISTANCE
4hich statement is correct5 $ 6tick force per g is independent of altitude. $$ 6tick force
per g increases when the centre of graity moes forward( I IS INCORRECT" II IS
CORRECT
4hich statement is correct5 $. 6tall speeds are determined with the ,- at the aft limit.
$$. /inimum control speeds are determined with the ,- at the forward limit: I IS
4hich statement is correct5 $. 7n fully hydraulic powered flight controls there is no
need for mass balancing $$. 7n fully hydraulic powered flight controls there is no need
for trim tabs( I IS INCORRECT" II IS CORRECT
4hich statement is correct5 SPOILER E&TENSION INCREASES THE
STALLSPEED" THE MINIMUM RATE OF DESCENT AND THE MINIMUM
ANGLE OF DESCENT
4hich statement is correct5 THE FLOW ON THE UPPER SURFACE OF THE
WING HAS A COMPONENT IN WING ROOT DIRECTION
4hich statement is correct5 THE SHORT PERIOD OSCILLATION SHOULD
ALWAYS BE HEAVILY DAMPED
4hich statement is correct51 $. A propeller with a small blade angle is referred to as
being in fine pitch.1 $$. A propeller with a large blade angle is referred to as being in
coarse pitch( I IS CORRECT" II IS CORRECT
4hich statement is correct51 $. A propeller with little blade twist is referred to as
being in fine pitch.1 $$. A propeller with a large blade angle is referred to as being in
coarse pitch: I IS INCORRECT" II IS CORRECT
4hich statement is correct51 $. At a gien :;/ the propeller efficiency of a fi0ed
pitch propeller is ma0imum at only one alue of TA6.1 $$. A fi0ed pitch propeller
maintains near ma0imum efficiency oer a wider range of aeroplane speeds than a
constant speed propeller: 1 CORRECT" INCORRECT
4hich statement is correct51 $. At a gien :;/ the propeller efficiency of a fi0ed
pitch propeller is ma0imum at only one alue of TA6.1 $$. A constant speed propeller
maintains near ma0imum efficiency oer a wider range of aeroplane speeds than a
fi0ed pitch propeller: 1 AND ARE CORRECT
4hich statement is correct51 $. ;ropeller gyroscopic effect occurs during aeroplane
pitch changes.1 $$. ;ropeller gyroscopic effect is most noticeable during low speed
flight at high propeller :;/( I IS CORRECT" II IS CORRECT
4hich statement is correct51 $. ;ropeller gyroscopic effect occurs during flight at
constant aeroplane attitude.1 $$. ;ropeller gyroscopic effect is most noticeable during
low speed flight at low propeller :;/: I IS INCORRECT" II IS INCORRECT
4hich statement is correct51 $. ;ropeller gyroscopic effect occurs during aeroplane
yaw changes.1 $$. ;ropeller gyroscopic effect is most noticeable during low speed
flight at high propeller :;/.: I IS CORRECT" II IS CORRECT
4hich statement is correct51 $. 6tall speeds are determined with the ,- at the forward
limit.1 $$. /inimum control speeds are determined with the ,- at the aft limit: I IS
4hich statement is correct51 $. A propeller with little blade twist is referred to as being
in fine pitch.1 $$. A propeller with significant blade twist is referred to as being in
coarse pitch: $ IS INCORRECT II IS INCORRECT
4hich statement is correct51 $. A stick pusher actiates at a higher angle of attack than
a stick shaker.1 $$. A stick pusher preents the pilot from increasing the angle of attack
further: I IS CORRECT" II IS CORRECT
4hich statement is correct5$. 6tall speeds are determined with the ,- at the aft
limit.$$. /inimum control speeds are determined with the ,- at the aft limit: 1
INCORRECT" CORRECT
4hich statement on dynamic longitudinal stability of a conentional aeroplane is
correct5 DAMPING OF THE PHUGOID IS NORMALLY VERY WEA!
4hich statement regarding the gust load factor on an aeroplane is correct (all other
factors of importance being constant) 51 &. $ncreasing the aspect-ratio of the wing will
increase the gust load factor.'. $ncreasing the speed will increase the gust load factor(
1 AND ARE CORRECT
4hich statement regarding the gust load factor on an aeroplane is correct (all other
factors of importance being constant)5 &. $ncreasing the aspect-ratio of the wing will
increase the gust load factor. '. $ncreasing the speed will increase the gust load factor:
1 AND ARE CORRECT
4hich statement regarding the manoeure and gust load diagram in the clean
configuration is correct51 $. The gust load diagram has a symmetrical shape with
respect to the n * & line for speeds aboe <F.1 $$. The manoeure load diagram does
not e0tend beyond the speed <,: I IS CORRECT" II IS INCORRECT
4hich statement with respect to the speed of sound is correct5 VARIES WITH THE
SQUARE ROOT OF THE ABSOLUTE TEMPERATURE
4hich statement# about an aeroplane entering ground effect at constant angle of
attack# is correct51 $. The lift coefficient ,8 increases.1 $$. The induced drag coefficient
,Ci decreases: I IS CORRECT" II IS CORRECT
attack# is correct5$. The lift coefficient ,8 increases.$$. The induced drag coefficient
,Ci increases: 1 CORRECT INCORRECT
attack# is correct5$. The lift coefficient ,8 decreases.$$. The induced drag coefficient
,Ci increases: 1 AND ARE INCORRECT
4hich statement# about the effects on drag of fitting e0ternal tip tanks to the wings of
an aeroplane# is correct51 $. ;arasite drag increases.1 $$. $nduced drag increases: I IS
4hich statement# about the effects on drag of fitting e0ternal tip tanks to the wings of
an aeroplane# is correct5$. ;arasite drag decreases.$$. $nduced drag decreases( 1
INCORRECT" CORRECT
4hich statement# about the effects on drag of remoing e0ternal tip tanks from the
wings of an aeroplane# is correct51 $. ;arasite drag increases.1 $$. $nduced drag
increases: I IS INCORRECT" II IS CORRECT
4hich statement# about the effects on drag of remoing e0ternal tip tanks from the
wings of an aeroplane# is correct5$. ;arasite drag increases.$$. $nduced drag decreases:
1 AND ARE INCORRECT
4hich three aerodynamic means decrease manoeuring stick forces5 SERVO TAB'
HORN BALANCE'SPRING TAB
4hich type of buffet will occur if a .et aeroplane slowly accelerates in leel flight
from its cruise speed in still air at high altitude5 MACH BUFFET
4hich type of flap is shown in the picture5 FOWLER FLAP
4hich type of flap is shown in the picture5 SPLIT FLAP
4hich wing design feature decreases the static lateral stability of an aeroplane5
ANHEDRAL
4hile flying under icing conditions# the largest ice build-up will occur# principally# on:
THE FRONTAL AREAS OF THE AIRCRAFT
4hilst flying at a constant $A6 and at n * &# as the aeroplane mass decreases the alue
of /crit: INCREASES
4hilst maintaining straight and leel flight with a lift coefficient ,8 * & what will be
the new appro0imate alue of ,8 after the speed is increased by 2"K5 ;.6;
4hilst maintaining straight and leel flight with a lift coefficient ,8 * &# what will be
the new appro0imate alue of ,8 after the speed is increased by +&K5 ;.5;
4hilst maintaining straight and leel flight with a lift coefficient ,8*&# what will be
the new alue of ,8 after the speed has doubled5 ;.5
4hy is a propeller blade twisted from root to tip5 TO MAINTAIN A CONSTANT
ANGLE OF ATAC! ALONG THE WHOLE LENGTH OF THE PROPELLER
BLADE
4hy is </,- determined with the nosewheel steering disconnected5 BECAUSE
THE VALUE OF VMCG MUST ALSO BE APPLICABLE ON WET AND#OR
SLIPPERY RUNWAYS
4ing dihedral: CONTRIBUTES TO STATIC LATERAL STABILITY
4ing flutter can be preented by: ENSURING THAT THE WING CG IS AHEAD
OF ITS TORSIONAL A&IS
4ing loading is the ratio between: AEROPLANE AND WING AREA
4ing spoilers are deflected symmetrically in flight in order to: DECELERATE THE
AEROPLANE AND#OR INCREASE ITS RATE OF DESCENT
4ing sweep angle is the angle between: THE QUARTER'CHORD LINE OF THE
WING AND THE LATERAL A&IS
4inglets: DECREASE THE INDUCED DRAG
4ith increasing altitude and constant $A6 the static lateral stability (&) and the
dynamic lateral%directional stability (') of an aeroplane with swept back wing will: (1)
INCREASE () DECREASE
4ith increasing angle of attack# the stagnation point will moe ($) ...and the point of
lowest pressure will moe ($$) ...:espectiely ($) and ($$) are: (I) DOWN" (II)
FORWARD
4ith respect to the gyroscopic effects of precession acting upon the clockwise rotating
propeller of a single acting aeroplane (when iewed from behind):1 i. The effect of
pitch up is right yaw1 ii. The effect of right yaw is pitch down.1 I IS CORRECT" II
IS CORRECT
Raw is followed by roll because the: YAWING MOTION GENERATED BY
RUDDER DEFLECTION CAUSES A SPEED INCREASE OF THE OUTER
WIND" WHICH INCREASES THE LIFT ON THAT WING SO THAT THE
AEROPLANE STARTS TO ROLL IN THE SAME DIRECTION AS THE YAW.

Aerodynamique Odt

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Aerodynamique Odt

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"A line connecting the leading- and trailing edge midway between the upper and lower

surface of a aerofoil". This definition is applicable for: THE CAMBER LINE

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