Principles of flight Questions

compteur number subject/section topic paragraph subpara provisional reference

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texte de la question réponseA

I is correct, II is correct.

(I) kg / m³, (II) N.

(I) N / m², (II) N / m².

F = m * a

Static pressure acts: in all directions.

Lift is generated when:

lower the mass flow.

decrease.

pt = ps + q

above the origin.

angle of attack.

The angle of attack of an aerofoil section is the angle between the:

chord line and the relative undisturbed airflow.

Which of these statements about a stationary subsonic flow are correct or incorrect?I. The static pressure decreases as the streamlines converge.II. The velocity increases as the streamlines converge.

The SI units of air density (I) and force (II) are:

The units of wing loading (I) W / S and (II) dynamic pressure q are:

Which formula or equation describes the relationship between force (F), acceleration (a) and mass (m)?

the flow direction of a certain mass of air is changed.

Consider a steady flow through a stream tube at a given constant velocity. An increase in the flow's temperature will:

Which of these statements about Bernoulli's equation is correct?

Dynamic pressure increases as static pressure decreases.

If in a two-dimensional incompressible and subsonic flow, the streamlines converge the static pressure in the flow will:

Bernoulli's equation can be written as:(pt = total pressure, ps = static pressure and q = dynamic pressure)

Which of the following statements about boundary layers is correct?

The turbulent boundary layer has more kinetic energy than the laminar boundary layer.

As angle of attack is increased on a conventional low speed aerofoil at low subsonic speeds, flow separation normally starts on the:

upper surface near the trailing edge.

The lift coefficient Cl versus angle of attack curve of a positive cambered aerofoil section intersects the vertical axis of the graph:

The angle of attack of a two-dimensional wing section is the angle between:

the chord line of the aerofoil and the free stream direction.

The angle between the direction of the undisturbed airflow (relative wind) and the chord line of an aerofoil is the:

angle of incidence.


Wing flutter may be caused by a:

is caused by wingtip stall.

Low speed pitch up can be caused by the:

W * cos gamma.

1.71

nose down (negative).

zero.

2.13

x 0.25

When "spoilers" are used as speed brakes:

The angle between the aeroplane longitudinal axis and the wing root chord line is the:

Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack increases are correct or incorrect?I. The stagnation point moves down.II. The point of lowest pressure moves forward.

The aerodynamic centre of the wing is the point, where:

the pitching moment coefficient does not vary with angle of attack.

combination of bending and torsion of the wing structure.

On a swept wing aeroplane at low airspeed, the "pitch up" phenomenon:

outward drift of the boundary layer on a swept-back wing.

Ignoring thrust effects in a steady straight climb at a climb angle 'gamma', the lift of an aeroplane with weight W is:

The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.42. An increase in angle of attack of 1 degree increases CL by 0.1. A vertical up gust instantly changes the angle of attack by 3 degrees. The load factor will be:

The aeroplane drag in straight and level flight is lowest when the:

parasite drag is equal to the induced drag.

When the lift coefficient Cl of a positively cambered aerofoil section is zero, the pitching moment is:

When the speed over an aerofoil section increases from subsonic to supersonic, its aerodynamic centre:

moves from approximately 25% to about 50% of the chord.

When the lift coefficient Cl of a symmetrical aerofoil section is zero, the pitching moment is:

The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.4. An increase in angle of attack of 1 degree will increase CL by 0.09. A vertical up gust instantly changes the angle of attack by 5 degrees. The load factor will be:

An aeroplane maintains straight and level flight while the IAS is doubled. The change in lift coefficient will be:

at the same angle of attack, CD is increased and CL is decreased.

stabilising effect.

1.45.

59%.

L = CL * ½rho * V² * S.

2380 m.

relative wind/airflow.

a roll to the left.

Di/Dp = 1.

D= CD * ½ rho * V² * S.

square of the speed.

(i) 1/16 (ii) 1/4.

Stick forces, provided by an elevator feel system, depend on:

elevator deflection, dynamic pressure.

For a fixed-pitch propeller, the blade angle of attack:

can become negative during high-speed idle descent.

Why is a propeller blade twisted from root to tip?

To maintain a constant angle of attack along the whole length of the propeller blade.

Constant-speed propellers deliver better performance than fixed-pitch propellers because they:

operate at a relatively high propeller efficiency over a wider speed range than a fixed pitch propeller.

The effect of a wing with sweepback on static directional stability is as follows:

The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.35. An increase in angle of attack of 1 degree would increase CL by 0.079. If a vertical gust instantly changes the angle of attack by 2 degrees, the load factor will be:

In straight and level flight at a speed of 1.3 VS, the lift coefficient, expressed as a percentage of its maximum CLMAX, would be:

The lift formula can be written as:(rho = density)

An aeroplane is in a level turn, at a constant TAS of 300 kt, and a bank angle of 45°. Its turning radius is approximately:(given: g= 10 m/s²)

Which one of the following statements about the lift-to-drag ratio in straight and level flight is correct?

At the highest value of the lift/drag ratio the total drag is lowest.

Drag is in the direction of - and lift is perpendicular to the:

If the nose of an aeroplane yaws left, this causes:

At a load factor of 1 and the aeroplane's minimum drag speed, what is the ratio between induced drag Di and parasite drag Dp?

The correct drag formula can be written as:(rho = density)

The value of the parasite drag in straight and level flight at constant weight varies linearly with the:

An aeroplane accelerates from 80 kt to 160 kt at a load factor equal to 1. By what factors will the induced drag coefficient (i) and the induced drag (ii) change?

(1) decreases and (2) increases.

Elliptical.

1/V².

aeroplane mass.

Induced drag is created by the:

Vortex generators:

low-speed stall characteristics.

downwards.

forward CG and idle thrust.

upwards.

What is the effect of increasing wing aspect ratio on induced drag?

It reduces because the effect of wing-tip vortices is reduced.

In what way do (1) induced drag and (2) parasite drag alter with increasing speed in straight and level flight?

Which of the following wing planforms produces the lowest induced drag? (assume zero wing twist)

The value of the induced drag of an aeroplane in straight and level flight at constant mass varies linearly with:

Assuming no compressibility effects, induced drag at constant IAS is affected by:

spanwise flow pattern resulting in the tip vortices.

transfer energy from the free airflow into the boundary layer.

How does the total drag change, in straight and level flight at constant mass, as speed is increased from the stall speed (VS) to maximum IAS (VNE or VMO)?

Initially decreases, then increases.

A boundary layer fence on a swept wing will improve the:

In order to maintain constant speed during a level, co-ordinated turn, compared with straight and level flight, the pilot must:

increase thrust/power and angle of attack.

When an aeroplane with the centre of gravity forward of the centre of pressure of the combined wing / fuselage is in straight and level flight, the vertical load on the tailplane will be:

On a jet aeroplane (engines mounted below the low wing) the thrust is suddenly increased. Which of these statements is correct about the elevator deflection required to maintain zero pitching moment?

The elevator must be deflected downward.

Given an aeroplane in steady, straight and level flight at low speed and considering the effects of CG location and thrust, the highest value of wing lift occurs at:

An aeroplane, with a CG location behind the centre of pressure of the wing can only maintain a straight and level flight when the horizontal tail loading is:

If the total sum of moments about one of its axes is not zero, an aeroplane would:

experience an angular acceleration about that axis.

longitudinal axis.

225 N.

The "short period mode" is an: oscillation about the lateral axis.

An aeroplane that has positive static stability:

A statically unstable aeroplane is: never dynamically stable.

positive static stability.

"Tuck under" is the:"Tuck under" may happen at: high Mach numbers.

During landing of a low-winged jet aeroplane, the greatest elevator up deflection is normally required when the flaps are:

fully down and the CG is fully forward.

Rolling is the rotation of the aeroplane about the:

An aeroplane has static directional stability; in a sideslip to the right, initially the:

nose of the aeroplane tends to move to the right.

The CG of an aeroplane is in a fixed position forward of the neutral point. Which of these statements about the stick force stability is correct?

An increase of 10kt from the trimmed position at low speed has more effect on the stick force than an increase of 10kt from the trimmed position at high speed.

The (1) stick force stability and the (2) manoeuvre stability are positively affected by:

(1) forward CG movement (2) forward CG movement.

The value of the manoeuvre stability of an aeroplane is 150 N/g. The stick force required to achieve a load factor of 2.5 from steady level trimmed flight is:

For a normal stable aeroplane, the centre of gravity is located:

with a sufficient minimum margin ahead of the neutral point of the aeroplane.

The maximum aft position of the centre of gravity is, amongst others, limited by the:

required minimum value of the stick force per g.

Longitudinal static stability is created by the fact that the:

centre of gravity is located in front of the neutral point of the aeroplane.

Positive static stability of an aeroplane means that following a disturbance from the equilibrium condition:

the initial tendency is to return towards its equilibrium condition.

Following a disturbance, an aeroplane oscillates about the lateral axis at constant amplitude. The aeroplane is:

statically stable - dynamically neutral.

Which statement on dynamic longitudinal stability of a conventional aeroplane is correct?

Damping of the phugoid is normally very weak.

can be dynamically stable, neutral or unstable.

One of the requirements for positive dynamic stability is:

nose down pitching tendency as speed is increased in the transonic range.


1, 3.

Anhedral.

CG is on the aft CG limit.

Rolling and yawing.

M = 0.69 to M > 0.84.

a nose down pitching moment.

Yaw damper.

Dutch roll.

(1) decreases (2) increases.

Which of these statements about "tuck under" are correct or incorrect?I. "Tuck under" is caused by an aft movement of the centre of pressure of the wing.II. "Tuck under" is caused by a reduction in the downwash angle at the location of the horizontal stabiliser.

Which design features improve static lateral stability?1. High wing.2. Low wing.3. Large and high vertical fin.4. Ventral fin.The combination that regroups all of the correct statements is:

Which wing design feature decreases the static lateral stability of an aeroplane?

The manoeuvrability of an aeroplane is best when the:

The effect of a ventral fin on the static stability of an aeroplane is as follows:(1=longitudinal, 2=lateral, 3=directional)

1: no effect, 2: negative, 3: positive.

Which of the following statements about static lateral and directional stability is correct?

An aeroplane with an excessive static directional stability in relation to its static lateral stability, will be prone to spiral dive (spiral instability).

Which moments or motions interact in a Dutch roll?

(For this question use annex 081-0001 issue date July 2004)A jet transport aeroplane weighing 100 tons carries out a steady level 50 degree bank turn at FL350. The buffet free speed range extends from:

Ignoring downwash effects on the tailplane, extension of Fowler flaps, will produce:

Which of the following statements about a Mach trimmer is correct?

A Mach trimmer corrects the change in stick force stability of a swept wing aeroplane above a certain Mach number.

Which one of the following systems suppresses the tendency to "Dutch roll"?

Which aeroplane behaviour will be corrected by a yaw damper?

Compared with level flight prior to the stall, the lift (1) and drag (2) in the stall change as follows:


During an normal spin recovery:

stagnation point.

Swept-back wings and a T-tail.

A stick pusher:

41%.

eventually remain the same.

increase.

Which of these statements about the effect of wing sweep on centre of pressure location are correct or incorrect?I. The centre of pressure on a straight wing moves aft as the angle of attack approaches and exceeds the critical angle of attack.II. The centre of pressure on a strongly swept back wing moves forward as the angle of attack approaches and exceeds the critical angle of attack.

Which of these statements about stall speed is correct?

Increasing sweepback increases stall speed.

Which of the following statements about the spin is correct?

During spin recovery the ailerons should be kept in the neutral position.

the ailerons are held in the neutral position.

Which of the following statements about the stall of a straight wing aeroplane is correct?

Just before the stall the aeroplane will have an increased nose down tendency.

How is stall warning presented to the pilots of a large transport aeroplane?

Stick shaker and/or aerodynamic buffet.

The vane of a stall warning system with a flapper switch is activated by the change of the:

Which combination of design features is known to be responsible for deep stall?

When a strongly swept-back wing stalls and the wake of the wing contacts the horizontal tail, the effect on the stall behaviour can be a(n):

nose up tendency and/or lack of elevator response.

pushes the elevator control forward when a specified value of angle of attack is exceeded.

Dangerous stall characteristics, in large transport aeroplanes that require stick pushers to be installed, include:

excessive wing drop and deep stall.

By what percentage does the lift increase in a level turn at 45° angle of bank, compared with straight and level flight?

In a steady, level, co-ordinated turn the load factor n and the stall speed VS will be:

n greater than 1, VS higher than in straight and level flight.

On a wing fitted with a "Fowler" type trailing edge flap, the "Full extended" position will produce:

an increase in wing area and camber.

When flaps are extended whilst maintaining straight and level flight at constant IAS, the lift coefficient will:

When flaps are deployed at constant angle of attack the lift coefficient will:

Trailing edge flap extension will:

What is the most effective flap system? Fowler flap.Deploying a Fowler flap, the flap will: move aft, then turn down.

A slotted flap will increase the CLMAX by:

increased.

3, 1, 2.

Flaps from 30° to 45°.

(1) is larger than (2).

decrease the critical angle of attack and increase the value of CLMAX.

Which of the following statements about the difference between Krueger flaps and slats is correct?

Deploying a slat will form a slot, deploying a Krueger flap does not.

increasing the camber of the aerofoil and re-energising the airflow.

In order to maintain straight and level flight at a constant airspeed, whilst the flaps are being retracted, the angle of attack must be:

The function of the slot between an extended slat and the leading edge of the wing is to:

cause a venturi effect, which energises the boundary layer.

Given the following aeroplane configurations:1. Clean wing.2. Slats only extended.3. Flaps only extended.Place these configurations in order of increasing critical angle of attack:

An aeroplane has the following flap settings: 0°, 15°, 30° and 45°. Slats can also be selected. Which of the following selections will most adversely affect the CL/CD ratio?

After take-off the slats (when installed) are always retracted later than the flaps. Why?

Because SLATS EXTENDED gives a large decrease in stall speed with relatively less drag.

Upon extension of a wing spoiler, if the angle of attack remains constant:

CD increases and CL decreases.

During a glide with idle power and constant IAS, if the RPM lever of a constant speed propeller is pulled back from its normal cruise position, the propeller pitch will:

increase and the rate of descent will decrease.

If the RPM lever of a constant speed propeller is moved forward during a glide with idle power and whilst maintaining constant airspeed, the propeller pitch will:

decrease and the rate of descent will increase.

Propeller efficiency is defined as the ratio between:

usable (power available) power of the propeller and shaft power.

An engine failure can result in a windmilling (1) propeller and a feathered (2) propeller. Which statement about propeller drag is correct?

roll the aeroplane to the left.

yaw the aeroplane to the left.

MMO.

(1) thick and (2) large.

Shock stall.

a deep stall.

to the mid chord position.

decrease wave drag.

When the blades of a propeller are in the feathered position:

the drag of the propeller is then minimal.

Given an aeroplane with a propeller turning clockwise as seen from behind, the torque effect during the take off run will tend to:

Asymmetric propeller blade effect is mainly induced by:

the inclination of the propeller axis to the relative airflow.

A propeller is turning to the right when viewed from behind. The asymmetric blade effect in the climb at low speed will:

A jet transport aeroplane is in a straight climb at a constant IAS and constant weight. The operational limit that may be exceeded is:

How does stall speed (IAS) vary with altitude?

It remains constant at lower altitudes but increases at higher altitudes due to compressibility effects.

What data may be obtained from the Buffet Onset Boundary chart?

The values of the Mach number at which low speed and Mach buffet occur at different masses and altitudes.

Mcrit is the free stream Mach number at which:

somewhere about the airframe Mach 1 is reached locally.

Which of the following (1) aerofoils and (2) angles of attack will produce the lowest Mcrit values?

During which type of stall does the angle of attack have the smallest value?

When the Mach number is slowly increased in straight and level flight the first shock waves will occur:

on the upper surface at the wing root.

The consequences of exceeding Mcrit in a swept-wing aeroplane may be: (assume no corrective devices, straight and level flight)

buffeting of the aeroplane and a tendency to pitch down.

The type of stall that has the largest associated angle of attack is:

The maximum cruise altitude can be limited by a 1.3 g load factor because when exceeding that altitude:

turbulence may induce high speed or low speed buffet.

As the Mach number increases from subsonic to supersonic, the centre of pressure moves:

Vortex generators on the upper side of the wing surface will:

decrease shock wave induced flow separation.

Vortex generators on the upper side of the wing:

Shock stall:

Mach number.

Mach buffet.

Dutch roll.

The Mach trim system will:The Mach trim system will prevent: tuck under.

local sonic flow.

sweepback of the wings.

Compressibility effects depend on: Mach number.

M = TAS / a.

decrease.The speed of sound is determined only by: temperature.

wave drag.

The bow wave will first appear at:

occurs when the lift coefficient, as a function of Mach number, reaches its maximum value.

In the transonic range the aeroplane characteristics are strongly determined by the:

Which of the following flight phenomena can only occur at Mach numbers above the critical Mach number?

Which of the following flight phenomena can occur at Mach numbers below the critical Mach number?

adjust the stabiliser, depending on the Mach number.

The critical Mach number of an aeroplane is the free stream Mach number at which for the first time, somewhere on the aeroplane, the following occurs:

The critical Mach number of an aeroplane can be increased by:

In supersonic flight, all disturbances produced by an aeroplane are:

within a conical zone, dependent on the Mach number.

In transonic flight the ailerons will be less effective than in subsonic flight because:

aileron deflection only partly affects the pressure distribution around the wing.

The formula for the Mach number is:(a = speed of sound)

Assuming ISA conditions, climbing at a constant Mach number up the tropopause the TAS will:

An aeroplane is flying through the transonic range whilst maintaining straight and level flight. As the Mach number increases the centre of pressure of the wing will move aft. This movement requires:

a pitch up input of the elevator or the stabiliser.

The additional increase in drag at Mach numbers above the critical Mach number is due to:

Air passes a normal shock wave. Which of the following statements is correct?

The static temperature increases.

a free stream Mach number just above M = 1.

Two methods to increase the critical Mach number are:

thin aerofoils and sweepback of the wing.

VMO.

VA >= VS * SQRT(2.5).

10% reduction.

Which load factor determines VA? manoeuvring limit load factor.

VD.

2.5.

reduction in CLMAX.

3.

the airstream velocity.

16.

2.

the centre of pressure.

The SI unit of measurement for density is: kg/m³.

One SI unit of measurement for pressure is: N/m².

A commercial jet aeroplane is performing a straight descent at a constant Mach number with constant mass. The operational speed limit that may be exceeded is:

The relationship between the stall speed VS and VA (EAS) for a large transport aeroplane can be expressed in the following formula:

How does VA (EAS) alter when the aeroplane's mass decreases by 19%?

The extreme right limitation for both gust and manoeuvre diagrams is created by the speed:

What can happen to the aeroplane structure flying at a speed just exceeding VA?

It may suffer permanent deformation if the elevator is fully deflected upwards.

What is the limit load factor of a large transport aeroplane?

The most important problem of ice accretion on a transport aeroplane during flight is:

The effects of very heavy rain (tropical rain) on the aerodynamic characteristics of an aeroplane are:

decrease of CLMAX and increase of drag.

While flying under icing conditions, the largest ice build-up will occur, principally, on:

the frontal areas of the aeroplane.

The frontal area of a body, placed in a certain airstream is increased by a factor 3. If the shape does not alter, the form drag will increase by a factor of:

The aerodynamic drag of a body, placed in a certain airstream depends amongst others on:

A body is placed in a certain airstream. If the airstream velocity increases by a factor of 4, the parasite drag will increase by a factor of:

A body is placed in a certain airstream. If the density of the airstream decreases to half its original value, the parasite drag will decrease by a factor of:

The point, where the aerodynamic lift acts on a wing is:

The location of the centre of pressure of a positively cambered aerofoil section at increasing angle of attack will:

shift forward until approaching the critical angle of attack.

The boundary layer of a wing is:

A laminar boundary layer is a layer, in which:

The (subsonic) static pressure:

% chord.

The aerofoil polar is:

Dihedral of a wing is the angle between:

The induced drag:

The Mach number is the ratio between the:

A normal shock wave is a discontinuity plane: that is normal to the local flow.

centre of gravity.

Wing dihedral:

A CG location beyond the aft limit can cause:

nose down.

Differential aileron deflection:

a layer on the wing in which the stream velocity is lower than the free stream velocity.

no velocity components exist, normal to the surface.

Total pressure is:(rho = density)

static pressure plus dynamic pressure.

decreases in a flow in a tube when the diameter decreases.

The lift- and drag forces, acting on an aerofoil:

depend on the pressure distribution around the aerofoil.

The lift force, acting on an aerofoil: (no flow separation)

is mainly caused by reduced pressure on the upper surface.

The relative thickness of an aerofoil is expressed in:

a graph of the relation between the lift coefficient and the drag coefficient.

The aspect ratio of a wing is the ratio between the:

wing span and the mean geometric chord.

the wing plane and the horizontal with the aeroplane in an unbanked, level condition.

increases as the lift coefficient increases.

Flap extension at constant IAS whilst maintaining straight and level flight will increase the:

maximum lift coefficient (CLMAX) and the drag.

TAS of the aeroplane and the speed of sound of the undisturbed flow.

If the sum of all the moments in flight is not zero, the aeroplane will rotate about the:

contributes to static lateral stability.

an unacceptably low value of the manoeuvre stability.

If the elevator trim tab is deflected up, the cockpit trim indicator shows:

equals the drag of the right and left aileron.

decreasing weight.

The difference between IAS and TAS will:

An increase in wing loading will: increase the stall speed.

more left rudder.

the same turn radius.

TAS.

Which statement is correct?

VA is:

VMO: should be not greater than VC.

The critical angle of attack:

An example of differential aileron deflection during initiation of left turn is:

Left aileron: 5° up.Right aileron: 2° down.

When trailing edge flaps are extended whilst maintaining straight and level flight at constant IAS:

the centre of pressure moves aft.

Which of the following situations leads to a decreasing stall speed (IAS)?

Two identical aeroplanes A and B, with the same mass, are flying steady level co-ordinated 20 degree bank turns. If the TAS of A is 130 kt and the TAS of B is 200 kt:

the rate of turn of A is greater than that of B.

Which of the following statements about a constant speed propeller is correct?

The blade angle increases with increasing aeroplane speed.

decrease with decreasing altitude.

An aeroplane performs a right turn, the slip indicator is left of neutral. One way to co-ordinate the turn is to apply:

An aeroplane performs a steady horizontal, co-ordinated turn with 45 degrees of bank at 230 kt TAS. The same aeroplane with the same bank angle and speed, but at a lower mass will turn with:

Which statement is correct about an aeroplane, that has experienced a left engine failure and continues afterwards in straight and level cruise flight with wings level?

turn indicator neutral, slip "ball" neutral.

The bank angle in a rate-one turn depends on:

The flow on the upper surface of the wing has a component in wing root direction.

the maximum speed at which maximum elevator deflection up is allowed.

The critical Mach number of an aerofoil is the free stream Mach number at which:

sonic speed (M=1) is first reached on the upper surface.

The term angle of attack in a two-dimensional flow is defined as:

the angle between the chord line and the direction of the relative wind/airflow.

Which of the following variables are required to calculate lift from the lift formula?

Dynamic pressure, lift coefficient and wing area.

remains unchanged regardless of gross weight.

CL is much greater than CD.

Increasing the aspect ratio of a wing: decreases induced drag.

What will happen in ground effect?

The stall speed:

As altitude increases, the stall speed (IAS):

1.41.

Trailing edge flaps once extended:

Extension of leading edge flaps will: increase critical angle of attack.

Slat extension will:

weight is greater than lift.

Comparing the lift coefficient and drag coefficient for conventional aeroplanes:

Which statement is correct regarding the lift coefficient Cl and angle of attack?

For a symmetrical aerofoil section, if the angle of attack is zero, Cl is zero.

The polar curve of an aerofoil section is a graphic relationship between:

lift coefficient Cl and drag coefficient Cd.

The Mean Aerodynamic Chord (MAC) for a given wing of any planform is basically:

the chord of an equivalent untwisted, rectangular wing with the same pitching moment and lift characteristics as the actual wing.

The span-wise flow on an unswept wing is from the:

lower to the upper surface via the wing tip.

The relationship between induced drag and the aspect ratio is:

a decrease in the aspect ratio increases the induced drag.

What is the effect on induced drag of mass and speed changes? (all other factors of importance remaining constant)

Decreases with increasing speed and decreasing mass.

The induced angle of attack and induced drag decrease.

Which statement is correct about the laminar and turbulent boundary layer:

friction drag is lower in the laminar layer.

Behind the transition point in a boundary layer:

the mean speed and friction drag increase.

increases with an increased weight.

initially remains constant but at higher altitudes increases.

During a steady horizontal turn, the stall speed:

increases with the square root of the load factor.

The stall speed in a 60° banked turn increases by the following factor:

degrade the minimum glide angle.

increase the critical angle of attack.

If an aeroplane carries out a descent at 160 kt IAS and 1000 ft/min vertical speed:

The wind and the lift/drag ratio.

Newton.

CL² and AR (aspect ratio).

The effect of increasing angle of sweep is:

Swept wings.

the camber line.

An aeroplane is descending at a constant Mach number from FL 350. What is the effect on true airspeed?

It increases as temperature increases.

A jet aeroplane is cruising at high altitude with a Mach number that provides a buffet margin of 0.3g. In order to increase the buffet margin to 0.4g the pilot must:

fly at a lower altitude and the same Mach number.

When considering a swept-back wing, without corrective design features, at the stall:

tip stall will occur first, which produces a nose-up pitching moment.

For an aeroplane with one fixed value of VA the following applies. VA is:

the speed at which the aeroplane stalls at the manoeuvring limit load factor at MTOW.

What factors determine the distance travelled over ground of an aeroplane in a glide from a given altitude?

The following unit of measurement: kgm/s² is expressed in the SI-system as:

Excluding constants, the coefficient of induced drag (CDi) is the ratio of:

The critical Mach number of an aeroplane is the Mach number:

above which, locally, supersonic flow exists somewhere over the aeroplane.

One important advantage a turbulent boundary layer has over a laminar layer is that the turbulent boundary layer:

has less tendency to separate from the surface.

The Mach-trim function is installed on most commercial jets in order to minimise the adverse effects of:

changes in the position of centre of pressure.

an increase in the critical Mach number.

Which statement is correct about a normal shock wave?

The airflow changes from supersonic to subsonic.

High aspect ratio, as compared with low aspect ratio, has the effect of:

decreasing induced drag and critical angle of attack.

What wing shape or wing characteristic is the least sensitive to turbulence?

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

When comparing a stabiliser trim system with an elevator trim system, which of these statements is correct?

a stabiliser trim is able to compensate larger changes in pitching moments.

67 kt.

Differential aileron deflection.

slats.

Nm/s.

70000 N.Load factor is: Lift/Weight.

Load factor is increased by: upward gusts.

No, this is not acceptable.

increasing wing sweepback.

apply area rule.

decreases.

does not vary.

pt - q = ps.

An aeroplane has a stall speed of 78 kt at its mass of 6850 kg. What is the stall speed when the mass is 5000 kg?

Which statement is correct about a spring tab?

At high IAS it behaves like a servo tab.

How is adverse yaw compensated for during entry into and roll out from a turn?

What increases the critical angle of attack? Use of:

What is the SI unit of measurement for power?

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 to a higher angle of attack.

The angle of attack of a fixed pitch propeller blade increases when:

RPM increases and forward velocity decreases.

What is the approximate value of the lift of an aeroplane at a gross weight of 50000 N, in a horizontal co-ordinated 45 degrees banked turn?

When shock stall occurs, lift will decrease because:

flow separation occurs behind the shock wave.

Is a transport aeroplane allowed during cruise to fly at a higher Mach number than the 'buffet-onset' Mach number for straight and level flight?

To increase the critical Mach number of a conventional aerofoil section:

its thickness to chord ratio should be reduced.

The critical Mach number can be increased by:

Some aeroplanes have a 'waist' or 'coke bottle' contoured fuselage. This is done to:

In twin engine aeroplanes with propellers turning clockwise as seen from behind:

the left engine is the critical engine.

For a subsonic flow the continuity equation states that if the cross-sectional area of a tube increases, the speed of the flow:

Assuming subsonic incompressible flow, how will air density change as air flows through a tube of increasing cross-sectional area? The air density:

Bernoulli's equation can be written as:(pt = total pressure, ps = static pressure, q = dynamic pressure)

Turbulent boundary layer.

Body 3.

the drag increases.

Wing tip.

Winglets: decrease the induced drag.

Interference drag is the result of:

Line c.

induced drag.

V1 = 0 and V2 > V.

on the upper side.

relative wind/airflow.

When an aeroplane enters ground effect:

increases.

Which boundary layer, when considering its velocity profile perpendicular to the flow, has the greatest change in velocity close to the surface?

(For this question use annex 081-0002 issue date April 2005)Assuming all bodies have the same cross-sectional area and are in motion, which body will have the lowest pressure drag?

Increasing dynamic pressure will have the following effect on the total drag of an aeroplane:

at speeds above the minimum drag speed, total drag increases.

Increasing air density will have the following effect on the drag of a body in an airstream (angle of attack and TAS are constant):

Which part of the aeroplane has the largest effect on induced drag?

aerodynamic interaction between aeroplane parts (e.g. wing/fuselage).

(For this question use annex 081-0003 issue date July 2004)Which line represents the total drag line of an aeroplane?

(For this question use annex 081-0004 issue date November 2005)The diagram shows the parameter Y against TAS. If horizontal flight is considered axis Y represents:

(For this question use annex 081-0005 issue date July 2004)How are the speeds at point 1 and point 2 related in the figure to the relative wind/airflow V?

An aerofoil with positive camber at a positive angle of attack will have the highest flow velocity:

The forces of lift and drag on an aerofoil are, respectively, normal and parallel to the:

the lift is increased and the drag is decreased.

Ground effect has the following influence on the landing distance:

point c.

point 3.

point 2.

point 4.

(i) is less than (ii).

The lift to drag ratio determines the:

Fowler flap.

Split flap.

slat.

Krueger flap.

Assuming ISA conditions and no compressibility effects, if an aeroplane maintains straight and level flight at the same angle of attack at two different altitudes, the:

TAS is higher at the higher altitude.

(For this question use annex 081-0006 issue date July 2004)The point in the annex corresponding to CL for minimum horizontal flight speed is:

(For this question use annex 081-0007 issue date October 2005)Assuming zero thrust, the point on the diagram corresponding to the value for minimum sink rate is:

(For this question use annex 081-0007 issue date October 2005)Assuming zero thrust, the point on the diagram corresponding to the minimum glide angle is:

(For this question use annex 081-0007 issue date October 2005)The point in the diagram giving the lowest speed in unaccelerated flight is:

What is the correct relationship between the true airspeed for (i) minimum sink rate and (ii) minimum glide angle, at a given altitude?

If the propeller pitch of a windmilling propeller is decreased during a glide at constant IAS the propeller drag in the direction of flight will:

increase and the rate of descent will increase.

If the propeller pitch of a windmilling propeller is increased during a glide at constant IAS the propeller drag in the direction of flight will:

decrease and the rate of descent will decrease.

horizontal glide distance from a given altitude at zero wind and zero thrust.

(For this question use annex 081-0008 issue date July 2004)Which type of flap is shown in the figure?

(For this question use annex 081-0009 issue date July 2004)Which type of flap is shown in the figure?

(For this question use annex 081-0010 issue date July 2004)The high lift device shown in the figure is a:

(For this question use annex 081-0011 issue date July 2004)The high lift device shown in the figure is a:

A plain flap will increase CLMAX by:

start to sink.

start to climb.

smaller.

Slat extension:

One method to compensate adverse yaw is: a differential aileron.

ailerons and flaps.

stagnation point.


600 kt.

less than 1.

increase.

increase.

increased.

decrease.

higher compression.

higher loss in total pressure.

increasing the camber of the aerofoil.

From an initial condition of level flight the flaps are retracted at a constant pitch attitude. The aeroplane will subsequently:

From an initial condition of level flight the flaps are extended at a constant pitch attitude. The aeroplane will subsequently:

Compared with the clean configuration, the angle of attack at CLMAX with trailing edge flaps extended is:

delays the stall to a higher angle of attack.

Flaperons are controls, which combine the function of:

The sensor of a stall warning system can be activated by a change in the location of the:

Regarding deep stall characteristics, identify whether the following statements are correct or incorrect:I. The combination of a wing with sweepback and a T-tail make an aeroplane prone to deep stall.II. A stick pusher system can be fitted to an aeroplane that exhibits abnormal stall characteristics.

if the Mach number is 0.8 and the TAS is 480 kt, what is the speed of sound?

Behind a normal shock wave on an aerofoil section the local Mach number is:

When the air is passing through a shock wave the static temperature will:

When the air is passing through a shock wave the density will:

When air has passed through a shock wave the local speed of sound is:

If the Mach number of an aeroplane in supersonic flight is increased, the Mach cone angle will:

Compared with an oblique shock wave at the same Mach number a normal shock wave has a:

Compared with an oblique shock wave a normal shock wave has a:

transonic range.

upper side of the wing.

move towards the trailing edge.Shock induced separation results in: decreasing lift.

wave drag.

Tuck under can happen:

wing tip stalling first.

aft to approximately mid chord.

(1) reduces, (2) reduces.

CG.

I is incorrect, II is incorrect.

The regime of flight from the critical Mach number up to approximately M = 1.3 is called the:

Just above the critical Mach number the first evidence of a shock wave will appear at the:

As the Mach number increases in straight and level flight, a shock wave on the upper surface of the wing will:

Vortex generators mounted on the upper wing surface will:

decrease the shock wave induced separation.

The application of the area rule on aeroplane design will decrease the:

only above the critical Mach number.

The pitch up effect of an aeroplane with swept-back wing in a stall is due to the:

A jet aeroplane equipped with inboard and outboard ailerons as well as spoilers is cruising at its normal cruise Mach number. In this case:

outboard ailerons are locked out.

If a symmetrical aerofoil is accelerated from subsonic to supersonic speed, the aerodynamic centre will move:

What is the effect of an aft shift of the centre of gravity on (1) static longitudinal stability and (2) the required control deflection for a given pitch change?

A jet transport aeroplane exhibits pitch up when thrust is suddenly increased from an equilibrium condition, because the thrust line is below the:

The pitch angle is defined as the angle between the:

longitudinal axis and the horizontal plane.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the undisturbed airflow is higher than in the throat.II. The total pressure in the undisturbed airflow is higher than in the throat.

An large jet transport aeroplane has the following four flap positions: Up, Take-off, Approach and Landing and two slat positions: Retracted and Extended. Generally speaking, the selection that provides the highest positive contribution to CLMAX is:

slats from Retracted to Extended.

lift doubles.

0.25.

positive.

Mach buffet occurs:

Cruise.

Wing flutter can be prevented by:

sin gamma = T/W - CD/CL.

An aeroplane enters a horizontal turn with a load factor n=2 from straight and level flight whilst maintaining constant indicated airspeed. The:

Which statement about a primary control surface controlled by a servo tab, is correct?

The position is undetermined during taxiing, in particular with tailwind.

Whilst maintaining straight and level flight with a lift coefficient CL=1, what will be the new value of CL after the speed has doubled?

An aeroplane is provided with spoilers and both inboard and outboard ailerons. Roll control during cruise is provided by:

inboard ailerons and roll spoilers.

The air loads on the horizontal tailplane (tail load) of an aeroplane in straight and level cruise flight are generally directed:

downwards and will reduce in magnitude as the CG moves aft.

The aerodynamic contribution to the static longitudinal stability of the nacelles of aft fuselage-mounted engines is:

Examples of aerodynamic balancing of control surfaces are:

seal between wing's trailing edge and leading edge of a control surface, horn balance.

In straight flight, as speed is increased, whilst trimming to keep the stick force zero:

the elevator is deflected further downwards and the trim tab further upwards.

Which of the following statements concerning control is correct?

In a differential aileron control system the control surfaces have a larger upward than downward maximum deflection.

When are outboard ailerons (if present) de-activated?

Flaps (and slats) retracted or speed above a certain value.

following boundary layer separation due to shock wave formation.

In what phase of flight are the outboard ailerons (if fitted) not active?

ensuring that the wing CG is ahead of its torsional axis.

The gust load factor due to a vertical upgust increases when:

the gradient of the CL-alpha graph increases.

For shallow flight path angles in straight and steady flight, the following formula can be used:

In the event of failure of the Mach trimmer:

pstat + ½ rho * TAS² = constant.

increase.

CL².

pulling out of a dive.

Positive static lateral stability is the tendency of an aeroplane to:

roll to the left in the case of a sideslip (with the aeroplane nose pointing to the left of the incoming flow).

Static lateral stability should not be too large, because:

too much aileron deflection would be required in a crosswind landing.

Static lateral stability should not be too small because:

the aeroplane would show too strong a tendency to spiral dive.

What is the influence of decreasing aeroplane weight on Mcrit at constant IAS?

Mcrit increases as a result of flying at a smaller angle of attack.

Assuming ISA conditions, which statement with respect to the climb is correct?

At constant IAS the Mach number increases.

What should be usually done to perform a landing with the stabiliser jammed in the cruise flight position?

choose a higher landing speed than normal and/or use a lower flap setting for landing.

In general jet transport aeroplanes with power assisted flight controls are fitted with an adjustable stabiliser instead of trim tabs on the elevator. This is because:

an adjustable stabiliser is a more powerful means to generate the tail loads required for these kind of aeroplanes.

The maximum ground distance during a glide with zero thrust increases:

in a tailwind at a constant aeroplane mass compared with zero wind.

the Mach number must be limited.

The parameters that can be read from the aeroplane parabolic polar curve are the:

minimum glide angle and the parasite drag coefficient.

An aeroplane transitions from steady straight and level flight into a horizontal co-ordinated turn with a load factor of 2, the speed remains constant and the:

induced drag increases by a factor of 4.

Bernoulli's equation is:(note: rho is actual density;pstat is static pressure;pdyn is dynamic pressure;ptot is total pressure)

During a climb at a constant IAS, the Mach number will:

The wing of an aeroplane will never stall at low subsonic speeds as long as....

the angle of attack is smaller than the value at which the stall occurs.

The induced drag coefficient, CDi is proportional to:

The stall speed increases, when: (all other factors of importance being constant)

Sensitivity for spiral dive will occur when:

A Mach trimmer:

The horizontal tailplane.


19%.

122 kt.

rectangular.

increases.

4.4.

When power assisted controls are used for pitch control:

a part of the aerodynamic forces is still felt on the column.

the static directional stability is positive and the static lateral stability is relatively weak.

corrects insufficient stick force stability at high Mach numbers.

Which part of an aeroplane provides the greatest positive contribution to static longitudinal stability?

Which statement about stick force per g is correct?

The stick force per g must have both an upper and lower limit in order to ensure acceptable control characteristics.

Which of these statements about VMCG determination are correct or incorrect?I. VMCG must be determined using rudder control alone.II. During VMCG determination, the lateral deviation from the runway centreline may be not more than 30 ft.

By what approximate percentage will the stall speed increase in a horizontal co-ordinated turn with a bank angle of 45°?

An aeroplane has a stall speed of 100 kt. When the aeroplane is flying a level co-ordinated turn with a load factor of 1.5, the aeroplane will stall in this turn at:

Assuming zero wing twist, the wing planform that gives the highest local lift coefficient at the wing root is:

The speed range between high- and low speed buffet:

increases during a descent at a constant IAS.

Whilst flying at a constant IAS and at n = 1, as the aeroplane mass decreases, the value of Mcrit:

Examples of aerodynamic balancing of control surfaces are:

servo tab, spring tab, seal between the wing trailing edge and the leading edge of control surface.

In straight flight, as speed is reduced, whilst trimming to keep the stick force zero:

the elevator is deflected further upwards and the trim tab further downwards.

The positive manoeuvring limit load factor for a light aeroplane in the utility category in the clean configuration may not be less than:

I is correct, II is incorrect.

Adverse yaw.

Pitch control sense is reversed.


The tendency to Dutch roll increases when:

The rotation.

141 kt.

The induced angle of attack is the result of: downwash due to tip vortices.

to decrease stick forces.

2.0.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the mass decreases, the gust load factor increases.II. When the altitude increases, the gust load factor increases.

The angle of attack of an aerofoil section is defined as the angle between the:

undisturbed airflow and the chord line.

Which phenomenon is counteracted with differential aileron deflection?

An aeroplane has a servo tab controlled elevator. What will happen if the elevator jams during flight?

Flap extension causes a reduction in stall speed and the maximum glide distance.

the static lateral stability increases.

In which phase of the take-off is the aerodynamic effect of ice located on the wing leading edge most critical?

Which statement with respect to the speed of sound is correct?

Varies with the square root of the absolute temperature.

Which statement is correct at the speed for minimum drag (subsonic)?

The gliding angle is minimum (assume zero thrust).

From a polar curve of the entire aeroplane one can read:

the maximum CL/CD ratio and maximum lift coefficient.

An aeroplane has a stall speed of 100 kt at a load factor n = 1. In a turn with a load factor of n = 2, the stall speed is:

A horn balance in a control system has the following purpose:

An increase in geometric dihedral in a steady sideslip condition at constant speed would:

increase the required lateral control force.

What is the position of the elevator in relation to the trimmable horizontal stabiliser of a power assisted aeroplane that is in trim?

The position depends on speed, the position of slats and flaps and the position of the centre of gravity.

The positive manoeuvring limit load factor for a large transport aeroplane with flaps extended is:

Mass balancing of control surfaces is used to:

1.1.

The left outboard engine.

A shock wave on a lift generating wing will:

I is incorrect, II is correct.

45°.

420 N.

prevent flutter of control surfaces.

If an aeroplane performs a steady co-ordinated horizontal turn at a TAS of 200 kt and a turn radius of 2000 m, the load factor (n) will be approximately:

The maximum ground distance during a glide with zero thrust decreases:

in a headwind at a constant aeroplane mass compared with zero wind.

An aeroplane exhibits static longitudinal stability, if, when the angle of attack changes:

the change in total aeroplane lift acts aft of the centre of gravity.

If an aeroplane exhibits insufficient stick force per g, this problem can be resolved by installing:

a bobweight in the control system which pulls the stick forwards.

In a slipping turn (nose pointing outwards), compared with a co-ordinated turn, the bank angle (i) and the "ball" or slip indicator (ii) are respectively:

(i) too large, (ii) displaced towards the low wing.

For a given aeroplane which two main variables determine the value of VMCG?

Airport elevation and temperature.

During a take-off roll with a strong crosswind from the left, a four-engine jet aeroplane with wing-mounted engines experiences an engine failure. The failure of which engine will cause the greatest control problem?

move slightly aft in front of a downward deflecting aileron.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the mass increases, the gust load factor increases.II. When the altitude decreases, the gust load factor increases.

An aeroplane is in a steady horizontal turn at a TAS of 194.4 kt. The turn radius is 1000 m. The bank angle is: (assume g = 10 m/s²)

An aeroplane should be equipped with a Mach trimmer, if:

at transonic Mach numbers the aeroplane displays an unacceptable decrease in longitudinal stick force stability.

The manoeuvre stability of a large jet transport aeroplane is 280 N/g. What stick force is required, if the aeroplane is pulled to the limit manoeuvring load factor from a trimmed horizontal straight and steady flight? (cruise configuration)


The following factors increase stall speed:


in front of the hinge.

resultant airflow vector.

Upward deflection of a trim tab in the longitudinal control results in:

the stick position stability remaining constant.

Which statement is correct?I. Stick force per g is independent of altitude.II. Stick force per g increases when the centre of gravity moves forward.

an increase in load factor, a forward CG movement, decrease in thrust.

As the angle of attack increases, the stagnation point on the wing's aerofoil section moves downwards.

How will the density and static temperature change in a supersonic flow from a position in front of a shock wave to behind it?

Density will increase, static temperature will increase.

When a jet transport aeroplane takes off with the CG at the forward limit and the trimmable horizontal stabiliser (THS) is positioned at the maximum allowable nose down position for take-off:

rotation will require a higher than normal stick force.

When flutter damping of control surfaces is obtained by mass balancing, these weights will be located with respect to the hinge of the control surface:

How can the designer of an aeroplane with straight wings increase the static lateral stability?

By increasing the aspect ratio of the vertical stabiliser, whilst maintaining a constant area.

Positive static longitudinal stability means that a:

nose down moment occurs after encountering an upgust.

Which of these statements about a trimmable horizontal stabiliser is correct?

A trimmed aeroplane with a forward CG requires the stabiliser leading edge to be lower than in the case of an aft CG in the same condition.

Which definition of propeller parameters is correct?

Geometric pitch is the theoretical distance a propeller would advance in one revolution at zero blade angle of attack.

The angle of attack of a propeller blade element is the angle between the blade element chord line and the:

Given two identical aeroplanes with wing mounted engines, one fitted with jet engines and the other with counter rotating propellers, which of these statements is correct about roll behaviour after an engine failure?

The propeller aeroplane has more roll tendency.

Which of the following statements is true?

1 and 3.

60°.

15.7%.

aerodynamic centre of the wing.

VLE is defined as the:

CL and CD increase.

141 kt.

0.98.

Flight in severe turbulence may lead to a stall and/or structural limitations being exceeded.

During a straight steady climb:1 - lift is less than weight.2 - lift is greater than weight.3 - load factor is less than 1.4 - load factor is greater than 1.5 - lift is equal to weight.6 - load factor is equal to 1.Which of the following lists all the correct statements?

Given an initial condition in straight and level flight with a speed of 1.4 VS. The maximum bank angle attainable without stalling in a steady co-ordinated turn, whilst maintaining speed and altitude, is approximately:

Given:Aeroplane mass: 50 000kg.Lift/Drag ratio: 12.Thrust per engine: 60 000N.Assumed g: 10m/s².

For a straight, steady, wings level climb of a twin engine aeroplane, the all-engines climb gradient is:

An aeroplane in straight and level flight is subjected to a strong vertical gust. The point on the wing, where the instantaneous variation in wing lift effectively acts is known as the:

In a straight steady descent, which of the following statements is correct?

Lift is less than weight, load factor is less than 1.

maximum landing gear extended speed.

When Fowler type trailing edge flaps are extended at a constant angle of attack, the following changes will occur:

An aeroplane has a stall speed of 100 kt at a mass of 1000 kg. If the mass is increased to 2000 kg, the new value of the stall speed will be:

When an aeroplane performs a straight steady climb with a 20% climb gradient, the load factor is equal to:

centre of pressure.




(CL/CD)max.

In a convergent tube with an incompressible sub-sonic airflow, the following pressure changes will occur: Ps = static pressure.Pdyn = dynamic pressure.Ptot = total pressure.

Ps decreases, Pdyn increases, Ptot remains constant.

An aeroplane climbs to cruising level with a constant pitch attitude and maximum climb thrust, (assume no supercharger).How do the following variables change during the climb? (Gamma = flight path angle)

Gamma decreases, angle of attack increases, IAS decreases.

The point, where the single resultant aerodynamic force acts on an aerofoil, is called:

Which statement about minimum control speed is correct?

VMCA depends on the airport density altitude, and the location of the engine on the aeroplane (aft fuselage or wing).

The manoeuvring speed VA, expressed as indicated airspeed, of a transport aeroplane:

depends on aeroplane mass and pressure altitude.

Which of the following statements is correct?I. When the critical engine fails during take-off the speed VMCL can be limiting.II. The speed VMCL is always limited by maximum rudder deflection.

Which of the following statements is correct?I. When the critical engine fails during take-off the speed VMCL can be limiting.II. The speed VMCL can be limited by the available maximum roll rate.

Which of the following statements is correct?I. VMCL is the minimum control speed in the landing configuration.II. The speed VMCL can be limited by the available maximum roll rate.

The speed for minimum glide angle occurs at an angle of attack that corresponds to: (assume zero thrust)

How does VMCG change with increasing field elevation and temperature?

decreases, because the engine thrust decreases.


larger.

CL and CD increase.

(1) increase (2) remain constant.

increase.Dividing lift by weight gives: load factor.

No effect.


1 km.

65 s.

I is correct and II is correct.

maximum CL-CD ratio.

Form drag.

Dynamic stability is possible only when the aeroplane is statically stable about the relevant axis.

When the CG position is moved forward, the elevator deflection to achieve a given load factor greater than 1 will be:

Upon extension of Fowler flaps whilst maintaining the same angle of attack:

An aeroplane is fitted with a constant speed propeller. If the aeroplane speed increases while manifold pressure remains constant (1) propeller pitch and the (2) propeller torque will:

If the altitude is increased and the TAS remains constant in the troposphere under standard atmospheric conditions, the Mach number will:

What is the effect of elevator trim tab adjustment on the static longitudinal stability of an aeroplane?

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the undisturbed airflow is the same as in the throat.II. The total pressure in the undisturbed airflow and in the throat is the same.

What is the approximate radius of a steady horizontal co-ordinated turn at a bank angle of 45° and a TAS of 200 kt?

Approximately how long does it take to fly a complete circle during a horizontal steady co-ordinated turn with a bank angle of 45° and a TAS of 200 kt?

Regarding a positively cambered aerofoil section, which statement is correct?I. The angle of attack has a negative value when the lift coefficient equals zero.II. A nose down pitching moment exists when the lift coefficient equals zero.

Minimum drag of an aeroplane in straight and level flight occurs at the:

Which component of drag increases most when an aileron is deflected upwards?

The difference between the effects of slat and flap asymmetry is that: ("large" in the context of this question means not or hardly controllable by normal use of controls)

flap asymmetry causes a large rolling moment at any speed whereas slat asymmetry causes a large difference in CLMAX.

During a climbing turn to the right the:


further decrease.

During a phugoid, the speed:

Transonic speed is:

If the static lateral stability of an aeroplane is increased, whilst its static directional stability remains constant:

its sensitivity to Dutch roll increases.

angle of attack of the left wing is larger than the angle of attack of the right wing.

Which statement concerning the local flow pattern around a wing is correct?

By fitting winglets to the wing tip, the strength of the wing tip vortices is reduced which in turn reduces induced drag.

Spoiler extension increases the stall speed, the minimum rate of descent and the minimum angle of descent.

An aeroplane, being manually flown in the speed unstable region, experiences a disturbance that causes a speed reduction. If the altitude is maintained and thrust remains constant, the aeroplane speed will:

Which statement concerning sweepback is correct?

Sweepback provides a positive contribution to static lateral stability.

varies significantly, whereas during a short period oscillation it remains approximately constant.

What is the effect on induced drag of an increase in aspect ratio?

Induced drag decreases, because the effect of tip vortices decreases.

a speed at which locally around the aeroplane both supersonic and subsonic speeds exist.

Assuming no flow separation and no compressibility effects the location of the centre of pressure of a positively cambered aerofoil section:

moves backward when the angle of attack decreases.

Assuming no flow separation and no compressibility effects the location of the aerodynamic centre of an aerofoil section:

is at approximately 25% chord irrespective of angle of attack.

Assuming no flow separation and no compressibility effects the location of the aerodynamic centre of an aerofoil section:

is independent of angle of attack.

Assuming no flow separation and no compressibility effects the location of the centre of pressure of a symmetrical aerofoil section:


increases.

Assuming no flow separation and no compressibility effects the location of the centre of pressure of a symmetrical aerofoil section:


Which of these statements about boundary layers is correct?

A laminar boundary layer is thinner than a turbulent one.


A turbulent boundary layer produces more friction drag than a laminar one.


A laminar boundary layer turns into a turbulent one at the transition point.

Which of these statements about weight or mass is correct?

The weight of an object depends on the acceleration due to gravity.


The mass of an object is independent of the acceleration due to gravity.


In the SI system the unit of measurement for mass is the kilogram.

Which of these statements about a trimmable horizontal stabiliser is correct?

A trimmed aeroplane with an aft CG requires the stabiliser leading edge to be higher than in the case of a forward CG in the same condition.

The CG of an aeroplane is in a fixed position forward of the neutral point. Which of these statements about the stick force stability is correct?

An increase of 10kt from the trimmed position at high speed has less effect on the stick force than an increase of 10kt from the trimmed position at low speed.

How can a pilot recognise static stick force stability in an aeroplane during flight?

To maintain a speed above the trim speed requires a push force.

For a subsonic flow the continuity equation states that if the cross-sectional area of a tube decreases, the speed of the flow:

2, 4.

2, 4.

1, 3.Decreasing the aspect ratio of a wing: increases induced drag.

laminar into turbulent.

is positive.

increase.

the fuselage.

Which design features improve static lateral stability?1. Anhedral.2. Dihedral.3. Forward sweep.4. Sweepback.The combination that regroups all of the correct statements is:

Which design features reduce static lateral stability?1. High wing.2. Low wing.3. Large and high vertical fin.4. ventral fin.The combination that regroups all of the correct statements is:

Which design features reduce static lateral stability?1. Anhedral.2. Dihedral.3. Forward sweep.4. Sweepback.The combination that regroups all of the correct statements is:

When comparing an elevator trim system with a stabiliser trim system, which of these statements is correct?

an elevator trim is more sensitive to flutter.


a stabiliser trim is less sensitive to flutter.


an elevator trim is less suitable for aeroplanes with a large CG range.

The transition point is where the boundary layer changes from:

The contribution of swept-back wings to static directional stability:

When moving the centre of gravity forward the stick force per g will:

Which three aerodynamic means decrease manoeuvring stick forces?

Servo tab - horn balance - spring tab.

The descent angle of a given aeroplane in a steady wings level glide has a fixed value for a certain combination of: (ignore compressibility effects and assume zero thrust)

configuration and angle of attack.

A negative contribution to the static longitudinal stability of conventional jet transport aeroplanes is provided by:

During a short period oscillation, the altitude:


is horizontal.

The stagnation point is the point:

An aerofoil is cambered when:

speed = 0, load factor = +1.

Stick force per g: is dependent on CG location.

12 km.

decrease.

both lift and drag.

unstable periodic motion.

remains approximately constant, whereas during a phugoid it varies significantly.

The short period oscillation should always be heavily damped.

When an aeroplane has zero static longitudinal stability, the pitching moment coefficient Cm versus angle of attack line:

where the velocity of the relative airflow is reduced to zero.

the line, which connects the centres of all inscribed circles, is curved.

When roll spoilers are extended, the part of the wing on which they are mounted:

experiences a reduction in lift, which generates the desired rolling moment. In addition there is a local increase in drag, which suppresses adverse yaw.

A downward adjustment of a trim tab in the longitudinal control system, has the following effect:

the stick position stability remains constant.

All gust lines in the gust load diagram originate from a point where the:

What is the significance of the maximum allowed cruising altitude, based on the 1.3 g margin? At this altitude:

a manoeuvre with a load factor of 1.3 will cause buffet onset.

What is the approximate radius of a steady, level, co-ordinated turn with a bank angle of 30 degrees and a TAS of 500 kt?

If the aspect ratio of a wing increases whilst all other relevant factors remain constant, the critical angle of attack will:

A flat plate, when positioned in the airflow at a small angle of attack, will produce:

(For this question use annex 081-0012 issue date July 2004)The aeroplane motion, schematically illustrated in the annex, is an example of a dynamically:

I is correct and II is incorrect.



3.7%.

14%.

Which of the following statements is correct?I. A high limit load factor enables the manufacturer to design for a lower stick force per g.II. The stick force per g is a limitation on the use of an aeroplane, which the pilot should determine from the Aeroplane Flight Manual.

Which statement is correct?I. On fully hydraulic powered flight controls there is no need for mass balancing.II. On fully hydraulic powered flight controls there is no need for trim tabs.

VMCA is certified with a bank angle of not more than 5° towards the operating engine (live engine low) because:

although more bank reduces VMCA, too much bank may lead to fin stall.

Which of the following statements is correct?I. VMCL is the minimum control speed in the landing configuration.II. The speed VMCL is always limited by maximum rudder deflection.

From the buffet onset graph of a given jet transport aeroplane it is determined that at FL 310 at a given mass buffet free flight is possible between M = 0.74 and M = 0.88. In what way would these numbers change if the aeroplane is suddenly pulled up e.g. in a traffic avoidance manoeuvre?

The lower Mach number increases and the higher Mach number decreases.


For a straight, steady, wings level climb of a twin engine aeroplane, the one-engine inoperative climb gradient is:



11.7%.

4.3 %.

7.7 %.

6.0 %.

8.5%.

2.9%.




For a straight, steady, wings level climb of a four-engine aeroplane, the one-engine inoperative climb gradient is:


For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb gradient is:






For a straight, steady, wings level climb of a three-engine aeroplane, the one-engine inoperative climb gradient is:

9.7%.

8.0%.

8.5%.

2, 5, 3, 4, 1.

Line 3.


For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb gradient is:





Given the following characteristic points on a jet engine aeroplane's polar curve:

1 - CLMAX.2 - long range cruise (zero wind).3 - maximum lift to drag ratio.4 - minimum rate of descent (assume zero thrust).5 - maximum range cruise (zero wind).

Arrange these points in order of increasing angle of attack:

Rotation about the longitudinal axis of an aeroplane can be achieved by:

aileron deflection and/or rudder deflection.

(For this question use annex 081-0017 issue date November 2004)Which line in the annexed Cm versus angle of attack graph shows a statically stable aeroplane?

What is the recommended action following failure of the yaw damper(s) of a jet aeroplane, flying at normal cruise altitude and speed prior to encountering Dutch roll problems?

Reduce altitude and Mach number.

wing area and camber increase.

A windmilling propeller: produces drag instead of thrust.

Mach buffet.

VRA is:

at a negative angle of attack.

theta = gamma + alpha.

When is a turn co-ordinated?

VA >= VS * SQRT (n).

n = 1.65.

A decrease in mass.

zero.

compressibility effects.

What is the effect on an aeroplane's characteristics of extending Fowler flaps to their fully extended position?

When a wing spoiler is extended at constant angle of attack:

drag increases but lift decreases.

What will happen if a large transport aeroplane slowly decelerates in level flight from its cruise speed in still air at high altitude?

Stick shaker activation or low speed buffeting.

Which type of buffet will occur if a jet aeroplane slowly accelerates in level flight from its cruise speed in still air at high altitude?

the recommended turbulence penetration airspeed.

The significance of VA for jet transport aeroplanes is reduced at high cruising altitudes because:

buffet onset limitations normally become limiting.

A positively cambered aerofoil will generate zero lift:

Given: theta = pitch angle. gamma = flight path angle. alpha = angle of attack. no wind, bank or sideslip.The relationship between these three parameters is:

When the longitudinal axis of the aeroplane at the CG is tangential to the flight path.

Assuming no compressibility effects, the correct relationship between stall speed, limit load factor (n) and VA is:

An aeroplane maintains straight and level flight at a speed of 2 * VS. If a vertical gust causes a load factor of 2, the load factor n caused by the same gust at a speed of 1.3 VS would be:

Which of the following increases the maximum duration of a glide?

The lift coefficient of a symmetrical aerofoil section at zero angle of attack is:

The increase in stall speed (IAS) with increasing altitude is due to:

How does the Mach number change during a climb at constant IAS from sea level to 40,000 ft?

Increases with increasing altitude.

IAS.

Lift is the:

increases.

lift coefficient decreases.

A dorsal fin.

Assuming no flow separation, when speed is decreased in straight and level flight on a positively cambered aerofoil, what happens to the: 1. centre of pressure and 2. the magnitude of the total lift force?

1 moves forward and 2 remains constant.

The most important factor determining the required position of the Trimmable Horizontal Stabiliser (THS) for take off is the:

position of the aeroplane's centre of gravity.

How can a pilot recognise static stick force stability in an aeroplane during flight?

To maintain a speed below the trim speed requires a pull force.

What is the primary input for an artificial feel system?

component of the total aerodynamic force, perpendicular to the undisturbed airflow.

Slat or flap asymmetry occurring after either extension or retraction, may have an effect on controllability since:

slat asymmetry causes a yawing moment, whereas flap asymmetry causes a large rolling moment.

For most jet transport aeroplanes, slat extension has:

a greater effect on stall speed than flap extension.

When altitude increases, the stall speed (IAS) will:

increase due to increasing compressibility effects as a result of increasing Mach number.

If IAS remains constant, the effect of decreasing aeroplane mass is that Mcrit:

Consider an aeroplane with:1 a trim tab.2 fully powered hydraulic controls and an adjustable horizontal stabiliser.For both cases and starting from a trimmed condition, how will the neutral position of the control column change, after trimming for a speed increase?

1 moves forward, 2 does not change.

Assuming ISA conditions and a descent below the tropopause at constant Mach number and aeroplane mass, the:

The contribution of the wing to the static longitudinal stability of an aeroplane:

depends on CG location relative to the wing aerodynamic centre.

Which of the following provides a positive contribution to static directional stability?

Aileron flutter can be caused by:

450 N.



56000 N.

The purpose of correctly setting the leading and trailing edge devices on the wing of an aeroplane during take-off, approach and landing is to:

reduce stall speed, increase CLMAX with minimum increase in drag for take-off, but with a relatively high drag for approach and landing.

Which aerodynamic design features can be used to reduce control forces?

Horn balance, balance tab, servo tab.

cyclic deformations generated by aerodynamic, inertial and elastic loads on the wing.

The stick force per g of a heavy transport aeroplane is 300 N/g.What stick force is required, if the aeroplane in the clean configuration is pulled to the limit manoeuvring load factor from a trimmed horizontal straight and steady flight?

Which of the following statements is correct?I. A dorsal fin increases the contribution of the vertical tail plane to the static directional stability, in particular at large angles of sideslip.II. A dorsal and a ventral fin both have a positive effect on static lateral stability.

Which of the following statements about static longitudinal stability is correct?I. A requirement for positive static longitudinal stability of an aeroplane is, that the neutral point is behind the centre of gravity.II. A wing with positive camber provides a positive contribution to static longitudinal stability, when the centre of gravity of the aeroplane is in front of the aerodynamic centre of the wing.

What is the effect of exceeding Mcrit on the stick force stability of an aeroplane with swept-back wings without any form of stability augmentation?

A decrease, due to loss of lift in the wing root area.

Excessive static lateral stability is an undesirable characteristic for a transport aeroplane because:

it would impose excessive demands on roll control during a sideslip.

An aeroplane with a mass of 4000 kg is performing a co-ordinated level turn at a constant TAS of 160 kt and a bank angle of 45°. The lift is approximately:

During a descent at a constant Mach number (assume zero thrust and standard atmospheric conditions):

the angle of attack will decrease.

pstat + ½rho * TAS² = constant.

0.50.

A supercritical wing:

The limit load factor.

A transonic Mach number is a Mach number:

Elevator deflection is zero.

In general, control forces are reduced by:

Given that: pstat = static pressure. rho = density. pdyn = dynamic pressure. ptot = total pressure.Bernoulli's equation reads as follows:

Whilst maintaining straight and level flight with a lift coefficient CL = 1, what will be the new approximate value of CL after the speed is increased by 41%?

will develop no noticeable shock waves when flying just above Mcrit.

Flutter sensitivity of an aeroplane wing is reduced by:

locating the engine ahead of the torsional axis of the wing.

A fundamental difference between the manoeuvring limit load factor and the gust limit load factor is, that:

the gust limit load factor can be higher than the manoeuvring limit load factor.

Which factor should be taken into account when determining VA?

at which both subsonic and supersonic local speeds occur.

In comparison to a conventional aerofoil section, typical shape characteristics of a supercritical aerofoil section are:

a larger nose radius, flatter upper surface and negative as well as positive camber.

The fundamental difference between the aerodynamic characteristics of two and three-dimensional flow is that, in a three-dimensional flow about a wing:

a spanwise component exists in addition to the chordwise speed component.

What is the position of the elevator in relation to the trimmable horizontal stabiliser of an aeroplane with fully hydraulically operated flight controls that is in trim?

What is the effect on landing speed when a trimmable horizontal stabiliser jams at high IAS?

In most cases, a higher than normal landing speed is required.

a horn balance, servo tab and spring tab.


After an aeroplane has been trimmed:


40000 N.

0.60.

The transition point is the point where:

sin mu = 1 / M.

Which statement regarding the manoeuvre and gust load diagram in the clean configuration is correct?I. The gust load diagram has a symmetrical shape with respect to the n = 1 line for speeds above VB.II. The manoeuvre load diagram does not extend beyond the speed VC.

In a skidding turn (the nose pointing inwards), compared with a co-ordinated turn, the bank angle (i) and the "ball" or slip indicator (ii) are respectively:

(i) too small, (ii) displaced towards the high wing.

Which statement concerning longitudinal stability and control is correct?

A bob weight and a down spring have the same effect on the stick force stability.

the stick position stability will be unchanged.

Which statement is correct?I. Stall speeds are determined with the CG at the aft limit.II. Minimum control speeds are determined with the CG at the forward limit.

An aeroplane with a mass of 2000 kg, is performing a co-ordinated level turn at a constant TAS of 160 kt and the bank angle is 60°. The lift is approximately:

Whilst maintaining straight and level flight with a lift coefficient CL = 1 what will be the new approximate value of CL after the speed is increased by 30%?

One advantage of a supercritical wing aerofoil over a conventional one is:

it allows a wing of increased relative thickness to be used for approximately the same cruise Mach number.

What is the effect of winglets on the drag of the wing?

Increase parasite drag, decrease induced drag.

the boundary layer changes from laminar to turbulent.

The stall speed decreases:(all other relevant factors are constant)

when, during a manoeuvre, the aeroplane nose is suddenly pushed firmly downwards (e.g. as in a push over).

During a straight, steady climb and with the thrust force parallel to the flight path:

lift is the same as during a descent at the same angle and mass.

The relation between the Mach angle (mu) and the corresponding Mach number is:

Critical Mach number.

further aft.

The primary purpose of dihedral is to: increase static lateral stability.

longitudinal axis.

When a turn is initiated, adverse yaw is:

Propeller blade twist is the:

figure 4.

In a straight, steady climb the thrust must be:

In a steady co-ordinated horizontal turn, lift is:

The right outboard engine.

One advantage of mounting the horizontal tailplane on top of the vertical fin is:

to improve the aerodynamic efficiency of the vertical fin.

What is the highest speed possible without supersonic flow over the wing?

The sonic boom of an aeroplane flying at supersonic speed is created by:

shock waves around the aeroplane.

What is the effect of aeroplane mass on shock wave intensity at constant Mach number?

Increasing mass increases shock wave intensity.

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:

The function of ailerons is to rotate the aeroplane about the:

the tendency of an aeroplane to yaw in the opposite direction of turn mainly due to the difference in induced drag on each wing.

varying of the blade angle from the root to the tip of a propeller blade.

(For this question use annex 081-0018 issue date November 2005)The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in:

greater than the drag because it must also balance a component of weight.

In order to fly a rate one turn at a higher airspeed, the bank angle must be:

increased and the turn radius will increase.

greater than in straight and level flight, because it must balance the weight and generate the centripetal force.

During a take-off roll with a strong crosswind from the right, a four-engine jet aeroplane with wing-mounted engines experiences an engine failure. The failure of which engine will cause the greatest control problem?





angle 1.

angle 3.

angle 2.

fine pitch for take-off and climb.

Propeller efficiency is:

Regarding deep stall characteristics, identify whether the following statements are correct or incorrect:I. A wing with forward sweep and a low horizontal tail makes an aeroplane prone to deep stall.II. A stick shaker system is fitted to an aeroplane to resolve deep stall problems.

Regarding deep stall characteristics, identify whether the following statements are correct or incorrect:I. The combination of a wing with sweepback and a T-tail make an aeroplane prone to deep stall.II. A stick shaker system is fitted to an aeroplane to resolve deep stall problems.

Regarding deep stall characteristics, identify whether the following statements are correct or incorrect:I. A wing with forward sweep and a low horizontal tail makes an aeroplane prone to deep stall.II. A stick pusher system can be fitted to an aeroplane that exhibits abnormal stall characteristics.

Regarding deep stall characteristics, identify whether the following statements are correct or incorrect:I. An aeroplane with a low horizontal tail and wings with sweepback is normally prone to deep stall.II. An aeroplane with a canard is normally prone to deep stall.

(For this question use annex 081-0013 issue date November 2005)The angle of attack of a rotating propeller blade element shown in the annex is:

(For this question use annex 081-0013 issue date November 2005)The helix or advance angle of a rotating propeller blade element shown in the annex is:

(For this question use annex 081-0013 issue date November 2005)The blade angle of a rotating propeller blade element shown in the annex is:

For an aeroplane equipped with a two-position variable pitch propeller it is advisable to select a:

the ratio of power available (Thrust * TAS) to shaft power. (Torque * RPM)

For any propeller:

sequence 4.









thrust is the component of the total aerodynamic force on the propeller parallel to the rotational axis.

(For this question use annex 081-0014 issue date April 2006) The correct sequence of cross-sections representing propeller blade twist is:

Which statement about propeller icing is correct?I. Propeller icing increases blade element drag and reduces blade element lift.II. Propeller icing does not affect propeller efficiency.

Which of these statements concerning propellers is correct?

The blade angle of a feathered propeller is approximately 90 degrees.

Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane?I. Pitch down produces left yaw.II. Left yaw produces pitch up.

Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane?I. Pitch down produces right yaw.II. Left yaw produces pitch down.

Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane?I. Pitch down produces left yaw.II. Left yaw produces pitch down.

Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane?I. Pitch down produces right yaw.II. Left yaw produces pitch up.

Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane?I. Pitch up produces right yaw.II. Right yaw produces pitch down.

Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane?I. Pitch up produces left yaw.II. Right yaw produces pitch up.

Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane?I. Pitch up produces right yaw.II. Right yaw produces pitch up.


produces left yaw.

The geometric pitch of a propeller is the:

increase if RPM increases.

decrease if RPM decreases.

diagram 4.

diagram 1.

diagram 1.

Which statement is correct regarding the gyroscopic effect of a clockwise rotating propeller on a single engine aeroplane?I. Pitch up produces left yaw.II. Right yaw produces pitch down.

The asymmetric blade effect on an single engine aeroplane with a clockwise rotating propeller:

theoretical distance a propeller would advance in one revolution at zero blade angle of attack.

For a given RPM of a fixed pitch propeller, the blade angle of attack will:

decrease when the TAS increases.

For a given RPM of a fixed pitch propeller, the blade angle of attack will:

increase when the TAS decreases.

For a fixed-pitch propeller in flight at a given TAS, the blade angle of attack will:

For a fixed-pitch propeller in flight at a given TAS, the blade angle of attack will:

(For this question use annex 081-0015 issue date November 2005)A rotating propeller blade element produces an aerodynamic force F that may be resolved into two components:- a force T perpendicular to the plane of rotation (thrust).- a force R generating a torque absorbed by engine power.The diagram representing a windmilling propeller is:

(For this question use annex 081-0015 issue date November 2005)A rotating propeller blade element produces an aerodynamic force F that may be resolved into two components:- a force T perpendicular to the plane of rotation (thrust).- a force R generating a torque absorbed by engine power.The diagram representing a rotating propeller blade element during the cruise is:

(For this question use annex 081-0015 issue date November 2005)A rotating propeller blade element produces an aerodynamic force F that may be resolved into two components:- a force T perpendicular to the plane of rotation (thrust).- a force R generating a torque absorbed by engine power.Which diagram is correct during the cruise?

diagram 2.

diagram 3.





(For this question use annex 081-0015 issue date November 2005)A rotating propeller blade element produces an aerodynamic force F that may be resolved into two components:- a force T perpendicular to the plane of rotation (thrust).- a force R generating a torque absorbed by engine power.The diagram representing a rotating propeller blade element during reverse operation is:

(For this question use annex 081-0015 issue date November 2005)The diagram representing a feathered propeller is:

Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller?I. A constant speed propeller reduces fuel consumption over a range of cruise speeds.II. A constant speed propeller improves take-off performance as compared with a coarse fixed pitch propeller.

Which statement about a propeller is correct?I. Asymmetric blade effect increases when engine power is increased.II. Asymmetric blade effect increases when the angle between the propeller axis and airflow through the propeller disc increases.

Which statement about a propeller is correct?I. Asymmetric blade effect is unaffected when engine power is increased.II. Asymmetric blade effect increases when the angle between the propeller axis and the airflow through the propeller disc increases.

Which statement about a propeller is correct?I. Asymmetric blade effect reduces when engine power is increased.II. Asymmetric blade effect increases when the angle between the propeller axis and the airflow through the propeller disc increases.







diagram 2.

Which statement about a propeller is correct?I. Asymmetric blade effect increases when engine power is increased.II. Asymmetric blade effect is independent of the angle between the propeller axis and the airflow through the propeller disc.

Which statement about a propeller is correct?I. Asymmetric blade effect is unaffected when engine power is increased.II. Asymmetric blade effect is independent of the angle between the propeller axis and the airflow through the propeller disc.

Which statement about a propeller is correct?I. Asymmetric blade effect reduces when engine power is increased.II. Asymmetric blade effect is independent of the angle between the propeller axis and the airflow through the propeller disc.

Which statement about a propeller is correct?I. Asymmetric blade effect increases when engine power is increased.II. Asymmetric blade effect reduces when the angle between the propeller axis and the airflow through the propeller disc increases.

Which statement about a propeller is correct?I. Asymmetric blade effect is unaffected when engine power is increased.II. Asymmetric blade effect reduces when the angle between the propeller axis and the airflow through the propeller disc increases.

Which statement about a propeller is correct?I. Asymmetric blade effect reduces when engine power is increased.II. Asymmetric blade effect reduces when the angle between the propeller axis and the airflow through the propeller disc increases.

The torque reaction of a rotating fixed pitch propeller will be greatest at:

low aeroplane speed and maximum engine power.

(For this question use annex 081-0016 issue date November 2005)A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM is:





75 % of blade radius.






Which statement is correct regarding a propeller?I. Increasing tip speed to supersonic speed increases propeller noise.II. Increasing tip speed to supersonic speed increases propeller efficiency.

Which statement is correct regarding a propeller?I. Increasing tip speed to supersonic speed does not affect propeller noise.II. Increasing tip speed to supersonic speed decreases propeller efficiency.

Which statement is correct regarding a propeller?I. Increasing tip speed to supersonic speed does not affect propeller noise.II. Increasing tip speed to supersonic speed increases propeller efficiency.

Which statement is correct regarding a propeller?I. Increasing tip speed to supersonic speed increases propeller noise.II. Increasing tip speed to supersonic speed decreases propeller efficiency.

The blade angle of a propeller is usually referenced at:

Which statement is correct?I. A propeller with a small blade angle is referred to as being in fine pitch.II. A propeller with a large blade angle is referred to as being in coarse pitch.

Which statement is correct?I. A propeller with little blade twist is referred to as being in fine pitch.II. A propeller with significant blade twist is referred to as being in coarse pitch.

Which statement is correct?I. A propeller with little blade twist is referred to as being in fine pitch.II. A propeller with a large blade angle is referred to as being in coarse pitch.

Which statement is correct?I. A propeller with a small blade angle is referred to as being in fine pitch.II. A propeller with significant blade twist is referred to as being in coarse pitch.

Which statement is correct?I. A propeller with a small blade angle is referred to as being in coarse pitch.II. A propeller with a large blade angle is referred to as being in fine pitch.





I is correct, II is incorrect



Regarding the transonic speed range:

The main function of a trailing edge flap is to:

Which statement is correct?I. Propeller gyroscopic effect occurs during aeroplane pitch changes.II. Propeller gyroscopic effect is most noticeable during low speed flight at high propeller RPM.

Which statement is correct?I. Propeller gyroscopic effect occurs during flight at constant aeroplane attitude.II. Propeller gyroscopic effect is most noticeable during low speed flight at low propeller RPM.

Which statement is correct?I. Propeller gyroscopic effect occurs during aeroplane pitch changes.II. Propeller gyroscopic effect is most noticeable during low speed flight at low propeller RPM.

Which statement is correct?I. Propeller gyroscopic effect occurs during flight at constant aeroplane attitude.II. Propeller gyroscopic effect is most noticeable during low speed flight at high propeller RPM.

Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller?I. A constant speed propeller reduces fuel consumption over a range of cruise speeds.II. A coarse fixed pitch propeller is more efficient during take-off.

Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller?I. A fixed pitch propeller improves propeller efficiency over a range of cruise speeds.II. A coarse fixed pitch propeller is more efficient during take-off.

Which statement is correct when comparing a fixed pitch propeller with a constant speed propeller?I. A fixed pitch propeller improves propeller efficiency over a range of cruise speeds.II. A constant speed propeller improves take-off performance as compared with a coarse fixed pitch propeller.

both subsonic and supersonic speeds exist in the flow around the aeroplane.

increase the maximum lift coefficient of the wing.

Flutter of control surfaces is:

Artificial feel is required: with fully powered flight controls.

0.75 R.

Shock induced separation can occur:

1, 2.

p / (rho * T) = constant.

thrust, lift, drag and weight.

Aspect ratio of a wing is the ratio between:

The induced angle of attack is:

a divergent oscillatory motion of a control surface caused by the interaction of aerodynamic forces, inertia forces and the stiffness of the structure.

The reference section of a propeller blade with radius R is usually taken at a distance from the propeller axis equal to:

Which of these statements on shock stall is correct?

Shock stall is a stall due to flow separation caused by a shock wave.

behind a strong normal shock wave, independent of angle of attack.

An aeroplane in straight and level flight at 300 kt is subjected to a sudden disturbance in speed. Assuming the angle of attack remains constant initially and the load factor reaches a value of approximately 1.2:

the speed will have increased by 30 kt.

For most jet transport aeroplanes, the maximum operating limit speed, VMO:

is replaced by MMO at higher altitudes.

Wing twist (geometric and aerodynamic) is used to:1. improve stall characteristics.2. reduce induced drag.3. reduce interference drag.4. increase VMO.

The combination that regroups all of the correct statements is:

Given:p = pressure.rho = density.T = absolute temperature.The relationship between pressure, density and absolute temperature of a given mass of air can be expressed as follows:

The four forces acting on an aeroplane in level flight are:

wing span squared and wing area.

Assuming no flow separation and no compressibility effects the location of the centre of pressure of a positively cambered aerofoil section:

moves forward when the angle of attack increases.

the angle by which the relative airflow is deflected due to downwash.

Total drag is the sum of: parasite drag and induced drag.

1, 2, 4.

Stall speed (IAS) varies with: weight.

Weight is a force.

gyroscopic precession.

High-speed glide.

the helix angle.

Induced drag is the result of:

a servo tab.

within the Mach cone.

supersonic range.

Which drag components make up parasite drag?1. pressure drag.2. friction drag.3. induced drag.4. interference drag.



Compared with a laminar boundary layer, a turbulent boundary layer is better able to resist a positive pressure gradient before it separates.


During the take-off roll, when the pilot raises the tail in a tail wheeled propeller driven aeroplane, the additional aeroplane yawing tendency is due to the effect of:

During which of the following phases of flight is a fixed pitch propeller's angle of attack lowest?

The difference between a propeller's blade angle and its angle of attack is called:

The total drag of an aerofoil in two dimensional flow comprises:

pressure drag and skin friction drag.

downwash generated by tip vortices.

Assuming constant IAS, when an aeroplane enters ground effect: the effective angle of attack

increases.

(For this question use annex 081-0019 issue date March 2005)The tab in the figure represents:

a balance tab that also functions as a trim tab.

(For this question use annex 081-0020 issue date March 2005)The tab in the figure represents:

In supersonic flight, any disturbance around a body affects the flow only:

When supersonic airflow passes through an oblique shock wave, how do (1) static pressure, (2) density, and (3) local speed of sound change?

(1) increases, (2) increases, (3) increases.

The speed range from approximately M=1.3 to approximately M=5 is called the:


assist the ailerons.Rotation around the lateral axis is called: pitching.

the fin.

Longitudinal stability is directly influenced by: centre of gravity position.

All-flying tail.

dynamic longitudinal stability.

Static stability means that:

A statically unstable aeroplane:

A statically stable aeroplane:

Which of these statements about wing sweepback are correct or incorrect?I. Increasing wing sweepback increases Mcrit.II. Increasing wing sweepback increases the drag divergence Mach number.

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 main purpose of a boundary-layer fence on a swept wing is to:

improve the low speed handling characteristics.

Wing spoilers are deflected symmetrically in flight in order to:

decelerate the aeroplane and/or increase its rate of descent.

Spoilers mounted on the wing upper surface can be used to:

Static directional stability is mainly provided by:

(For this question use annex 081-0021 issue date March 2005)What kind of horizontal control surface is shown in the figure?

(For this question use annex 081-0022 issue date June 2006)Assuming no pilot input the motion of the aeroplane in the diagram shows:


neutral dynamic longitudinal stability.


static longitudinal stability and dynamic longitudinal instability.

following a disturbance from the equilibrium condition, a force and/or moment is generated that tends to counter the effects of that disturbance.

For an aeroplane to possess dynamic stability, it needs:

static stability and sufficient damping.

can never be dynamically stable.

can show positive, neutral or negative dynamic longitudinal stability.

CG ahead of the neutral point.

aft of the CG.

Line 4.

Part 1.

Point 2.

line 2.

the CG moves aft.

An aft CG shift:

The aft CG limit can be determined by the:

Static lateral stability will be decreased by: increasing wing anhedral.

positive.

Which CG position with respect to the neutral point ensures static longitudinal stability?

For a statically stable aeroplane, the relationship between the neutral point and centre of gravity (CG) is such that the neutral point is located:

(For this question use annex 081-0025 issue date July 2006)Which line in the diagram illustrates an aeroplane which is statically longitudinally stable at all angles of attack?

(For this question use annex 081-0026 issue date October 2006)Where on the curve in the diagram does the aeroplane exhibit static longitudinal stability?

(For this question use annex 081-0026 issue date October 2006)Where on the curve in the diagram does the aeroplane exhibit neutral static longitudinal stability?

(For this question use annex 081-0027 issue date July 2006)The pitching moment versus angle of attack line in the diagram, which corresponds to a CG located at the neutral point of of a given aeroplane at low and moderate angles of attack is:

The elevator deflection required for a given manoeuvre will be:

larger for a forward CG position when compared to an aft position.

For a given elevator deflection, aeroplane longitudinal manoeuvrability increases when:

decreases static longitudinal stability.

The movement of the aerodynamic centre of the wing when an aeroplane accelerates through the transonic range causes:

an increase in static longitudinal stability.

minimum acceptable static longitudinal stability.

The contribution of wing sweep back to static directional stability is:

Which of these statements about Mcrit is correct?

Shock waves cannot occur at speeds below Mcrit.

1.4

when lift is greater than weight.

Mcrit is increased by:

increase to 1.44.

1, 4, 5.

1, 3.

also double.

be 4 times greater.

What is the value of the Mach number if the Mach angle equals 45°?

The load factor is greater than 1 (one):

sweepback, thin aerofoils and area ruling.

In a co-ordinated horizontal turn, the magnitude of the centripetal force at 45 degrees of bank: is equal to the weight of the

aeroplane.

Which of these statements concerning flight in turbulence is correct?

VRA is the recommended turbulence penetration air speed.

An aeroplane flying at 100 kt in straight and level flight is subjected to a disturbance that suddenly increases the speed by 20 kt. Assuming the angle of attack remains constant, the load factor will initially:

In general, directional controllability with one engine inoperative on a multi-engine aeroplane is favourably affected by:1. high temperature.2. low temperature.3. aft CG location.4. forward CG location.5. high altitude.6. low altitude.


The most forward CG location may be limited by:1. insufficient flare capability.2. excessive in-flight manoeuvrability.3. insufficient in-flight manoeuvrability.


Compared with level flight, the angle of attack must be increased in a steady, co-ordinated, horizontal turn:

to compensate for the reduction in the vertical component of lift.

Assuming standard atmospheric conditions, in order to generate the same amount of lift as altitude is increased, an aeroplane must be flown at:

a higher TAS for any given angle of attack.

Regarding the lift formula, if density doubles, lift will:

Regarding the lift formula, if airspeed doubles, lift will:

2000 kN.

If the wing area is increased, lift will:

Wing loading is the ratio between:When wing lift is zero, its induced drag is: zero.

85 kt.

One disadvantage of wing sweepback is:

positive static stability.

Static directional stability is the:

2.

The purpose of a dorsal fin is to:

An aeroplane is sensitive to Dutch roll when:

Dutch roll.

Which statement about elevators is correct?

If the lift generated by a given wing is 1000 kN, what will be the lift if the wing area is doubled?

increase because it is directly proportional to wing area.

aeroplane weight and wing area.

If the airspeed reduces in level flight below the speed for maximum L/D, the total drag of an aeroplane will:

increase because of increased induced drag.

If the stall speed of an aeroplane is 60 kt, at what speed will the aeroplane stall if the load factor is 2?

the tendency of the wingtip section to stall prior to the wing root section.

Which of these statements about the transonic speed range is correct ?

The transonic speed range starts at Mcrit and extends to Mach numbers above M = 1.

An aeroplane that tends to return to its pre-disturbed equilibrium position after the disturbance has been removed is said to have:

tendency of an aeroplane to recover from a skid with the rudder free.

Sweepback of a wing positively influences:1. static longitudinal stability.2. static lateral stability.3. dynamic longitudinal stability.


maintain static directional stability at large sideslip angles.

static lateral stability is much more pronounced than static directional stability.

An example of a combined lateral and directional periodic motion is a:

The elevator is the primary control surface for control about the lateral axis and is operated by a forward or backward movement of the control wheel or stick.

in low speed flight only.

The ailerons.

become four times greater.

Yaw is followed by roll because the:

Control surface flutter can be eliminated by:

Structural failure.


the centripetal force.

In a steady, horizontal, co-ordinated turn:

Which statement is about CG limits is correct?

The forward CG limit is mainly determined by the amount of pitch control available from the elevator.

Outboard ailerons (if present) are normally used:

What are the primary roll controls on a conventional aeroplane?

Aileron deflection causes a rotation around the longitudinal axis by:

changing the wing camber and the two wings therefore produce different lift values resulting in a moment about the longitudinal axis.

If the airspeed is doubled, whilst maintaining the same control surface deflection the aerodynamic force on this control surface will:

yawing motion generated by rudder deflection causes a speed increase of the outer wing, which increases the lift on that wing so that the aeroplane starts to roll in the same direction as the yaw.

mass balancing of the control surface.

What may happen if the "ultimate load factor" is exceeded?

Which of these statements about propellers is correct or incorrect?I. A cruise propeller has a greater geometric pitch when compared with a climb propeller.II. A coarse pitch propeller is less efficient during take-off and in the climb, but more efficient in the cruise, when compared with a fine pitch propeller.

Assuming that the RPM remains constant throughout, the angle of attack of a fixed pitch propeller will:

decrease with increasing airspeed.

Which statement is correct regarding a windmilling propeller on a multi-engine aeroplane?

The windmilling drag is much higher than for a feathered propeller.

Turning motion in a steady, level co-ordinated turn is created by:

thrust equals drag, because there is equilibrium of forces along the direction of flight.

During a straight steady descent, lift is:

30 degrees.

1 and 2 are correct.

VMCL is the:

1, 4.


less than weight, because lift only needs to balance the weight component perpendicular to the flight path.

What is the heading change after 10 seconds of an aeroplane performing a rate one turn?

VMCA is the minimum speed at which directional control can be maintained when, amongst others:1. maximum take-off thrust was set and is maintained on the remaining engines.2. a sudden engine failure occurs on the most critical engine.3. flaps are in any position.4. the gear is either up or down.5. the aeroplane is either in or out of ground effect.


minimum control speed approach and landing.

Consider the following statements about VMCG:1. VMCG is determined with the gear down.2. VMCG is determined with the flaps in the landing position.3. VMCG is determined by using rudder and nosewheel steering4. During VMCG determination the aeroplane may not deviate from the straight-line path by more than 30 ft.


Which statement is correct?I. At a given RPM the propeller efficiency of a fixed pitch propeller is maximum at only one value of TAS.II. A constant speed propeller maintains near maximum efficiency over a wider range of aeroplane speeds than a fixed pitch propeller.







Which statement is correct?I. At a given RPM the propeller efficiency of a fixed pitch propeller is maximum at only one value of TAS.II. A fixed pitch propeller maintains near maximum efficiency over a wider range of aeroplane speeds than a constant speed propeller.

If S is the frontal area of the propeller disc, propeller solidity is the ratio of:

the total frontal area of all the blades to S.

Which statement about propeller noise is correct?I. Propeller noise increases when the blade tip speed increases.II. For a given engine and propeller blade shape, an increase in the number of propeller blades allows for a reduction in propeller noise.

Which statement about propeller noise is correct?I. Propeller noise decreases when the blade tip speed increases.II. For a given engine and propeller blade shape, a decrease in the number of propeller blades allows for a reduction in propeller noise.

Which statement about propeller noise is correct?I. Propeller noise increases when the blade tip speed increases.II. For a given engine and propeller blade shape, a decrease in the number of propeller blades allows for a reduction in propeller noise.

Which statement about propeller noise is correct?I. Propeller noise decreases when the blade tip speed increases.II. For a given engine and propeller blade shape, an increase in the number of propeller blades allows for a reduction in propeller noise.

Which statement about propeller noise is correct?I. Propeller noise remains the same when the blade tip speed increases.II. For a given engine and propeller blade shape, a decrease in the number of propeller blades allows for a reduction in propeller noise.





The subsonic speed range: ends at Mcrit.


Which statement is correct for a propeller of given diameter and at constant RPM?I. Assuming blade shape does not change power absorption increases if the number of blades increases.II. Power absorption increases if the mean chord of the blades increases.

Which statement is correct for a propeller of given diameter and at constant RPM?I. Assuming blade shape does not change power absorption is independent of the number of blades.II. Power absorption decreases if the mean chord of the blades increases.

Which statement is correct for a propeller of given diameter and at constant RPM?I. Assuming blade shape does not change power absorption increases if the number of blades increases.II. Power absorption decreases if the mean chord of the blades increases.

Which statement is correct for a propeller of given diameter and at constant RPM?I. Assuming blade shape does not change power absorption is independent of the number of blades.II. Power absorption increases if the mean chord of the blades increases.

An aeroplane's angle of attack can be defined as the angle between its:

speed vector and longitudinal axis.

An aeroplane's pitch angle is defined as the angle between its:


An aeroplane's flight path angle is defined as the angle between its:

speed vector and the horizontal plane.

Which of these statements about the supersonic speed range is correct?

The airflow everywhere around the aeroplane is supersonic.

Which of these statements about propellers is correct or incorrect?I. A cruise propeller has a smaller geometric pitch compared with a climb propeller.II. A coarse pitch propeller is more efficient during take-off and in the climb, but is less efficient in the cruise, when compared with a fine pitch propeller.



Body 2.

3, 4, 1, 2.

2, 1, 4, 3.

point 1.

point 2.

Which of these statements about propellers is correct or incorrect?I. A cruise propeller has a smaller geometric pitch compared with a climb propeller.II. A coarse pitch propeller is less efficient during take-off and in the climb, but more efficient in the cruise, when compared with a fine pitch propeller.

Which of these statements about propellers is correct or incorrect?I. A cruise propeller has a greater geometric pitch compared with a climb propeller.II. A coarse pitch propeller is more efficient during take-off and in the climb, but is less efficient in the cruise, when compared with a fine pitch propeller.

The aerodynamic centre of a wing is the point relative to which:

assuming no flow separation, the pitching moment coefficient does not change with varying angle of attack.

The 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.

(For this question use annex 081-0002 issue date April 2005)Assuming all bodies have the same cross-sectional area and are in motion, which body will have the highest pressure drag?

(For this question use annex 081-0002 issue date April 2005)Assuming all bodies have the same cross-sectional area and are in motion, place these bodies in order of increasing pressure drag. The correct answer is:

(For this question use annex 081-0002 issue date April 2005)Assuming all bodies have the same cross-sectional area and are in motion, place these bodies in order of decreasing pressure drag. The correct answer is:

(For this question use annex 081-0007 issue date October 2005)The point on the diagram corresponding to the minimum value of the drag coefficient is:

(For this question use annex 081-0007 issue date October 2005)The point on the diagram corresponding to the minimum value of drag is:

2, 3, 6.

1, 3.

spiral dive.

at the origin.

below the origin.

to the left of the origin.

at the origin.

to the right of the origin.

In general, directional controllability with one engine inoperative on a multi-engine aeroplane is adversely affected by:1. high temperature.2. low temperature.3. aft CG location.4. forward CG location.5. high altitude.6. low altitude.


The most aft CG location may be limited by:1. insufficient stick force stability.2. insufficient flare capability.3. excessive in-flight manoeuvrability.4. insufficient in-flight manoeuvrability.


An example of a combined lateral and directional aperiodic motion is a:

An aeroplane's bank angle is defined as the angle between its:

lateral axis and the horizontal plane.

When speed is increased in straight and level flight on a positively cambered aerofoil, what happens to the: 1. centre of pressure and 2. the magnitude of the total lift force?

1 moves aft and 2 remains constant.

The lift coefficient Cl versus angle of attack curve of a symmetrical aerofoil section intersects the vertical axis of the graph:

The lift coefficient Cl versus angle of attack curve of a negatively cambered aerofoil section intersects the vertical axis of the graph:

The lift coefficient Cl versus angle of attack curve of a positively cambered aerofoil section intersects the horizontal axis of the graph:

The lift coefficient Cl versus angle of attack curve of a symmetrical aerofoil section intersects the horizontal axis of the graph:

The lift coefficient Cl versus angle of attack curve of a negatively cambered aerofoil section intersects the horizontal axis of the graph:

Low speed pitch-up can be caused by a significant thrust:

increase with podded engines located beneath a low-mounted wing.





Wing sweep angle is the angle between:

I is incorrect and II is incorrect.


I is incorrect and II is correct.

I is correct and II is correct.


Which statement is correct?I. A stick pusher activates at a higher angle of attack than a stick shaker.II. A stick pusher prevents the pilot from increasing the angle of attack further.

Which statement is correct?I. A stick pusher activates at a lower angle of attack than a stick shaker.II. A stick shaker prevents the pilot from increasing the angle of attack further.

Which statement is correct?I. A stick pusher activates at a higher angle of attack than a stick shaker.II. A stick shaker prevents the pilot from increasing the angle of attack further.

Which statement is correct?I. A stick pusher activates at a lower angle of attack than a stick shaker.II. A stick pusher prevents the pilot from increasing the angle of attack further.

the quarter-chord line of the wing and the lateral axis.

Regarding a positively cambered aerofoil section, which statement is correct?I. The angle of attack has a positive value when the lift coefficient equals zero.II. A nose up pitching moment exists when the lift coefficient equals zero.

Regarding a positively cambered aerofoil section, which statement is correct?I. The angle of attack has a negative value when the lift coefficient equals zero.II. A nose up pitching moment exists when the lift coefficient equals zero.

Regarding a positively cambered aerofoil section, which statement is correct?I. The angle of attack has a positive value when the lift coefficient equals zero.II. A nose down pitching moment exists when the lift coefficient equals zero.

Regarding a symmetric aerofoil section, which statement is correct?I. The angle of attack is zero when the lift coefficient equals zero.II. The pitching moment is zero when the lift coefficient equals zero.

Regarding a symmetric aerofoil section, which statement is correct?I. The angle of attack has a positive value when the lift coefficient equals zero.II. A nose down pitching moment exists when the lift coefficient equals zero.



I is incorrect and II is correct.

point a.




Negative tail stall is:

Regarding a symmetric aerofoil section, which statement is correct?I. The angle of attack has a negative value when the lift coefficient equals zero.II. A nose up pitching moment exists when the lift coefficient equals zero.

Regarding a symmetric aerofoil section, which statement is correct?I. The angle of attack is zero when the lift coefficient equals zero.II. A nose up pitching moment exists when the lift coefficient equals zero.

Regarding a symmetric aerofoil section, which statement is correct?I. The angle of attack has a positive value when the lift coefficient equals zero.II. The pitching moment is zero when the lift coefficient equals zero.

(For this question use annex 081-0006 issue date July 2004)The point in the annex showing zero lift is:

Which statement is correct?I. Stall speeds are determined with the CG at the forward limit.II. Minimum control speeds are determined with the CG at the aft limit.

Which statement is correct?I. Stall speeds are determined with the CG at the aft limit.II. Minimum control speeds are determined with the CG at the aft limit.

Which statement is correct?I. Stall speeds are determined with the CG at the forward limit.II. Minimum control speeds are determined with the CG at the forward limit.

When a jet transport aeroplane takes off with the CG at the forward limit and the trimmable horizontal stabiliser (THS) is positioned at the maximum allowable nose up position for take-off:

rotation will be normal using the normal rotation technique.

When a jet transport aeroplane takes off with the CG at the aft limit and the trimmable horizontal stabiliser (THS) is positioned at the maximum allowable nose down position for take-off:


When a jet transport aeroplane takes off with the CG at the aft limit and the trimmable horizontal stabiliser (THS) is positioned at the maximum allowable nose up position for take-off:

early nose wheel raising will take place.

a sudden reduction in the downward aerodynamic force on the tailplane.








Which statement about negative tail stall is correct?

When negative tail stall occurs, the aeroplane will show an uncontrollable pitch-down moment.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the undisturbed airflow is lower than in the throat.II. The total pressure in the undisturbed airflow is lower than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the undisturbed airflow is lower than in the throat.II. The total pressure in the undisturbed airflow and in the throat is the same.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the undisturbed airflow is lower than in the throat.II. The total pressure in the undisturbed airflow is higher than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the undisturbed airflow is the same as in the throat.II. The total pressure in the undisturbed airflow is lower than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the undisturbed airflow is the same as in the throat.II. The total pressure in the undisturbed airflow is higher than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the undisturbed airflow is higher than in the throat.II. The total pressure in the undisturbed airflow is lower than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the undisturbed airflow is higher than in the throat.II. The total pressure in the undisturbed airflow is the same as in the throat.








Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the undisturbed airflow is lower than in the throat.II. The speed in the undisturbed airflow is lower than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the undisturbed airflow is lower than in the throat.II. The speed in the undisturbed airflow is the same as in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the undisturbed airflow is lower than in the throat.II. The speed in the undisturbed airflow is higher than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the undisturbed airflow is the same as in the throat.II. The speed in the undisturbed airflow is lower than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the undisturbed airflow is the same as in the throat.II. The speed in the undisturbed airflow is the same as in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the undisturbed airflow is the same as in the throat.II. The speed in the undisturbed airflow is higher than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the undisturbed airflow is higher than in the throat.II. The speed in the undisturbed airflow is lower than in the throat.








Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the undisturbed airflow is higher than in the throat.II. The speed in the undisturbed airflow is the same as in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the undisturbed airflow is higher than in the throat.II. The speed in the undisturbed airflow is higher than in the throat.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the throat is lower than in the undisturbed airflow.II. The total pressure in the throat is lower than in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the throat is lower than in the undisturbed airflow.II. The total pressure in the throat is the same as in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the throat is lower than in the undisturbed airflow.II. The total pressure in the throat is higher than in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the throat is the same as in the undisturbed airflow.II. The total pressure in the throat is lower than in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the throat is the same as in the undisturbed airflow.II. The total pressure in the throat is higher than in the undisturbed airflow.








Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the throat is higher than in the undisturbed airflow.II. The total pressure in the throat is lower than in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the throat is higher than in the undisturbed airflow.II. The total pressure in the throat is the same as in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The dynamic pressure in the throat is higher than in the undisturbed airflow.II. The total pressure in the throat is higher than in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the throat is lower than in the undisturbed airflow.II. The speed of the airflow in the throat is lower than in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the throat is lower than in the undisturbed airflow.II. The speed of the airflow in the throat is the same as in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the throat is lower than in the undisturbed airflow.II. The speed of the airflow in the throat is higher than in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the throat is the same as in the undisturbed airflow.II. The speed of the airflow in the throat is lower than in the undisturbed airflow.








Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the throat is the same as in the undisturbed airflow.II. The speed of the airflow in the throat is higher than in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the throat is higher than in the undisturbed airflow.II. The speed of the airflow in the throat is lower than in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the throat is higher than in the undisturbed airflow.II. The speed of the airflow in the throat is the same as in the undisturbed airflow.

Considering subsonic incompressible airflow through a Venturi, which statement is correct?I. The static pressure in the throat is higher than in the undisturbed airflow.II. The speed of the airflow in the throat is higher than in the undisturbed airflow.

Which statement about propeller icing is correct?I. Propeller icing reduces blade element drag and increases blade element lift.II. Propeller icing reduces propeller efficiency.

Which statement about propeller icing is correct?I. Propeller icing increases blade element drag and reduces blade element lift.II. Propeller icing reduces propeller efficiency.

Which statement about propeller icing is correct?I. Propeller icing reduces blade element drag and increases blade element lift.II. Propeller icing does not affect propeller efficiency.


A feathered propeller causes less drag than a windmilling propeller.

The effective pitch of a propeller is the:

1 moves aft, 2 does not change.



sequence 1.

sequence 2.

sequence 3.

the same turn radius.


When compared with a non-feathered propeller, a feathered propeller improves the handling of a multi-engine aeroplane with one engine inoperative.

actual distance a propeller advances in one revolution.

Consider two elevator control systems:1 is fitted with a trim tab.2 is fitted with fully powered hydraulic controls and an adjustable horizontal stabiliser.For both cases and starting from a trimmed condition, how will the neutral position of the control column change, after trimming for a speed decrease?

Which statement is correct?I. Propeller gyroscopic effect occurs during aeroplane yaw changes.II. Propeller gyroscopic effect is most noticeable during low speed flight at high propeller RPM.

Which statement is correct?I. Propeller gyroscopic effect occurs during aeroplane yaw changes.II. Propeller gyroscopic effect is most noticeable during low speed flight at low propeller RPM.




An aeroplane performs a steady horizontal, co-ordinated turn with 45 degrees of bank at 230 kt TAS. The same aeroplane with the same bank angle and speed, but at a higher mass:

will turn with the same radius, but might stall.


the same rate of turn.




speed = 0, load factor = 0.

speed = VS, load factor = +1.



the load factor of A and B are the same.


the turn radius of A is less than that of B.


the lift coefficient of A is greater than that of B.

Which of these statements about "tuck under" are correct or incorrect?I. A contributing factor to "tuck under" is a forward movement of the centre of pressure of the wing.II. A contributing factor to "tuck under" is an increase in the downwash angle at the location of the horizontal stabiliser.

Which of these statements about "tuck under" are correct or incorrect?I. A contributing factor to "tuck under" is an aft movement of the centre of pressure of the wing.II. A contributing factor to "tuck under" is an increase in the downwash angle at the location of the horizontal stabiliser.

Which of these statements about "tuck under" are correct or incorrect?I. A contributing factor to "tuck under" is an forward movement of the centre of pressure of the wing.II. A contributing factor to "tuck under" is a reduction in the downwash angle at the location of the horizontal stabiliser.

The stall speed lines in the manoeuvring load diagram originate from a point where the:

The stall speed line in the manoeuvring load diagram runs through a point where the:

speed = VA, load factor = limit load factor.

The stall speed line in the manoeuvring load diagram runs through a point where the:

An aeroplane's sideslip angle is defined as the angle between the:

speed vector and the plane of symmetry.

An aeroplane's angle of incidence is defined as the angle between the:

longitudinal axis and the wing root chord line.

Take-off run.

induced drag and parasite drag.

figure 3.

figure 1.

figure 2.

diagram 4.

diagram 3.

diagram 1.



In the SI system the unit of measurement for weight is the Newton.


The mass of a body can be determined by dividing its weight by the acceleration due to gravity.


The weight of a body can be determined by multiplying its mass by the acceleration due to gravity.

During which of the following phases of flight is a fixed pitch propeller's angle of attack highest?

The total drag of a three dimensional wing consists of:

An aeroplane has static directional stability if, when in a sideslip with the relative airflow coming from the left, initially the:

nose of the aeroplane tends to yaw left.







Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane, is correct?I. Parasite drag increases.II. Induced drag increases.








rolling.Rotation around the normal axis is called: yawing.



Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane, is correct?I. Parasite drag decreases.II. Induced drag increases.

Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane, is correct?I. Parasite drag increases.II. Induced drag decreases.

Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane, is correct?I. Parasite drag decreases.II. Induced drag decreases.

Which statement, about the effects on drag of removing external tip tanks from the wings of an aeroplane, is correct?I. Parasite drag increases.II. Induced drag increases.

Which statement, about the effects on drag of removing external tip tanks from the wings of an aeroplane, is correct?I. Parasite drag decreases.II. Induced drag increases.

Which statement, about the effects on drag of removing external tip tanks from the wings of an aeroplane, is correct?I. Parasite drag increases.II. Induced drag decreases.

Which statement, about the effects on drag of removing external tip tanks from the wings of an aeroplane, is correct?I. Parasite drag decreases.II. Induced drag decreases.

Rotation around the longitudinal axis is called:

Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I. The lift coefficient CL increases.II. The induced drag coefficient CDi decreases.

Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I. The lift coefficient CL remains constant.II. The induced drag coefficient CDi decreases.










Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I. The lift coefficient CL decreases.II. The induced drag coefficient CDi decreases.

Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I. The lift coefficient CL increases.II. The induced drag coefficient CDi remains constant.

Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I. The lift coefficient CL decreases.II. The induced drag coefficient CDi remains constant.

Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I. The lift coefficient CL increases.II. The induced drag coefficient CDi increases.

Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I. The lift coefficient CL remains constant.II. The induced drag coefficient CDi increases.

Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?I. The lift coefficient CL decreases.II. The induced drag coefficient CDi increases.

Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct?I. The lift coefficient CL increases.II. The induced drag coefficient CDi increases.

Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct?I. The lift coefficient CL remains constant.II. The induced drag coefficient CDi increases.

Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct?I. The lift coefficient CL decreases.II. The induced drag coefficient CDi increases.











Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct?I. The lift coefficient CL increases.II. The induced drag coefficient CDi remains constant.

Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct?I. The lift coefficient CL decreases.II. The induced drag coefficient CDi remains constant.

Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct?I. The lift coefficient CL increases.II. The induced drag coefficient CDi decreases.

Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct?I. The lift coefficient CL remains constant.II. The induced drag coefficient CDi decreases.

Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct?I. The lift coefficient CL decreases.II. The induced drag coefficient CDi decreases.

Which statement about an aeroplane entering ground effect is correct?I. The downwash angle increases.II. The induced angle of attack decreases.

Which statement about an aeroplane entering ground effect is correct?I. The downwash angle remains constant.II. The induced angle of attack decreases.

Which statement about an aeroplane entering ground effect is correct?I. The downwash angle decreases.II. The induced angle of attack decreases.

Which statement about an aeroplane entering ground effect is correct?I. The downwash angle increases.II. The induced angle of attack remains constant.

Which statement about an aeroplane entering ground effect is correct?I. The downwash angle decreases.II. The induced angle of attack remains constant.













Which statement about an aeroplane entering ground effect is correct?I. The downwash angle increases.II. The induced angle of attack increases.

Which statement about an aeroplane entering ground effect is correct?I. The downwash angle remains constant.II. The induced angle of attack increases.

Which statement about an aeroplane entering ground effect is correct?I. The downwash angle decreases.II. The induced angle of attack increases.

Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle increases.II. The induced angle of attack increases.

Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle remains constant.II. The induced angle of attack increases.

Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle decreases.II. The induced angle of attack increases.

Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle increases.II. The induced angle of attack remains constant.

Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle decreases.II. The induced angle of attack remains constant.

Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle increases.II. The induced angle of attack decreases.

Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle remains constant.II. The induced angle of attack decreases.

Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle decreases.II. The induced angle of attack decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases.II. The strength of wing tip vortices increases as the aspect ratio decreases.






The mean geometric chord of a wing is the:

Taper ratio of a wing is the ratio between: tip chord and root chord.

aft CG and take-off thrust.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases.II. The strength of wing tip vortices increases as the aspect ratio increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases.II. The strength of wing tip vortices increases as the aspect ratio increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases.II. The strength of wing tip vortices increases as the aspect ratio decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack.II. The strength of wing tip vortices increases as the aspect ratio decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases.II. The strength of wing tip vortices is not affected by aspect ratio.

wing area divided by the wing span.

Given an aeroplane in steady, straight and level flight at low speed and considering the effects of CG location and thrust, the lowest value of wing lift occurs at:


IAS at both altitudes is the same.

nose up (positive).







TAS is lower at the lower altitude.


Decreasing sweepback decreases stall speed.


Decreasing forward sweep decreases stall speed.


Increasing forward sweep increases stall speed.

When the lift coefficient Cl of a negatively cambered aerofoil section is zero, the pitching moment is:

Which of these statements about induced drag are correct or incorrect?I. An elliptical spanwise lift distribution generates less induced drag than a rectangular lift distribution.II. Induced drag increases with decreasing aspect ratio.

Which of these statements about induced drag are correct or incorrect?I. An elliptical spanwise lift distribution generates more induced drag than a rectangular lift distribution.II. Induced drag decreases with decreasing aspect ratio.

Which of these statements about induced drag are correct or incorrect?I. An elliptical spanwise lift distribution generates more induced drag than a rectangular lift distribution.II. Induced drag increases with decreasing aspect ratio.

Which of these statements about induced drag are correct or incorrect?I. An elliptical spanwise lift distribution generates less induced drag than a rectangular lift distribution.II. Induced drag decreases with decreasing aspect ratio.

Which of these statements about induced drag are correct or incorrect?I. An rectangular spanwise lift distribution generates less induced drag than an elliptical lift distribution.II. Induced drag increases with increasing aspect ratio.









Which of these statements about induced drag are correct or incorrect?I. An rectangular spanwise lift distribution generates more induced drag than an elliptical lift distribution.II. Induced drag decreases with increasing aspect ratio.

Which of these statements about induced drag are correct or incorrect?I. An rectangular spanwise lift distribution generates less induced drag than an elliptical lift distribution.II. Induced drag decreases with increasing aspect ratio.

Which of these statements about induced drag are correct or incorrect?I. An rectangular spanwise lift distribution generates more induced drag than an elliptical lift distribution.II. Induced drag increases with increasing aspect ratio.

Which of these statements about induced drag are correct or incorrect?I. Induced drag increases as angle of attack increases.II. At constant load factor, induced drag increases with increasing aeroplane mass.

Which of these statements about induced drag are correct or incorrect?I. Induced drag decreases as angle of attack increases.II. At constant load factor, induced drag decreases with increasing aeroplane mass.

Which of these statements about induced drag are correct or incorrect?I. Induced drag decreases as angle of attack increases.II. At constant load factor, induced drag increases with increasing aeroplane mass.

Which statement about induced drag is correct?I. Induced drag increases as angle at attack increases.II. At constant load factor, induced drag decreases with increasing aeroplane mass.

Which of these statements about induced drag are correct or incorrect?I. Induced drag increases as angle of attack decreases.II. At constant load factor, induced drag increases with decreasing aeroplane mass.








Which of these statements about induced drag are correct or incorrect?I. Induced drag decreases as angle of attack decreases.II. At constant load factor, induced drag decreases with decreasing aeroplane mass.

Which of these statements about induced drag are correct or incorrect?I. Induced drag increases as angle of attack decreases.II. At constant load factor, induced drag decreases with decreasing aeroplane mass.

Which of these statements about induced drag are correct or incorrect?I. Induced drag decreases as angle of attack decreases.II. At constant load factor, induced drag increases with decreasing aeroplane mass.

Which of these statements about flutter are correct or incorrect?I. Wing mounted engines extending ahead of the wing contribute to wing flutter suppression.II. Excessive free play or backlash reduces the speed at which control surface flutter occurs.

Which of these statements about flutter are correct or incorrect?I. Moving the engines from the wing to the aft fuselage improves wing flutter suppression.II. Excessive free play or backlash increases the speed at which control surface flutter occurs.

Which of these statements about flutter are correct or incorrect?I. Moving the engines from the wing to the fuselage improves wing flutter suppression.II. Excessive free play or backlash reduces the speed at which control surface flutter occurs.

Which of these statements about flutter are correct or incorrect?I. Wing mounted engines extending ahead of the wing contribute to wing flutter suppression.II. Excessive free play or backlash increases the speed at which control surface flutter occurs.









As the stability of an aeroplane decreases: its manoeuvrability increases.

As the stability of an aeroplane increases: its manoeuvrability decreases.

Which of these statements about flutter are correct or incorrect?I. Aero-elastic coupling affects flutter characteristics.II. The risk of flutter increases as IAS increases.

Which of these statements about flutter are correct or incorrect?I. Aero-elastic coupling does not affect flutter characteristics.II. Occurrence of flutter is independent of IAS.

Which of these statements about flutter are correct or incorrect?I. Aero-elastic coupling does not affect flutter characteristics.II. The risk of flutter increases as IAS increases.

Which of these statements about flutter are correct or incorrect?I. Aero-elastic coupling affects flutter characteristics.II. Occurrence of flutter is independent of IAS.

Which of these statements about flutter are correct or incorrect?I. If flutter occurs, IAS should be reduced.II. Resistance to flutter increases with increasing wing stiffness.

Which of these statements about flutter are correct or incorrect?I. If flutter occurs, IAS should be kept constant.II. Resistance to flutter increases with reducing wing stiffness.

Which of these statements about flutter are correct or incorrect?I. If flutter occurs, IAS should be kept constant.II. Resistance to flutter increases with increasing wing stiffness.

Which of these statements about flutter are correct or incorrect?I. If flutter occurs, IAS should be reduced.II. Resistance to flutter increases with reducing wing stiffness.

Line 2.

Line 3.

Line 1.

Part 3.

the CG moves forward.

IAS increases.

(For this question use annex 081-0025 issue date July 2006)Which line in the diagram illustrates an aeroplane with neutral static longitudinal stability at all angles of attack?

(For this question use annex 081-0025 issue date July 2006)Which line in the diagram represents decreasing positive static longitudinal stability at higher angles of attack?

(For this question use annex 081-0025 issue date July 2006)Which line in the diagram represents an aeroplane with static longitudinal instability at all angles of attack?

(For this question use annex 081-0025 issue date July 2006)Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack diagram?

Line 1 shows an aeroplane with reducing static longitudinal instability at very high angles of attack.


Line 4 shows an aeroplane with increasing static longitudinal stability at very high angles of attack.

(For this question use annex 081-0025 issue date July 2006Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack diagram?

Line 3 shows an aeroplane with reducing static longitudinal stability at high angles of attack.


Line 3 shows an aeroplane with greater static longitudinal stability at low angles of attack than that shown in line 4.

(For this question use annex 081-0026 issue date October 2006)Where on the curve in the diagram does the aeroplane exhibit static longitudinal instability?


smaller at high IAS when compared to low IAS.


larger at low IAS when compared to high IAS.


smaller for a aft CG position when compared to an forward position.

For a given elevator deflection, aeroplane longitudinal manoeuvrability decreases when:

Aeroplane manoeuvrability increases for a given control surface deflection when:

IAS decreases.

An aft CG shift:

A forward CG shift:

A forward CG shift:

Static lateral stability will be decreased by:

Static lateral stability will be decreased by: reducing wing sweepback.

Static lateral stability will be increased by: reducing wing anhedral.

Static lateral stability will be increased by:

Static lateral stability will be increased by: increasing wing sweepback.




Aeroplane manoeuvrability decreases for a given control surface deflection when:

increases longitudinal manoeuvrability.

increases static longitudinal stability.

decreases longitudinal manoeuvrability.

the use of a low, rather than high, wing mounting.

the use of a high, rather than low, wing mounting.

Which of these statements about the limiting value of 5 degrees bank angle during VMCA determination are correct or incorrect?I. As the bank angle is decreased from 5 degrees to 0 degrees, the value of VMCA increases.II. When the bank angle is increased beyond 5 degrees, there is an increasing risk of fin stall.

Which of these statements about the limiting value of 5 degrees bank angle during VMCA determination are correct or incorrect?I. When the bank angle is decreased from 5 degrees to 0 degrees, the value of VMCA will remain approximately constant.II. At any bank angle above 5 degrees, VMCA will decrease correspondingly.

Which of these statements about the limiting value of 5 degrees bank angle during VMCA determination are correct or incorrect?I. When the bank angle is decreased from 5 degrees to 0 degrees, the value of VMCA will remain approximately constant.II. When the bank angle is increased beyond 5 degrees, there is a increasing risk of fin stall.






Which of these statements about the limiting value of 5 degrees bank angle during VMCA determination are correct or incorrect?I. As the bank angle is decreased from 5 degrees to 0 degrees, the value of VMCA increases.II. At any bank angle beyond 5 degrees, VMCA will decrease correspondingly.

Which of these statements about the equilibrium of forces and moments at VMCA are correct or incorrect?I. Equilibrium of moments about the normal axis. is provided by rudder deflection.II. Equilibrium of forces along the lateral axis requires either bank angle or side slip or a combination of both.

Which of these statements about the equilibrium of forces and moments at VMCA are correct or incorrect?I. Because VMCA must be determined for the case where the critical engine suddenly fails, there is no need to obtain equilibrium of moments about the normal axis.II. Equilibrium of forces along the lateral axis does not require any side slip during a wings level condition.

Which of these statements about the equilibrium of forces and moments at VMCA are correct or incorrect?I. Because VMCA must be determined for the case where the critical engine suddenly fails, there is no need to obtain equilibrium of moments about the normal axis.II. Equilibrium of forces along the lateral axis requires either bank angle or side slip or a combination of both.

Which of these statements about the equilibrium of forces and moments at VMCA are correct or incorrect?I. Equilibrium of moments about the normal axis. is provided by rudder deflection.II. Equilibrium of forces along the lateral axis does not require any side slip during a wings level condition.

During a glide with idle power and constant IAS, if the RPM lever of a constant speed propeller is pushed full forward from its normal cruise position, the propeller pitch will:








Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. When trimmed for zero elevator stick force an elevator trim tab causes more drag.II. A horizontal trimmable stabiliser enables a larger CG range.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab which of these statements are correct or incorrect?I. When trimmed for zero elevator stick force a horizontal trimmable stabiliser causes more drag.II. An elevator trim tab enables a larger CG range.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. When trimmed for zero elevator stick force a horizontal trimmable stabiliser causes more drag.II. A horizontal trimmable stabiliser enables a larger CG range.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. When trimmed for zero elevator stick force an elevator trim tab causes more drag.II. An elevator trim tab enables a larger CG range.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which statement is correct?I. A trim tab is less suitable for jet transport aeroplanes because of their large speed range.II. A stabiliser trim is a more powerful means of trimming.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which statement is correct?I. A stabiliser trim is less suitable for jet transport aeroplanes because of their large speed range.II. A trim tab is a more powerful means of trimming.






Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which statement is correct?I. A stabiliser trim is less suitable for jet transport aeroplanes because of their large speed range.II. A stabiliser trim is a more powerful means of trimming.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which statement is correct?I. A trim tab is less suitable for jet transport aeroplanes because of their large speed range.II. A trim tab is a more powerful means of trimming.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. A stabiliser trim is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes.II. A trim tab runaway causes less control difficulty.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. A elevator trim tab is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes.II. A stabiliser trim runaway causes less control difficulty.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. A elevator trim tab is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes.II. A trim tab runaway causes less control difficulty.






Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. A stabiliser trim is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes.II. A stabiliser trim runaway causes less control difficulty.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. The effects of a stabiliser trim runaway are more serious.II. A jammed trim tab causes less control difficulty.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. The effects of a trim tab runaway are more serious.II. A jammed stabiliser trim causes less control difficulty.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. The effects of a trim tab runaway are more serious.II. A jammed trim tab causes less control difficulty.

Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect?I. The effects of a stabiliser trim runaway are more serious.II. A jammed stabiliser trim causes less control difficulty.

(For this question use annex 081-0027 issue date July 2006)Which of these statements about the pitching moment coefficient versus angle of attack lines in the annex is correct?

The CG position is further forward at line 4 when compared with line 1.


The CG position is further aft at line 1 when compared with line 4.





In its curved part at high angles of attack line 2 illustrates increasing static longitudinal stability.


Static longitudinal stability is greater at line 4 when compared with line 3 at low and moderate angles of attack.


VB is the design speed for maximum gust intensity.


The load factor in turbulence may fluctuate above and below 1 and can even become negative.

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the right, on an aeroplane that exhibits both directional and lateral stability?I. The initial tendency of the nose of the aeroplane is to move to the right.II. The initial tendency of the left wing is to move down.

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the right, on an aeroplane that exhibits both directional and lateral stability?I. The initial tendency of the nose of the aeroplane is to move to the left.II. The initial tendency of the right wing is to move down.

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the right, on an aeroplane that exhibits both directional and lateral stability?I. The initial tendency of the nose of the aeroplane is to move to the right.II. The initial tendency of the right wing is to move down.

I is incorrect, I is correct.




I is incorrect, I is correct.

induced drag reduces.

downwash reduces.

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the right, on an aeroplane that exhibits both directional and lateral stability?I. The initial tendency of the nose of the aeroplane is to move to the left.II. The initial tendency of the left wing is to move down.

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the left, on an aeroplane that exhibits both directional and lateral stability?I. The initial tendency of the nose of the aeroplane is to move to the left.II. The initial tendency of the right wing is to move down.

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the left, on an aeroplane that exhibits both directional and lateral stability?I. The initial tendency of the nose of the aeroplane is to move to the right.II. The initial tendency of the left wing is to move down.

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the left, on an aeroplane that exhibits both directional and lateral stability?I. The initial tendency of the nose of the aeroplane is to move to the left.II. The initial tendency of the left wing is to move down.

Which of these statements are correct or incorrect regarding a sideslip, with the relative airflow coming from the left, on an aeroplane that exhibits both directional and lateral stability?I. The initial tendency of the nose of the aeroplane is to move to the right.II. The initial tendency of the right wing is to move down.

Assuming constant IAS, when an aeroplane enters ground effect:

the induced angle of attack reduces.



Assuming constant IAS, when an aeroplane leaves ground effect:

the effective angle of attack decreases.

induced drag increases.

downwash increases.









the induced angle of attack increases.



Which of these statements about wing sweepback are correct or incorrect?I. Increasing wing sweepback decreases Mcrit.II. Increasing wing sweepback increases the drag divergence Mach number.

Which of these statements about wing sweepback are correct or incorrect?I. Increasing wing sweepback increases Mcrit.II. Increasing wing sweepback decreases the drag divergence Mach number.

Which of these statements about wing sweepback are correct or incorrect?I. Increasing wing sweepback decreases Mcrit.II. Increasing wing sweepback decreases the drag divergence Mach number.

Which of these statements about wing sweepback are correct or incorrect?I. Decreasing wing sweepback increases Mcrit.II. Decreasing wing sweepback increases the drag divergence Mach number.

Which of these statements about wing sweepback are correct or incorrect?I. Decreasing wing sweepback decreases Mcrit.II. Decreasing wing sweepback increases the drag divergence Mach number.

Which of these statements about wing sweepback are correct or incorrect?I. Decreasing wing sweepback increases Mcrit.II. Decreasing wing sweepback decreases the drag divergence Mach number.

Which of these statements about wing sweepback are correct or incorrect?I. Decreasing wing sweepback decreases Mcrit.II. Decreasing wing sweepback decreases the drag divergence Mach number.








Which of these statements about an oblique shock wave are correct or incorrect?I. The static temperature in front of an oblique shock wave is lower than behind it.II. The static pressure in front of an oblique shock wave is lower than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The static temperature in front of an oblique shock wave is higher than behind it.II. The static pressure in front of an oblique shock wave is higher than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The static temperature in front of an oblique shock wave is higher than behind it.II. The static pressure in front of an oblique shock wave is lower than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The static temperature in front of an oblique shock wave is lower than behind it.II. The static pressure in front of an oblique shock wave is higher than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The density in front of an oblique shock wave is lower than behind it.II. The total pressure in front of an oblique shock wave is higher than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The density in front of an oblique shock wave is higher than behind it.II. The total pressure in front of an oblique shock wave is lower than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The density in front of an oblique shock wave is higher than behind it.II. The total pressure in front of an oblique shock wave is higher than behind it.







Which of these statements about an oblique shock wave are correct or incorrect?I. The density in front of an oblique shock wave is lower than behind it.II. The total pressure in front of an oblique shock wave is lower than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The local speed of sound in front of an oblique shock wave is lower than behind it.II. The Mach number in front of an oblique shock wave is higher than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The local speed of sound in front of an oblique shock wave is higher than behind it.II. The Mach number in front of an oblique shock wave is lower than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The local speed of sound in front of an oblique shock wave is higher than behind it.II. The Mach number in front of an oblique shock wave is higher than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The local speed of sound in front of an oblique shock wave is lower than behind it.II. The Mach number in front of an oblique shock wave is lower than behind it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The density behind an oblique shock wave is higher than in front of it.II. The local speed of sound behind an oblique shock wave is higher than in front of it.








Which of these statements about an oblique shock wave are correct or incorrect?I. The density behind an oblique shock wave is lower than in front of it.II. The local speed of sound behind an oblique shock wave is lower than in front of it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The density behind an oblique shock wave is lower than in front of it.II. The local speed of sound behind an oblique shock wave is higher than in front of it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The density behind an oblique shock wave is higher than in front of it.II. The local speed of sound behind an oblique shock wave is lower than in front of it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The Mach number behind an oblique shock wave is lower than in front of it.II. The total pressure behind an oblique shock wave is lower than in front of it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The Mach number behind an oblique shock wave is higher than in front of it.II. The total pressure behind an oblique shock wave is higher than in front of it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The Mach number behind an oblique shock wave is higher than in front of it.II. The total pressure behind an oblique shock wave is lower than in front of it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The Mach number behind an oblique shock wave is lower than in front of it.II. The total pressure behind an oblique shock wave is higher than in front of it.








Which of these statements about an oblique shock wave are correct or incorrect?I. The static temperature behind an oblique shock wave is higher than in front of it.II. The static pressure behind an oblique shock wave is higher than in front of it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The static temperature behind an oblique shock wave is lower than in front of it.II. The static pressure behind an oblique shock wave is lower than in front of it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The static temperature behind an oblique shock wave is lower than in front of it.II. The static pressure behind an oblique shock wave is higher than in front of it.

Which of these statements about an oblique shock wave are correct or incorrect?I. The static temperature behind an oblique shock wave is higher than in front of it.II. The static pressure behind an oblique shock wave is lower than in front of it.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the mass decreases, the gust load factor increases.II. When the altitude decreases, the gust load factor increases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the mass increases, the gust load factor increases.II. When the altitude increases, the gust load factor increases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the mass increases, the gust load factor decreases.II. When the altitude increases, the gust load factor decreases.








Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the mass decreases, the gust load factor decreases.II. When the altitude decreases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the mass decreases, the gust load factor decreases.II. When the altitude increases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the mass increases, the gust load factor decreases.II. When the altitude decreases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the slope of the lift versus angle of attack curve increases, the gust load factor increases.II. When the wing loading increases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the slope of the lift versus angle of attack curve increases, the gust load factor decreases.II. When the wing loading increases, the gust load factor increases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the slope of the lift versus angle of attack curve increases, the gust load factor decreases.II. When the wing loading increases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the slope of the lift versus angle of attack curve increases, the gust load factor increases.II. When the wing loading increases, the gust load factor increases.








Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the slope of the lift versus angle of attack curve decreases, the gust load factor decreases.II. When the wing loading decreases, the gust load factor increases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the slope of the lift versus angle of attack curve decreases, the gust load factor increases.II. When the wing loading decreases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the slope of the lift versus angle of attack curve decreases, the gust load factor increases.II. When the wing loading decreases, the gust load factor increases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the slope of the lift curve versus angle of attack curve decreases, the gust load factor decreases.II. When the wing loading decreases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the wing area increases, the gust load factor increases.II. When the EAS increases, the gust load factor increases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the wing area increases, the gust load factor decreases.II. When the EAS increases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the wing area increases, the gust load factor decreases.II. When the EAS increases, the gust load factor increases.








Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the wing area increases, the gust load factor increases.II. When the EAS increases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the wing area decreases, the gust load factor decreases.II. When the EAS decreases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the wing area decreases, the gust load factor increases.II. When the EAS decreases, the gust load factor increases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the wing area decreases, the gust load factor increases.II. When the EAS decreases, the gust load factor decreases.

Which of these statements about the gust load factor on an aeroplane are correct or incorrect?I. When the wing area decreases, the gust load factor decreases.II. When the EAS decreases, the gust load factor increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack.II. The strength of wing tip vortices increases as the aspect ratio increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack.II. The strength of wing tip vortices is not affected by aspect ratio.







Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases.II. The strength of wing tip vortices increases as the aspect ratio decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases.II. The strength of wing tip vortices increases as the aspect ratio decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases.II. The strength of wing tip vortices increases as the aspect ratio increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases.II. The strength of wing tip vortices increases as the aspect ratio increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases.II. The strength of wing tip vortices is not affected by aspect ratio.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases.II. The strength of wing tip vortices is not affected by aspect ratio.







Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases.II. The strength of wing tip vortices is not affected by aspect ratio decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases.II. The strength of wing tip vortices decreases as the aspect ratio increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases.II. The strength of wing tip vortices decreases as the aspect ratio increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices is not affected by the angle of attack.II. The strength of wing tip vortices decreases as the aspect ratio increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases.II. The strength of wing tip vortices decreases as the aspect ratio increases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases.II. The strength of wing tip vortices decreases as the aspect ratio increases.







Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases.II. The strength of wing tip vortices decreases as the aspect ratio decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases.II. The strength of wing tip vortices decreases as the aspect ratio decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack.II. The strength of wing tip vortices decreases as the aspect ratio decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases.II. The strength of wing tip vortices decreases as the aspect ratio decreases.

Which of these statements about the strength of wing tip vortices are correct or incorrect?I. Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases.II. The strength of wing tip vortices decreases as the aspect ratio decreases.

Upon wing spoiler extension in straight and level flight, if the speed and load factor remain constant:

CD increases but CL remains unaffected.

Upon wing spoiler extension in straight and level flight, if the speed and load factor remain constant:

drag increases but lift remains unaffected.

Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack increases are correct or incorrect?I. The stagnation point moves up.II. The point of lowest static pressure moves aft.








Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack increases are correct or incorrect?I. The stagnation point moves up.II. The point of lowest static pressure moves forward.

Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack increases are correct or incorrect?I. The stagnation point moves down.II. The point of lowest static pressure moves aft.

Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack decreases are correct or incorrect?I. The stagnation point moves down.II. The point of lowest static pressure moves forward.

Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack decreases are correct or incorrect?I. The stagnation point moves up.II. The point of lowest static pressure moves aft.

Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack decreases are correct or incorrect?I. The stagnation point moves down.II. The point of lowest static pressure moves aft.

Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of attack decreases are correct or incorrect?I. The stagnation point moves up.II. The point of lowest static pressure moves forward.

Which of these statements about VMCG determination are correct or incorrect?I. VMCG may be determined using both lateral and directional control.II. During VMCG determination, the lateral deviation from the runway centreline may be not more than half the distance between the runway centreline and runway edge.







Which of these statements about VMCG determination are correct or incorrect?I. VMCG must be determined using rudder control alone.II. During VMCG determination, the lateral deviation from the runway centreline may be not more than half the distance between centreline and runway edge.

Which of these statements about VMCG determination are correct or incorrect?I. VMCG may be determined using both lateral and directional control.II. During VMCG determination, the lateral deviation from the runway centreline may be not more than 30 ft.

Which of these statements about VMCG determination are correct or incorrect?I. In order to simulate a wet runway, nose wheel steering may not be used during VMCG determination.II. During VMCG determination, the CG should be on the aft limit.

Which of these statements about VMCG determination are correct or incorrect?I. During VMCG determination, nose wheel steering may be used.II. During VMCG determination, the CG should be on the forward limit.

Which of these statements about VMCG determination are correct or incorrect?I. In order to simulate a wet runway, nose wheel steering may not be used during VMCG determination.II. During VMCG determination, the CG should be on the forward limit.

Which of these statements about VMCG determination are correct or incorrect?I. During VMCG determination, nose wheel steering may be used.II. During VMCG determination, the CG should be on the aft limit.

réponseB réponseC réponseD variability

I is incorrect, II is incorrect. I is correct, II is incorrect. I is incorrect, II is correct.

(I) kg / m², (II) kg. (I) N / m³, (II) N. (I) N / kg, (II) kg.

(I) N / m³, (II) kg / m². (I) kg / m, (II) N / m². (I) N / m, (II) kg.

m = F * a a = F * m F = m / a

only in the direction of the flow.

increase the mass flow. not affect the mass flow.

increase. not change.

pt = ps - q pt = q - ps pt = ps / q

at the origin. below the origin. nowhere.

glide path angle. climb path angle.

bottom surface and the horizontal.

bottom surface and the relative airflow.

bottom surface and the chord line.

only perpendicular to the direction of the flow.

only in the direction of the total pressure.

a certain mass of air is accelerated in its flow direction.

a symmetrical aerofoil is placed in a high velocity air stream at zero angle of attack.

a certain mass of air is retarded.

increase the mass flow when the tube is divergent in the direction of the flow.

Dynamic pressure decreases as static pressure decreases.

Total pressure is zero when the flow velocity is zero.

Dynamic pressure is maximum in the stagnation point.

increase initially, then decrease.

The turbulent boundary layer is thinner than the laminar boundary layer.

The turbulent boundary layer gives a lower skin friction than the laminar boundary layer.

The turbulent boundary layer will separate more easily than the laminar boundary layer.

upper surface near the leading edge.

lower surface near the trailing edge.

lower surface near the leading edge.

the chord line of the aerofoil and the fuselage centreline.

the fuselage centreline and the free stream direction.

the chord line and the camber line of the aerofoil.

same as the angle between chord line and fuselage axis.

glide angle. angle of attack. flight path angle.

I is incorrect, II is incorrect. I is incorrect, II is correct. I is correct, II is incorrect.

dihedral effect.

W * (1-sin gamma). W * (1-tan gamma). W / cos gamma.

0.74 1.49 2.49

induced drag is equal to zero. induced drag is lowest.

zero. maximum. nose up (positive).

does not move. moves slightly forward.

maximum. nose up (positive). nose down (negative).

1.09 2.0 3.18

x 2.0 x 0.5 x 4.0

the CLMAX is not affected.

changes of lift due to variations in angle of attack are constant.

aerodynamic forces are constant.

the aeroplane's lateral axis intersects with the centre of gravity.

combination of fuselage bending and wing torsion.

combination roll control reversal and low speed stall.

aerodynamic wing stall at high speed.

never occurs, since a swept wing is a "remedy" to pitch up.

is caused by extension of trailing edge lift augmentation devices.

is caused by boundary layer fences mounted on the wings.

boundary layer separation at the wing tip of a forward swept wing.

wing tip vortices on high aspect ratio wings.

parasite drag equals twice the induced drag.

.moves aft by approximately 10% of the chord.

for the same CL, the angle of attack must be reduced.

at the same angle of attack, CL remains unaffected.

no effect. destabilising dihedral effect. negative dihedral effect.

0.9. 0.45. 1.9.

130%. 169%. 77%.

L = W. L = CL * 2rho * V² * S. L = n * W.

3000 m. 1190 m. 23800 m.

chord line. horizon. longitudinal axis.

a roll to the right.

Di/Dp = 2. Di/Dp = 1/2.

D= CD * 2 * rho * V² * S. D= CD * ½ rho * V * S. D= CD / (½ rho * V² * S).

speed. angle of attack.

(i) 1/4 (ii) 2. (i) 1/2 (ii) 1/16. (i) 4 (ii) 1/2.

stabiliser position, static pressure.

elevator deflection, static pressure.

stabiliser position, total pressure.

decreases when the aeroplane speed decreases (with constant engine RPM).

is lower in ground run than in flight (with constant engine RPM).

is always positive during idling descent.

To ensure the angle of attack is greatest at the tip.

To ensure that the root produces most thrust.

To ensure that the tip produces most thrust.

have a higher maximum propeller efficiency than a fixed-pitch propeller.

produce a relatively higher thrust than a fixed-pitch propeller.

have more blade surface area than a fixed-pitch propeller.

The highest value of the lift/drag ratio is reached when the lift is zero.

The lift/drag ratio always increases as the lift decreases.

The highest value of the lift/drag ratio is reached when the lift is equal to the aeroplane weight.

a decrease in relative airspeed on the right wing.

an increase in lift on the left wing.

It varies between aeroplane types.

square of the angle of attack.

Rectangular. Tapered. Circular.

V². V. 1/V.

outside air temperature. altitude. engine thrust.

Decreases. Increases.

Mach buffet characteristics. Dutch roll characteristics.

upwards.

aft CG and idle thrust. forward CG and take-off thrust. aft CG and take-off thrust.

zero. downwards.

be difficult to control.

It increases because increasing aspect ratio increases frontal area.

It is unaffected because there is no relation between aspect ratio and induced drag.

It increases because increasing aspect ratio produces greater downwash.

(1) increases and (2) increases.

(1) decreases and (2) decreases.

(1) increases and (2) decreases.

interference of the air stream between wing and fuselage.

separation of the boundary layer over the wing.

propeller wash blowing across the wing.

change the turbulent boundary layer into a laminar boundary layer.

reduce the spanwise flow on swept wing.

take kinetic energy out of the boundary layer to reduce separation.

Initially increases, then decreases.

lift coefficient of the trailing edge flap.

increase thrust/power and keep angle of attack unchanged.

increase thrust/power and decrease angle of attack.

increase angle of attack and keep thrust/power unchanged.

zero because in steady flight all loads are in equilibrium.

downwards because it is always negative regardless of the position of the centre of gravity.

The elevator must be deflected upwards.

No elevator deflection be will required because the thrust line of the engines remains unchanged.

The amount of elevator deflection is independent of CG location.

upwards or downwards depending on elevator deflection.

fly a path with a constant curvature.

not be affected because the situation is normal.

up and the CG is fully forward. up and the CG is fully aft.

vertical axis. lateral axis. wing axis.

right wing tends to go down.

375 N. 450 N. 150 N.

maximum elevator deflection.

is always dynamically stable. is never dynamically stable.

always dynamically stable. sometimes dynamically stable.

a small CG range. an effective elevator.

low Mach numbers. all Mach numbers. only at low altitudes.

fully down and the CG is fully aft.

nose of the aeroplane will remain in the same direction.

nose of the aeroplane tends to move to the left.

Maintaining a steady speed above the trim speed requires a pull force.

Aeroplane nose up trim decreases the stick force stability.

Stick force stability is not affected by trim.

(1) forward CG movement (2) trimming the aeroplane nose up.

(1) aft CG movement (2) aft CG movement.

(1) trimming the aeroplane nose up (2) trimming the aeroplane nose up.

aft of the neutral point of the aeroplane.

at the neutral point of the aeroplane.

between the aft limit and the neutral point of the aeroplane.

maximum longitudinal stability of the aeroplane.

inability to achieve maximum rotation rate during take-off.

centre of gravity is located in front of the leading edge of the wing.

wing surface is greater than the horizontal tail surface.

aeroplane possesses a large trim speed range.

the initial tendency is to diverge further from its equilibrium condition.

the tendency is to move with an oscillatory motion of decreasing amplitude.

the tendency is to move with an oscillatory motion of increasing amplitude.

statically unstable - dynamically stable.

statically stable - dynamically unstable.

statically unstable - dynamically neutral.

Speed remains constant during one period of the phugoid.

Period time of the phugoid is normally 5 s.

Damping of the short period oscillation is normally very weak.

oscillation about the normal axis.

oscillation about the longitudinal axis.

unstable movement of the aeroplane, induced by the pilot.

is always dynamically unstable.

sometimes dynamically unstable.

a large deflection range of the stabiliser trim.

nose up pitching tendency as speed is increased in the transonic range.

shaking of the control column at high Mach number.

nose down pitching tendency when the control column is pulled rearwards.

I is correct, II is incorrect. I is incorrect, II is correct. I is incorrect, II is incorrect.

2, 4. 1, 4. 2, 3.

Dihedral. High wing. Increased wing span.

speed is low. flaps are down.

Pitching and yawing. Pitching and rolling. Pitching and adverse yaw.

M = 0.72 to M > 0.84. M = 0.65 to M > 0.84. M = 0.74 to M = 0.84.

no pitching moment. a nose up pitching moment. a force which reduces drag.

Roll spoilers. Spoiler mixer. Rudder limiter.

Flutter. Spiral dive. Buffeting.

(1) decreases (2) decreases. (1) increases (2) increases. (1) increases (2) decreases.

CG position is on the forward CG limit.

1: positive, 2: negative, 3: negative.

1: negative, 2: positive, 3: positive.

1: no effect, 2: positive, 3: negative.

The effects of static lateral and static directional stability are completely independent of each other because they take place about different axes.

An aeroplane with an excessive static directional stability in relation to its static lateral stability, will be prone to "Dutch roll".

Static directional stability can be increased by installing more powerful engines.

A straight wing aeroplane always needs a Mach trimmer for flying at Mach numbers close to MMO.

A Mach trimmer reduces the stick force stability of a straight wing aeroplane to zero at high Mach numbers.

The Mach trimmer corrects the natural tendency of a swept wing aeroplane to pitch up.


Stick pusher. Stall warning light only. Aural warning only.

centre of pressure. centre of gravity. point of lowest pressure.

Straight wings and a T-tail.

nose down tendency.

vibrates the elevator control.

pitch down and yaw. distinct aerodynamic buffet.

19%. 31%. 52%.

eventually increase. eventually decrease.

decrease. remain the same. vary as the square of IAS.

Increasing sweepback decreases stall speed.

Increasing wing anhedral decreases stall speed.

Decreasing wing anhedral decreases stall speed.

An aeroplane is prone to spin when the stall starts at the wing root.

In the spin, airspeed continuously increases.

Every aeroplane should be designed such that it can never enter a spin.

the control stick is moved side ways, against the angle of bank.

the control stick is moved side ways, in the direction of the angle of bank.

the control stick is pulled to the most aft position.

Buffeting is the result of tailplane flow separation.

The nose down effect is the result of increasing downwash, due to flow separation.

The horizontal tail will stall at a higher speed than the wing.

Swept-back wings and wing-mounted engines.

Straight wings and aft, fuselage-mounted engines.

increase in sensitivity of elevator inputs.

tendency to increase speed after initial stall.

pushes the elevator control forward prior to stick shaker activation.

pushes the elevator control to avoid a stall at a negative load factor.

pitch down and increase in speed.

n smaller than 1, VS lower than in straight and level flight.

n greater than 1, VS lower than in straight and level flight.

n smaller than 1, VS higher than in straight and level flight.

an unaffected wing area and increase in camber.

an unaffected CD, at a given angle of attack.

an increase in wing area only.

first decrease and then increase.

Split flap. Plain flap. Single slotted flap.turn down, then move aft. just move aft. just turn down.

decreasing the skin friction.

decreased. held constant.

reduce the wing loading.

1, 3, 2. 2, 1, 3. 2, 3, 1.

The slats. Flaps from 0° to 15°. Flaps from 15° to 30°.

both CL and CD increase.

(1) is equal to (2). (2) is larger than (1).

increase the critical angle of attack and increase the value of CLMAX.

decrease the critical angle of attack and decrease the value of CLMAX.

increase the critical angle of attack and decrease the value of CLMAX.

Deploying a Krueger flap will form a slot, deploying a slat does not.

Deploying a slat will increase critical angle of attack, deploying a Krueger flap does not.

Deploying a Krueger flap will increase critical angle of attack, deploying a slat does not.

increasing only the camber of the aerofoil.

increasing the critical angle of attack.

increased or decreased depending upon the type of flap.

allow space for vibration of the slat.

slow the airflow in the slot so that more pressure is created under the wing.

Because SLATS EXTENDED provides a better view from the cockpit than FLAPS EXTENDED.

Because VMCA with SLATS EXTENDED is more favourable compared with the FLAPS EXTENDED situation.

Because FLAPS EXTENDED gives a large decrease in stall speed with relatively less drag.

CL decreases but CD remains unaffected.

CD increases but CL remains unaffected.







the thrust and the maximum thrust.

the usable (power available) power and the maximum power.

the thermal power of fuel-flow and shaft power.

impossible to say which one is largest.

roll the aeroplane to the right. pitch the aeroplane nose up.

high speed. large angles of yaw. large angles of climb.

roll the aeroplane to the left. yaw the aeroplane to the right.

VMO. VA. MD.

It remains constant.

Mach buffet occurs. shock stall occurs.

(1) thick and (2) small. (1) thin and (2) large. (1) thin and (2) small.

Accelerated stall. Low speed stall. Deep stall.

somewhere on the fin.

a shock stall. an accelerated stall. a low speed stall.

forward.

increase wave drag. increase critical Mach number.

the propeller produces an optimal windmilling RPM.

the windmilling RPM is the maximum.

the RPM is then just sufficient to lubricate the engine.

pitch the aeroplane nose down.

roll the aeroplane to the right.

It increases with increasing altitude, because the density decreases.

It remains constant at lower altitudes but decreases at higher altitudes due to compressibility effects.

The values of MMO and VMO at different masses and altitudes.

The values of Mcrit at different masses and altitudes.

The values of the Mach number at which low speed and shock stall occur at different masses and altitudes.

the critical angle of attack is reached.

on the lower surface of the wing.

somewhere on the horizontal tail.

an increase in speed and a tendency to pitch up.

engine unbalance and buffeting.

buffeting of the aeroplane and a tendency to pitch up.

turbulence may cause the limit load factor to be exceeded.

use of normal manoeuvring bank angles may cause the limit load factor to be exceeded.

high speed buffet will occur immediately after exceeding this maximum altitude.

to a position near the leading edge.

to a position near the trailing edge.

increase the critical Mach number.

decrease the span wise flow at high Mach numbers.

increase the magnitude of the shock wave.

decrease critical Mach number.

TAS. IAS. CAS.

Dutch roll. Speed instability. Elevator stall.

Tuck under. Mach buffet. Shock stall.

Dutch roll. buffeting. shock stall.

buffet. a shock wave. supersonic flow.

vortex generators. control surface deflection. dihedral of the wings.

in front of the aeroplane. very weak and negligible.

EAS. TAS. IAS.

M = a / TAS. M = TAS * a. M = IAS / a.

first increase, then decrease. increase. remain constant.density. pressure. humidity.

no pitch control input.

increased angle of attack. increased interference drag. increased skin friction.

The static pressure decreases. The velocity increases.

the critical Mach number.

results from flow separation behind the bow wave.

occurs as soon as Mcrit is exceeded.

results from flow separation at the underside of the aerofoil.

keep the Mach number automatically constant.

pump the fuel from tank to tank, depending on the Mach number.

adjust the elevator trim tab, depending on the Mach number.

outside a conical zone, dependent on the Mach number.

behind the shock wave pressure is lower.

aileron down deflection moves the shock wave forward.

aileron deflection only affects the air in front of the shock wave.

a pitch down input of the elevator or the stabiliser.

a higher IAS to compensate the nose down effect.

The static temperature decreases.

a free stream Mach number just below M = 1.

a free stream Mach number exactly equal to 1.

thin aerofoils and dihedral of the wing.

positive cambering of the aerofoil and sweepback of the wing.

thick aerofoils and dihedral of the wing.

VNE. VD. MMO.

VA > VS * SQRT(2.5). VA <= VS * SQRT(2.5). VA < VS * SQRT(2.5).

4.36% reduction. No change 19% reduction.

gust load factor at 66 ft/s gust.

VC. Vflutter. VMO.

4.4. 3.75. 6.

increase in weight. increase in drag. blocking of control surfaces.

9. 6. 1.5.

the specific mass of the body. the weight of the body. the CG location of the body.

4. 8. 12.

4. 8. 1.4.

the CG location. the suction point of the wing.

not shift. shift in spanwise direction.psi. kg/cm². bar.

kg/m³. lb/gal. bar/dm².

manoeuvring ultimate load factor.

manoeuvring flap limit load factor.

It may break if the elevator is fully deflected upwards.

It may suffer permanent deformation because the flight is performed at too large dynamic pressure.

It will collapse if a turn is made.

decrease of CLMAX and decrease of drag.

increase of CLMAX and increase of drag.

increase of CLMAX and decrease of drag.

the upper and lower surfaces on the rear of the wing.

the upper and lower rudder surfaces.

the pitot and static probes only.

the point of maximum thickness of the wing.

shift aft until approaching the critical angle of attack.

the vortices are weak. the velocity is constant.

½ rho V².

camber. meters.

wing span and the root chord. tip chord and the wing span. chord and root chord.

lift coefficient and the drag. stall speed. lift and the drag.

neutral point of the aeroplane.

neutral. nose up. nose left.

increases the CLMAX.

created by the normal shock wave at transonic speeds.

a turbulent flow around the wing.

caused by suction on the upper wing surface.

the temperature varies constantly.

static pressure minus dynamic pressure.

measured at a small hole in a surface, parallel to the local stream.

is the total pressure plus the dynamic pressure.

is the pressure in a point at which the velocity has become zero.

increases in a flow in a tube when the diameter decreases.

are normal to each other at just one angle of attack.

are proportional to each other, independent of angle of attack.

vary linearly with the angle of attack.

increases, proportional to the angle of attack until 40 degrees.

is mainly caused by overpressure at the underside of the aerofoil.

is maximum at an angle of attack of 2 degrees.

degrees cross section tail angle.

a graph of the relation between the lift coefficient and the angle of attack.

the relation between the horizontal and the vertical speed.

a graph, in which the thickness of the wing aerofoil is given as a function of the chord.

the leading edge of the wing and the lateral axis.

the quarter-chord line of the wing and the normal axis.

the quarter-chord line of the wing and the lateral axis.

increases as the aspect ratio increases.

has no relation to the lift coefficient.

increases as the magnitude of the tip vortices decreases.

TAS of the aeroplane and the speed of sound at sea level.

IAS of the aeroplane and the speed of sound of the undisturbed flow.

IAS of the aeroplane and the speed of sound at sea level.

across which the temperature drops suddenly.

across which the pressure drops suddenly.

that is always normal to the surface.

aerodynamic centre of the wing.

centre of pressure of the wing.

is the only way of ensuring static lateral stability.

is particularly applied on aeroplanes with high mounted wings.

does not affect static lateral stability.

a higher than normal stick force during normal take off rotation.

an increase in static longitudinal stability.

improved spin recovery characteristics.

is required to keep the total lift constant when ailerons are deflected.

is required to achieve the required roll rate.

the stall speed increases.

increasing altitude. increasing air density. increasing load factor.

increase CLMAX.

more right rudder. less right bank. a higher turn-rate.

a larger turn radius. a smaller turn radius. a higher rate of turn.

weight. load factor. wind.

should not be less than VD.

Left aileron: 2° up.Right aileron: 5° down.

Left aileron: 5° down.Right aileron: 2° up.

Left aileron: 2° down.Right aileron: 5° up.

the lift coefficient and the drag coefficient increase.

the total boundary layer becomes laminar.

the load factor of A is greater than that of B.

the turn radius of A is greater than that of B.

the lift coefficient of A is less than that of B.

The propeller system keeps the aeroplane speed constant.

The RPM decreases with increasing aeroplane speed.

The selected RPM is kept constant by the manifold pressure.

increase with decreasing temperature.

increase with increasing air density.

decrease with increasing speed.

decrease the minimum glide angle.

increase sensitivity to turbulence.

turn indicator neutral, slip "ball" left of neutral.

turn indicator left of neutral, slip "ball" left of neutral.

turn indicator left of neutral, slip "ball" neutral.

Tip vortices can be diminished by vortex generators.

The flows on the upper and lower surfaces of the wing are both in wing tip direction.

Tip vortices and induced drag decrease with increasing angle of attack.

the maximum speed at which rolls are allowed.

the speed at which a heavy transport aeroplane should fly in turbulence.

the speed that should not be exceeded in the climb.

should be chosen in between VC and VD.

is equal to the design speed for maximum gust intensity.

the maximum operating temperature is reached.

a shock wave appears on the upper surface.

an area of local supersonic flow exists on the lower surface.

the angle between the aeroplane flight path and the horizon.

the angle formed by the longitudinal axis of the aeroplane and the chord line of the wing.

the angle for maximum lift/drag ratio.

Square root of wing area, density and wing loading.

Total pressure and wing area only.

Angle of attack, aspect ratio and dynamic pressure.

increases if the CG is moved forward.

decreases if the CG is moved aft.

changes with an increase in gross weight.

CL is lower than CD. CL is much lower than CD.

TAS and stall speed.

there is no relationship.decreases gust load. increases stall speed. increases induced drag.

does not depend on weight.

1.07. 1.30. 2.00.

significantly lower the drag.

decrease CLMAX. decrease drag.

reduce tip vortices.

lift is equal to weight. lift is less than drag.

CL has approximately the same value as CD.

For a symmetrical aerofoil section, if the angle of attack is zero, Cl is not zero.

For an asymmetrical aerofoil section, if the angle of attack is zero, Cl is zero.

For an asymmetrical aerofoil section with positive camber, if the angle of attack is greater than zero, Cl is zero.

angle of attack and lift coefficient Cl.

drag coefficient Cd and angle of attack.

the chord of a large rectangular wing.

the average chord of the actual aeroplane.

the wing area divided by the wing span.

upper surface via the trailing edge to the lower wing surface.

lower surface via the trailing edge to the upper wing surface.

upper surface via the leading edge to the lower wing surface.

induced drag = 1.3 aspect ratio value.

an increase in the aspect ratio increases the induced drag.

Decreases with decreasing speed and decreasing mass.

Increases with increasing speed and decreasing mass.

Increases with increasing speed and increasing mass.

The wing downwash on the tail surfaces increases.

The wing tip vortices increase in strength.

The thrust required will increase significantly.

friction drag will be equal in both types of layers.

friction drag is lower in the turbulent layer.

separation point will occur earlier in the turbulent layer.

the boundary layer gets thinner and the mean speed increases.

the mean speed increases and the friction drag decreases.

the boundary layer gets thicker and the mean speed decreases.

decreases with an increased weight.

increases with the length of the wingspan.

initially remains constant but at higher altitudes decreases.

remains constant regardless of altitude.

remains constant until the tropopause but at higher altitudes increases.

increases linearly with the load factor.

increases inversely with the load factor.

increases with the square of the load factor.

increase the zero lift angle of attack.

significantly increase the angle of attack for maximum lift.

not affect critical angle of attack.

create gaps between leading edge and engine nacelles.

decrease the energy in the boundary layer on the upperside of the wing.

drag is less than the sum of the forces in the direction of flight.

It remains constant.

fly at a higher Mach number. fly at a larger angle of attack.

The wind and CLMAX.

Pascal. Joule. Watt.

CL and CD. CL and b (wing span). CL² and S (wing surface).

is thinner. has a lower skin friction drag. has less energy.

a decrease in stall speed.

The airflow changes direction.

increasing lift and drag.

Straight wings. Wing dihedral. Elliptical wing.

the chord line. the upper camber line.

It decreases as pressure increases.

It decreases as altitude decreases.

extend the flaps to the first selection.

wing root stall will occur first, which produces a rolling moment.

tip stall will occur first, which produces a nose-down pitching moment.

leading edge stall will occur first, which produces a nose-down pitching moment.

the maximum speed in smooth air.

the speed at which unrestricted application of elevator control can be used, without exceeding the maximum manoeuvring limit load factor.

just another symbol for the rough air speed.

The wind and the aeroplane's mass.

The wind and weight together with power loading, which is the ratio of power output to the weight.

at which there is subsonic flow over all parts of the aeroplane.

at which there is supersonic flow over a part of the aeroplane.

at which the aeroplane has zero buffet margin.

increased drag due to shock wave formation.

uncontrolled changes in stabiliser setting.

compressibility effects on the stabiliser.

a decrease in the critical Mach number.

an increase in longitudinal stability.

The airflow changes from subsonic to supersonic.

The airflow expands when passing the aerofoil.

increasing lift and critical angle of attack.

increasing induced drag and decreasing critical angle of attack.

the mean aerodynamic chord line.

a stabiliser trim is more sensitive to flutter.

an elevator trim is more suitable for aeroplanes with a large CG range.

an elevator trim is able to compensate larger changes in pitching moments.

91 kt. 78 kt. 57 kt.

Horn balanced controls. Anti-balanced rudder control. Servo tabs.

flaps. spoilers.

kgm/s. Pa/m². N/m.

velocity and RPM increase. velocity and RPM decrease.

60000 N. 50000 N. 80000 N.Weight/Lift. 1/Bank angle. Wing loading.

a decrease in air density. forward CG movement.

Mcrit is reached. the bow wave appears.

Yes, this is acceptable.

increasing wing dihedral. increasing wing aspect ratio.

does not change. increases.

pt = ps - q. pt + ps = q. pt = q - ps.

At low IAS it behaves like a servo tab.

At high IAS it behaves like a fixed extension of the elevator.

Its main purpose is to increase stick force per g.

fuselage-mounted speed brakes.

the laminar part of the boundary layer gets thicker.

it decelerates the upper surface boundary layer air.

it changes the camber of the wing.

forward velocity increases and RPM decreases.

an increase in aeroplane mass.

of the existence of a shock wave being located at the trailing edge of the wing.

No, a minimum manoeuvre margin of 0.2 g to buffet onset should be maintained.

Yes, during high speed cruise.

its camber should be increased.

it should be flown at higher angles of attack.

its leading edge radius should be increased.

changing the tail into a T-tail configuration.

increase the strength of the wing root junction.

fit the engine intakes better to the fuselage.

improve the low speed characteristics.

the left engine produces a higher yaw moment if the right engine fails than vice versa.

the 'minimum control speed' is determined by the failure of the right engine.

the right engine is the critical engine.

first increases then decreases.

decreases with increasing cross-sectional area.

increases with increasing cross-sectional area.

depends upon the shape of the tube alone and not its cross-sectional area.

Laminar boundary layer. No difference.

Body 1. Body 2. Body 4.

this has no effect. the drag decreases.

Engine cowling. Wing root junction. Landing gear.

increase the manoeuvrability.

downwash behind the wing.

Line a. Line b. Line d.

total drag. lift force. parasite drag.

V1 < V2 and V2 < V. V1 = 0 and V2 = V. V1 > V2 and V2 < V.

on the lower side. In front of the stagnation point. at the trailing edge.

chord line. longitudinal axis. horizon.

drag and lift are reduced.

decreases. does not change.

The boundary layer in the transition between turbulent and laminar.

at speeds below the minimum drag speed, total drag decreases.

total drag decreases across the whole speed range.

total drag increases across the whole speed range.

the drag is only affected by the ground speed.

decrease the static lateral stability.

create an elliptical lift distribution.

separation of the induced vortex.

the addition of induced and parasite drag.

the effective angle of attack is decreased.

the induced angle of attack is increased.

increases, only if the landing flaps are fully extended.

point a. point b. point d.

point 1. point 2. point 4.



(i) is equal to (ii). (i) is greater than (ii).

maximum rate of climb. endurance speed.

Double slotted flap. Plain flap. Split flap.

Single slotted flap. Fowler flap. Plain flap.

Fowler flap. slotted flap. Krueger flap.

Fowler flap. slotted flap. slot or slat.

TAS at both altitudes is the same.

IAS is higher at the lower altitude.

TAS is higher at the lower altitude.

(i) can be greater than or less than (ii) depending on the type of aeroplane.







horizontal distance in the climb up to a given altitude.

increasing angle of attack. boundary layer control. centre of lift movement.

start to bank. start to climb. maintain level flight.

start to bank. start to sink. maintain level flight.

larger. unchanged.

a balance tab. an anti-balance tab. a balance panel.

ailerons and elevator. flaps and speed brakes. flaps and elevator.

centre of lift. transition region. centre of gravity.

I is incorrect, II is correct. I is correct, II is incorrect. I is incorrect, II is incorrect.

384 kt. 750 kt. 560 kt.

equal to 1. higher than before.

decrease. stay constant.

decrease. stay constant.

not affected. decreased.

increase. stay constant.

higher expansion. smaller compression. smaller expansion.

higher total pressure. higher total temperature. lower static temperature.

smaller or larger depending on the degree of flap extension.

decreases the camber of the aerofoil and diverts the flow around the sharp leading edge.

increases the lift by increasing the wing area and the camber of the aft portion of the wing.

provides a boundary layer suction on the upper surface of the wing.

lower than before but still greater than 1.

decrease and beyond a certain Mach number start increasing again.


decreased and beyond a certain Mach number start increasing again.


supersonic range. hypersonic range. subsonic range.

lower side of the wing. leading edge of the wing. trailing edge of the wing.

not move. disappear.constant lift. increasing lift. decreasing drag.

skin friction drag. induced drag. form drag.

wing root stalling first.

spoilers are locked out.

aft to the trailing edge. forward to the leading edge.

(1) increases, (2) reduces. (1) increases, (2) increases. (1) reduces, (2) increases.

drag line of action. neutral point. centre of pressure.

I is incorrect, II is correct. I is correct, II is correct. I is correct, II is incorrect.

flaps from Up to Take-off.

move towards the leading edge.

decrease the interference drag of the trailing edge flaps.

decrease the stall speed by increasing spanwise flow on the wing.

increase the effectiveness of the spoiler due to increase in parasite drag.

only at the critical Mach number.

only below the critical Mach number.

above or below the critical Mach number depending on the angle of attack.

aft movement of the centre of gravity.

forward movement of the centre of gravity.

the inboard and outboard ailerons are active.

only the spoilers will be active, not the ailerons.

forward to approximately mid chord.

longitudinal axis and the chord line.

chord line and the horizontal plane.

speed vector axis and the longitudinal axis.

flaps from Approach to Landing.

flaps from Take-off to Approach.

induced drag doubles.

0.50. 1.00. 2.00.

inboard and outboard ailerons. outboard ailerons only.

negative. zero. maximum during cruise.

Landing gear retracted. Landing gear extended.

directly after exceeding Mcrit.

Take-off, until lift-off. Approach.

increasing wing elasticity.

weight increases. altitude increases. wing loading increases.

sin gamma = W/T - CD/CL. sin gamma = W/T - CL/CD. sin gamma = T/W - CL/CD.

lift becomes four times its original value.

total drag becomes four times its original value.

The servo tab can also be used as a balance tab.

The control effectiveness of the primary surface is increased by servo tab deflection.

Due to the effectiveness of the servo tab the control surface area can be smaller.

outboard ailerons and roll spoilers.

upwards and will increase in magnitude as the CG moves aft.

upwards and will reduce in magnitude as the CG moves aft.

downwards and will increase in magnitude as the CG moves aft.

upper and lower rudder, seal between wing's trailing edge and leading edge of a control surface.

weight in the nose of the control surface, horn balance.

Fowler flaps, upper and lower rudder.

both elevator and trim tab are deflected further downwards.

the elevator and trim tab do not move.

the elevator is deflected further upwards and the trim tab further downwards.

On some aeroplanes, the servo tab also serves as a trim tab.

Hydraulically powered control surfaces do not need mass balancing.

In general the maximum downward elevator deflection is larger than upward.

Flaps (and/or slats) extended or speed below a certain value.

when the Mach number has increased to Mcrit.

when the stall angle of attack is exceeded.

Landing with a strong and gusty crosswind, to avoid over-controlling the aeroplane.

increasing the aspect ratio of the wing.

mounting the engines on the fuselage.

roll to the right in a right turn. roll to the left in a right turn.

Mcrit decreases.

lift increases by a factor of 4.

pdyn+ ½ rho * IAS² = constant.

remain constant.

CL. square root (CL). CLMAX.

weight decreases. spoilers are retracted.

roll to the left in the case of a sideslip angle (with the aeroplane nose pointing to the right of the incoming flow).

too much rudder deflection would be required in a crosswind landing.

constant aileron deflection would be required during cruise in case of crosswind.

the roll trim sensitivity would increase sharply.

after a disturbance around the longitudinal axis the aeroplane would show too strong a tendency to return to the original attitude.

the stick force per g would become unacceptably small.

the aeroplane would show too strong a tendency to Dutch roll.

Mcrit increases as a result of compressibility effects.

Mcrit decreases as a result of flying at a greater angle of attack.

At constant IAS the TAS decreases.

At constant Mach number the IAS increases.

At constant TAS the Mach number decreases.

choose a lower landing speed than normal.

if possible, relocate as many passengers as possible to the front of the cabin.

use the Mach trimmer until after landing.

the pilot does not feel the stick forces at all.

mechanical adjustment of trim tabs creates too many problems.

trim tab deflection increases VMO.

in a headwind at a constant aeroplane mass compared with zero wind.

with an increase in aeroplane mass in zero wind.

with a decrease in aeroplane mass in zero wind.

the centre of gravity must be moved aft.

the speed must be kept constant.

the aeroplane mass must be limited.

minimum rate of descent and the induced drag.

induced drag and the parasite drag.

aspect ratio of the wing and the induced drag coefficient.

angle of attack increases by a factor of 1/4.

total drag increases by a factor of 4.

pstat + ½ rho * IAS² = constant.

ptot+ ½ rho * TAS² = constant.

decrease initially and increase subsequently.

increase initially and remain constant subsequently.

the IAS exceeds the power-on stall speed.

the CAS exceeds the power-on stall speed.

there is a nose-down attitude.

minor altitude changes occur e.g. 0-10.000 ft.

trimming is superfluous.

The engine. The fuselage. The wing.


31%. 41%. 52%.

141 kt. 82 kt. 150 kt.

elliptical. tapered. swept-back.

increases during climb.

remains constant. decreases.

2.5. 3.8. 6.0.

aerodynamic balancing of the control surfaces is meaningless.

they only function in combination with an elevator trim tab.

the static directional stability is negative and the static lateral stability is positive.

the static lateral and directional stability are both negative.

the Dutch roll tendency is too strongly suppressed by the yaw damper.

increases the stick force per g at high Mach numbers.

is necessary for compensation of the autopilot at high Mach numbers.

has no effect on the shape of the elevator position versus speed (IAS) curve for a fully hydraulically controlled aeroplane.

The stick force per g increases, when centre of gravity is moved aft.

The stick force per g can only be corrected by means of electronic devices (stability augmentation) in case of an unacceptable value.

If the slope of the stick force versus load factor line becomes negative, generally speaking this is not a problem for control of an aeroplane.

decreases during a descent at a constant Mach number.

is always positive at Mach numbers below MMO.

is independent of the angle of attack.

balance tab, horn balance, and mass balance.

mass in the nose of the control surface, horn balance and mass balance.

spring tab, servo tab, and power assisted control.

both elevator and trim tab are deflected further upwards.

the elevator and trim tab do not move.

the elevator is deflected further downwards and the trim tab further upwards.

I is incorrect, II is correct. I is incorrect, II is incorrect. I is correct, II is correct.

local airflow and the chord line.

Aileron reversal. Sensitivity for spiral dive. Turn co-ordination.

Pitch control is lost.

the anhedral increases.

The take-off run.

Is independent of altitude.

282 kt. 70 kt. 200 kt.

to prevent flutter. to obtain mass balancing.

1.5. 2.5. 3.75.

local airflow and the mean camber line.

undisturbed airflow and the mean camber line.

The servo tab now works as a negative trim tab.

The pitch control forces double.

Flap extension will increase (CL/CD)max thus causing a reduction in the minimum rate of descent.

Flap extension has no influence on the minimum rate of descent, as only TAS has to be taken into account.

Spoiler extension causes a reduction in stall speed and the minimum rate of descent, but increases the minimum descent angle.

the static directional stability increases.

the centre of gravity moves forward.

During climb with all engines operating.

All phases of the take-off are equally critical.

Increases always if the density of the air decreases.

Doubles if the temperature increases from 9° to 36° Centigrade.

The CL/CD ratio is minimum (assume zero thrust).

Induced drag is greater than the parasite drag.

Propeller aeroplanes fly at that speed at max. endurance.

the minimum drag and the maximum lift.

the minimum drag coefficient and the maximum lift.

the minimum CL/CD ratio and the minimum drag.

a large local angle of attack in a two-dimensional flow.

downwash due to flow separation.

change in direction of flow due to the effective angle of attack.

to decrease the static longitudinal stability of the aeroplane.

decrease the required lateral control force.

not affect the required lateral control force.

decrease the stick force per g.

The elevator deflection (compared with the stabiliser position) is always zero.

At a forward CG the elevator is deflected upward and at an aft CG the elevator is deflected downward.

The elevator is always deflected slightly downwards in order to have sufficient remaining flare capability.

limit the stick forces.

1.4. 2.0. 1.8.

Air density and runway length.

The right outboard engine. The right inboard engine. The left inboard engine.

I is incorrect, II is incorrect. I is correct, II is correct. I is correct, II is incorrect.

30°. 50°. 60°.

770 N. 630 N. 1050 N.

ensure that the control surfaces are in the mid-position during taxiing.

increase the stick force stability.

in a tailwind with constant aeroplane mass compared with zero wind.

with an increase in aeroplane mass in zero wind.

with a decrease in aeroplane mass in zero wind.

the change in total aeroplane lift acts through the centre of gravity.

the resulting moment is positive.

the change in wing lift is equal to the change in tail lift.

a spring which pulls the stick backwards.

a spring which pushes the stick forwards.

a bobweight in the control system which pulls the stick backwards.

(i) too small, (ii) displaced towards the low wing.

(i) too large, (ii) displaced towards the high wing.

(i) too small, (ii) displaced towards the high wing.

Engine thrust and rudder deflection.

Engine thrust and gear position.

reach its highest strength when flying at the critical Mach number.

move forward as Mach number is increased.

be situated at the greatest wing thickness when the aeroplane reaches the speed of sound.

stick force stability becomes independent of IAS and altitude.

stick force per g strongly decreases at low Mach numbers.

at high IAS and low altitude the aeroplane displays an unacceptable decrease in longitudinal stick force stability.

I is correct, II is correct. I is correct, II is incorrect. I is incorrect, II is incorrect.

below the hinge. above the hinge. behind the hinge.

By applying wing twist. By increasing anhedral.

propeller axis. propeller plane. TAS vector.

increasing the stick position stability.

increasing the stick force stability.

the stick force stability remaining constant.

a higher weight, selecting a higher flap setting, a forward CG movement.

increasing bank angle, increasing thrust, slat extension.

a lower weight, decreasing bank angle, a smaller flap setting.

The centre of pressure is the point on the wing's leading edge where the airflow splits up.

The stagnation point is another name for centre of pressure.

The stagnation point is always situated on the chord line, the centre of pressure is not.

Density will increase, static temperature will decrease.

Density will decrease, static temperature will increase.

Density will decrease, static temperature will decrease.

there will be a tendency to over-rotate.



By fitting a ventral fin (a fin at the under side of the aeroplane).

nose up moment occurs with a speed change at constant angle of attack.

nose down moment occurs with a speed change at constant angle of attack.

nose up moment occurs after encountering an upgust.

Because take-off speeds do not vary with CG position, the need for stabiliser adjustment is dependent on flap position only.

A trimmed aeroplane with a forward CG requires the stabiliser leading edge to be higher than in the case of an aft CG in the same condition.

At the forward CG limit, stabiliser trim is adjusted fully nose down to obtain maximum elevator authority at rotation during take-off.

Blade angle is the angle between the blade chord line and the propeller axis.

Angle of attack is the angle between the blade chord line and the propeller vertical plane.

Critical tip velocity is the propeller speed at which flow separation first occurs at some part of the blade.

The roll tendency on the propeller powered aeroplane is more pronounced when the left engine fails than when the right engine fails.

Both aeroplanes have the same roll tendency.

The propeller aeroplane has less roll tendency.

2 and 4. 5 and 6. 1 and 6.

44°. 32°. 30°.

3.7%. 14%. 11.7%.

centre of thrust. centre of gravity. neutral point.

maximum authorised speed.

200 kt. 150 kt. 123 kt.

1.02. 1. 0.83.

Flap extension in severe turbulence at constant speed increases both the stall speed and the structural limitation margins.

By increasing the flap setting in severe turbulence at constant speed the stall speed will be reduced and the risk for exceeding the structural limits will be decreased.

Flap extension in severe turbulence at constant speed moves the centre of pressure aft, which increases the structural limitation margins.

Lift is less than weight, load factor is equal to 1.

Lift is equal to weight, load factor is equal to 1.

Lift is equal to weight, load factor is less than 1.

maximum speed at which the landing gear may be extended or retracted.

maximum flap extended speed.

CL increases and the centre of pressure moves forward.

CL increases and CD remains constant.

CD decreases and the centre of pressure moves aft.

centre of gravity. neutral point. aerodynamic centre.

is a constant value.

I is correct, II is correct. I is correct, II is incorrect. I is incorrect, II is correct.

I is correct, II is correct. I is incorrect, II is incorrect. I is correct, II is incorrect.


CLMAX. (CL/CD²)max. (CL³/CD²)max.

Ps increases, Pdyn decreases, Ptot remains constant.

Ps decreases, Pdyn increases, static temperature increases.

Ps decreases, Ptot increases, static temperature decreases.

Gamma decreases, angle of attack increases, IAS remains constant.

Gamma decreases, angle of attack remains constant, IAS decreases.

Gamma remains constant, angle of attack remains constant, IAS decreases.

The nose wheel steering control may be used to determine VMCG.

Crosswind is taken into account to determine VMCG.

VMCL is determined by maximum rudder only.

is independent of aeroplane mass, but dependent on pressure altitude.

depends on aeroplane mass and is independent of pressure altitude.

decreases, because VMCG is expressed in IAS, which decreases with constant TAS and decreasing density.

increases, because at a lower density a larger IAS is necessary to generate the required rudder force.

increases, because VMCG is related to V1 and VR and those speeds increase if the density decreases.

smaller. unchanged. dependent on trim position.

(1) increase (2) increase. (1) decrease (2) decrease.

decrease. not change.lift - drag ratio. wing loading. aspect ratio.


10 km. 2 km. 1.5 km.

95 s. 125 s. 650 s.

I is correct and II is incorrect. I is incorrect and II is correct.

minimum speed. minimum CD value. minimum angle of attack.

Interference drag. Wave drag. Induced drag.

Static stability means that the aeroplane is also dynamically stable about the relevant axis.

Dynamic stability about the lateral axis implies that after being displaced from its original equilibrium condition, the aeroplane will return to that condition without oscillation.

A dynamically stable aeroplane would be almost impossible to fly manually.

CL increases, while CD remains unaffected.

CD decreases, while the centre of lift shifts aft.

CL decreases, while the centre of lift shifts forward.

(1) decrease (2) remain constant.

increase or decrease, depending on the type of aeroplane.

Depends on the value of stick force/g.

Aeroplane nose up trim increases the static longitudinal stability.

Aeroplane nose down trim increases the static longitudinal stability.


flap asymmetry causes a large rolling moment whereas slat asymmetry causes a large yawing moment.

flap asymmetry causes a large yawing moment whereas slat asymmetry causes a large rolling moment at any speed.

flap asymmetry causes a large difference in CLMAX whereas slat asymmetry causes a large rolling moment at any speed.

its spiral stability decreases.

increase.

turning flight becomes more difficult.

the nose-down pitching moment in a turn increases.

angle of attack of the left wing is smaller than the angle of attack of the right wing.

angle of attack of both wings is the same.

stall angle of attack of the left wing will be larger than the corresponding angle for the right wing.

Slat extension, at a constant angle of attack and normal extension speeds, will increase the lift coefficient, which will also increase the induced drag coefficient.

Sweepback reduces drag since, compared with a straight wing of equal area, the span increases.

Vortex generators on the wing partially block the spanwise flow over the wing leading to a reduction in induced drag.

Flap extension reduces the maximum lift/drag ratio thus reducing the minimum rate of descent.

Flap extension reduces the stall speed, which increases the maximum glide distance.

Flap extension has no effect on the minimum rate of descent as this is only affected by TAS.

initially increase and thereafter decrease.

initially further decrease and thereafter increase.

Sweepback increases speed stability at Mach numbers above Mcrit.

Sweepback is mainly intended to increase static directional stability.

A disadvantage of sweepback is that it decreases Mcrit.

remains approximately constant, as it does during a short period oscillation.

varies significantly, as it does during a short period oscillation.

remains approximately constant, whereas during a short period oscillation it varies significantly.

Induced drag increases, because a larger aspect ratio increases the frontal area.

Induced drag increases, because the effect of tip vortices increases.

Induced drag decreases, because a larger aspect ratio causes more downwash.

a speed at which locally an oblique shock wave has developed in the flow along the aeroplane.

a speed at which compressibility effects are first noticeable.

the speed range between Mcrit and MMO.

moves forward when the angle of attack decreases.




moves backward when the angle of attack increases.


moves forward when the angle of attack increases.






Mass = weight * volume.


does not change. decreases.



is at approximately 50% of the chord irrespective of angle of attack.

Compared with a turbulent boundary layer, a laminar boundary layer is better able to resist a positive pressure gradient before it separates.

A turbulent boundary layer produces less friction drag than a laminar one.

A turbulent boundary layer turns into a laminar one at the transition point.

A laminar boundary layer is thicker than a turbulent one.

A turbulent boundary layer turns into a laminar one at the transition point.





In the SI system the unit of measurement for weight is the kilogram.

The mass of an object depends on the acceleration due to gravity.


The weight of an object is independent of the acceleration due to gravity.




Because take-off speeds do not vary with CG position, the need for stabiliser adjustment is dependent on flap position only.

A trimmed aeroplane with an aft CG requires the stabiliser leading edge to be lower than in the case of a forward CG in the same condition.

At the aft CG limit, stabiliser trim is adjusted fully nose up to obtain maximum elevator authority at rotation during take-off.

Maintaining a steady speed below the trim speed requires a push force.

Aeroplane nose down trim increases the stick force stability.

Stick force stability is not affected by trim.

To maintain a speed above the trim speed requires a pull force.

When speed decreases the push-force increases.

The elevator stick force remains constant with speed changes.

first decreases then increases.

2, 3. 1, 4. 1, 3.

1, 3. 1, 4. 2, 3.

2, 3. 1, 4. 2, 4.increases gust load. decreases stall speed. decreases induced drag.

turbulent into laminar.

is negative. is nil.

not change. decrease.

mass and altitude. altitude and configuration. configuration and mass.

the tail. a fixed trim position. a fixed elevator deflection.




a stabiliser trim is not as capable to compensate large changes in pitching moments.



a stabiliser trim is more sensitive to flutter.

a elevator trim is able to compensate larger changes in pitching moments.


attached flow into separated flow.

separated flow into attached flow.

decreases as the sweepback increases.

change but only at very high speeds.

Servo tab - trim tab - balance tab.

Spring tab - trim tab - mass balancing weight.

Spring tab - horn balance - bobweight.

is vertical. has a negative slope. has a positive slope.

the chord line is curved.

speed = 0, load factor = 0. speed = VS, load factor = 0.

24 km. 10 km. 7 km.

increase. remain constant.

lift but no drag. drag but no lift. neither lift nor drag.

indifferent periodic motion. stable periodic motion. indifferent aperiodic motion.

remains approximately constant, as it does during a phugoid.

varies significantly, as it does during a phugoid.

varies significantly, whereas during a phugoid it remains approximately constant.

The phugoid should always be heavily damped.

When the phugoid is slightly unstable, an aeroplane becomes uncontrollable.

A slightly unstable short period oscillation is no problem for an aeroplane.

of the intersection of the total aerodynamic force and the chord line.

of the intersection of the thrust vector and the chord line.

relative to which the sum of all moments is independent of angle of attack.

the upper surface of the aerofoil is curved.

the maximum thickness is large compared with the length of the chord.

experiences extra drag, which generates a yawing moment. The speed difference between both wings generates the desired rolling moment.

stalls. This causes a difference in lift between both wings, which generates the desired rolling moment.

is forced downwards as a reaction to the increased drag.

the stick position stability increases.

the stick force stability remains constant.

the stick force stability decreases.

speed = VB, load factor = +1.

a manoeuvre with a load factor of 1.3 will cause Mcrit to be exceeded.

a manoeuvre with a load factor of 1.3 will cause a Mach number at which accelerated low speed stall occurs.

exceeding a load factor of 1.3 will cause permanent deformation of this aeroplane.

is selected by the pilot by electronic means before each flight.

does not change with increasing altitude.

has a maximum value related to acceptable controllability, the minimum value is of no concern.

remain constant only for a wing consisting of symmetrical aerofoils.

I is correct and II is correct. I is incorrect and II is incorrect. I is incorrect and II is correct.


I is incorrect, II is incorrect. I is correct, II is correct. I is incorrect, II is correct.

Both Mach numbers decrease.

15.7%. 14%. 11.7%.

3.7%. 15.7%. 11.7%.

at 5° bank (live engine low), sideslip is zero.

more than 5° bank (live engine low) would not reduce VMCA.

the slip indicator at 5° bank (live engine low) is centred.

The lower Mach number decreases and the higher Mach number increases.

Both Mach numbers increase.

3.7%. 14%. 15.7%.

7.7 %. 6.0 %. 8.5 %.

4.3 %. 6.0 %. 8.5 %.

4.3%. 7.7 %. 8.5 %.

4.3%. 7.7%. 6.0%.

9.7%. 8.0%. 8.5%.

2.9%. 8.0%. 8.5%.

9.7%. 2.9%. 8.5%.

8.0%. 9.7%. 2.9%.

1, 2, 4, 3, 5. 3, 2, 5, 1, 4. 4, 5, 2, 3, 1.

Line 1. Line 2. Line 4.

No action is required.

symmetrical spoiler deflection and/or elevator deflection.

speed brake extension or wing flap deflection.

elevator deflection and/or slat extension.

Increase Mach number to improve aerodynamic damping of any subsequent Dutch roll motion.

Manually recover any subsequent Dutch roll motion using rudder.

both drag and lift increase. both drag and lift decrease.

An accelerated stall. High speed buffet.

Accelerated stall buffet. Flutter speed buffet. Low speed buffet.

at a positive angle of attack. at zero angle of attack.

theta = gamma - alpha. gamma = alpha - theta. alpha = gamma - theta.

VA <= VS * SQRT (n). VA >= VS * 1/n. VA <= VS * 1/n.

n = 1.69. n = 4. n = 1.3.

An increase in mass. A headwind. A tailwind.

positive. negative.

exceedance of Mcrit. an increase in TAS.

CD remains constant for a given angle of attack.

CLMAX occurs at a higher angle of attack.

wing area remains constant but camber increases.

drag increases but lift remains constant.

improves the glide performance of an aeroplane.

has a greater blade angle than a feathered propeller.

produces neither thrust nor drag.

CLMAX will increase due to shock stall.

a speed just above low speed buffet.

a speed just below Mach buffet.

the stall speed in turbulent conditions.

the engine has insufficient thrust to reach the limit load factor.

the elevator deflection is limited to prevent exceeding the limit load factor.

at high altitudes the bank angle is normally limited to 15° to prevent exceeding the limit load factor.

it can never generate zero lift.

If no aileron deflection is required during the turn.

If no rudder deflection is required during the turn.

When only minor elevator pull force is required.

positive, if the centre of pressure coincides with the centre of gravity.

the larger angle of attack necessary in lower-density air to obtain the same lift as at sea level.

Initially remains constant until approximately 25,000ft and then decreases with increasing altitude.

Decreases with increasing altitude.

Initially remains constant until approximately 25,000ft and then increases with increasing altitude.

1 moves aft and 2 increases.

total mass of the aeroplane. stall speed.

Mach number. TAS. Static pressure.

remains unchanged.

IAS decreases. TAS remains constant. lift coefficient increases.

is always negative.

A forward swept wing.

1 moves forward and 2 decreases.

1 moves aft and 2 remains constant.

centre of gravity position of the fuel.

To maintain a speed below the trim speed requires a push force.

When speed increases the pull force increases.

The elevator stick force remains constant with speed changes.

component of the total aerodynamic force, perpendicular to the mean aerodynamic chord.

vertical component of the total aerodynamic force, perpendicular to the undisturbed airflow.

component of the total aerodynamic force, perpendicular to the local airflow.

slat and flap asymmetry both cause a large rolling moment.

slat asymmetry causes a large rolling moment, whereas flap asymmetry causes a large yawing moment.

slat and flap asymmetry both cause a large yawing moment.

the same significant effect on stall speed as flap extension.

a minor effect on stall speed whereas flap extension has a significant effect.

the same minor effect on stall speed as flap extension.

decrease due to decreasing temperature and decreasing Mach number.

decrease due to increasing Mcrit.

increase due to decreasing Mcrit.

decreases, assuming the temperature remains constant.

decreases as altitude increases and increases as altitude decreases.

1 does not change, 2 moves forward.

1 moves forward, 2 moves forward.

1 does not change, 2 does not change.

is positive if the wing has a positively cambered aerofoil section and the aerodynamic centre is ahead of the CG.

depends on the wing location relative to the fuselage.

Moving the centre of gravity aft.

A low wing as compared with a high wing.

aileron reversal.

750 N. 825 N. 1125 N.

I is correct, II is correct. I is incorrect, II is correct. I is incorrect, II is incorrect.


28000 N. 14000 N. 98000 N.

the pitch angle will increase. the TAS will decrease.

increase stall speed and CLMAX during take-off, but reduce stall speed with a relatively high drag during approach and landing.

reduce stall speed and drag during take-off and landing.

reduce the take-off roll and increase the landing roll.

Mass balance, horn balance, artificial feel system.

Servo tab, bobweight, control surfaces with increased area.

Balance tab, control surfaces with increased area behind the hinge, artificial feel system.

continuous deformations in one direction generated by bending and twisting of the wing.

the elastic centre of the wing section coinciding with the centre of gravity of that wing section.

No effect, because Mcrit is not relevant when considering stick force stability.

An increase, due to shock wave formation in the wing root area.

No effect, because stick force stability is independent of Mach number.

performing co-ordinated turns would be very difficult.

it would result in a proportional decline in static directional stability.

it would result in excessive wing loading during a co-ordinated turn.

the descent angle will decrease.

pdyn+ pstat = ½rho * TAS². pstat + ½rho * TAS² = pdyn. ptot = ½rho * IAS² + pstat.

0.30. 0.60. 0.25.

always cruises at Mcrit.

a high speed (IAS).

The safety factor. The ultimate load factor. The calculation factor.

No effect with a forward CG. In most cases, no effect.

will be free of Mach buffet in the transonic range.

will develop no transonic flow just above Mcrit.

a low torsion stiffness in relation to the bending stiffness.

empty tanks near the wing tip.

the gust limit load factor has a fixed value for every transport aeroplane, whereas the manoeuvring limit load factor has not.

the gust limit load factor is independent of the wing's aspect ratio, whereas the manoeuvring limit load factor is not.

the manoeuvring limit load factor is independent of the size of the aeroplane, whereas the numerical value of the gust limit load factor is laid down in the regulations.

between the buffet onset Mach number and the Mach number corresponding to total supersonic flow.

at which only supersonic local speeds occur.

in the range between Mcrit and MMO.

a sharper pointed nose, negative camber and a flatter upper surface.

a larger nose radius, flatter lower surface and negative as well as positive camber.

a sharper pointed nose, flatter lower surface and positive camber at the rear of the aerofoil section.

a downward component is added to the chordwise speed component of the flow behind the wing.

an upward component is added to the chordwise speed component.

flow separation occurs at the stall.

The position depends on speed, the position of flaps and slats and the position of the centre of gravity.

At a forward CG, the elevator is deflected upward and at an aft CG, it is deflected downward.

The elevator is always deflected slightly downward in order to have sufficient remaining flare capability.

No effect when landing on a high elevation runway.

mass balancing, a trim tab and spring tab.

a balance tab, forward shift of the CG and a servo tab.

a servo tab, spring tab and mass balancing.

I is correct, II is correct. I is incorrect, II is incorrect. I is incorrect, II is correct.


60000 N. 20000 N. 80000 N.

0.50. 0.30. 0.25.

in a horizontal turn. when flaps are retracted.

lift is greater than weight. lift is equal to weight. drag is equal to thrust.

sin mu = M. tan mu = 1 / M. sin 2mu = 1 / M.

(i) too large, (ii) displaced towards the high wing.

(i) too small, (ii) displaced towards the low wing.

(i) too large, (ii) displaced towards the low wing.

A down spring only improves the manoeuvre stability.

A down spring has the same function as a stick pusher.

A bob weight reduces the stick force per g.

the trim-tab will always be deflected in the same direction as the control surface itself.

the stick position stability will be increased.

the stick force per g is reduced.

a lower value of Mcrit at the same relative thickness.

improved Dutch roll damping at cruise altitude.

that there is no need for spoilers.

Increase induced drag, decrease friction drag.

Increase friction drag, decrease form drag.

Increase induced drag, decrease interference drag.

the velocity of the relative airflow is reduced to zero.

changes in lift due to variations in angle of attack are constant.

the aeroplane becomes longitudinally unstable when the cg is moved beyond it in an aft direction.

when the CG is moved forward.

Tuck under speed. M = 1. Initial Mach buffet speed.

aerodynamic heating.

further forward. identical.

increase dynamic stability.

lateral axis. normal axis. yaw axis.

figure 1. figure 2. figure 3.

equal to the drag.

The left outboard engine. The right inboard engine. The left inboard engine.

to decrease the susceptibility to deep stall.

that it does not require a de-icing system.

to decrease fuel consumption by creating a tail-heavy situation.

the expansion flow behind the aeroplane.

the centre of pressure, which is moving aft on the aerofoil.

Decreasing mass increases shock wave intensity.

Decreasing mass increases shock wave intensity at below standard temperatures.

A change in mass does not influence shock wave intensity.

undetermined since there is no defined centre of pressure location at supersonic speeds.

increase static directional stability.

decrease sensitivity to Dutch roll.

a momentary yawing motion opposite to the turn due to an incorrect differential aileron movement.

the tendency of an aeroplane to yaw in the opposite direction of turn mainly due to the difference in aileron form drag.

the tendency of an aeroplane to yaw in the same direction of turn due to the different wing speeds.

angle between the relative airflow and the propeller blade's angle of attack.

varying of the helix angle from the root to the tip of a propeller blade.

angle between the blade angle and the direction of the flight of the aeroplane.

greater than drag because more lift has to be produced.

lower than the drag because it is assisted by a component of weight.

decreased and the turn radius will increase.

increased and the turn radius will decrease.

decreased and the turn radius will decrease.

greater than in straight and level flight, because it must generate the centrifugal force.

greater than in straight and level flight because it must balance the centripetal force.

equal to the aeroplane weight.

I is incorrect, II is correct. I is correct, II is incorrect. I is correct, II is correct.

I is incorrect, II is correct. I is correct, II is correct. I is incorrect, II is incorrect.

I is correct, II is incorrect. I is correct, II is correct. I is incorrect, II is incorrect.


angle 2. angle 3.

angle 2. angle 1.

angle 3. angle 1.

fine pitch for cruise.

a number greater than one. maximum when TAS is zero.

not correctly indicated in the diagram.



coarse pitch for take-off and climb.

fine pitch for cruise and coarse pitch for landing.

greater with a larger number of blades.

sequence 3. sequence 2. sequence 1.



I is correct, II is incorrect. I is incorrect, II is correct. I is correct, II is correct.






the total aerodynamic force on a blade element may be resolved into two components, torque and lift.

thrust is the component of the total aerodynamic force on the propeller in the plane of rotation.

the force contributing to propeller torque is perpendicular to the propeller plane of rotation.

An unfeathered propeller causes less drag than a feathered propeller.


A windmilling propeller causes less drag than a feathered propeller.


does not produce any yaw. produces right yaw.

decrease if RPM increases.

increase if RPM decreases.

diagram 3. diagram 2. diagram 1.



is also called the gyroscopic effect.

distance a propeller would have to advance in one revolution to give no thrust.

the angle between the chordline of a blade element and the propeller plane of rotation.

distance a propeller advances with slippage.

increase when the TAS increases.

remain constant when the TAS increases.

remain constant when the TAS decreases.

decrease when the TAS decreases.

remain constant when the TAS increases.

remain constant when the TAS decreases.

remain constant if RPM increases.

remain constant if RPM decreases.

remain constant if RPM increases.

remain constant if RPM decreases.














high aeroplane speed and maximum engine power.

high aeroplane speed and low engine power.

low aeroplane speed and low engine power.



I is correct, II is correct. I is incorrect, II is correct. I is correct, II is incorrect.


50 % of blade radius. 25 % of blade radius. 99 % of blade radius.










I is incorrect, II is incorrect. I is incorrect, II is correct. I is correct, II is correct.


I is correct, II is incorrect. I is incorrect, II is incorrect. I is correct, II is correct.

it starts at a Mach number just above 1.

it starts at a Mach number equal to 1.

it starts at Mcrit and extends to Mach number equal to 1.

alter the position of the centre of gravity.

trim the aeroplane longitudinally.

increase the angle of attack at which a wing will stall.

the accelerated stall of a wing. aileron reversal.

0.50 R. 0.90 R. 0.25 R.

in supersonic flow only.

is lower than VNE. is equal to VD.

1, 3. 3, 4. 2, 3.

p * rho / T = constant. rho / ( T * p) = constant. p * T / rho = constant.

thrust, lift, drag and mass. power, lift, gravity and drag.

wing span and dihedral angle.

divergent oscillatory motion of a control surface caused by the interaction of aerodynamic, inertia and friction forces.

when the flight control surfaces are fitted with control tabs or trim tabs.

when there is a trimmable stabiliser.

with power assisted flight controls.

Shock stall is a stall due to flow separation at high angles of attack.

Shock stall is caused by sudden loss of lift due to a rise in load factor.

CLmax does not change as the Mach number increases.

at high Mach numbers, only at low angles of attack.

at high Mach numbers, only at high angles of attack.

the speed will have increased by 60 kt.

the speed will have decreased by 30 kt.

the speed will have decreased by 60 kt.

is expressed as a true air speed.

power, velocity, weight and friction.

wing root chord line and wing tip chord line.

wing span and wing root chord.




the angle between the local flow at the wing and the horizontal tail.

the angle by which the flow over the wing is deflected when landing flaps are set.

caused by the fuselage and is greatest at the wing root.

induced drag and friction drag.

1, 2, 3, 4. 2, 3, 4. 1, 3, 4.

temperature. density.


asymmetric blade effect. torque reaction. slipstream.

Low-speed glide. Take-off.run. Climb.

the effective pitch. propeller slip. the propeller angle.

induced drag and form drag.


a control tab. a trim tab. an antibalance tab.

a balance tab . a trim tab. an anti-balance tab.

in front of the body. outside the Mach cone.

transonic range. hypersonic range. subsonic range.

parasite drag, interference drag and pressure drag.

friction drag and pressure drag.



A turbulent boundary layer becomes laminar at the transition point.

altitude. (below approximately 10000 ft)



skin friction drag and induced drag.

interference drag and skin friction drag.

aerodynamic interaction between aeroplane parts.

boundary layer separation on the aft portion of the wing.

propeller slipstream over the wing.



in front of the normal shock wave.

(1) remains constant, (2) decreases, (3) increases.

(1) decreases, (2) decreases, (3) decreases.

(1) increases, (2) increases, (3) decreases.


prevent aeroplane yaw.

assist the elevators. increase lift and drag.rolling. yawing. slipping.

wing anhedral. wing dihedral. the elevator.

wing dihedral. the vertical stabiliser. elevator deflection only.

Elevator. Canard. Frise type control.

dynamic longitudinal instability. static longitudinal instability.

dynamic longitudinal instability. dynamic longitudinal stability. static longitudinal instability.

static longitudinal instability.

sufficient damping only. static stability only. a large CG range.

is always dynamically stable.

is never dynamically stable. is always dynamically stable.

aft movement of the centre of gravity.

forward movement of the centre of gravity.

aft movement of the centre of pressure.

improve the high speed handling characteristics.

increase the critical Mach number.

improve the lift coefficient of the trailing edge flaps.

assist the ailerons in obtaining a higher roll rate.

improve glide performance (increase lift /drag ratio).

prevent aeroplane yaw following engine failure.


static and dynamic longitudinal stability.


following a disturbance from the equilibrium condition, a force and/or moment is generated that tends to increase the effects of that disturbance.

the amplitude of the oscillatory motion of an aeroplane tends to decrease over time.

the amplitude of the oscillatory motion of an aeroplane tends to increase over time.

will become stable at high speed.

reduces its instability as the CG moves aft.

will never show positive dynamic longitudinal stability, but always neutral dynamic longitudinal stability.

CG behind the neutral point.

at the CG. ahead of the CG.


Point 2. Part 3. The whole curve.

Part 1. Part 3. The whole curve.

line 1. line 3. line 4.

the same at all speeds.

IAS decreases. the CG moves forward.

increasing wing sweepback.

negative. zero.

CG and neutral point at the same position.

CG can be ahead of or behind the neutral point as long as the forward or aft CG limits are not exceeded.

anywhere, provided it is between the CG's forward and aft limits.

larger for an aft CG position when compared to a forward position.

larger at high IAS when compared to low IAS.

flaps are retracted at constant IAS.



has no influence on longitudinal manoeuvrability.

an increase in static directional stability.

a decrease in static directional stability.

a decrease in static longitudinal stability.

maximum elevator deflection available.

maximum static longitudinal stability required.

minimum acceptable elevator deflection.

increasing the size of the vertical tail.


positive or negative depending on sweepback angle.

Flight at any speed above Mcrit causes severe vibration of the aeroplane.

As speed increases above Mcrit, parasite drag decreases rapidly.

Mcrit is always greater than 1.

2.0 0.7 1.2

has a vertical component.

increase to 1.21. increase to 1.10.

2, 4, 6. 1, 4, 6. 2, 3, 5.

2. 3. 1, 2.

be 4 times greater. halve. remain the same.

not change. halve. also double.

in steady wings level horizontal flight.

during a wings level stall before recovery.

during a steady co-ordinated horizontal turn.

sweepback, dihedral and thin aerofoils.

dihedral, thin aerofoils and supercritical aerofoil sections.

sweepback, area ruling and high aspect ratio.

is equal to the lift of the aeroplane.

is greater than the lift of the aeroplane.

VB is the recommended turbulence penetration air speed.

The load factor in turbulence may fluctuate above and below 1, but will not become negative.

In severe turbulence, speed should be reduced to approximately 1.2 VS.

remain unchanged, since the angle of attack does not change.

to compensate for the increase in drag.

because stall speed increases in a turn.

to increase the horizontal component of lift to a value equal to the vertical component.

a lower TAS and a lower angle of attack.

a lower TAS for any given angle of attack.

the same TAS regardless of angle of attack.

4000 kN. 500 kN. 1000 kN.

remain constant.

chord and aeroplane weight.low. maximum. high.

120 kt. 66 kt. 72 kt.

positive dynamic stability. neutral dynamic stability. neutral static stability.

3. 1, 2, 3. 1.

stabilise forebody vortices.

an aeroplane has anhedral.

short period oscillation. spiral dive. phugoid.

increase with the square of the wing area.

not change because the lift coefficient is constant.

aeroplane weight and lift coefficient.

aeroplane weight and wing span.

reduce because of reduced induced drag.

increase because of increased parasite drag.

reduce because of reduced friction drag.

a severe pitch down moment when the centre of pressure shifts forward.

that the critical Mach number is significantly lower.

the tendency of the wing root section to stall prior to the wingtip section.

The airflow everywhere around the aeroplane is supersonic.

The airflow everywhere around the aeroplane is subsonic.

The transonic speed range starts at M = 0.5 and ends at Mcrit.

natural ability of an aeroplane to recover from a disturbance about the longitudinal axis.

tendency of an aeroplane to raise the low wing in a sideslip.

tendency of an aeroplane to recover from a disturbance about the lateral axis.

reduce tendency for spiral instability.

provide pitch and yaw control.

static stability is less pronounced than dynamic stability.

static lateral stability is much less pronounced than static directional stability.

The elevator is the primary control surface for control about the longitudinal axis and is operated by a left or right rotation of the control wheel.

The elevator is used only to trim an aeroplane and is normally operated by a dedicated control wheel, which is usually situated close to the throttle.

The elevator is the primary control surface for control about the longitudinal axis and is operated by a forward or backward movement of the control wheel or stick.

in high speed flight only. when the landing gear is up.

The rudder.

aileron secondary effect.

double. become four times smaller.

increasing airspeed.

Flutter.


the centrifugal force. the thrust. the drag.

The forward CG limit is determined by stability considerations only.

If the aft CG limit is correctly chosen, the forward CG limit is automatically determined as well.

The aft CG limit is determined by the maximum elevator deflection available.

at transonic and supersonic speeds only.

Symmetrically deflected spoilers.

Asymmetrically extended leading edge flaps.

changing the wing drag and the two wings therefore produce different lift values resulting in a moment about the longitudinal axis.

causing sideslip, which generates a rolling moment.

increase by the square root of the airspeed.

rudder is located above the longitudinal axis and when it is deflected, it causes a rolling moment in the same direction as the yaw.

yawing motion generated by rudder deflection causes a speed increase of the inner wing, which increase the lift on that wing so that the aeroplane starts to roll in the same direction as the yaw.

rolling motion generated by rudder deflection causes a speed increase of the outer wing which increases the lift on that wing so the aeroplane starts to roll in the direction of the turn.

aerodynamic balancing of the control surface.

reducing structural stiffness of the control surface attachment structure.

Elastic or temporary deformation only.

No structural failure, only plastic or permanent deformation.

increase with increasing airspeed.

remain constant at a fixed value irrespective of any airspeed changes.

remain constant at a fixed value only if the airspeed decreases.

A windmilling propeller hardly affects low speed controllability.

The drag of a windmilling and a feathered propeller is almost the same.

The windmilling drag is only significant at negative blade angles.

thrust equals drag, because drag is the same as in straight and level flight.

thrust is greater than drag, because the centrifugal force reduces the aeroplane speed.

thrust is greater than drag, because the excess thrust also supplies the centripetal force.

90 degrees. 180 degrees. 10 degrees.

1, 2 and 4 are correct. 2, 3 and 5 are correct. 3, 4 and 5 are correct.

2, 3. 3. 1, 2, 3, 4.


less than weight, because there is less drag compared with horizontal flight.

greater than weight because it must additionally balance a component of drag.

equal to weight to maintain a constant speed.

minimum speed during landing with all engines operating.

maximum speed in the landing configuration.

minimum control speed - with landing gear down, flaps up and all engines operating.







the frontal area of one blade to S.

S to the frontal area of one blade.

the mean chord of one blade to S.





ends at M = 1.





speed vector and its longitudinal axis.




speed vector and its longitudinal axis.


ends at a Mach number just above M = 1.

implies both subsonic and supersonic speeds exist in the flow around the aeroplane.

The supersonic speed range starts at a Mach number below M = 1 and extends to Mach numbers above M = 1.

The airflow around the aeroplane is transonic.

The supersonic speed range starts at M = 1 and ends at Mcrit.



Body 1. Body 3. Body 4.

2, 1, 4, 3. 3, 1, 4, 2. 4, 3, 2, 1.

3, 4, 1, 2. 2, 1, 3, 4. 1, 2, 4, 3.





the aeroplane becomes longitudinally unstable when the CG is moved beyond it in an aft direction.

assuming no flow separation, the pitching moment coefficient does not change with varying angle of attack.



1, 4, 5. 1, 4, 6. 2, 3, 5.

1, 2, 4. 1, 4. 2, 3.

short period oscillation. Dutch roll. phugoid.

1 moves aft and 2 increases.

below the origin. above the origin. nowhere.

at the origin. above the origin. nowhere.

at the origin. to the right of the origin. nowhere.

to the right of the origin. to the left of the origin. nowhere.

at the origin. to the left of the origin. nowhere.




1 moves forward and 2 decreases.

1 moves forward and 2 remains constant.

increase with engines located on the rear fuselage.

decrease with podded engines located beneath a low-mounted wing.

decrease with engines located on the rear fuselage.





I is correct and II is incorrect. I is incorrect and II is correct. I is correct and II is correct.

I is incorrect and II is incorrect. I is incorrect and II is correct. I is correct and II is correct.

I is correct and II is incorrect. I is incorrect and II is incorrect. I is correct and II is correct.

I is correct and II is incorrect. I is incorrect and II is incorrect. I is incorrect and II is correct.


the leading edge of the wing and the lateral axis.

the quarter-chord line of the wing and the normal axis.

the wing plane and the horizontal with the aeroplane in an unbanked, level condition.


I is incorrect and II is incorrect. I is incorrect and II is correct. I is correct and II is correct.

I is correct and II is incorrect. I is incorrect and II is incorrect. I is correct and II is correct.

point b. point c. point d.




there will be a tendency to over-rotate.


rotation will require a higher than normal stick force.

there will be a tendency to under-rotate.


rotation will require higher than normal stick force.

there will be a tendency to under-rotate.


rotation will require higher than normal stick force.

flow reversal on the fin leading to flow re-attachment.

a typical aerodynamic problem for canards.

flow separation at the rear of the lower surface of the wing.


I is correct, II is incorrect. I is incorrect, II is incorrect. I is incorrect, II is correct.


I is correct, II is incorrect. I is correct, II is correct. I is incorrect, II is correct.




Negative tail stall is a stall of the tailplane when the aerodynamic force is in upward direction.

When negative tail stall occurs, the aeroplane will show an uncontrollable pitch-up moment.

Negative tail stall is a stall of the fin with a negative sideslip angle (nose pointing to the right of the relative airflow).



























I is correct, II is incorrect. I is incorrect, II is incorrect. I is incorrect, II is correct.










a larger turn radius. a smaller turn radius. a higher rate of turn.




theoretical distance a propeller would advance in one revolution at zero blade angle of attack.

angle between the chordline of a blade element and the propeller plane of rotation.

the distance a propeller advances with slippage.

1 does not change, 2 moves aft.

1 moves forward, 2 moves forward.

1 does not change, 2 does not change.

will turn with a larger turn radius.

will turn with a smaller turn radius.

will have a higher rate of turn.

a larger turn radius. a smaller turn radius. a lower rate of turn.




speed = 0, load factor = +1. speed = VS, load factor = 0.

speed = VS, load factor = 0. speed = 0, load factor = +1.

speed = VB, load factor = +1. speed = VA, load factor = +1. speed = 0, load factor = +1.

speed vector and normal axis.

the rate of turn of A is less than that of B.









speed = VA, load factor = +1.

speed = VB, load factor = gust load factor.






Low-speed glide. High-speed glide. Climb.

right wing tends to go down.











The mass of a body can be determined by multiplying its weight by the acceleration due to gravity.

The weight of a body can be determined by dividing its mass by the acceleration due to gravity.

The weight of a body can be determined by dividing the acceleration due to gravity by its mass.

The mass of a body can be determined by multiplying its weight by the acceleration due to gravity.

The weight of a body can be determined by dividing its mass by the acceleration due to gravity.

The weight of a body can be determined by dividing the acceleration due to gravity by its mass.

parasite drag and pressure drag.

induced drag and interference drag.

pressure drag, friction drag and parasite drag.

nose of the aeroplane does not move.

nose of the aeroplane tends to yaw right.





I is incorrect, II is correct. I is incorrect, II is incorrect. I is correct, II is incorrect.



pitching. yawing. slipping.rolling. pitching. slipping.


I is incorrect, II is incorrect. I is correct, II is incorrect. I is correct, II is correct.





































root chord and tip chord.

aft CG and idle thrust. forward CG and take-off thrust. forward CG and idle thrust.

aspect ratio multiplied by the taper ratio.

wing span squared divided by wing area.

wing area divide by mean aerodynamic chord.

mean geometric chord and wing span.

wing span squared and wing area.

TAS at both altitudes is the same.

IAS is higher at the higher altitude .

TAS is lower at the higher altitude.

zero. maximum. nose down (negative).






IAS is lower at the lower altitude.

IAS is higher at the lower altitude.

TAS is higher at the lower altitude.

Decreasing sweepback increases stall speed.



Decreasing forward sweep increases stall speed.



Increasing forward sweep decreases stall speed.


























its manoeuvrability decreases also.

its tendency to tuck under decreases.

there is no effect on its stability.

its manoeuvrability increases also.

its tendency to tuck under increases.

there is no effect on its stability.




Point 2. Part 1. The whole curve.

the same for all CG positions. the same at all speeds.

the same for all CG positions. the same at all speeds.

the same at all speeds.

IAS increases. the CG moves aft.

IAS decreases. the CG moves forward.

Line 4 shows an aeroplane with reducing static longitudinal stability at very high angles of attack.

Line 3 shows an aeroplane with increasing static longitudinal stability at high angles of attack.

Line 4 shows an aeroplane with a greater static longitudinal stability at low angles of attack than that shown in line 3.

Line 1 shows an aeroplane with increasing static longitudinal instability at very high angles of attack.


Line 4 shows an aeroplane with a greater static longitudinal stability at low angles of attack than that shown in line 3.

Line 1 shows an aeroplane with increasing static longitudinally instability at very high angles of attack.


Line 4 shows an aeroplane with greater static longitudinal stability at low angles of attack than that in shown line 3.

Line 1 shows an aeroplane with increasing static longitudinal instability at very high angles of attack.






larger at high IAS when compared to low IAS.



IAS increases. the CG moves aft.

reducing wing anhedral. increasing wing sweepback.

reducing wing anhedral.

reducing wing sweepback.

increasing wing anhedral. reducing wing sweepback.

increasing wing anhedral.







has no influence on static longitudinal stability.



has no influence on longitudinal manoeuvrability.



has no influence on static longitudinal stability.




reducing the size of the vertical tail.






























In its curved part line 2 illustrates a decreasing static longitudinal stability at high angles of attack.



In its curved part at high angles of attack line 2 illustrates a decreasing static longitudinal stability.

Static longitudinal stability is greater at line 3 when compared with line 4 at low and moderate angles of attack..

I is incorrect, II is incorrect. I is correct, II is incorrect. I is incorrect, I is correct.

I is correct, II is correct. I is correct, II is incorrect. I is incorrect, I is correct.

I is incorrect, II is incorrect. I is correct, II is correct. I is incorrect, I is correct.


The horizontal part of line 2 illustrates static longitudinal instability.



In its curved part line 2 illustrates a decreasing static longitudinal stability at high angles of attack.

Static longitudinal stability is greater at line 3 compared with line 4 at low and moderate angles of attack.

The load factor in turbulence cannot exceed the ultimate load factor.

The load factor in turbulence may fluctuate above and below 1, but will not become negative.


When encountering turbulence during flight, the speed should be adjusted to the design speed for maximum gust intensity VB.

Above VB the aeroplane can never be overstressed by a gust.



I is incorrect, II is incorrect. I is correct, II is incorrect. I is incorrect, I is correct.

I is correct, II is correct. I is correct, II is incorrect. I is incorrect, I is correct.

I is incorrect, II is incorrect. I is correct, II is correct. I is incorrect, I is correct.



downwash does not change.

downwash does not change. induced drag increases.

induced drag decreases.

the effective angle of attack does not change.





the induced angle of attack decreases.

the effective angle of attack increases.

induced drag decreases.

downwash does not change.

downwash does not change. induced drag decreases.








the effective angle of attack does not change.


the induced angle of attack decreases.


























































I is incorrect, II is correct. I is incorrect, II is incorrect. I is correct, II is incorrect.










both CL and CD increase.

both lift and drag increase.


CL decreases but CD remains unaffected.

CD increases but CL decreases.

lift decreases but drag remains unaffected.

drag increases but lift decreases.














knowledge check mark significance prov n° code date subj chairman ia n° ez n°

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ass doc kind ass doc ref_annex suf_annex_a suf_annex_b suf_annex_c suf_annex_d

810001

810002

810003

810004

810005

810006

810007

810007

810007

810008

810009

810010

810011

810012

810017

810018

810013

810013

810013

810014

810015

810015

810015

810015

810015

810016

810019

810020

810021

810022

810023

810024

810025

810026

810026

810027

810002

810002

810002

810007

810007

810006

810029

810030

810031

810032

810033

810034

810035

810036

810037

810025

810025

810025

810025

810025

810025

810025

810026

810027

810027

810027

810027

suf_annex_e kind_ass_doc_a kind_ass_doc_b kind_ass_doc_c kind_ass_doc_d

kind_ass_doc_e validation type catchword application_ATPLA length_atpla score_atpla

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 2 1

1 1 1 1

1 1 3 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 3 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 11 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 11 1 1 11 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 11 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 11 1 1 1

1 1 1 1

1 1 1 11 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 3 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 11 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 11 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 11 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 11 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 3 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 3 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 3 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 11 1 1 1

1 1 1 1

1 1 1 1

1 1 2 1

1 1 2 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 1

1 1 1 11 1 1 1

1 1 1 1

1 1 1 1

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application_PPL_PARA application_P_PHOTO flag_epac lot remarks wording_national

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Documents

Principles of flight Questions