# Radio Navigation and Principles of Flight

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

**COMBINATION OF BENDING AND TORSION OF THE STRUCTURE**

·"Flutter" may be caused by a:

**DISTORTION BY BENDING AND TORSION OF THE STRUCTURE CAUSING INCREASING VIBRATION IN THE RESONANCE FREQUENCY**

·"Tuck under" is caused by (i) which movement of the centre of pressure of the wing and (ii) which change of the downwash angle at the location of the stabiliser:

**(I) AFT (II) DECREASING**

·"Tuck under" is the:

**NOSE DOWN PITCHING TENDENCY AS SPEED IS INCREASED IN THE TRANSONIC RANGE**

·"Tuck under" is the:

**THE TENDECY TO NOSE DOWN WHEN SPEED IS INCREASED INTO THE TRANSONIC FLIGHT REGIME**

·"Tuck under" may happen at:

**HIGH MACH NUMBERS**

·A 50 ton twin engine aeroplane performs a straight, steady, wings level climb. If the lift/drag ratio is 12 and the thrust is 60 000N per engine, the climb gradient is: (assume g = 10m/s2):

**15. 7%**

·A body is placed in a certain airstream. The airstream velocity increases by a factor 4. The aerodynamic drag will increase with a factor:

**16**

·A body is placed in a certain airstream. The density of the airstream decreases to half of the original value. The aerodynamic drag will decrease with a factor:

**2**

·A boundary layer fence on a swept wing will:

**IMPROVE THE LOW SPEED CHARACTERISTICS**

·A C.G location beyond the aft limit leads to:

**AN UNACCEPTABLE LOW VALUE OF THE MANOEUVRE STABILITY (STICK FORCE PER G, FE/G)**

·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:

**VMO**

·A conventional stabiliser on a stable aeroplane in a normal cruise condition:; 1 - always provides negative lift.; 2 - contributes to the total lift of the aeroplane.; 3 - may stall before the wing, in icing conditions, with large flap settings, unless adequate design and/or operational precautions are taken.; 4 - is necessary to balance the total pitch moment of the aeroplane.; Which of the following lists all the correct statements ?

**2, 3 AND 4**

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

**THE STICK POSITION STABILITY REMAINS CONSTANT**

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

**BOTH LIFT AND DRAG**

·A forward CG shift:

**DECREASES LONGITUDINAL MANOEUVRABILITY**

·A forward CG shift:

**INCREASES STATIC LONGITUDINAL STABILITY**

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

**THE GUST LIMIT LOAD FACTOR CAN BE HIGUER THAN THE MANOEUVRING LIMIT LOAD FACTOR**

·A high aspect ratio wing produces:

**A DECREASE IN INDUCED DRAG**

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

**TO DECREASE STICK FORCES**

·A jet aeroplane cruises buffet free at constant high altitude. Which type of stall is most likely to occur if this aeroplane decelerates during an inadvertant increase in load factor?

**ACCELERATED STALL**

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

**ONLY THE INBOARD AILERONS ARE ACTIVE**

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

**FLY A LOWER ALTITUDE AND THE SAME MACH NUMBER**

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

**CG**

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

·A laminar boundary layer is a layer, in which:

**NO VELOCITY COMPONENTS EXIST, NORMAL TO THE SURFACE**

·A light twin is in a turn at 20 degrees bank and 150 kt TAS. A more heavy aeroplane at the same bank and the same speed will:

**TURN AT THE SAME RADIUS**

·A Machtrimmer:

**CORRECTS INSUFICIENT STICK FORCE STABILITY AT HIGH MACH NUMBERS**

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

**THE FUSELAGE**

·A normal shock wave is a discontinuity plane:

**THAT IS ALWAYS NORMAL TO THE LOCAL FLOW**

·A normal shock wave:

**CAN OCCUR AT DIFFERENT POINTS ON THE AEROPLANE IN TRANSONIC FLIGHT**

·A plain flap will increase CLmax by:

**INCREASING THE CAMBER OF THE AEROFOIL**

·A positively cambered aerofoil will generate zero lift:

**AT A NEGATIVE ANGLE OF ATTACK**

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

**YAW THE AEROPLANE TO THE LEFT**

·A rotating propeller blade element produces an aerodynamic force F that may be 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:

**DIAGRAM 2**

·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:

**DIAGRAM 4**

·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 1**

·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:

**DIAGRAM 1**

·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:

**DIAGRAM 4**

·A shock wave on a lift generating wing will:

**MOVE SLIGHTLY AFT IN FRONT OF A DOWNWARD DEFLECTING AILERON**

·A slat will:

**PROLONG THE STALL TO A HIGUER ANGLE OF ATTACK**

·A slotted flap will increase the CLmax by:

**INCREASING THE CAMBER OF THE AIRFOIL AND RE-ENERGISING THE AIRFLOW**

·A statically stable aeroplane

**: CAN SHOW POSITIVE, NEUTRAL OR NEGATIVE DYNAMIC LONGITUDINAL STABILITY**

·A statically unstable aeroplane is:

**NEVER DYNAMICALLY STABLE**

·A stick pusher:

**PUSHES THE ELEVATOR CONTROL FORWARD WHEN A SPECIFIED VALUE OF ANGLE OF ATTACK IS EXCEEDED**

·A supercritical wing:

**WILL DEVELOP NO NOTICEABLE SHOCK WAVES FLYING JUST ABOVE MCRICT**

·A transonic Mach number is a Mach number:

**AT WHICH BOTH SUBSONIC AND SUPERSONIC LOCAL SPEEDS OCCUR**

·A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM is:

**DIAGRAM 2**

·A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM is:

**DIAGRAM 1**

·A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM is:

**DIAGRAM 3**

·A typical curve representing propeller efficiency of a fixed pitch propeller versus TAS at constant RPM is:

**DIAGRAM 4**

·A windmilling propeller:

**PRODUCES DRAG INSTEAD OF THRUST**

·Aeroplane manoeuvrability decreases for a given control surface deflection when:

**IAS DECREASES**

·Aeroplane manoeuvrability increases for a given control surface deflection when:

**IAS INCREASES**

·After an aeroplane has been trimmed:

**THE STICK POSITION STABILITY WILL BE UNCHANGED**

·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**

·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**

·Aileron flutter can be caused by:

**cyclic deformations generated by aerodynamic, INERTIAL AND ELASTIC LOADS ON THE WING**

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

**THE STATIC PRESSURE INCREASES**

·All gust lines in the V-n graph originate from a point where the:

**SPEED=0 LOAD FACTOR= +1**

·Amongst the following factors, which will decrease the ground distance covered during a glide (assume zero power/thrust)?

**HEADWIND**

·An A 310 aeroplane weighing 100 tons is turning at FL 350 at constant altitude with a bank of 50 degrees. Its flight Mach range between low-speed buffeting and high-speed buffeting goes from:

**M= 069 TO M HIGHER THAN 0.84**

·An advantage of locating the engines at the rear of the fuselage, in comparison to a location beneath the wing, is :

**LESS INFLUENCE OF THRUST CHANGES ON LONGITUDINAL CONTROL**

·An aerofoil is cambered when:

**THE LINE, WHICH CONNECTS THE CENTRES OF ALL INSCRIBED CIRCLES, IS CURVED**

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

**ON THE UPPER SIDE**

·An aeroplane accelerates from 80 kt to 160 kt at a load factor equal to 1. The induced drag coefficient (i) and the induced drag (ii) alter with the following factors: (

**I) 1/16 (II) ¼**

·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**

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

**LIFT DOUBLES**

·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**

·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:

**INCREASE TO 1.44**

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

**PITCH CONTROL SENSE IS REVERSED**

·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:

**141 KT**

·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:

**141 KT**

·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 stall speed is:

**122 KT**

·An aeroplane has a stall speed of 78 KCAS at its gross weight of 6850 Ibs. What is the stall speed when the weight is 5000 Ibs?

**67 KCAS**

·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?

**67 KT**

·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**

·An aeroplane has static directional stability; in a side slip to the right, initially the:

**NOSE OF THE AEROPLANE TENDS TO MOVE TO THE RIGHT**

·An aeroplane has the following flap positions: 0°, 15°, 30°, 45°. Slats can also be selected. Generally speaking, which selection provides the highest positive contribution to the CLMAX?

**THE SLATS FROM THE RETRACTED TO THE TAKE-OFF POSITION**

·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?

**FLAPS FROM 30° TO 45°**

·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**

·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:

**AERODYNAMIC CENTRE OF THE WING**

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

**IT INCREASES AS TEMPERATURE INCREASES**

·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:

**(1) INCREASE (2) REMAIN CONSTANT**

·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 STABILISER**

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

**2381 METRES**

·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):

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

**PSTAT +1/2RHO * TAS2=CONSTANT**

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

**INBOARD AILERONS AND ROLL SPOILERS**

·An aeroplane is sensitive to Dutch roll when:

**STATIC ALTERAL STABILITY MUCH MORE PRONOUNCED THAN STATIC DIRECTIONAL STABILITY**

·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:

**N= 1.65**

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

**X 0.25**

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

**MORE LEFT RUDDER**

·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**

·An aeroplane performs a steady co-ordinated horizontal turn with 20 degrees of bank and at 150 kt TAS. The same aeroplane with the same bank angle and speed, but at a lower mass will turn with:

**THE SAME TURN RADIUS**

·An aeroplane performs a steady horizontal turn with a TAS of 200 kt. The turn radius is 2000 m. The load factor (n) is approximately:

**1.1**

·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:

**THE SAME RATE OF TURN**

·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:

**THE SAME TURN RADIUS**

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

**AT TRANSONIC MACH NUMBERS THE AEROPLANE DEMONSTRATES UNCONVENTIONAL ELEVATOR STICK FORCE CHARACTERISTICS**

·An aeroplane that has positive static stability:

**CAN BE DYNAMICALLY STABLE, NEUTRAL OR UNSTABLE**

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

**: POSITIVE STATIC STABILITY**

·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**

·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

**: 40000 N**

·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:

**56000 N**

·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:

**FURTHER DECREASE**

·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:

**UPWARDS**

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

**SPEED VECTOR AND LONGITUDINAL AXIS**

·An aeroplane''s angle of incidence is defined as the angle between the:

**LONGITUDINAL AXIS AND THE WING ROOT CHORD LINE**

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

**LATERAL AXIS AND THE HORIZONAL PLANE**

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

**SPEED VECTOR AND THE HORIZONTAL PLANE**

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

**LONGITUDINAL AXIS AND THE HORIZONTAL PLANE**

·An aeroplane''s sideslip angle is defined as the angle between the:

**SPEED VECTOR AND THE PLANE OF SYMMETRY**

·An aft CG shift:

**DECREASES STATIC LONGITUDINAL STABILITY**

·An aft CG shift:

**INCREASES LONGITUDINAL MANOEUVRABILITY**

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

**(1) IS LARGER THAN (2)**

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

**SPIRAL DIVE**

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

**DUTCH ROLL**

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

**LEFT AILERON :5 UP. RIGHT AILERON 2 DOWN**

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

**INCREASE THE REQUIRED LATERAL CONTROL FORCE**

·An increase in wing loading will

**: INCREASE THE STALL SPEED**

·An large 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**

·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?

**65 S**

·Artificial feel is required:

**WITH FULLY POWERED FLIGHT CONTROLS**

·As altitude increased, the stall speed (IAS):

**INITIALLY REMAINS CONSTANT AND AT HIGUER ALTITUDES INCREASES**

·As altitude increases, the stall speed (IAS):

**INITIALLY REMAINS CONSTANT BUT AT HIGUER ALTITUDES INCREASES**

·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**

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

**TO THE MID CHORD POSTION**

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

**MOVE TOWARDS THE TRAILING EDGE**

·As the stability of an aeroplane decreases

**: ITS MANOEUVRABILITY INCREASES**

·As the stability of an aeroplane increases:

**ITS MANOEUVRABILITY DECREASES**

·Aspect ratio of a wing is the ratio between:

**WING SPAN SQUARED AND WING AREA**

·Assuming all bodies have the same cross-sectional area and are in motion, which body will have the highest pressure drag? B

**ODY 2**

·Assuming constant IAS, when an aeroplane enters ground effect:

**DOWNWASH REDUCES**

·Assuming constant IAS, when an aeroplane enters ground effect:

**INDUCED DRAG REDUCES**

·Assuming constant IAS, when an aeroplane enters ground effect:

**THE EFFECTIVE ANGLE OF ATTACK INCREASES**

·Assuming constant IAS, when an aeroplane enters ground effect:

**THE INDUCED ANGLE OF ATTACK REDUCES**

·Assuming constant IAS, when an aeroplane leaves ground effect:

**DOWNWASH INCREASES**

·Assuming constant IAS, when an aeroplane leaves ground effect:

**INDUCED DRAG INCREASES**

·Assuming constant IAS, when an aeroplane leaves ground effect:

**THE INDUCED ANGLE OF ATTACK INCREASES**

·Assuming constant IAS, when an aeroplane leaves ground effect:

**THE EFFECTIVE ANGLE OF ATTACK DECREASES**

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

**LIFT COEFFICIENT DECREASES**

·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 HIGER AT THE HIGUER ALTITUDE**

·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:

**IAS AT BOTH ALTITUDES IS THE SAME**

·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 LOWER AT THE LOWER ALTITUDE**

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

**DECREASE**

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

**AT CONSTANT IAS THE MACH NUMBER INCREASES**

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

**AEROPLANE MASS**

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

**VA>=VS*SQRT (N)**

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

**IS APPROXIMATELY 25% CHORD IRRESPECTIVE OF ANGLE OF ATTACK**

·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 INDEPENDANT OF ANGLE OF ATTACK**

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

**IT IS APPROXIMATELY 25% CHORD IRREPECTIVE OF ANGLE OF ATTACK**

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

**IS INDEPENDANT OF ANGLE OF ATTACK**

·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**

·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:

**I IS CORRECT, II IS INCORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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:

**1 CORRECT, 2 INCORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·Assuming no pilot input the motion of the aeroplane in the diagram shows:

**NEUTRAL DYNAMIC LONGITUDINAL STABILITY**

·Assuming no pilot input the motion of the aeroplane in the diagram shows:

**DYNAMIC LONGITUDINAL STABILITY**

·Assuming no pilot input the motion of the aeroplane in the diagram shows:

**STATIC LONGITUDINAL STABILITY AND DYNAMIC LONGITUDINAL INSTABILITY**

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

**A HIGHER TAS FOR ANY GIVEN ANGLE OF ATTACK**

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

**DOES NOT VARY**

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

**DECREASE WITH INCREASING AIRSPEED**

·Assuming zero thrust, the point on the diagram corresponding to the minimum glide angle is:

**POSITION B**

·Assuming zero thrust, the point on the diagram corresponding to the value for minimum sink rate is:

**POINT C**

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

**RECTANGULAR**

·Asymmetric propeller blade effect is mainly induced by:

**THE INCLINATION OF THE PROPELLER AXIS TO THE RELATIVE AIRFLOW**

·At a constant angle of attack, which of the following factors will lead to an increase of ground distance during a glide and with zero thrust ?

**TAILWIND**

·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?

**DI/DP=1**

·At what speed does the front of a shock wave move across the earth's surface?

**THE GROUND SPEED OF THE AEROPLANE**

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

**LESS THAN 1**

·Behind the transition point in a boundary layer:

**THE MEAN SPEED AND FRICTION DRAG INCREASES**

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

**PT-Q=PS**

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

**PT= PS+ Q**

·Bernoulli's law states:; (note: rho is the mean sea level density under ISA conditions;; pstat is static pressure;; pdyn is dynamic pressure;; ptot is total pressure):

**PSTAT +1/2 RHO V2=CONSTANT**

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

**19%**

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

**41%**

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

**: HIGHER COMPRESSION**

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

**HIGH LOSS IN TOTAL PRESSURE**

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

**(1) DECREASES, (2) INCREASES**

·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**

·Compared with stalling airspeed (VS) in a given configuration, the airspeed at which stick shaker will be triggered is:

**GREATER THAN VS**

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

**SMALER**

·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:

**I IS INCORRECT, II IS CORRECT**

·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. II. A trim tab runaway causes less control difficulty:

**1 AND 2 ARE CORRECT**

·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:

**1 IS INCORRECT, 2 CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 IS INCORRECT, 2 IS CORRECT**

·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:

**1 AND 2 CORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 CORRECT 2 INCORRECT**

·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:

**1 CORRECT, 2 INCORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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:

**1 CORRECT, 2 INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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

**: 1 AND 2 ARE INCORRECT**

·Comparing the lift coefficient and drag coefficient at normal angle of attack:

**CL IS MUCH GREATER THAN CD**

·Compressibility effects depend on:

**MACH NUMBER**

·Consider an aerofoil with a certain camber and a positive angle of attack. At which location will the highest flow velocities occur?

**UPPER SIDE**

·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**

·Consider subsonic incompressible airflow through a venturi: 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:

**1 AND 2 ARE INCORRECT**

·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 steering; 4. During VMCG determination the aeroplane may not deviate from the straight-line path by more than 30 ft.; The combination that regroups all of the correct statements is

**: 1, 4**

·Consider the steady flow through a stream tube where the velocity of the stream is V. An increase in temperature of the flow at a constant value of V will:

**DECRESASE THE MASS FLOW**

·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?

**1 MOVES AFT, 2 DOES NOT CHANGE**

·Considering a positive cambered aerofoil, the pitch moment when Cl=0 is:

**NEGATIVE (PITCH-DOWN)**

·Considering a positively cambered aerofoil section, the pitching moment when the lift coefficient Cl=0 is

**: NEGATIVE (NOSE DOWN)**

·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

**: I IS INCORRECT, II IS CORRECT**

·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

**: I IS CORRECT, II IS INCORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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

**: I IS CORRECT, II IS INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·Constant-speed propellers provide a better performance than fixed-pitch propellers because they:

**PRODUCE AN ALMOST MAXIMUM EFFICIENTY OVER A WIDER SPEED RANGE**

·Control surface flutter can be eliminated by:

**MASS BALANCING OF THE CONTROL SURFACE**

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

**EXCESIVE WING DROP AND DEPP STALL**

·Decreasing the aspect ratio of a wing:

**INCREASES INDUCED DRAG**

·Deploying a Fowler flap, the flap will:

**MOVE AFT, THEN TURN DOWN**

·Differential aileron deflection:

**EQUALS THE DRAG OF THE RIGHT AND LEFT AILERON**

·Dihedral of the wing is:

**THE ANGLE BETWEEN THE 0.25 CHORD LINE OF THE WING AND THE LATERAL AXIS**

·Dividing lift by weight gives:

**LOAD FACTOR**

·Does the pitch-angle of a constant-speed propeller alter in medium horizontal turbulence?

**YES SLIGHTLY**

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

**RELATIVE WIND/AIRFLOW**

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

**INCREASE**

·During a climbing turn to the right the:

**ANGLE OF ATTACK OF THE LEFT WING IS LARGER THAN THE ANGLE OF ATACK OF THE RIGHT WING**

·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:

**DECREASE AND THE RATE OF DESCENT WILL INCREASE**

·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**

·During a phugoid the speed:

**VARIES SIGNIFICANTLY, WHEREAS DURING A SHORT PERIOD OSCILLATION IT DOES NOT**

·During a short period oscillation, the altitude:

**REMAINS APPROXIMATELY CONSTANT, WHEREAS DURING A PHUGOID IT VARIES SIGNIFICANTLY**

·During a steady horizontal turn, the stall speed:

**INCREASES WITH THE SQUARE ROOT OF THE LOAD FACTOR**

·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 the correct statements ?

**1 AND 3**

·During a straight steady descent, lift is:

**LESS THAN WEIGHT,**

**BECAUSE LIFT ONLY NEEDS TO BALANCE THE WEIGHT COMPONENT PERPENDICULAR TO THE FLIGHT PATH**

·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**

·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?

**THE LEFT OUTBARD ENGINE**

·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?

**THE RIGHT OUTBOARD ENGINE**

·During an normal spin recovery:

**THE AILERONS ARE HELD IN NEUTRAL POSITION**

·During initiation of a turn with speedbrakes extended, the roll spoiler function induces a spoiler deflection:

**DOWNWARD ON THE UPGOING WING AND UPWARD ON THE DOWNGOING WING**

·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**

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

**THE LEFT OUTBOARD ENGINE**

·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:

**GYROSCOPIC PRECESSION**

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

**TAKE-OFF RUN**

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

**HIGH-SPEED GLIDE**

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

**SHOCK STALL**

·Entering the stall the centre of pressure of a straight (1) wing and of a strongly swept back wing (2) will:

**(1) MOVE AFT, (2) MOVE FORWARD**

·Examples of aerodynamic balancing of control surfaces are: SEAL

**BETWEEN WINGS TRAILING EDGE AND LEADING EDGE OF A CONTROL SURFACE, HORN BALANCE**

·Examples of aerodynamic balancing of control surfaces are:

**SERVO TAB, SPRING TAB, SEAL BETWEEN THE WING TRAILIND EDGE AND THE LEADING EDGE OF CONTROL SURFACE**

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

**IT WOULD IMPOSE EXCESSIVE DEMANDS ON ROLL CONTROL DURING A SIDESLIP**

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

**: CL2 AND AR (ASPECT RATIO)**

·Extension of leading edge flaps will:

**INCREASE CRITICAL ANGLE OF ATTACK**

·f 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:

**1.1**

·f the nose of an aeroplane yaws left, this causes:

**A ROLL TO THE LEFT**

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

**MAXIMUM LIFT COEFICIENT (CL MAX) AND THE DRAG**

·Flaperons are controls which combine the function of:

**AILERONS AND FLAPS**

·Floating due to ground effect during an approach to land will occur :

**WHEN THE HEIGHT IS LESS THAN HALVE OF THE LEGTH OF THE WING SPAN ABOVE THE SURFACE**

·Flutter of control surfaces is:

**A DIVERGENT OSCILLATORY MOTION OF A CONTROL SURFACE CAUSED BY THE INTERACION OF AERODYNAMIC FORCES, INERTIA FORCES AND THE STIFFNESS OF THE STRUCTURE**

·Flutter sensitivity of an aeroplane wing is reduced by:

**LOCATING THE ENGINE AHEAD OF THE TORSIONAL AXIS OF THE WING**

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

**STATICALLY STABLE- DYNAMICALLY NEUTRAL**

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

**CAN BECOME NEGATIVE DURING HIGH-SPEED IDDLE DESCENT**

·For a fixed-pitch propeller designed for cruise, the angle of attack of each blade, measured at the reference section:

**IS OPTIMUM WHEN THE AIRCRAFT IS IN A STABILIZED CRUISING FLIGHT**

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

**INCREASE IF RPM INCREASES**

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

**DECREASE IF RPM DECREASES**

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

**AIRPORT ELEVATION AND TEMPERATURE**

·For a given elevator deflection, aeroplane longitudinal manoeuvrability decreases when:

**THE CG MOVES FORWARD**

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

**THE CG MOVES AFT**

·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 normal stable aeroplane, the centre of gravity is located:

**WITH A SUFFICIENT MINIMUM MARGIN AHEAD OF THE NEUTRAL POINT OF THE AEROPLANE**

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

**AFT OF THE CG**

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

**DECREASES**

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

**INCREASES**

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

**FINE PITCH FOR TAKE-OFF AND CLIMB**

·For an aeroplane to possess dynamic stability, it needs:

**STATIC STABILITY AND SUFFICIENT DAMPING**

·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**

·For any propeller:

**THRUST IS THE COMPONENT OF THE TOTAL AERODYNAMIC FORCE ON THE PROPELLER PARALLEL TO THE ROTATIONAL AXIS**

·For most jet transport aeroplanes, slat extension has:

**A GREATER EFFECT ON STALL SPEED THAN FLAP EXTENSION**

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

**IS REPLACED BY MMO AT HIGHER ALTITUDES**

·For shallow climb angles the following formula can be used (gamma = climb angle):

**SIN GAMMA=T/W-CD/CL**

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

**SIN GAMMA = T/W-CD/CL**

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

**THE MAXIMUM CL/CD RATION AND MAXIMUM LIFT COEFFICIENT**

·From a polar diagram of the entire aeroplane in the clean configuration one can read:

**THE MAXIMUM CL/CD RATIO AND MAXIMUM LIFT COEFFICIENT**

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

**: START TO CLIMB**

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

**: START TO SINK**

·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**

·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:

**AFT CG AND TAKE-OFF THRUST**

·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:

**FORWARD CG AND IDDLE THRUST**

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

**ROLL THE**

**AEROPLANE TO THE LEFT**

·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:

**60 DEGREES**

·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:

**3,1,2**

·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:

**2, 5, 3, 4, 1**

·Given: Aeroplane mass: 50 000kg. Lift/Drag ratio: 12.Thrust per engine: 28 000N. Assumed g: 10m/s².For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb gradient is:

**8.5%**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 10 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:

**14%**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 10 Thrust per engine: 20 000N Assumed g: 10m/s² For a straight, steady, wings level climb of a four-engine aeroplane, the all engines climb gradient is:

**6.0%**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 10 Thrust per engine: 30 000N Assumed g: 10m/s² For a straight, steady, wings level climb of a three-engine aeroplane, the all engines climb gradient is:

**8. 0%**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 21 000N Assumed g: 10m/s² For a straight, steady, wings level climb of a four-engine aeroplane, the all engines climb gradient is:

**8.5%**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 28 000N Assumed g: 10m/s² For a straight, steady, wings level climb of a four-engine aeroplane, the one engine inoperative climb gradient is:

**8.5%**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 28 000N Assumed g: 10m/s² For a straight, steady, wings level climb of a three-engine aeroplane, the one engine inoperative climb gradient is:

**2.9%**

·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 one engine inoperative climb gradient is:

**3.7%**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 30 000N Assumed g: 10m/s² For a straight, steady, wings level climb of a three-engine aeroplane, the all engines climb gradient is:

**9. 7 %**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 20 000N Assumed g: 10m/s² For a straight, steady, wings level climb of a four-engine aeroplane, the all engines climb gradient is:

**7.7%**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 50 000N Assumed g: 10m/s² For a straight, steady, wings level climb of a twin engine aeroplane, the all engines climb gradient is:

**11.7%**

·Given: Aeroplane mass: 50 000kg Lift/Drag ratio: 12 Thrust per engine: 21 000N Assumed g: 10m/s² For a straight, steady, wings level climb of a four-engine aeroplane, the one engine inoperative climb gradient is:

**4.3%**

·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:

**15. 7%**

·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:

**15.7%**

·Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 28 000N.; Assumed g: 10m/s².; For a straight, steady, wings level climb of a three-engine aeroplane, the one-engine inoperative climb gradient is:

**2. 9 %**

·Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 20 000N.; Assumed g: 10m/s².; For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb gradient is:

**7. 7 %**

·Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 10.; Thrust per engine: 20 000N.; Assumed g: 10m/s².; For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb gradient is:

**6. 0%**

·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 one-engine inoperative climb gradient is:

**3. 7 %**

·Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 10.; Thrust per engine: 30 000N.; Assumed g: 10m/s².; For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb gradient is

**: 8. 0 %**

·Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 28 000N.; Assumed g: 10m/s².; For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb gradient is:

**8.5%**

·Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 30 000N.; Assumed g: 10m/s².; For a straight, steady, wings level climb of a three-engine aeroplane, the all-engines climb gradient is:

**9. 7 %**

·Given:; Aeroplane mass: 50 000kg.; Lift/Drag ratio: 12.; Thrust per engine: 21 000N.; Assumed g: 10m/s².; For a straight, steady, wings level climb of a four-engine aeroplane, the all-engines climb gradient is:

**8.5%**

·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:

**15. 7%**

·Ground effect has the following influence on the landing distance:

**INCREASES**

·Gyroscopic precession of the propeller is induced by:

**PITCHING AND YAWING**

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

**DECREASING INDUCED DRAG AND CRITICAL ANGLE OF ATTACK**

·High speed buffet is induced by:

**BOUNDARY LAYER SEPARATION DUE TO SHOCK WAVES**

·How are the speeds (shown in the figure) at point 1 and point 2 related to the relative wind/airflow V?

**V1=O AND V2>V**

·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**

·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**

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

**BY INCREASING THE ASPECT RATIO OF THE VERTICAL STABILISER, SHILST MAINTAINING A CONSTANT AREA**

·How can wing flutter be prevented?

**BY LOCATING MASS IN FRONT OF THE TORSION AXIS OF THE WING**

·How does positive camber of an aerofoil affect static longitudinal stability ? It has:

**NO EFFECT, BACAUSE CAMBER OF THE AIRFOIL PRODUCES A CONSTANT PITCH DOWN MOMENT COEFFICIENT, INDEPENDENT OF ANGLE OF ATTACK**

·How does stall speed (IAS) vary with altitude?

**IT REMAINS CONSTANT AT LOWER ALTITUDES BUT INCREASES AT HIGHER ALTITUDES DUE TO COMPRESSIBILITY EFFECTS**

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

**INCREASES WITH INCREASING ALTITUDE**

·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**

·How does the total drag vary as speed is increased from stalling speed (VS) to maximum IAS (VNE) in a straight and level flight at constant weight?

**DECREASING, THEN INCREASING**

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

**10 % LOWER**

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

**10 % REDUCTION**

·How does VMCG change with increasing field elevation and temperature?

**DECREASES, BECAUSE THE ENGINE THRUST DECREASES**

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

**DIFFERENTIAL AILERON DEFLECTION**

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

**STICK SHAKER AND/OR AERODYNAMIC BUFFET**

·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**

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

**AFT OF THE MID CHORD**

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

**WEIGHT IS GREATER THAN LIFT**

·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**

·If an aeroplane flies in the ground effect:

**THE LIFT IS INCREASED AND THE DRAG IS DECREASED**

·If flaps are deployed at constant IAS in straight and level flight, the magnitude of tip vortices will eventually : (flap span less than wing span):

**DECREASE**

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

**INCREASES**

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

**DECREASE**

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

**THE TOTAL FRONT AREA OF ALL THE BLADES TO S**

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

**BECOME FOUR TIMES GREATER**

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

**INCREASE**

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

**DECREASE**

·If the continuity equation is applicable, what will happen to the air density (rho) if the cross sectional area of a tube changes? (low speed, subsonic and incompressible flow):

**RHO1=RHO2**

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

**NOSE-DOWN**

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

**2000 KN**

·if the Mach number is 0.8 and the TAS is 400 kt, what is the speed of sound?

**500 KT**

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

**600 KT**

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

**DECREASE**

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

**A ROLL TO THE LEFT**

·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**

·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**

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

**85 KT**

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

**ITS SENSIVILITY TO DUTCH ROLL INCREASES**

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

**CENTRE OF GRAVITY**

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

**EXPERIENCE AN ANGULAR ACCELERATION ABOUT THAT AXIS**

·If the wing area is increased, lift will

**: INCREASE BACAUSE IT IS DIRECTLY PROPORTIONAL TO WING AREA**

·If you decrease the propeller pitch during a glide with idle-power at constant IAS the lift to drag ratio will:

**DECREASE AND THE RATE OF DESCENT WILL INCREASE**

·If you increase the propeller pitch during a glide with idle-power at constant IAS the lift to drag ratio will:

**INCREASE AND THE RATE OF DESCENT WILL DECREASE**

·If you pull back the RPM lever of a constant speed propeller during a glide with idle power and constant speed, the propeller pitch will:

**INCREASE AND THE RATE OF DESCENT WILL DECREASE**

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

**A NOSE-DOWN PITCHING MOMENT**

·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**

·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**

·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 SMAALL, (II) DISPLACED TOWARDS THE HIGH WING**

·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 TOWARD THE LOW WING**

·In a stationary subsonic streamline flow pattern, if the streamlines converge, in this part of the pattern, the static pressure (I) will ...and the velocity (II) will

**...: (I) DECREASE, (II) INCREASE**

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

**GREATER THAN IN STRAIGHT AND LEVEL FLIGHT, BECAUSE IT MUST BALANCE THE WEIGHT AND GENERATE THE CENTRIPETAL FORCE**

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

**N GREATER THAN 1, VS HIGUER THAN IN STRAIGHT AND LEVEL FLIGHT**

·In a steady straight climb at climb angle 'gamma', the lift of an aeroplane with weight W is approximately:

**W*COS(GAMMA)**

·In a steady, horizontal, co-ordinated turn:

**THRUST EQUALS DRAG, BECAUSE THERE IS EQUILIBRIUM OF FORCES ALONG THE DIRECTION OF FLIGHT**

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

**? LIFT IS LESS THAN WEIGHT, LOAD FACTOR IS LESS THAN 1**

·In a straight, steady climb the thrust must be:

**GREATER THAN THE**

**DRAG BECAUSE IT MUST ALSO BALANCE A COMPONENT OF WEIGHT**

·In case of supersonic flow retarded by a normal shock wave a high efficiency (low loss in total pressure) can be obtained if the Mach number in front of the shock is:

**SMALL BUT STILL SUPERSONIC**

·In case the Mach trimmer fails:

**THE MACH NUMBER MOST BE LIMITED**

·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**

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

**EFFECTIVENESS OF TRIM TABS IS INSUFFICIENT FOR THOSE AEROPLANES**

·In general, control forces are reduced by:

**A HORN BALANCE, SERVO TAB AND SPRING TAB**

·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 combination that regroups all of the correct statements is:

**1, 4, 5**

·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 combination that regroups all of the correct statements iS:

**2, 3, 6**

·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 combination that regroups all of the correct statements is:

**1, 4, 5**

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

**INCREASED AND THE TURN RADIUS WILL INCREASE**

·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**

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

·In order to perform a steady level turn at constant speed in an aeroplane, the pilot must:

**INCREASE THRUST/POWER AND ANGLE OF ATTACK**

·In order to provide an adequate "buffet boundary" at the commencement of the cruise a speed of 1.3Vs is used. At a mass of 120000 kg this is a CAS of 180 knots. If the mass of the aeroplane is increased to 135000 kg the value of 1.3Vs will be:

**INCREASE TO 191 KNOTS, DRAG WILL INCREASE AND AIR DISTANCE PER KG OF FUEL WILL DECREASE**

·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:

**59%**

·In straight and level flight, as speed is reduced: THE ELEVATOR IS

**DEFLECTED FURTHER UPWARDS AND THE TRIM TAB FURTHER DOWNWARDS**

·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**

·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**

·In supersonic flight aerofoil pressure distribution is:

**RECTANGULAR**

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

**WITHIN A CONICAL ZONE, DEPENDENT ON THE MACH NUMBER**

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

**WITHIN A CONICAL ZONE, DEPENDENT ON THE MACH NUMBER**

·In the event of failure of the Mach trimmer:

**THE MACH NUMBER MUST BE LIMITED**

·In the transonic range lift will decrease at the shock stall due to the:

**SEPARATION OF THE BOUNDARY LAYER AT THE SHOCK WAVES**

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

**MACH NUMBER**

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

**AILERON DEFLECTION ONLY PARTLY AFFECT THE PRESSURE DISTRIBUTION AROUND THE WING**

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

**THE LEFT ENGINE IS THE CRITICAL ENGINE**

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

**CRUISE**

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

**1) DECREASES AND (2) INCREASES**

·In what way is the longitudinal stability affected by the degree of positive camber of the aerofoil?

**NO EFFECT, BECAUSE CAMBER OF THE AEROFOIL PRODUCES A CONSTANT PITCH DOWN MOMENT COEFFICIENT, INDEPENDANT OF ANGLE OF ATTACK**

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

**THE LAST PART OF THE ROTATION**

·In which situation would the wing lift of an aeroplane in straight and level flight have the highest value?

**FORWARD CENTRE OF GRAVITY AND IDLE THRUST**

·Increase of wing loading will

**: INCREASE THE STALL SPEEDS**

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

**THE DRAG INCREASES**

·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 dynamic pressure will have the following effect on the drag of an aeroplane (all other factors of importance remaining constant):

**AT SPEEDS GREATER THAN THE MINIMUM DRAG SPEED, DRAG INCREASES**

·Increasing the aspect ratio of a wing:

**DECREASES INDUCED DRAG**

·Increasing the number of propeller blades will:

**INCREASE THE MAXIMUM ABSORPTION OF POWER**

·Induced drag at constant IAS is affected by:

**AEROPLANE WEIGHT**

·Induced drag is created by the:

**SPAINWISE FLOW PATTERN RESULTING IN THE TIP VORTICES**

·Induced drag is the result of:

**DOWNWASH GENERATED BY TIP VORTICES**

·Induced drag may be reduced by:

**AN INCREASE IN ASPECT RATIO**

·Interference drag is the result of:

**AERODYNAMIC INTERACTION BETWEEN AEROPLANE PARTS (E.G. WING/FUSELAGE)**

·Is a transport aeroplane allowed to fly at a higher Mach number than the 'buffet-onset' Mach number in 1g flight?

**NO, THIS IS NOT ACCEPTABLE**

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

**UPPER SIDE OF THE WING**

·Lift is generated when:

**THE FLOW DIRECTION OF A CERTAIN MASS OF AIR IS CHANGED**

·Lift is the :

**COMPONENT OF THE TOTAL AERODYNAMIC FORCE, PERPENDICULAR TO THE LOCAL FLOW**

·Load factor is increased by:

**UPWARD GUSTS**

·Load factor is:

**LIFT/WEIGHT**

·Longitudinal stability is directly influenced by:

**CENTRE OF GRAVITY POSITION**

·Longitudinal static stability is created by the fact that the:

**CENTRE OF GRAVITY IS LOCATED IN FRONT OF THE NEUTRAL POINT OF THE AEROPLANE**

·Low speed pitch up is caused by the

**: OUTWARD DRIFT OF THE BOUNDARY LAYER ON A SWEPT-BACK WING**

·Low speed pitch up is caused by the:

**SPANWISE FLOW ON A SWEPT BACK WING**

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

**INCREASE WITH PODDED ENGINES LOCATED BENEATH A LOW-MOUNTED WING**

·Mach buffet occurs:

**AT THE MACH NUMBER AT WHICH SHOCK WAVE INDUCED BOUNDARY LAYER SEPARATION OCCURS**

·Mass-balancing of control surfaces is used to:

**PREVENT FLUTTER OF CONTROL SURFACES**

·Mcrit is increased by:

**SWEEPBACK, THIN AEROFOILS AND AREA RULING**

·Mcrit is the free stream Mach Number at which:

**SOWHERE ABOUT THE AIRFRAME MACH 1 IS REACHED LOCALLY**

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

**MAXIMUM CL-CD RATIO**

·Negative tail stall is

**: A SUDDEN REDUCTION IN THE DOWNWARD AERODYNAMIC FORCE ON THE TAILPLANE**

·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**

·On a large transport aeroplane, the auto-slat system:

**EXTENDS THE SLATS AUTOMATICALLY WHEN A CERTAIN VALUE OF ANGLE OF ATTACK IS EXCEEDED**

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

**IS CAUSED BY WINGTIP STALL**

·On a symmetrical aerofoil, the pitching moment for which Cl=0 is:

**ZERO**

·On a un-swept wing, when the aerofoil is accelerated from subsonic to supersonic speeds, the aerodynamic centre :

**SHIFTS FROM ABOUT 25% TO ABOUT 50% OF THE AIRFOIL CHORD**

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

**AN INCREASE IN WING AREA AND CAMBER**

·On an asymmetrical, single curve aerofoil, in subsonic airflow, at low angle of attack, when the angle of attack is increased, the centre of pressure will (assume a conventional transport aeroplane):

**MOVE FORWARD**

·One advantage of a movable-stabiliser system compared with an elevator trim system is that:

**IT IS MORE EFFECTIVE MEANS OF TRIMMING**

·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**

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

**TO IMPROVE THE AERODYNAMIC EFFICIENTY OF THE VERTICAL FIN**

·One disadvantage of wing sweepback is:

**THE TENDENCY OF THE WINGTIP SECTION TO STALL PRIOR TO THE WING ROOT SECTION**

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

**IT HAS LESS TENDECY TO SEPARATE FROM THE SURFACE**

·One method to compensate adverse yaw is:

**A DIFERENTIAL AILERON**

·One of the requirements for positive dynamic stability is:

**POSITIVE STATIC STABILITY**

·Outboard ailerons (if present) are normally used:

**IN LOW SPEED FLIGHT ONLY**

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

**ROLL TO THE LEFT IN THE CASE OF A SIDESLIP (WITH THE AIRPLANE NOSE POINTING TO THE LEFT OF THE INCOMING FLOW)**

·Positive static longitudinal stability means that a:

**NOSE-DOWN MOMENT OCCURS AFTER ENCOUNTERING AN UP-GUST**

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

**: THE INITIAL TENDENCY IS TO RETURN TOWARDS ITR EQUILIBRIUM CONDITION**

·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**

·Propeller blade twist is the:

**VARYING OF THE BALDE ANGLE FROM THE ROOT TO THE TIP OF A PROPELLER BLADE**

·Propeller efficiency is:

**THE RATIO OF POWER AVAILABLE (THRUST * TAS) TO SHAFT POWER. (TORQUE*RPM)**

·Propeller efficiency may be defined as the ratio between:

**USABLE (POWER AVAILABLE) POWER OF THE PROPELLER AND SHAFT POWER**

·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:

**I IS INCORRECT AND II IS INCORRECT**

·Regarding a positively cambered aerofoil section, which statement is+L7901 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:

**I IS CORRECT AND II IS CORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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:

**I IS INCORRECT AND II IS CORRECT**

·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 Stahl:

**I IS INCORRECT, II IS INCORRECT**

·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 that exhibits abnormal stall characteristics:

**1 CORRECT, 2 INCORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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 Stahl: 1

**AND 2 ARE INCORRECT**

·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 that exhibits abnormal stall characteristics:

**1 AND 2 ARE INCORRECT**

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

**BE 4 TIMES GREATER**

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

**: ALSO DOUBLE**

·Regarding the transonic speed range

**: BOTH SUBSONIC AND SUPERSONIC SPEEDS EXIST IN THE FLOW AROUND THE AEROPLANE**

·Rolling is the rotation of the aeroplane about the:

**LONGITUDINAL AXIS**

·Rotation about the lateral axis is called:

**PITCHING**

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

**AILERON DEFLECTION AND/ OR RUDDER DEFLECTION**

·Rotation around the longitudinal axis is called:

**ROLLING**

·Rotation around the normal axis is called:

**YAWING**

·Select if the following statements are correct or incorrect.; i. When the propeller tip speed is supersonic the prop noise doesnt increase.; ii. When the propeller tip speed is supersonic it is less efficient

**; I INCORRECT, II CORRECT**

·Sensitivity for spiral dive will occur when:

**THE STATIC DIRECTIONAL STABILITY IS POSITIVE AND THE STATIC LATERAL STABILITY IS RELATIVELY WEAK**

·Shock induced separation can occur:

**BEHIND A STRONG NORMAL SHOCK WAVE, INDEPENDANT OF ANGLE OF ATTACK**

·Shock induced separation results in:

**DECREASING LIFT**

·Shock stall:

**OCCURS WHEN THE LIFT COEFICIENT, AS A FUNCTION OF MACH NUMBER, REACHES ITS MAXIMUM VALUE**

·Slat extension will:

**INCREASE THE CRITICAL ANGLE OF ATTACK**

·Slat extension:

**DELAYS THE STALL TO A HIGHER ANGLE OF ATTACK**

·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**

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

**APPLY AREA RULE**

·Spoiler extension causes

**: AN INCREASE IN DRAG AND DECREASE IN LIFT**

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

**ASSIST THE AILERONS**

·Stall speed (IAS) varies with:

**WEIGHT**

·Static directional stability is mainly provided by:

**THE FIN**

·Static directional stability is the:

**TENDENCY OF AN AEROPLANE TO RECOVER FROM A SKID WITH THE RUDDER FREE**

·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 TENDECY TO SPIRAL DIVE**

·Static lateral stability will be decreased by:

**INCREASING WING ANHEDRAL**

·Static lateral stability will be decreased by:

**REDUCING WING SWEEPBACK**

·Static lateral stability will be decreased by:

**TO USE OF A LOW, RATHER THAN A HIGH, WING MOUNTING**

·Static lateral stability will be increased by:

**INCREASING WING SWEEPBACK**

·Static lateral stability will be increased by:

**REDUCING WING ANHEDRAL**

·Static lateral stability will be increased by:

**THE USE OF A HIGH, RATHER THAN LOW, WING MOUNTING**

·Static pressure is acts:

**IN ALL DIRECTIONS**

·Static stability means that:

**FOLLOWING A DISTURBANCE FROM THE EQUILIBRIUM CONDITION, A FORCE AND/OR MOMENT IS GENERATED THAT TENDS TO COUNTER THE EFFECTS OF THAT DISTURBANCE**

·Stick force per g:

**IS DEPENDANT ON CG LOCATION**

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

**ELEVATOR DEFLECTION, DYNAMIC PRESSURE**

·Sweepback of a wing positively influences:1. static longitudinal stability.2. static lateral stability.3. dynamic longitudinal stability.The combination that regroups all of the correct statements is

**: 2**

·Taper ratio of a wing is the ratio between:

**TIP CHORD AND ROOT CHORD**

·The "short period mode" is an:

**OSCILLATION ABOUT THE LATERAL AXIS**

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

**(1) FORWARD CG MOVEMENT (2) FORWARD CG MOVEMENT**

·The (subsonic) static pressure:

**DECREASES IN A FLOW IN A TUBE WHEN THE DIAMETER DECREASES**

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

**WAVE DRAG**

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

**THE PITCHING MOMENT COEFFICIENT DOES NOT VARY WITH ANGLE OF**

**ATTACK**

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

**POSITIVE**

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

**THE AIRSTREAM VELOCITY**

·The aerofoil polar is:

**A GRAPH OF THE RELATION BETWEEN THE LIFT COEFFICIENT AND THE DRAG COEFFICIENT**

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

**PARASITE DRAG IS EQUAL TO INDUCED DRAG**

·The aeroplane motion, schematically illustrated in the annex, is an example of a dynamically:

**UNSTABLE PERIODIC MOTION**

·The aft CG limit can be determined by the:

**MINIMUM ACCEPTABLE STATIC LONGITUDINAL STABILITY**

·The aft movement of the centre of pressure during the acceleration through the transonic flight regime will:

**INCREASE THE STATIC LONGITUDINAL STABILITY**

·The airload on the horizontal tailplane (tailload) of an aeroplane in straight and level cruise flight:

**IS IN GENERAL DIRECTED DOWNWARDS AND WILL BECOME LESS NEGATIVE WHEN THE C. G. MOVES AFT**

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

**ANGLE OF INCIDENSE**

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

**ANGLE OF ATTACK**

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

**LOCAL AIR SPEED VECTOR**

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

**RPM INCREASES AND FORWARD VELOCITY DECREASES**

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

**RESULTANT AIR SPEED VECTOR**

·The angle of attack of a rotating propeller blade element shown in the annex is

**: ANGLE 1**

·The angle of attack of a rotating propeller blade element shown in the annex is:

**ANGLE 1**

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

**THE CHORD LINE OF THE AIRFOIL AND THE FREE STREAM DIRECTION**

·The angle of attack of a wing profile is defined as the angle between:

**THE UNDISTURBED AIRFLOW AND THE CHORDLINE**

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

**UNDISTURBED AIRFLOW AND THE CHORD LINE**

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

**CHORD LINE AND THE RELATIVE UNDISTURBED AIRFLOW**

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

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

**PRODUCES LEFT YAW**

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

**TAS**

·The blade angle of a propeller is usually referenced at:

**75% OF BLADE RADIUS**

·The blade angle of a rotating propeller blade element shown in the annex is:

**ANGLE 2**

·The blade angle of a rotating propeller blade element shown in the annex is:;

**ANGLE 2**

·The boundary layer of a wing is:

**A LAYER ON THE WING IN WHICH THE STREAM VELOCITY IS LOWER THAN THE FREE STREAM VELOCITY**

·The boundary layer of a wing is:

**A LAYER ON THE WING IN WHICH THE STREAM VELOCITY IS LOWER THAN THE FREE STREAM VELOCITY**

·The bow wave will first appear at

**: A MACH NUMBER JUST ABOVE M=1**

·The centre of gravity moving aft will:

**INCREASE THE ELEVATOR UP EFFECTIVENESS**

·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 10 KT FROM THE TRIMMED POSITION AT LOW SPEED HAS MORE EFFECT ON THE STICK FORCE,THAN AN INCREASE OF 10 KT FROM THE TRIMMED POSITION AT HIGH SPEED**

·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 10 KT FROM THE TRIMMED POSITION AT HIGH SPEED HAS LESS EFFECT ON THE STICK FORCE, THAN AN INCREASE OF 10 KT FROM THE TRIMMED POSITION AT LOW SPEED**

·The Cl - alpha curve of a positive cambered aerofoil intersects with the vertical axis of the Cl - alpha graph:

**ABOVE THE ORIGIN**

·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 TENDECY TO PITCH DOWN**

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

**IS POSITIVE**

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

**: DEPENDS ON CG LOCATION RELATIVE TO THE WING….**

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

**POSITIVE**

·The contribution to the static directional stability of a straight wing with high aspect ratio and without dihedral:

**IS ALWAYS NEGLIGIBLE**

·The correct drag formula is:

**D= CD ½ RHO V2S**

·The correct sequence of cross-sections representing propeller blade twist is:

**SEQUENCE 1**

·The correct sequence of cross-sections representing propeller blade twist is:

**SEQUENCE 3**

·The correct sequence of cross-sections representing propeller blade twist is:

**SEQUENCE 4**

·The correct sequence of cross-sections representing propeller blade twist is

**: SEQUENCE 2**

·The critical angle of attack:

**REMAINS UNCHANGED REGARDLESS OF GROOS WEIGHT**

·The critical Mach number can be increased by:

**SWEEPBACK OF THE WINGS**

·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 critical Mach Number of an aeroplane can be increased by:

**SWEEPBACK OF THE WINGS**

·The critical Mach number of an aeroplane is the free stream Mach number that produces the first sign of:

**LOCAL SONIC FLOW**

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

**ABOVE WHICH, LOCALLY SUPERSONIC FLOW EXISTS SOMEWHERE OVER THE AEROPLANE**

·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**

·The diagram representing a feathered propeller is:

**DIAGRAM 3**

·The diagram shows the parameter X versus TAS. If a horizontal flight is considered the axis X shows:

**THE INDUCED DRAG**

·The diagram that correctly represents the aerodynamic forces acting on a propeller in reverse thrust is:

**DIAGRAM 2**

·The diagram that correctly represents the aerodynamic forces acting on a propeller in normal flight is:

**DIAGRAM 1**

·The diagram that correctly represents the aerodynamic forces acting on a windmilling propeller is:

**DIAGRAM 4**

·The diagram that correctly represents the propeller in the feathered position is:

**DIAGRAM 3**

·The diagram the letter which correctly represents the Angle of Advance (Helix Angle) is:

**D**

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

**THE HELIX ANGLE**

·The difference between IAS and TAS will:

**DECREASE WITH DECREASING ALTITUDE**

·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 ASYMETRIC CAUSES A LARGE DIFFERENCE IN CLMAX**

·The effect of a positive wing sweep on static directional stability is as follows:

**STABILIZING EFFECT**

·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**

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

**STABILIZING EFFECT**

·The effect of increasing angle of sweep is:

**AN INCREASE IN THE CRITICAL MACH NUMBER**

·The effect of the wing downwash on the static longitudinal stability of an aeroplane is:

**NEGATIVE**

·The effect on static lateral stability of an aeroplane with a high wing as compared with a low wing is:

**A POSITIVE DIHEDRAL EFFECT**

·The effect on static stability of an aeroplane with a high wing as compared to a low wing is:

**A POSSITIVE DIHEDRAL EFFECT**

·The effective pitch of a propeller is the:

**ACTUAL DISTANCE A PROPELLER ADVANCES IN ONE REVOLUTION**

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

**DECREASE OF CLMAX AND INCREASE OF DRAG**

·The elevator deflection required for a given manoeuvre will be:

**LARGER FOR A FORWARD CG POSITION WHEN COMPARED TO AN AFT POSITION**

·The elevator deflection required for a given manoeuvre will be:

**LARGE AT LOW IAS WHEN COMPARED TO HIGH IAS**

·The elevator deflection required for a given manoeuvre will be:

**SMALLER AT HIGH IAS WHEN COMPARED TO LOW IAS**

·The elevator deflection required for a given manoeuvre will be:

**SMALLER FOR A AFT CG POSITION WHEN COMPARED TO AN FORWARD POSITION**

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

**: VD**

·The flight Mach number is 0.8 and the TAS is 400 kts. The speed of sound is:

**500 KTS**

·The following factors increase stall speed:

**AN INCREASE IN LOAD FACTOR, A FORWARD CG SHIFT, DECREASE IN THRUST**

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

**NEWTON**

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

**RELATIVE WIND/AIRFLOW**

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

**M=TAS/A**

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

**THRUST, LIFT, DRAG AND WEIGHT**

·The frontal area of a body, placed in a certain airstream is increased by a factor 3. The shape will not alter. The aerodynamic drag will increase with a factor:

**3**

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

**LONGITUDINAL AXIS**

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

**: CAUSE A VENTURI EFFECT WHICH ENERGIZES THE BOUNDARY LAYER**

·The function of the stick pusher is:

**TO ACTIVATE AND PUSH THE STICK FORWARD AT OR BEYOND A CERTAIN VALUE OF ANGLE OF ATTACK**

·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 ADITTION TO THE CHORDWISE SPEED COMPONENT**

·The geometric pitch of a propeller is the:

**THEORETICAL DISTANCE A PROPELLER WOULD ADVANCE IN ONE REVOLUTION AT ZERO BLADE ANGLE OS ATTACK**

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

**THE GRADIENT OF THE CL-ALPHA INCREASES**

·The helix or advance angle of a rotating propeller blade element shown in the annex is:

**ANGLE 3**

·The high lift device shown in the figure below is a:

**KRUEGER FLAP**

·The high lift device shown in the figure is a:

**SLAT**

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

**COMPRESSIBILITY EFFECTS**

·The induced angle of attack is the result of:

**DOWNWASH DUE TO TIP VORTICES**

·The induced angle of attack is:

**THE ANGLE BY WHICH THE RELATIVE AIRFLOW IS DEFLECTED DUE TO DOWNWASH**

·The induced drag coefficient, CDi is proportional with:

**CL2**

·The induced drag:

**INCREASES AS THE LIFT COEFFICIENT INCREASES**

·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:

**1.71**

·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:

**1.45**

·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:

**2.13**

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

**BELOW THE ORIGIN**

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

**TO THE RIGHT OF THE ORIGIN**

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

**: TO THE LEFT OF THE ORIGIN**

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

**AT THE ORIGIN**

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

**IS MAINLY CAUSED BY SUCTION ON THE UPPERSIDE OF THE AEROFOIL**

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

**L=CL**

**1/2RHO*V2*S**

·The lift formula is: (rho = density):

**L=CL ½ RHO V2S**

·The lift of an aeroplane of weight W in a constant linear climb with a climb angle (gamma) is approximately:

**WCOS.GAMMA**

·The lift to drag ratio determines the:

**HORIZONTAL GLID DISTANCE FROM A GIVEN ALTITUDE AT ZERO WIND AND ZERO THRUST**

·The lift- and drag forces, acting on a wing cross section:

**DEPEND N THE PRESSURE DISTRIBUTION ABOUT THE WING CROOS SECTION**

·The load factor is greater than 1 (one):

**WHEN LIFT IS GREATER THAN WEIGHT**

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

**SHIFT FORWARD**

·The loss of total pressure in a shock wave is due to the fact that:

**KINETIC ENERGY IN THE FLOW IS CONVERTED INTO HEAT ENERGY**

·The Mach number is the ratio between the:

**TAS OF THE AEROPLANE AND SPEED OF SOUND OF THE UNDISTURBED FLOW**

·The Mach number is the ratio between the:

**TAS OF THE AEROPLANE AND THE SPEED OF SOUND OF THE UNDISTURBED FLOW**

·The Mach trim system will prevent:

**TUCK UNDER**

·The Mach trim system will:

**ADJUST THE STABILISER, DEPENDING ON THE MACH NUMBER**

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

**CHANGES IN THE POSITION OF CENTRE OF PRESSURE**

·The main function of a trailing edge flap is to:

**INCREASE THE MAXIMUM LIFT COEFICIENT OF THE WING**

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

**IMPROVE THE LOW SPEED HANDLING CHARACTERISTICS**

·The manoeuvrability of an aeroplane is best when the:

**CG IS ON THE AFT CG LIMIT**

·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):

**UNDEFINED**

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

**DEPENDS ON AEROPLANE MASS AND PRESSURE ALTITUDE**

·The maximum acceptable cruising altitude is limited by a minimum acceptable loadfactor because exceeding that altitude:

**TURBULENCE MAY INDUCE MACH BUFFET**

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

**REQUIRED MINIMUM VALUE OF THE STICK FORCE PER G**

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

**IN A HEADWIND AT A CONSTANT AIRPLANE MASS COMPARED WITH ZERO WIND**

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

**IN A TAILWIND AT A CONSTANT AEROPLANE MASS COMPARED WITH ZERO WIND**

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

**THE CHORD OF A RECTANGULAR WING WITH THE SAME MOMENT AND LIFT**

·The mean geometric chord of a wing is the:

**WING AREA DIVIDED BY THE WING SPAN**

·The most aft 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.; The combination that regroups all of the correct statements is:

**1, 3**

·The most forward CG location may be limited by: 1. insufficient flare capability. 2. excessive in-flight manoeuvrability. 3. insufficient in-flight manoeuvrability.The combination that regroups all of the correct statements is:

**1. 3**

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

**POSITION OF THE AEROPLANES CENTRE OF GRAVITY**

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

**REDUCTION IN CLMAX**

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

**AN INCREASE IN STATIC LONGITUDINAL STABILITY**

·The neutral point of an aeroplane is the point where:

**THE AEROPLANE BECOMES LONGITUDINALLY UNSTABLE WHEN THE CG IS MOVED BEYOND IT IN AN AFT DIRECTION**

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

**MINIMUM GLIDE ANGLE AND THE PARASITE DRAG COEFFICIENT**

·The pitch angle is defined as the angle between the:

**LONGITUDINAL AXIS AND THE HORIZONTAL PLANE**

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

**WING TIP STALLING FIRST**

·The pitch up tendency of an aeroplane with swept back wings during a stall is caused by the:

**FORWARD MOVEMENT OF THE CENTRE OF PRESSURE**

·The pitching moment 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

**: LINE 2**

·The point in the annex showing zero lift is:

**POINT A**

·The point in the diagram giving the lowest speed in unaccelerated flight is:

**POINT 4**

·The point in the figure corresponding to CL for minimum horizontal flight speed is:

**POINT D**

·The point on the diagram corresponding to the minimum value of drag is:

**POINT 2**

·The point on the diagram corresponding to the minimum value of the drag coefficient is:

**POINT 1**

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

**THE CENTRE OF PRESSURE**

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

**CENTRE OF PRESSURE**

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

**CL AND CD**

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

**: LIFT COEFFICIENT CI AND DRAG COEFFICIENT CD**

·The position of the centre of pressure on an aerofoil of an aeroplane cruising at supersonic speed when compared with that at subsonic speed is:

**FURTHER AFT**

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

**2.0**

·The positive manoeuvring limit load factor for a light aeroplane in the utility category in the clean configuration is:

**4.4**

·The primary purpose of dihedral is to:

**INCREASE STATIC LATERAL STABILITY**

·The purpose of a dorsal fin is to:

**MAINTAIN STATIC DIRECTIONAL STABILITY AT LARGE SIDESLIP ANGLES**

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

**REDUCED STALL SPEED, INCREASE CLMAX WITH MINIMUM INCREASE IN DRAG FOR TAKE-OFF, BUT WITH A RELATIVALY HIGH DRAG FOR APPROACH AND LANDING**

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

**0. 75 R**

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

**TRANSONIC RANGE**

·The relationship between induced drag and the aspect ratio is: A

**DECREASE IN THE ASPECT RATIO INCREASES THE INDUCED DRAG**

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

**VA>=VS* SQRT (2.5)**

·The relative thickness of an aerofoil is expressed in: % CHORD

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

**STAGNITION POINT**

·The sequence which correctly represents blade twist at the given sections is:

**SEQUENCE 4**

·The shape of the gust load diagram is also determinated by the following three vertical speed in ft/s (clean configuration) :

**25, 50, 6**

·The SI unit of measurement for density is:

**KG/M3**

·The SI unit of measurement for pressure is:

**N/M2**

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

**(I) KG/M3, (II) N**

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

**BUFFET ONSET LIMITATIONS NORMALLY**

**BECOME LIMITING**

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

**SHOCK WAVES AROUND THE AEROPLANE**

·The span-wise flow is caused by the difference between the air pressure on top and beneath the wing and its direction of movement goes from:

**BENEATH TO THE TOP OF THE WING VIA THE WING TIP**

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

**: LOWER TO THE UPPER SURFACE VIA THE WING TIP**

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

**(CL/CD) MAX**

·The speed for minimum glide angle occurs at an angle of attack that corresponds to: ; (assume zero thrust; ^ ¡K denotes power of ¡K):

**(CL/CD) MAX**

·The speed of sound is determined only by:

**TEMPERATURE**

·The speed range between high- and low speed buffet:

**INCREASES DURING A DESCENT AT A CONSTANT IAS**

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

**SUPERSONIC RANGE**

·The stall speed (IAS) will change according to the following factors:

**MAY INCREASE WITH ALTITUDE, ESPECIALLY HIGH ALTITUDE, WILL INCREASE DURING ICING CONDITIONS AND WILL INCREASE WHEN THE C.G. MOVES FORWARD**

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

**WHEN, DURING A MANOEUVRE, THE AEROPLANE NOSE IS SUDDENLY PUSHED FIRMLY DOWNWARDS (E.G. AS IN A PUSH OVER)**

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

**: 1.41**

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

**PULLING OUT OF A DIVE**

·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:

**SPEED= VS, LOAD FACTOR=+1**

·The stall speed lines in the manoeuvring load diagram originate from a point where the:

**SPEED=0, LOAD FACTOR=0**

·The stall speed:

**INCREASES WITH AN INCREASED WEIGHT**

·The stalling speed in IAS will change according to the following factors:

**INCREASE DURING TURN, INCREASED MASS AND FORWARD C.G. LOCATION**

·The stalling speed in IAS will change according to the following factors

**: MAY INCREASE DURING TURBULENCE AND WILL ALWAYS INCREASE WHEN BANKING IN A TURN**

·The stick force per g of a heavy transport aeroplane is 300 N/g.

·The stick shaker stalling is taken from:

**IAS**

·The subsonic speed range:

**ENDS AT MCRIT**

·The tab in the figure represents:

**A BALANCE TAB THAT ALSO FUNCTIONS AS A TRIM TAB**

·The tab in the figure represents:

**A SERVO TAB**

·The tendency to Dutch roll increases when:

**THE STATIC LATERAL STABILITY INCREASES**

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

**THE ANGLE BETWEEN THE WING CHORD LINE AND THE DIRECTION OF THE RELATIVE WIND/AIRFLOW**

·The terms "q" and "S" in the lift formula are:

**DYNAMIC PRESSURE AND THE AREA OF THE WING**

·The torque effect during the take off run in respect of a right hand propeller, when viewed from behind, will tend to:

**ROLL THE AIRPLANE TO THE LEFT**

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

**LOW AEROPLANE SPEED AND MAXIMUM ENGINE POWER**

·The total drag of a three dimensional wing consists of:

**INDUCED DRAG AND PARASITE DRAG**

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

**PRESSURE DRAG AND SKIN FRICTION DRAG**

·The trailing edge flaps when extended :

**DEGRADE THE BEST ANGLE OF GLIDE**

·The transition point is the point where:

**THE BOUNDARY LAYER CHANGES FROM LAMINAR TO TURBULENT**

·The transition point is where the boundary layer changes from:

**LAMINAR INTO TURBULENT**

·The true airspeed (TAS) is

**: LOWER THAN THE INDICATED AIRSPEED(IAS) AT ISA CONDITIONS AND ALTITUDES BELOW SEA LEVEL**

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

**A DEEP STALL**

·The unit of measurement for density is:

**KG/M3**

·The unit of measurement of pressure is:

**PSI**

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

**(I) N/M2, (II) N/M2**

·The use of a slot in the leading edge of the wing enables the aeroplane to fly at a slower speed because

**: IT DELAYS THE STALL AT A HIGHER ANGLE OF ATTACK**

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

**1/V2**

·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 flight is:

**225 N**

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

**SQUARE OF THE SPEED**

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

**STAGNITION POINT**

·The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in:

**FIGURE 4**

·The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in:

**FIGURE 1**

·The variation of propeller efficiency of a fixed pitch propeller with TAS at a given RPM is shown in:

**FIGURE 3**

·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 WHICK THE STALL OCCURS**

·To increase the critical Mach number a conventional aerofoil should:

**HAVE A LOW THICKNESS TO CHORD RATIO**

·Total drag is the sum of:

**PARASITE DRAG AND INDUCED DRAG**

·Total pressure is: (rho = density):

**STATIC PRESSURE PLUS DYNAMIC PRESSURE**

·Trailing edge flap extension will:

**DECREASE THE CRITICAL ANGLE OF ATTACK AND INCREASE THE VALUE OF CL MAX**

·Trailing edge flaps once extended:

**DEGRADE THE BEST ANGLE OF GLIDE**

·True airspeed (TAS) is:

**LOWER THAN THE INDICATED AIRSPEED**

**(IAS) AT ALTITUDES BELOW SEA LEVEL, UNDER ISA CONDITIONS**

·Ttotal pressure is:

**STATIC PRESSURE PLUS THE DYNAMIC PRESSURE**

·Tuck under will happen:

**ONLY ABOVE THE CRITICAL MACH NUMBER**

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

**THE CENTRIPETAL FORCE**

·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 LIFT COEFICIENT OF A IS GREATER THAN THAT OF B**

·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 TURN RADIUS OF A IS LESS THAN THAT OF B**

·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 LOAD FACTOR OF A AND B ARE THE SAME**

·Two identical aircraft 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 that of B is 200 kt:

**THE RATE OF TURN OF A IS GREATER THAN THAT OF B**

·Two methods to increase the critical Mach number are:

**THIN AEROFOILS AND SWEEPBACK OF THE WING**

·Upon extension of a spoiler on a wing:

**CD IS INCREASED AND CL IS DECREASED**

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

**CL AND CD INCREASE**

·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**

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

**THE STICK POSITION STABILITY REMAINING CONSTANT**

·VA is:

**THE MAXIMUM SPEED AT WHICH MAXIMUM ELEVATOR DEFLECTION UP IS ALLOWED**

·VLE is defined as the:

**MAXIMUM LANDING GEAR EXTENDED SPEED**

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

**ALTHOUGHT MORE BANK REDUCES VMCA, TOO MUCH BANK MAY LEAD TO FIN STALL**

·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.; The combination that regroups all of the correct statements is:

**1 AND 2 ARE CORRECT**

·VMCL is the:

**MINIMUM CONTROL SPEED APPROACH AND LANDING**

·VMO:

**SHOULD BE NOT GREATER THAN VC**

·Vortex generators mounted on the upper wing surface will:

**DECREASE THE SHOCK WAVE INDUCED SEPARATION**

·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

**: DECREASE WAVE DRAG**

·Vortex generators:

**TRANSFER ENERGY FROM THE FREE AIRFLOW INTO THE BOUNDARY LAYER**

·VRA is:

**THE RECOMENDED TURBULENCE PENETRATION AIRSPEED**

·What are the primary roll controls on a conventional aeroplane

**? THE AILERONS**

·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 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 WEIGHTS AND ALTITUDES**

·What decreases the maximum ground distance during a glide with zero thrust?

**A HEADWIND WITH CONSTANT AEROPLANE MASS**

·What factors determine the distance travelled over the ground of an aeroplane in a glide?

**THE WIND AND THE LIFT/DRAG RATIO, WHICH CHANGES WITH ANGLE OF ATTACK**

·What increases the stalling angle of attack? Use of:

**SLATS**

·What is the approximate diameter of a steady, level, co-ordinated turn with a bank angle of 30 degrees and a speed (TAS) of 500 kt?

**23 KM**

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

**1 KM**

·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?

**12 KM**

·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?

**70000 N**

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

**(I) IS LESS THAN (II)**

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

**INCREASING MASS INCREASES SHOCK WAVE INTENSITY**

·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?

**(1) REDUCES (2) REDUCES**

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

**NO EFFECT**

·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**

·What is the effect of high aspect ratio of an aeroplane's wing on induced drag?

**IT IS REDUCED BECAUSE THE EFFECT OF WING-TIP VORTICES IS REDUCED**

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

**INCREASE PARASITE DRAG, DECREASE INDUCED DRAG**

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

**WING AREA AND CAMBER INCREASE**

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

**INDUCED DRAG DECREASES, BECAUSE THE EFFECT OF TIP VORTICES DECREASES**

·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**

·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**

·What is the fundamental difference between a trim tab and a servo tab?

**THE PURPUSE OF A TRIM TAB IS TO REDUCE CONTINUOUS STICK FORCE TO ZERO, A SERVO TAB ONLY REDUCES STICK FORCE**

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

**30 DEGREES**

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

**CRITICAL MACH NUMBER**

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

**MCRIT INCREASES AS A RESULT OF LFYING AT A SMALLER ANGLE OF ATTACK**

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

**2.5**

·What is the most effective flap system?

**FOWLER FLAP**

·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?

**ELEVATOR DEFLECTION IS ZERO**

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

**THE POSITON DEPENDS ON SPEED, THE POSITION OF SLATS AND FLAPS AND THE POSITION OF THE CENTRE OF GRAVITY**

·What is the primary input for an artificial feel system?

**IAS**

·What is the purpose of an auto-slat system ?

**EXTEND**

**AUTOMATICALLY WHEN A CERTAIN VALUE OF ANGLE OF ATTACK IS EXCEEDED**

·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**

·What is the relation between the mach angle (mu) and the corresponding mach number ?;

**SIN MU=1/M**

·What is the SI unit of measurement for power

**? NM/S**

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

**A MANUEUVRE WITH A LOAD FACTOR OF 1.3 WILL CAUSE BUFFET ONSET**

·What is the stagnation point?

**THE POINT WHERE THE VELOCITY OF THE RELATIVE AIRFLOW IS REDUCED TO ZERO**

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

**1, 4**

·What kind of horizontal control surface is shown in the figure?

**ALL-FLYING TAIL**

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

**STRUCTURAL FAILURE**

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

**CHOOSE A HIGHER LANDING SPPED THAN NORMAL AND/OR USE A LOWER FLAPPSETTING FOR LANDING**

·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?

**450 N**

·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**

·What will happen in ground effect ?

**THE INDUCED ANGLE OF ATTACK AND INDUCED DRAG DECREASES**

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

**SWEEPT WINGS**

·When "spoilers" are used as speed brakes:

**AT SAME ANGLE OF ATTACK, CD IS INCREASED AND CL IS DECREASED**

·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**

·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:

**ROTATION WILL BE NORMAL USING THE NORMAL ROTATION TECHNIQUE**

·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 forward limit and the trimmable horizontal stabiliser (THS) is positioned at the maximum allowable nose down position for take-off:

**ROTATION WILL REQUIRE A HIGUER THAN NORMAL STICK FORCE**

·When a pilot makes a turn in horizontal flight, the stall speed :

**INCREASES WITH THE SQUARE ROOT OF LOAD FACTOR**

·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 TENDECY AND/OR LACK OF ELEVATOR RESPONSE**

·When a turn is initiated, adverse yaw is:

**THE TENDENCY OF THE AEROPLANE TO YAW IN THE OPPOSITE DIRECTION OF TURN MAINLY DUE TO THE DIFFERENCE IN INDUCED DRAG ON EACH WING**

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

**DRAG INCREASES BUT LIFT DECREASES**

·When air has passed an expansion wave, the static pressure is:

**DECREASED**

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

**INCREASED**

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

**: INCREASE DUE**

**TO INCREASING COMPRESSIBILITY EFFECTS AS A RESULT OF INCREASING MACH NUMBER**

·When an aerofoil section has accelerated from subsonic to supersonic speeds, its aerodynamic centre will have:

**SHIFTED FROM APPROXIMATELY 25% TO ABOUT 50% OF THE CHORD**

·When an aeroplane enters ground effect:

**THE LIFT INCREASED AND THE DRAG IS DECREASED**

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

**IS HORIZONTAL**

·When an aeroplane is flying at an airspeed which is 1.3 times its basic stalling speed, the coefficient of lift as a percentage of the maximum lift coefficient (CLmax) would be:

**59%**

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

**0.98**

·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:

**DOWNWARDS**

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

**FLAPS (AND SLATS) RETRACTED OR SPEED ABOVE A CERTAIN VALUE**

·When comparing a rectangular wing and a swept back wing of the same wing area and wing loading (assume all other factors of importance remain constant), the swept back wing has the advantage of:

**HIGHER CRITICAL MACH NUMBER**

·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**

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

**AN ELEVATOR TRIM LESS SUITABLE FOR AEROPLANES WITH A LARGE CG RANGE**

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

**A STABILISER TRIM IS LESS SENSITIVE TO FLUTTER**

·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**

·When considering a swept back wing, with no corrective design features, at the stall:

**TIP STALL WILL OCCUR FIRST, WHICH PRODUCES A NOSE-UP PITCHING MOMENT**

·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**

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

**INCREASE**

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

**REMAIN THE SAME**

·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:

**IN FORNT OF THE HINGE**

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

**CL AND CD INCREASE**

·When is a turn co-ordinated?

**WHEN THE LONGITUDINAL AXIS OF THE AEROPLANE AT THE CG IN TANGENTIAL TO THE FLIGHT PATH**

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

**INCREASE**

·When power assisted controls are used for pitch control:

**A PART OF**

**THE AERODYNAMIC FORCES IS STILL FELT ON THE COLUMN**

·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 ADITION THERE IS A LOCAL INCREASE IN DRAG, WHICH SUPPRESSES ADVERSE YAW**

·When shock stall occurs, lift will decrease because:

**FLOW SEPARATION OCCURS BEHIND THE SHOCK WAVE**

·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**

·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**

·When the air has passed through a normal shock wave the Mach number is:

**LESS THAN 1**

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

**INCREASE**

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

**INCREASE**

·When the air is passing through an expansion wave the local speed of sound will:

**DECREASE**

·When the air is passing through an expansion wave the Mach number will:

**INCREASE**

·When the air is passing through an expansion wave the static temperature will:

**DECREASE**

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

**THE DRAG OF THE PROPELLER IS THEN MINIMAL**

·When the cg position is moved forward, the elevator deflection for a manoeuvre with a given load factor greater than 1 will be:

**LARGER**

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

**NOSE UP (POSITIVE)**

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

**NOSE DOWN (NEGATIVE)**

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

**ZERO**

·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**

·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 trailing edge flaps are extended in level flight, the change in pitching moment, ignoring any effects on the tailplane, will be:

**NOSE DOWN**

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

**THE CENTRE OF PRESSURE MOVES AFT**

·When wing lift is zero, its induced drag is:

**ZERO**

·Where on the curve in the diagram does the aeroplane exhibit neutral static longitudinal stability?

**POINT 2**

·Where on the curve in the diagram does the aeroplane exhibit static longitudinal stability?

**PART 1**

·Where on the curve in the diagram does the aeroplane exhibit static longitudinal instability?

**PART 3**

·Where on the surface of a typical aerofoil will flow separation normally start at high angles of attack?

**UPPER SIDE TRAILING EDGE**

·Where, on a convential low speed aerofoil, will flow separation normally start as angle of attack is increased?

**UPPER SURFACE TRAILING EDGE**

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

**HORN BALANCE, BALANCE TAB, SERVO TAB**

·Which aeroplane behaviour will be corrected by a yaw damper?

**DUTCH ROLL**

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

**TURBULENT BOUNDARY LAYER**

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

**CG AHEAD OF THE NEUTRAL POINT**

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

**SWEPT BACK WINGS AND A T-TAIL**

·Which combination of speeds is applicable for structural strength in gust (clean configuration) ?

**50 FT/SEC AND VC**

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

**FORM DRAG**

·Which definition of propeller parameters is correct

**? GEOMETRIC PITCH IS THE THEORICAL DISTANCE A PROPELLER BLADE ELEMENT WOULD TRAVEL IN A FORWARD DIRECTION DURING ONE REVOLUTION**

·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

**: 2, 4**

·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:

**1, 3**

·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:

**1, 3**

·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

**: 2, 4**

·Which drag components make up parasite drag?1. pressure drag.2. friction drag.3. induced drag.4. interference drag.The combination that regroups all of the correct statements is:

**1, 2, 4**

·Which factor should be taken into account when determining VA?

**THE LIMIT LOAD FACTOR**

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

**F=M*A**

·Which is one of the disadvantages of increasing the number of propeller blades ?

**DECREASE PROPELLER EFFICIENCY**

·Which kind of ''tab'' is commonly used in case of manual reversion of fully powered flight controls?

**SERVO TAB**

·Which kind of boundary layer has the strongest change in velocity close to the surface?

**TURBULENT BOUNDARY LAYER**

·Which line in the diagram illustrates an aeroplane which is statically longitudinally stable at all angles of attack?

**LINE 4**

·Which line in the diagram illustrates an aeroplane with neutral static longitudinal stability at all angles of attack

**? LINE 2**

·Which line in the diagram represents an aeroplane with static longitudinal instability at all angles of attack?

**LINE 1**

·Which line in the diagram represents decreasing positive static longitudinal stability at higher angles of attack?

**LINE 3**

·Which line in the graphic of Cm versus angle of attack graph shows a statically stable aeroplane?

**LINE 3**

·Which line represents the total drag line of an aeroplane? LINE C

·Which load factor determines VA?

**MANOEUVRING LIMIT LOAD FACTOR**

·Which moments or motions interact in a dutch roll

**? ROLLING AND YAWING**

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

**(1) THICK AND (2) LARGE**

·Which of the following are used as stall warning devices?

**STICK SHAKER AND STALLSTRIP**

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

**DUTCH ROLL**

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

**MACH BUFFET**

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

**A DECREASE IN MASS**

·Which of the following parameters can be read from the parabolic polar diagram of an aeroplane

**? THE MINIMUM GLIDE ANGLE AND THE PARASITE DRAG COEFFICIENT**

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

**A DORSAL FIN**

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

**DECREASING WEIGHT**

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

**THE BLIND ANGLE INCREASES WITH INCREASING AEROPLANE SPEED**

·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 of the following statements about boundary layers is correct?

**THE TURBULENT BOUNDARY LAYER HAS MORE KINETIC ENERGY THAN THE LAMINAR BOUNDARY LAYER**

·Which of the following statements about dihedral is correct?

**THE**

**EFFECTIVE DIHEDRAL OF AN AEROPLANE COMPONENT MEANS THE CONTRIBUTION OF THAT COMPONENT TO THE STATIC LATERAL STABILITY**

·Which of the following statements about stall speed is correct?

**DECREASING THE ANGLE OF SWEEP OF THE WING WILL DECREASE THE STALL SPEED**

·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 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:

**I IS CORRECT, II IS CORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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**

·Which of the following statements about the spin is correct?

**DURING SPIN RECOVERY THE AILERONS SHOULD BE KEPT 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 BE HAVE AN INCREASED NOSE DOWN TENDENCY**

·Which of the following statements concerning control is correct

**? IN A DIFFERENTIONAL AILERON CONTROL SYSTEM THE CONTROL SYRFACES HAVE A LARGER UPWARD THAN DOWNWARD MAXIMUM DEFLECTION**

·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:

**I IS CORRECT, II IS CORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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:

**I IS INCORRECT, II IS CORRECT**

·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

**: I IS INCORRECT, II IS CORRECT**

·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

**: I IS CORRECT, II IS INCORRECT**

·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:

**I IS CORRECT, II IS INCORRECT**

·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:

**I IS CORRECT, AND II IS INCORRECT**

·Which of the following statements is true?

**FLIGHT IN SEVERE TURBULENCE MAY LEAD TO A STALL AND/OR STRUCTURAL LIMITATIONS BEING EXCEDED**

·Which of the following statements, about a venturi in a subsonic airflow are correct? 1. The dynamic pressures in the undisturbed flow and in the throat are equal. 2. The total pressures in the undisturbed flow and in the throat are equal:

**1 IS INCORRECT AND 2 IS CORRECT**

·Which of the following variables are required to calculate lift from the lift formula? DYNAMIC PRESSURE, LIFT COEFFICIENT AND WING AREA

·Which of the following will reduce induced drag?

**ELLIPTICAL LIFT DISTRIBUTION**

·Which of the following wing planforms gives the highest local lift coefficient at the wing root?

**RECTANGULAR**

·Which of the following wing planforms produces the lowest induced drag? (all other relevant factors constant)

**ELLIPTICAL**

·Which of these definitions of propeller parameters is correct?

**GEOMETRIC PROPELLER PITCH= THE THEORETICAL DISTANCE A PROPELLER BLADE ELEMENT IS TRAVELLING IN FORWARD DIRECTION IN ONE PROPELLER REVOLUTION**

·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:

**I IS CORRECT, II IS CORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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:

**1 CORRECT, 2 INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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**

·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:

**I IS CORRECT, II IS CORRECT**

·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:

**I IS CORRECT, II IS CORRECT**

·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:

**I IS CORRECT, II IS CORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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:

**I IS CORRECT, II IS CORRECT**

·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

**: I IS CORRECT, II IS CORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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.:

**1 INCORRECT, 2 CORRECT**

·Which of these statements about boundary layers is correct?

**A LAMINAR BOUNDARY LAYER IS THINNER THAN A TURBULENCE ONE**

·Which of these statements about boundary layers is correct?

**A**

**LAMINAR BOUNDARY LAYER TURNS INTO A TURBULENT ONE AT THE TRANSITION POINT**

·Which of these statements about boundary layers is correct?

**A TURBULENT BOUNDARY LAYER PRODUCES MORE FRICTION DRAG THAN A LAMINAR ONE**

·Which of these statements about boundary layers is correct?

**COMPARED WITH A LAMINAR BOUNDARY LAYER, A TURBULENT BOUNDARY LAYER IS BETTER ABLE TO RESIST A POSITIVE PRESURE GRADIENT BEFORE IT SEPARATES**

·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.

**I IS CORRECT, II IS CORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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

**: 1 INCORRECT, 2 CORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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

**: I IS INCORRECT, II IS INCORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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

**: I IS CORRECT, II IS CORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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:

**1 IS CORRECT, 2 INCORRECT**

·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:

**1 CORRECT, 2 INCORRECT**

·Which of these statements about Mcrit is correct?

**SHOCK WAVES CANNOT OCCUR AT SPEEDS BELOW MCRIT**

·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

**: I IS CORRECT, II IS CORRECT**

·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:

**1 IS CORRECT, 2 IS INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·Which of these statements about stall speed is correct?

**DECREASING SWEEPBACK DECREASES STALL SPEED**

·Which of these statements about stall speed is correct? INCREASING FORWARD SWEEP INCREASES STALL SPEED. Given: Aeroplane mass: 50 000kg.Lift/Drag ratio: 12.Thrust per engine: 21 000N.Assumed g: 10m/s².For a straight, steady, wings level climb of a four-engine aeroplane, the one-engine inop:

**4. 3 %**

·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:

**I IS CORRECT, II IS CORRECT**

·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:

**1 CORRECT, 2 INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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

**: I IS CORRECT, II IS CORRECT**

·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

**: I IS INCORRECT, II IS INCORRECT**

·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:

**I IS CORRECT, II IS INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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: 1

**AND 2 ARE CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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 decreases, the gust load factor decreases:

**1 INCORRECT, 2 CORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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 increases:

**1 CORRECT, 2 INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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, there is an increasing risk of fin Stall:

**1 CORRECT, 2 INCORRECT**

·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 Stahl:

**1 AND 2 ARE CORRECT**

·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**

·Which of these statements about the pitching moment coefficient versus angle of attack lines in the annex is correct?

**IN ITS CURVED PART AT HIGH ANGLES OF ATTACK LINE2 ILUSTRATES INCREASING STATIC LONGITUDINAL STABILITY**

·Which of these statements about the pitching moment coefficient versus angle of attack lines in the annex is correct?

**THE CG POSITION IS**

**FURTHE AFT AT LINE 1 WHEN COMPARED WITH LINE 4**

·Which of these statements about the pitching moment coefficient versus angle of attack lines in the annex is correct

**? STATIC LONGITUDINAL STABILITY IS GRATER AT LINE 4 WHEN COMPARED WITH LINE 3 AT LOW**

**AND MODERATES ANGLES OF ATTACK**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 INCORRECT 2 CORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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.

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1 CORRECT 2 INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1 AND 2 ARE**CORECT

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1 AN 2 ARE INCORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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 decreases:

**1 CORRECT, 2 INCORRECT**

·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:

**1 CORRECT, 2 INCORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

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

**THE AIRFLOW EVERYWHERE AROUND THE AEROPLANE IS SUPERSONIC**

·Which of these statements about the transonic speed range is correct ? The stall speed line in the manoeuvring load diagram runs through a point where the:

**THE TRANSONIC SPEED RANGE STARTS AT MCRIT AND EXTENDS TO MACH NUMBERS ABOVE M=1**

·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

**: I IS CORRECT, II IS CORRECT**

·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:

**I IS INCORRECT, II IS CORRECT**

·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:

**I IS CORRECT, II IS CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 CORRECT, 2 INCORRECT**

·Which of these statements about weight or mass is correct?

**IN THE SI SYSTEM THE UNIT OF MEASUREMENT FOR MASS IS THE KILOGRAM**

·Which of these statements about weight or mass is correct?

**IN THE SI SYSTEM THE UNIT OF MEASUREMENT FOR WEIGHT IS THE NEWTON**

·Which of these statements about weight or mass is correct

**? THE MASS OF AN OBJECT IS INDEPENDENT OF THE ACCELERATION DUE TO**

**GRAVITY**

·Which of these statements about weight or mass is correct?

**THE MASS OF A BODY CAN BE DETERMINED BY DIVIDING ITS WEIGHT BY THE ACCELERATION DUE TO GRAVITY**

·Which of these statements about weight or mass is correct?

**THE WEIGHT OF AN OB JECT DEPENDS ON THE ACCELERATION DUE TO GRAVITY**

·Which of these statements about weight or mass is correct?

**THE**

**WEIGHT OF A BODY CAN BE DETERMINED BY MULTIPLYING ITS MASS BY THE ACCELERATION DUE TO GRAVITY**

·Which of these statements about weight or mass is correct?

**WEIGHT IS A FORCE**

·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 Lumber:

**I IS CORRECT, II IS CORRECT**

·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 Lumber

**: 1 IS INCORRECT, 2 IS CORRECT**

·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 Lumber:

**1 CORRECT, 2 INCORRECT**

·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 Lumber

**: 1 CORRECT, 2 INCORRECT**

·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 to the left.; II. The initial tendency of the right wing is to move down:

**1 AND 2 ARE INCORRECT**

·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 to the right.; II. The initial tendency of the left wing is to move down:

**1 AND 2 ARE CORRECT**

·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:

**1 CORRECT 2 INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

·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:

**1 AND 2 ARE CORRECT**

·Which of these statements concerning flight in turbulence is correct?

**VRA IS THE RECOMMENDED TURBULENCE PENETRATION AIRSPEED**

·Which of these statements concerning flight in turbulence is correct?

**VB IS THE DESIGN SPEED FOR MAXIMUM GUST INTENSITY**

·Which of these statements concerning flight in turbulence is correct?

**THE LOAD FACTOR IN TURBULENCE MAY FLUCTUATE ABOVE AND BELOW 1 AND CAN BECOME NEGATIVE**

·Which of these statements concerning propellers is correct?

**A FEATHERED PROPELLER CAUSES LESS DRAG THAN A WINDMILLING PROPELLER**

·Which of these statements concerning propellers is correct?

**THE BLADE ANGLE OF A FEATHERED PROPELLER IS APPROXIMATELY 90 DEGREES**

·Which of these statements concerning propellers is correct

**? WHEN COMPARED WITH A NON-FEATHERED PROPELLER, A FEATHERED PROPELLER IMPROVES THE HANDLING OF A MULTI-ENGINE AEROPLANE WITH ONE ENGINE INOPERATIVE**

·Which of these statements on shock stall is correct?

**SHOCK STALL IS S TALL DUE TO FLOW SEPARATION CAUSED BY A SHOCK WAVE**

·Which one of the bodies in motion (all bodies have the same cross section area) will have lowest drag?

**BODY C**

·Which one of the following statements about Bernoulli's theorem is correct?

**THE DYNAMIC PRESSURE INCREASES AS STATIC PRESSURE DECREASES**

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

**AT THE HIGUEST VALUE OF THE LIFT/DRAG RATIO THE TOTAL DRAG IS LOWEST**

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

**YAW DAMPER**

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

**THE HORIZONTAL TAILPLANE**

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

**WING TIP**

·Which phenomenon is counteracted with differential aileron deflection?

**ADVERSE YAW**

·Which point in the diagram gives the lowest speed in horizontal flight?

**POINT D**

·Which speeds are used and in which sequence if an emergency descent is carried out from the normal cruise altitude of a large jet transport aeroplane?

**MMO, VMO**

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

**THE POSITION IS UNDETERMINED DURING TAXIING, IN PARTICULAR WITH TAILWIND**

·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

**: I IS CORRECT, II IS CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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

**: 1 INCORRECT, 2 CORRECT**

·Which statement about an aeroplane entering ground effect is correct?; I. The downwash angle increases.; II. The induced angle of attack decreases:

**I IS INCORRECT, II IS CORRECT**

·Which statement about an aeroplane entering ground effect is correct?I. The downwash angle remains constant.II. The induced angle of attack decreases

**: 1 INCORRECT, 2 CORRECT**

·Which statement about an aeroplane leaving ground effect is correct?I. The downwash angle remains constant.II. The induced angle of attack increases:

**1 INCORRECT, 2 CORRECT**

·Which statement about elevators is correct?

**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**

·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)**

·Which statement about negative tail stall is correct?

**WHEN NEGATIVE TAIL STALL OCCURS, THE AEROPLANE WILL SHOW AN UNCONTROLLABLE PITCH-DOWN MOMENT**

·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:

**I IS INCORRECT, II IS CORRECT**

·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

**: I IS CORRECT, II IS INCORRECT**

·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 Boise

**: I IS INCORRECT, II IS INCORRECT**

·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 Boise

**: I IS CORRECT, II IS CORRECT**

·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 Boise:

**1 AND 2 ARE INCORRECT**

·Which statement about stick force per g is correct?

**THE STICK FORCE PER G MUST HAVE BOTH AND UPPER AND LOWER LIMIT IN ORDER TO ENSURE ACCEPTABLE CONTROL CHARACTERISTICS**

·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**

·Which statement concerning sweepback is correct?

**SWEEPBACK PROVIDES A POSITIVE CONTRIBUTION TO STATIC LATERAL STABILITY**

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

**BY FITTING WINGLETS TO THE WING TIP, THE STREGTH OF THE WING TIP VORTICES IS REDUCED WHICH IN TURN REDUCES INDUCED DRAG**

·Which statement in respect of a trimmable horizontal stabiliser is correct?

**AN AEROPLANE WITH A FORWARD CD REQUIRES THE STABILISER LEADING EDGE TO BE LOWER THAN FOR ONE WITH AN AFT CG IN THE SAME TRIMMED CONDITION**

·Which statement is about CG limits is correct?

**THE FORWARD GS LIMIT IS MAINLY DETERMINED BY THE AMOUNT OF PITCH CONTROL AVAILABLE FROM THE ELEVATOR**

·Which statement is correct about a normal shock wave?

**THE AIRFLOW CHANGES FROM SUPERSONIC TO SUBSONIC**

·Which statement is correct about a spring tab

**? AT HIGH IAS IT BEHAVES LIKE A SERVO TAB**

·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 INDICATOR NEUTRAL**

·Which statement is correct about an expansion wave in a supersonic flow? 1- The density in front of an expansion wave is higher than behind it. 2- The static pressure in front of an expansion wave is higher than behind it:

**1 AND 2 ARE CORRECT**

·Which statement is correct about an expansion wave in supersonic flow? 1. The static temperature in front of an expansion wave is higher than the static temperature behind it. 2. The speed in front of an expansion wave is higher than the speed behind it:

**1 IS CORRECT AND 2 IS INCORRECT**

·Which statement is correct about an expansion wave in supersonic flow ? 1. The temperature in front of an expansion wave is higher than the temperature behind it. 2. The speed in front of an expansion wave is higher than the speed behind it:

**1 IS CORRECT AND 2 IS INCORRECT**

·Which statement is correct about the gust load factor on an aeroplane? I. When the mass increases, the gust load factor increases. II. When the altitude decreases, the gust load factor increases:

**I IS INCORRECT, II IS CORRECT**

·Which statement is correct about the gust load on an aeroplane (IAS and all other factors of importance remaining constant)? 1. the gust load increases, when the weight decreases. 2. the gust load increases, when the altitude increases:

**1 IS CORRECT, AND 2 IS INCORRECT**

·Which statement is correct about the gust load on an aeroplane, while all other factors of importance remain constant?; I When the mass increases, the gust load increases.; II When the altitude decreases, the gust load increases

**: I IS INCORRECT, II IS CORRECT**

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

**FRICTION DRAG IS LOWER IN THE LAMINAR LAYER**

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

**THE GLIDING ANGLE IS MINIMUM (ASSUME ZERO THRUST)**

·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 increase:

**I IS CORRECT, II IS CORRECT**

·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:

**I IS CORRECT, II IS INCORRECT**

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

**THE WINDMILLING DRAG IS MUCH HIGUER THAN FOR A FETHERED PROPELLER**

·Which statement is correct regarding Cl angle of attack?

**FOR A SYMMETRICAL AEROFOIL SECTION, IF THE ALPHA IS ZERO, CI IS ZERO**

·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

**: I IS CORRECT, II IS CORRECT**

·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:

**I IS INCORRECT, II IS CORRECT**

·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

**: I IS INCORRECT, II IS INCORRECT**

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

**I IS CORRECT, II IS CORRRECT**

·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:

**1 IS CORRECT, 2 IS INCORRECT**

·Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack diagram?

**LINE 3 SHOWS AND AEROPLANE WITH GREATER STATIC LONGITUDINAL STABILITY AT LOW ANGLES OF ATTACK THAN THAT SHOWN IN LINE 4**

·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**

·Which statement is correct regarding the pitching moment coefficient Cm versus angle of attack diagram?

**LINE 4 SHOWS AND AEROPLANE WITH INCREASING STATIC LONGITUDINAL STABILITY AT VERY HIGH ANGLES OF ATTACK**

·Which 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

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

**I IS CORRECT, II IS INCORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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:

**I IS CORRECT, II IS INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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:

**1**

**INCORRECT, 2 CORRECT**

·Which statement is correct?

**AS THE ANGLE OF ATTACK INCREASES, THE STAGNITION POINT ON THE WINGS PROFILE MOVES DOWNWARDS**

·Which statement is correct?

**DURING A PHUGOID ALTITUDE VARIES SIGNIFICANTLY, BUT DURING A SHORT PERIOD OSCILATION IT REMAINS APPROXIMATELY CONSTANT**

·Which statement is correct

**? DYNAMIC STABILITY IS POSSIBLE ONLY WHEN THE AIRPLANE IS STATICALLY STABLE ABOUT THE RELEVANT AXIS**

·Which statement is correct?

**FLAP EXTENSION CAUSES A REDUCTION IN STALL SPEED AND THE MAXIMUM GLIDE DISTANCE**

·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

**: I IS INCORRECT, II IS CORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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

**: I IS INCORRECT, II IS CORRECT**

·Which statement is correct?

**SPOILER EXTENSION INCREASES THE STALLSPEED, THE MINIMUM RATE OF DESCENT AND THE MINIMUM ANGLE OF DESCENT**

·Which statement is correct?

**THE FLOW ON THE UPPER SURFACE OF THE WING HAS A COMPONENT IN WING ROOT DIRECTION**

·Which statement is correct?

**THE SHORT PERIOD OSCILLATION SHOULD ALWAYS BE HEAVILY DAMPED**

·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

**: I IS CORRECT, II IS CORRECT**

·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:

**I IS INCORRECT, II IS CORRECT**

·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:

**1 CORRECT, 2 INCORRECT**

·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:

**1 AND 2 ARE CORRECT**

·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

**: I IS CORRECT, II IS CORRECT**

·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:

**I IS INCORRECT, II IS INCORRECT**

·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.:

**I IS CORRECT, II IS CORRECT**

·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:

**I IS CORRECT, II IS CORRECT**

·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: I

**IS INCORRECT II IS INCORRECT**

·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:

**I IS CORRECT, II IS CORRECT**

·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:

**1 INCORRECT, 2 CORRECT**

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

**DAMPING OF THE PHUGOID IS NORMALLY VERY WEAK**

·Which statement regarding the gust load factor on an aeroplane is correct (all other factors of importance being constant) ?; 1. Increasing the aspect-ratio of the wing will increase the gust load factor.2. Increasing the speed will increase the gust load factor

**: 1 AND 2 ARE CORRECT**

·Which statement regarding the gust load factor on an aeroplane is correct (all other factors of importance being constant)? 1. Increasing the aspect-ratio of the wing will increase the gust load factor. 2. Increasing the speed will increase the gust load factor:

**1 AND 2 ARE CORRECT**

·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:

**I IS CORRECT, II IS INCORRECT**

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

**VARIES WITH THE SQUARE ROOT OF THE ABSOLUTE TEMPERATURE**

·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:

**I IS CORRECT, II IS CORRECT**

·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:

**1 CORRECT 2 INCORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·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:

**I IS CORRECT, II IS INCORRECT**

·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

**: 1 INCORRECT, 2 CORRECT**

·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:

**I IS INCORRECT, II IS CORRECT**

·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:

**1 AND 2 ARE INCORRECT**

·Which three aerodynamic means decrease manoeuvring stick forces?

**SERVO TAB-HORN BALANCE-SPRING TAB**

·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?

**MACH BUFFET**

·Which type of flap is shown in the picture?

**FOWLER FLAP**

·Which type of flap is shown in the picture?

**SPLIT FLAP**

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

**ANHEDRAL**

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

**THE FRONTAL AREAS OF THE AIRCRAFT**

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

**INCREASES**

·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%?

**0.60**

·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%?

**0.50**

·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?

**0.25**

·Why is a propeller blade twisted from root to tip?

**TO MAINTAIN A CONSTANT ANGLE OF ATACK ALONG THE WHOLE LENGTH OF THE PROPELLER BLADE**

·Why is VMCG determined with the nosewheel steering disconnected?

**BECAUSE THE VALUE OF VMCG MUST ALSO BE APPLICABLE ON WET AND/OR SLIPPERY RUNWAYS**

·Wing dihedral:

**CONTRIBUTES TO STATIC LATERAL STABILITY**

·Wing flutter can be prevented by:

**ENSURING THAT THE WING CG IS AHEAD OF ITS TORSIONAL AXIS**

·Wing loading is the ratio between:

**AEROPLANE AND WING AREA**

·Wing spoilers are deflected symmetrically in flight in order to:

**DECELERATE THE AEROPLANE AND/OR INCREASE ITS RATE OF DESCENT**

·Wing sweep angle is the angle between:

**THE QUARTER-CHORD LINE OF THE WING AND THE LATERAL AXIS**

·Winglets:

**DECREASE THE INDUCED DRAG**

·With increasing altitude and constant IAS the static lateral stability (1) and the dynamic lateral/directional stability (2) of an aeroplane with swept back wing will:

**(1) INCREASE (2) DECREASE**

·With increasing angle of attack, the stagnation point will move (I) ...and the point of lowest pressure will move (II) ...Respectively (I) and (II) are:

**(I) DOWN, (II) FORWARD**

·With respect to the gyroscopic effects of precession acting upon the clockwise rotating propeller of a single acting aeroplane (when viewed from behind):; i. The effect of pitch up is right yaw; ii. The effect of right yaw is pitch down.;

**I IS CORRECT, II IS CORRECT**

·Yaw is followed by roll because the:

**YAWING MOTION GENERATED BY RUDDER DEFLECTION CAUSES A SPEED INCREASE OF THE OUTER WIND, WHICH INCREASES THE LIFT ON THAT WING SO THAT THE AEROPLANE STARTS TO ROLL IN THE SAME DIRECTION AS THE YAW.**