Modulo 8

The ISA. assumes a standard day. is taken from the equator. is taken from 45 degrees latitude.

At higher altitudes as altitude increases, pressure. decreases at constant rate. decreases exponentially. increases exponentially.

When the pressure is half of that at sea level, what is the altitude?. 12,000 ft. 18,000 ft. 8,000 ft.

If gauge pressure on a standard day at sea level is 25 PSI, the absolute pressure is. 39.7 PSI. 10.3 PSI. 43.8 PSI.

Pressure decreases. inversely proportional to temperature. proportionally with a decreases in temperature. Pressure and temperature are not related.

As air gets colder, the service ceiling of an aircraft. reduces. increases. remains the same.

What is sea level pressure?. 1012.3 mb. 1013.2 mb. 1032.2 mb.

How does IAS at the point of stall vary with height?. It decreases. It is practically constant. It increases.

What is the lapse rate with regard to temperature?. 4°C per 1000 ft. 1.98°C per 1000 ft. 1.98°F per 1000 ft.

Standard sea level temperature is. 20 degrees Celsius. 0 degrees Celsius. 15 degrees Celsius.

As altitude increases, pressure. decreases exponentially. decreases at constant rate. increases exponentially.

Lapse rate usually refers to. density. pressure. temperature.

Temperature above 36,000 feet will. increase exponentially. decrease exponentially. remain constant.

With increasing altitude pressure decreases and. temperature decreases at the same rate as pressure reduces. temperature decreases but at a lower rate than pressure reduces. temperature remains constant to 8000 ft.

What is the temperature in comparison to ISA conditions at 30,000ft?. -60°C. 0°C. -45°C.

At what altitude is the tropopause?. 36,000 ft. 57,000 ft. 63,000 ft.

What approximate percentage of oxygen is in the atmosphere?. 12%. 21%. 78%.

Which has the greater density?. Air at low altitude. Air at high altitude. It remains constant.

At what altitude does stratosphere commence approximately?. Sea level. 36,000 ft. 63,000 ft.

A pressure of one atmosphere is equal to. 14.7 psi. 1 inch Hg. 100 millibar.

The millibar is a unit of. atmospheric temperature. pressure altitude. barometric pressure.

With an increase in altitude under I.S.A. conditions the temperature in the troposphere. remains constant. decreases. increases.

A barometer indicates. pressure. density. temperature.

Which condition is the actual amount of water vapour in a mixture of air and water?. Relative humidity. Absolute humidity. Dew point.

Which will weigh the least?. 98 parts of dry air and 2 parts of water vapour. 50 parts of dry air and 50 parts of water vapour. 35 parts of dry air and 65 parts of water vapour.

Which is the ratio of the water vapour actually present in the atmosphere to the amount that would be present if the air were saturated at the prevailing temperature and pressure?. Absolute humidity. Dew point. Relative humidity.

The speed of sound in the atmosphere. changes with a change in pressure. varies according to the frequency of the sound. changes with a change in temperature.

What is sea level pressure?. 1032.2 mb. 1012.3 mb. 1013.2 mb.

Which statement concerning heat and/or temperature is true?. Temperature is a measure of the kinetic energy of the molecules of any substance. Temperature is a measure of the potential energy of the molecules of any substance. There is an inverse relationship between temperature and heat.

What is absolute humidity?. The amount of water vapor, usually discussed per unit volume. The temperature to which humid air must be cooled at constant pressure to become saturated. The amount of water vapor in a mixture of air and water vapor.

The temperature to which humid air must be cooled at constant pressure to become saturated is called. absolute humidity. dew point. relative humidity.

Above 65,800 ft temperature. decreases by 1.98°C up to 115,000 ft. remains constant up to 115,000 ft. increases by 0.303°C up to 115,000 ft.

At sea level, ISA atmospheric pressure is. 14.7 kPa. 10 Bar. 14.7 PSI.

On a very hot day with ambient temperature higher than ISA, the pressure altitude is 20,000 ft. How much will the density altitude be?. the same. greater than 20,000ft. less than 20,000ft.

The atmospheric zone where the temperature remains fairly constant is called the. stratosphere. ionosphere. troposphere.

In the ISA the height of the tropopause is. 11,000 feet. 11,000 metres. 36,000 metres.

In the ISA the sea level pressure is taken to be. 14 PSI. 1013.2 mb. 1.013 mb.

In the ISA the temperature lapse rate with altitude is taken to be: dependent on pressure and density changes. linear. non linear. dependent on pressure and density changes. linear. non linear.

Put in sequence from the ground up. tropopause, stratosphere, troposphere. tropopause, troposphere, stratosphere. troposphere, tropopause, stratosphere.

The International Standard Atmosphere can be described as. the atmosphere at 45 degrees north latitude. the atmosphere at the equator with certain conditions. the atmosphere which can be used Worldwide to provide comparable performance results.

The temperature lapse rate below the tropopause is. 1°C per 1000 ft. 2°C per 1000 ft. 3°C per 1000 ft.

Above the tropopause air pressure. decreases at a constant rate. decreases exponentially. increases exponentially.

Which of the following is correct?. Absolute pressure + Atmospheric pressure = Gauge pressure. Absolute pressure = Gauge pressure + Atmospheric pressure. Atmospheric pressure = Absolute pressure + Gauge pressure.

As the altitude increases what happens of the ratio of Nitrogen to Oxygen?. Increases. Decreases. Stays the same.

What happens to the density of air as altitude is increased?. Decreases. Stays the same. Increases.

An aircraft is travelling at a speed of 720 nautical miles per hour. To calculate speed in MPH you. divide by 0.83. multipy by 0.83. multiply by 1.15.

The CofP is the point where. the lift can be said to act. the three axis of rotation meet. all the forces on an aircraft act.

At stall, the wingtip stagnation point. doesnâ€TMt move. moves toward the lower surface of the wing. moves toward the upper surface of the wing.

he rigging angle of incidence of an elevator is. the angle between the bottom surface of the elevator and the longitudinal datum. the angle between the bottom surface of the elevator and the horizontal in the rigging position. the angle between the mean chord line and the horizontal in the rigging position.

Which of the following is true?. Lift acts at right angles to the relative airflow and weight acts vertically down. Lift acts at right angles to the wing chord line and weight acts vertically down. Lift acts at right angles to the relative air flow and weight acts at right angles to the aircraft centre line.

What happens to air flowing at the speed of sound when it enters a converging duct?. Velocity increases, pressure and density decreases. Velocity, pressure and density increase. Velocity decreases, pressure and density increase.

As the angle of attack of an airfoil increases the centre of pressure. remains stationary. moves aft. moves forward.

Vapour trails from the wingtips of an aircraft in flight are caused by. low pressure above the wing and high pressure below the wing causing vortices. low pressure above the wing and high pressure below the wing causing a temperature rise. high pressure above the wing and low pressure below the wing causing vortices.

The chord line of a wing is a line that runs from. the centre of the leading edge of the wing to the trailing edge. half way between the upper and lower surface of the wing. one wing tip to the other wing tip.

The angle of incidence of a wing is an angle formed by lines. parallel to the chord line and longitudinal axis. parallel to the chord line and the vertical axis. parallel to the chord line and the lateral axis.

The centre of pressure of an aerofoil is located. 30 - 40% of the chord line forward of the leading edge. 50% of the chord line back from the leading edge. 30 - 40% of the chord line back from the leading edge.

Compressibility effect is. drag associated with the form of an aircraft. the increase in total drag of an aerofoil in transonic flight due to the formation of shock waves. drag associated with the friction of the air over the surface of the aircraft.

A high aspect ratio wing will give. high profile and low induced drag. low profile and high induced drag. low profile and low induced drag.

Aerofoil efficiency is defined by. lift over drag. lift over weight. drag over lift.

The relationship between induced drag and airspeed is, induced drag is. directly proportional to the square of the speed. directly proportional to speed. inversely proportional to the square of the speed.

What is the definition of Angle of Incidence?. The angle the underside of the mainplane or tailplane makes with the horizontal. The angle the underside of the mainplane or tailplane makes with the longitudinal datum line. The angle the chord of the mainplane or tailplane makes with the horizontal.

What is Boundary Layer?. Separated layer of air forming a boundary at the leading edge. Sluggish low energy air that sticks to the wing surface and gradually gets faster until it joins the free stream flow of air. Turbulent air moving from the leading edge to trailing edge.

What is the collective term for the fin and rudder and other surfaces aft of the centre of gravity that helps directional stability?. Empennage. Fuselage surfaces. Effective keel surface.

A decrease in incidence toward the wing tip may be provided to. prevent adverse yaw in a turn. retain lateral control effectiveness at high angles of attack. prevent span wise flow in maneuvers.

Low wing loading. increases stalling speed, landing speed and landing run. increases lift, stalling speed and maneuverability. decreases stalling speed, landing speed and landing run.

When does the angle of incidence change?. It never changes. When the aircraft attitude changes. When the aircraft is ascending or descending.

As the angle of attack decreases, what happens to the centre of pressure?. It moves rearwards. Centre of pressure is not affected by angle of attack decrease. It moves forward.

A decrease in pressure over the upper surface of a wing or aerofoil is responsible for. approximately 2/3 (two thirds) of the lift obtained. approximately 1/2 (one half) of the lift obtained. approximately 1/3 (one third) of the lift obtained.

As a general rule, if the aerodynamic angle of incidence (angle of attack) of an aerofoil is slightly increased, the centre of pressure will. move towards the tip. move forward towards the leading edge. never move.

Which of the following types of drag increases as the aircraft gains altitude?. Interference drag. Parasite drag. Induced drag.

The layer of air over the surface of an aerofoil which is slower moving, in relation to the rest of the airflow, is known as. none of the above. camber layer. boundary layer.

What is a controlling factor of turbulence and skin friction?. Countersunk rivets used on skin exterior. Aspect ratio. Fineness ratio.

If the C of G is aft of the Centre of Pressure. when the aircraft yaws the aerodynamic forces acting forward of the Centre of Pressure. changes in lift produce a pitching moment which acts to increase the change in lift. when the aircraft sideslips, the C of G causes the nose to turn into the sideslip thus applying a restoring moment.

The upper part of the wing in comparison to the lower. develops less lift. develops the same lift. develops more lift.

What effect would a forward CG have on an aircraft on landing?. Increase stalling speed. Reduce stalling speed. No effect on landing.

QNH refers to. quite near horizon. setting the altimeter to zero. setting the mean sea level atmospheric pressure so an altimeter reads the aerodrome altitude above mean sea level.

QNE refers to. setting the mean sea level atmospheric pressure in accordance with ICAO standard atmosphere i.e. 1013 millibars. Setting an altimeter to read aerodrome altitude above sea level. quite new equipment.

An aspect ratio of 8 : 1 would mean. span 64, mean chord 8. mean chord 64, span 8. span squared 64, chord 8.

QFE is. airfield pressure. difference between sea level and airfield pressure. sea level pressure.

For any given speed, a decrease in aircraft weight, the induced drag will. decrease. remain the same. increase.

The amount of lift generated by a wing is. greatest at the tip. constant along the span. greatest at the root.

Induced Drag is. greatest towards the tip and downwash decreases from tip to root. greatest towards the wing tip and downwash is greatest towards the root. greatest towards the wing root and downwash is greatest at the tip.

Induced Drag is. never equal to profile drag. equal to profile drag at Vmd. equal to profile drag at stalling angle.

With an increase in aircraft weight. Vmd will be at a higher speed. Vmd will be at the same speed. Vmd will be at a lower speed.

For a given IAS an increase in altitude will result in. an increase in induced drag. no change in the value of induced drag. an increase in profile drag.

Stall inducers may be fitted to a wing. at the root to cause the root to stall first. at the tip to cause the root to stall first. at the root to cause the tip to stall first.

The optimum angle of attack of an aerofoil is the angle at which. the aerofoil produces maximum lift. the aerofoil produces zero lift. the highest lift/drag ratio is produced.

Minimum total drag of an aircraft occurs. when induced drag is least. at the stalling speed. when profile drag equals induced drag.

If the weight of an aircraft is increased, the induced drag at a given speed. will increase. will decrease. will remain the same.

The transition point on a wing is the point where. the boundary layer flow changes from laminar to turbulent. the flow divides to pass above and below the wing. the flow separates from the wing surface.

A laminar boundary layer will produce. more skin friction drag than a turbulent one. the same skin friction drag as a turbulent one. less skin friction drag than a turbulent one.

The boundary layer is. thickest at the leading edge. thickest at the trailing edge. constant thickness from leading to trailing edges.

The amount of thrust produced by a jet engine or a propeller can be calculated using. Newtonâ€TMs 3rd law. Newtonâ€TMs 2nd law. Newtonâ€TMs 1st law.

An engine which produces an efflux of high speed will be. less efficient. more efficient. speed of efflux has no affect on the engine efficiency.

Wing loading is calculated by weight. divided by lift. divided by gross wing area. multiplied by gross wing area.

Induced drag is. nothing to do with speed. proportional to speed. inversely proportional to the square of speed.

As the angle of attack increases the stagnation point. moves towards the upper surface. does not move. moves towards the lower surface.

The term pitch-up is due to. compressibility effect. ground effect. longitudinal instability.

In a steady climb at a steady IAS, the TAS is. more than IAS. the same. less than IAS.

An untapered straight wing will. have no yaw effect in banking. stall at the root first. have no change in induced drag in the bank.

With the ailerons away from the neutral, induced drag is. higher on the lower wing plus profile drag increases. unchanged but profile drag is higher. higher on the upper wing plus profile drag increases.

All the lift can be said to act through the. centre of pressure. centre of gravity. normal axis.

The concept of thrust is explained by. Bernoulliâ€TMs theorem. Newtonâ€TMs 3rd law. Newtonâ€TMs 1st law.

The camber of an aerofoil section is. the angle which the aerofoil makes with the relative airflow. the curvature of the median line of the aerofoil. the angle of incidence towards the tip of a wing.

As air flows over the upper cambered surface of an aerofoil, what happens to velocity and pressure?. Velocity increases, pressure increases. Velocity increases, pressure decreases. Velocity decreases, pressure decreases.

What is the force that tends to pull an aircraft down towards the earth?. Thrust. Weight. Drag.

The angle at which the chord line of the aerofoil is presented to the airflow is known as. angle of attack. resultant. angle of incidence.

The imaginary straight line which passes through an aerofoil section from leading edge to trailing edge is called. the chord line. the direction of relative airflow. centre of pressure.

What is the angle between the chord line of the wing, and the longitudinal axis of the aircraft, known as?. Angle of dihedral. Angle of attack. Angle of incidence.

Wing tip vortices create a type of drag known as. form drag. profile drag. induced drag.

As the angle of attack is increased (up to the stall point), which of the following is correct?. Both are correct. Pressure difference between top and bottom of the wing increases. Lift increases.

What type of drag, depends on the smoothness of the body, and surface area over which the air flows?. Form drag. Parasite drag. Skin friction drag.

When airflow velocity over an upper cambered surface of an aerofoil decreases, what takes place?. Pressure decreases, lift increases. Pressure increases, lift decreases. Pressure increases, lift increases.

When an aircraft stalls. lift increases and drag decreases. lift and drag increase. lift decreases and drag increases.

An aircraft wing with an aspect ration of 6:1 is proportional so that. the wing area is six times the span. the mean chord is six times the thickness. the wing span is six times the mean chord.

Upward and outward inclination of a mainplane is termed. dihedral. sweep. stagger.

Which of the following forces act on an aircraft in level flight?. Lift, drag, thrust. Lift, thrust, and weight. Lift, thrust, weight, and drag.

With reference to altimeters, QFE is. the manufacturers registered name. quite fine equipment. setting aerodrome atmospheric pressure so that an altimeter reads zero on landing and take off.

Wing loading is. WING AREA * WING CHORD. GROSS WEIGHT divided by GROSS WING AREA. the ultimate tensile strength of the wing.

Weight is equal to. mass * acceleration. mass * gravity. volume * gravity.

Induced drag. increases with increase in aircraft weight. increases with an increase in speed. reduces with an increase in angle of attack.

With an increase in aspect ratio for a given IAS, induced drag will. reduce. remain constant. increase.

If the density of the air is increased, the lift will. remain the same. increase. decrease.

All the factors that affect the lift produced by an aerofoil are. angle of attack, velocity, wing area, aerofoil shape, air density. angle of attack, air temperature, velocity, wing area. angle of attack, air density, velocity, wing area.

A wing section suitable for high speed would be. thin with high camber. thick with high camber. thin with little or no camber.

Airflow over the upper surface of the wing generally. flows towards the tip. flows towards the root. flows straight from leading edge to trailing edge.

The induced drag of an aircraft. increases if aspect ratio is increased. decreases with increasing speed. increases with increasing speed.

As the speed of an aircraft increases, the profile drag. decreases at first then increase. increases. decreases.

The stagnation point on an aerofoil is the point where. the boundary layer changes from laminar to turbulent. the suction pressure reaches a maximum. the airflow is brought completely to rest.

The stalling of an aerofoil is affected by the. transition speed. airspeed. angle of attack.

The most fuel efficient of the following types of engine is the. turbo-jet engine. turbo-fan engine. rocket.

The quietest of the following types of engine is the. turbo-jet engine. rocket. turbo-fan engine.

Forward motion of a glider is provided by. the weight. the drag. the engine.

Profile drag consists of what drag types?. Form, induced and interference. Form, induced and skin friction. Form, skin friction and interference. Form, induced and skin friction. Form, skin friction and interference.

An aircraft in straight and level flight is subject to. a load factor of 1. a load factor of Â1⁄2. zero load factor.

Aspect ratio is given by the formula: Mean Chord / Span. Span^2 / Area. Span^2 / Mean Chord.

An aspect ratio of 8 means. the mean chord is 8 times the span. the span is 8 times the mean chord. the area is 8 times the span.

A high aspect ratio wing. has a higher stall angle than a low aspect ratio wing. is stiffer than a low aspect ratio wing. has less induced drag than a low aspect ratio wing.

Induced downwash. reduces the effective angle of attack of the wing. increases the effective angle of attack of the wing. has no effect on the angle of attack of the wing.

Given 2 wings, the first with a span of 12m and a chord of 2 m. The second has a span of 6m and a chord of 1m. How do their Aspect Ratios compare?. The first is higher. They are the same. The second is higher.

The C of G moves in flight. The most likely cause of this is. movement of passengers. consumption of fuel and oils. movement of cargo.

A straight rectangular wing, without any twist, will. stall equally along the span of the wing. stall first at the tip. stall first at the root.

Aspect ratio of a wing is defined as the ratio of the. wingspan to the mean chord. wingspan to the wing root. square of the chord to the wingspan.

Which of the following is true?. Lift acts at right angles to the relative airflow and weight acts vertically down. Lift acts at right angles to the wing chord line and weight acts vertically down. Lift acts at right angles to the relative air flow and weight acts at right angles to the aircraft centre line.

The airflow over the upper surface of a cambered wing. increases in velocity and reduces in pressure. increases in velocity and pressure. reduces in velocity and increases in pressure.

With increased speed in level flight. profile drag increases. induced drag increases. profile drag remains constant.

The angle of attack of an aerofoil section is the angle between the. underside of the wing surface and the mean airflow. chord line and the relative airflow. chord line and the centre line of the fuselage.

A swept wing tends to stall first at the. centre section. root. tip.

The trailing vortex on a pointed wing (taper ratio = 0) is. at the tip. equally all along the wing span. at the root.

The lift curve for a delta wing is. more steep than that of a high aspect ratio wing. less steep than that of a high aspect ratio wing. the same as that of a high aspect ratio wing.

A delta wing has. a lower stall angle than a straight wing. a higher stall angle than a straight wing. the same stall angle than a straight wing.

The speed of air over a swept wing which contributes to the lift is. less than the aircraft speed. more than the aircraft speed. the same as the aircraft speed.

For a given angle of attack, induced drag is. greater on a high aspect ratio wing. greater on a low aspect ratio wing. greater towards the wing root.

In straight and level flight, the angle of attack of a swept wing is. less than the aircraft angle to the horizontal. more than the aircraft angle to the horizontal. the same as the aircraft angle to the horizontal.

Induced drag. is equal to the profile drag at Vmd. is equal to the profile drag at the stalling speed. is never equal to the profile drag.

A delta wing aircraft flying at the same speed (subsonic) and angle of attack as a swept wing aircraft of similar wing area will produce. more lift. less lift. the same lift.

The stagnation point is. static pressure minus dynamic pressure. dynamic pressure only. static pressure plus dynamic pressure.

On a swept wing aircraft, due to the adverse pressure gradient, the boundary layer on the upper surface of the wing tends to flow. towards the root. towards the tip. directly from leading edge to trailing edge.

With increased speed in level flight. induced drag increases. profile drag increases. profile drag remains constant.

If a swept wing stalls at the tips first, the aircraft will. pitch nose up. roll. pitch nose down.

The thickness/chord ratio of the wing is also known as. fineness ratio. mean chord ratio. aspect ratio.

Flexure of a rearward swept wing will. increase the lift and hence increase the flexure. increase the lift and hence decrease the flexure. decrease the lift and hence decrease the flexure.

A High Aspect Ratio wing is a wing with. short span, long chord. long span, long chord. long span, short chord.

Stall commencing at the root is preferred because. it provides the pilot with a warning of complete loss of lift. the ailerons become ineffective. it will cause the aircraft to pitch nose up.

If the angle of attack of a wing is increased in flight, the. CofP will move aft. CofP will move forward. Cof G will move aft.

The Rams Horn Vortex on a forward swept wing will be. more than a rearward swept wing. less than a rearward swept wing. the same as a rearward swept wing.

For a cambered wing section the zero lift angle of attack will be. 4 degrees. zero. negative.

Airflow at subsonic speed is taken to be. compressible. either a or b depending on altitude. incompressible.

If fluid flow through a venturi is said to be incompressible, the speed of the flow increases at the throat to. allow for a reduction in static pressure. maintain a constant volume flow rate. allow for an increase in static pressure.

To produce lift, an aerofoil must be. asymmetrical. symmetrical. either symmetrical or asymmetrical.

Lift is dependent on. the net area of the wing ,the density of the fluid medium and the velocity. the area of the wing, the density of the fluid medium, and the square of the velocity. the frontal area of the wing, the density of the fluid medium and the velocity.

A wing develops 10,000 N of lift at 100 knots. Assuming the wing remains at the same angle of attack and remains at the same altitude, how much lift will it develop at 300knots?. 30,000 N. 900,000 N. 90,000 N.

The angle of attack is. related to angle of incidence. always kept below 15 degrees. not related to the angle of incidence.

The difference between the mean camber line and the chord line of an aerofoil is. neither are straight. they both may be curved. one is always straight and the other may be straight.

If the C of G is calculated after loading as within limits for take off. a further calculation is required prior to landing to allow for fuel and oil consumption. a further calculation is required prior to landing to allow for flap deployment. no further. calculation is required.

The span wise component of the airflow is. greater at higher speeds. unaffected by speed. less at higher speeds.

A wing fence. acts as a lift dumping device. reduces span wise flow on a swept wing thus reducing induced drag. increases lateral control.

With all conditions remaining the same, if the aircraft speed is halved, by what factor is the lift reduced?. Half. By a factor of 4. Remains the same.

The boundary layer over an aerofoil is. a layer of air close to the aerofoil which is moving at a velocity less than free stream air. a layer of turbulent air close to the aerofoil which is moving at a velocity less than free. stream air. a layer of air close to the aerofoil that is stationary.

On a swept wing aircraft, the fineness ratio of an aerofoil is. highest at the root. equal throughout the span. highest at the tip.

Streamlining will reduce. induced drag. skin friction drag. form drag.

If an aircraft has a gross weight of 3000 kg and is then subjected to a total weight of 6000 kg the load factor will be. 2G. 9G. 3G.

Ice formed on the leading edge will cause the aircraft to. stall at a higher speed. stall at a lower speed. stall at the same stall speed and AOA.

Under what conditions will an aircraft create best lift?. Hot damp day at 1200 ft. Cold dry day at 200 ft. Cold wet day at 1200 ft.

As Mach number increases, what is the effect on boundary layer?. Becomes more turbulent. Decreases in thickness. Becomes less turbulent.

During a glide the following forces act on an aircraft. lift and weight only. lift, drag, weight. lift, weight, thrust.

If an aileron is moved downward. the stalling angle of that wing is increased. the stalling angle is not affected but the stalling speed is decreased. the stalling angle of that wing is decreased.

If the wing loading of an aircraft were reduced the stalling speed would. increase. not be affected. decrease.

The lift on a wing is increased with. an increase in temperature. an increase in pressure. an increase in humidity.

The airflow behind a normal shockwave will. always be subsonic and in the same direction as the original airflow. always be supersonic and in the same direction as the original airflow. always be subsonic and deflected from the direction of the original airflow.

Induced drag can be reduced by the use of. streamlining. high aspect ratio wings. fairings at junctions between fuselage and wings.

Interference drag can be reduced by the use of. fairings at junctions between fuselage and wings. high aspect ratio wings. streamlining.

Gliding angle is the angle between. ground and the glide path. aircraft and flight path. aircraft and airflow.

Lift is generated by a wing. mostly on the bottom surface. mostly on the top surface. equally on the top and bottom surfaces.

Lift is dependent on. the area of the wing, the density of the fluid medium and the square of the velocity. the net area of the wing, the density of the fluid medium and the velocity. the frontal area of the wing, the density of the fluid medium and the velocity.

To produce lift, an aerofoil must be. symmetrical. asymmetrical. either symmetrical or asymmetrical.

Airflow at sub-sonic speed is taken to be. incompressible. compressible. either (a) or (b) depending on altitude.

The total drag of an aircraft. changes with speed. increases with speed. increases with the square of speed.

_______ angle of attack is known as optimum angle of attack. 5 to 7 degrees. 3 to 4 degrees. 10 to 12 degrees.

Induced drag is ________ at root. lowest. greatest. neutral.

Profile drag is _______ to speed. inversely proportional. neutral. proportional.

A shock stall occurs at. large angles of attack. small angles of attack. equally both large and small angles of attack.

What happens to the wingtip stagnation point as the AOA increases?. It moves down and under the leading edge. It moves up and over the leading edge. It remains unchanged.

The point at which airflow ceases to be laminar and becomes turbulent is the. boundary point. transition point. separation point.

Which of the following is true about Profile drag?. Profile drag = Skin Drag + Form Drag. Profile drag = skin drag + induced drag. Profile drag = induced drag + Form drag.

Which statement is true?. Profile drag increases with the square of the airspeed. Both Induced drag and profile drag increase with the square of the airspeed. Induced. drag increases with the square of the airspeed.

Which statement is true?. Rectangular wings stall at the root first. Both tapered and rectangular wings will stall at the tip first. Tapered wings stall at the root first.

During inverted level flight an aircraft accelerometer shows. -2g. -1g. 0g.

209) During straight and level flight an aircraft accelerometer shows. 4g. 1g. 2g.

Which of the following is incorrect about induced drag?. It will increase inversely to the square of the airspeed. It will decrease in proportion to the square of the airspeed. It will increase when the angle of attack is reduced.

What produces the most lift at low speeds?. High camber. Low aspect ratio. High aspect ratio.

If the angle of attack is zero, but lift is produced, the. wing is symmetrical. wing is cambered. wing has positive angle of incidence.

When is the angle of incidence the same as the angle of attack?. Never. In descent. When relative airflow is parallel to longitudinal axis.

Flaps at landing position. decrease landing speed. decrease take off and landing speeds. decrease take off speed.

As a subsonic aircraft speeds-up, its Centre of Pressure. moves aft. moves forward. is unaffected.

Lowering of the flaps. increases drag. increases lift. increases drag and lift.

Wing spoilers, when used asymmetrically, are associated with. rudder. elevators. ailerons.

What do ruddervators do?. Control yaw and roll. Control pitch and yaw. Control pitch and roll.

What controls pitch and roll on a delta wing aircraft?. Ailerons. Elevons. Elevators.

What does a trim tab do?. Allows the C of G to be outside the normal limit. Provides finer control movements by the pilot. Eases control loading for pilot.

How does a balance tab move?. In the same direction a small amount. In the opposite direction proportional to the control surface it is attached to. In the same direction proportional to the control surface it is attached to.

If an aircraft is yawing to the left, where would you position the trim tab on the rudder?. To the centre. To the left. To the right.

If an aircraft is flying with a left wing low, where would you move the left aileron trim tab?. Down. Up. Moving the aileron trim tab will not correct the situation.

When a leading edge flap is fully extended, what is the slot in the wing for?. To re-energise the boundary layer. To increase the lift. To allow the flap to retract into it when it retracts.

With respect to differential aileron control, which of the following is true?. The up going and down going ailerons both deflect to the same angle. The up going Aileron moves through a smaller angle than the down going aileron. The down going aileron moves through a smaller angle than the up going aileron.

The aeroplane fin is of symmetrical aerofoil section and will therefore provide a side-load. only when the rudder is moved. if a suitable angle of attack develops due either yaw or rudder movement. only if a suitable angle of attack develops due to yaw.

An aircraft left wing is flying low. The aileron trimmer control to the left aileron trim tab in the cockpit would be. moved up causing the left aileron to move up. moved up causing the left aileron to move down. moved down causing the left aileron to move down.

An elevator tab moves down. to make the nose go down. to counteract for the aircraft flying nose heavy. to counteract for the aircraft flying tail heavy.

The stall margin is controlled by. speed bug cursor. EPR limits. angle of attack and flap position.

Other than spoilers, where are speed brakes located?. Under the Fuselage. Either side of the Fuselage. On the wing.

With a trailing edge flap being lowered, due to rising gusts, what will happen to the angle of attack?. Tend to decrease. Stay the same. Tend to increase.

A device used do dump lift from an aircraft is. leading edge flaps. trailing edge flaps. spoiler.

The purpose of a slot in a wing is to. provide housing for the slat. speed up the airflow and increase lift. act as venturi, accelerate the air and re-energise boundary layer.

Large flap deployment. causes increased span wise flow towards tips on wing upper surface. causes increased span wise flow towards tips on wing lower surface. has no effect on span wise flow.

Which part of the wing of a swept-wing aircraft stalls first?. Tip stalls first. Both stall together. Root stalls first.

During flight, an aircraft is yawing to the right. The aircraft would have a tendency to fly. right wing low. left wing low. nose up.

In the reversed camber horizontal stabilizer. there is an increased tail plane up-force. the elevator causes tail down movement i.e. increased tail plane down force. there is an increased tailplane down-force.

When the trailing edge flap is extended. CP moves rearward. the CP moves forward but the CG does not change. the CP moves forward and the pitching moment changes to nose up.

With a drop in ambient temperature, an aircraft service ceiling will. rise. not be affected. lower.

Servo tabs. enable the pilot to bring the control surface back to neutral. move in such a way as to help move the control surface. provide artificial feel.

Spring Tabs. provide artificial feel. enable the pilot to bring the control surface back to neutral. move in such a way as to help move the control surface.

Extending a leading edge slat will have what effect on the angle of attack of a wing?. Increase the angle of attack. Decrease the angle of attack. No effect on angle of attack.

To ensure that a wing stalls at the root first, stall wedges are. installed on the wing leading edge at the wing root. installed on the wing leading edge at the wing tip. installed at the wing trailing edge at the wing root.

Krueger flaps make up part of the. wing lower surface leading edge. wing lower surface trailing edge. wing upper surface leading edge. wing lower surface trailing edge. wing upper surface leading edge.

In a turn, wing spoilers may be deployed. to assist the up going aileron. in unison with both the up going and down going ailerons. to act as an airbrake, interacting with the ailerons.

Dutch roll is movement in. pitch and roll. yaw and roll. yaw and pitch.

What is the main purpose of a frise aileron?. Help pilot overcome aerodynamic loads. Decrease drag on the up going wing. Increase drag on the up going wing.

Flap asymmetry causes the aircraft to. nose down. go one wing down. nose up.

If an aircraft moves in yaw, what axis is it moving about?. Longitudinal. Lateral. Normal.

If an aircraft is aerodynamically stable. aircraft returns to trimmed attitude. CofP moves back. aircraft becomes too sensitive.

What are ground spoilers used for?. To assist the aircraft coming to a stop. To slow the aircraft. To dump lift.

Mass balance weights are used to. balance the trailing edge of flying control surfaces. counteract flutter on control surfaces. balance the tabs.

What is a slot used for?. Increased angle of attack during approach. Increase the speed of the airflow. To reinforce the boundary layer.

Angle of Attack is the angle between chord. relative air flow. horizontal axis. tip path plane.

A high lift device is used for. take-off only. take-off and landing. landing only.

How is a spoiler interconnected to other flight control systems?. Spoiler to elevator. Spoiler to aileron. Spoiler to flap.

What is aileron droop?. The droop of ailerons with no hydraulics on. The leading edge of both ailerons presented to the airflow. One aileron lowered.

Earths atmosphere is. 3/5 oxygen, 2/5 nitrogen. 4/5 oxygen, 1/5 nitrogen. 1/5 oxygen, 4/5 nitrogen.

An anti-balance tab is used. to relieve stick loads. for trimming the aircraft. to give more feel to the controls.

The fin helps to give. directional stability about the normal axis. directional stability about the longitudinal axis. longitudinal stability about the normal axis.

What effect does lowering the flaps for take-off have?. Increases lift & reduces drag. Increases lift and drag. Increase lift only.

If an aircraft moves in roll, it is moving about the. longitudinal axis. normal axis. lateral axis.

What effect does lowering flaps for takeoff have?. Reduces takeoff speeds only. Reduces landing speeds only. Reduces takeoff and landing speeds.

When the flaps are lowered. the lift vector moves rearward. there is no effect on the lift vector. the lift vector moves forward.

At take-off, if the flaps are lowered there is a. large increase in lift and drag. large increase in lift and small increase in drag. small increase in lift and drag.

Wing spoilers can be used. as ground spoilers on landing. to assist the respective down going aileron in a turn. to assist the elevators.

Differential aileron control will. cause a nose down moment. prevent yawing in conjunction with rudder input. cause a nose up moment.

Dutch Roll affects. pitch and yaw simultaneously. yaw and roll simultaneously. pitch and roll simultaneously.

Which of the following are primary control surfaces?. Elevators, ailerons, rudder. Roll spoilers, elevators, tabs. Elevators, roll spoilers, tabs.

An anti-servo tab. assists the pilot to move the controls back to neutral. moves in the opposite direction to the control surface to assist the pilot. moves in the same direction as the control surface to assist the pilot.

Slats. keep the boundary layer from separating for longer. increase the overall surface area and lift effect of wing. act as an air brake.

Due to the change of lift forces resulting from the extension of flaps in flight. nose should be lowered, reducing AOA. nose should be raised, increasing AOA. nose should remain in the same position, maintaining same AOA.

Flight spoilers. can be deployed on the down going wing in a turn to increase lift on that wing. can be used to decrease lift to allow controlled decent without reduction of airspeed. can be used with differential ailerons to reduce adverse yaw in a turn.

If the aircraft is flying nose heavy, which direction would you move the elevator trim tab?. Up to move elevator down. Up to move elevator up. Down to move elevator up.

Wing tip vortices are strongest when. flying high speed straight and level flight. flying into a headwind. flying slowly at high angles of attack.

Aerodynamic balance. will reduce aerodynamic loading. will cause CP to move forward of hinge and cause overbalance. will cause CP to move towards the trailing edge and cause instability.

A balance tab. effectively increases the area of the control surface. assists the pilot to move the controls. is used to trim the appropriate axis of the aircraft.

Elevons combine the functions of both. rudder and elevator. elevator and aileron. rudder and aileron.

Flutter can be reduced by using. a horn balance. mass balancing. servo tabs.

An elevator provides control about the. longitudinal axis. lateral axis. horizontal stabilizer.

The outboard ailerons on some large aircraft. are isolated at high speeds. are isolated to improve sensitivity. are isolated at low speeds.

Which wing increases drag when the ailerons are moved?. Both wings increase drag but the wing with the down-going aileron increases more. Both wings have an equal increase in drag. Both wings increase drag but the wing with the up-going aileron increases more.

Which flap will increase wing area and camber?. Slot. Split. Fowler.

Wing loading of an aircraft. varies with dynamic loading due to air currents. is independent of altitude. decreases with density.

An automatic slat will lift by itself when the angle of attack is. high. high or low. low.

On aircraft fitted with spoilers for lateral control, roll to the right is caused by. left spoilers extending, right spoilers remaining retracted. right spoilers extending, left spoilers remaining retracted. left and right spoilers extending.

A split flap increases lift by increasing. the angle of attachment of the lower hinged portion. the surface area. the camber of the top surface.

When the trailing edge flaps are lowered, the aircraft will. pitch nose up. pitch nose down. sink.

In aileron control. the up going aileron moves further than down going aileron. the down going aileron moves further than up going aileron. it is assisted by the rudder.

The aircraft is controlled about the lateral axis by the. ailerons. elevator. rudder.

The aircraft is controlled about the normal axis by the. ailerons. elevator. rudder.

Dutch roll is. a combined yawing and rolling motion. primarily a pitching instability. a type of slow roll.

The aircraft is controlled about the longitudinal axis by the. ailerons. elevator. rudder.

Ruddervators when moved, will move. opposite to each other only. together only. either opposite each other or together, depending on the selection.

As a consequence of the C of G being close to its aft limit. the stick forces will be high in fore and aft pitch, due to the high longitudinal stability. the. stick forces to manoeuvre longitudinally will be low due to the low stability. the stick forces when pitching the nose down will be very high.

What is the term used for the amount of water in the atmosphere?. Relative humidity. Absolute humidity. Dew point.

An anti-balance tab is moved. via a fixed linkage. hydraulically. when the C.G. changes.

A servo tab is operated. automatically, and moves in the same direction as the main control surfaces. directly by the pilot to produce forces which in turn move the main control surfaces. by a trim wheel and moves in the opposite direction to the main control sufraces when moved.

On an aircraft with an all-moving tailplane, pitch up is caused by. decreasing tailplane incidence. up movement of the elevator trim tab. increasing tailplane incidence.

When checking full range of control surface movement, they must be positioned by. moving them by hand directly until against the primary stops. moving them by hand directly until against the secondary stops. operating the control cabin controls until the system is against the primary stops.

An excess of aerodynamic balance would move the control surface centre of pressure. rearwards, resulting in too much assistance. rearwards, resulting in loss of assistance. forwards, resulting in an unstable overbalance.

A flying control mass balance weight. keeps the control surface C of G as close to the trailing edge as possible. tends to move the control surface C of G close to the hinge line. ensures that the C of G always acts to aid the pilot thus relieving control column load.

The type of flap which extends rearwards when lowered is called a. plain flap. split flap. Fowler flap.

Which of the following trailing edge flaps give an increase in wing area?. Split flap. Fowler flap. Slotted flap.

Which of the following is not a primary flying control?. Elevator. Tailplane. Rudder.

A leading edge slat is a device for. increasing the stalling angle of the wing. decreasing the stalling angle of the wing. decreasing wing drag.

A Krueger flap is. a flap which extends rearwards but does not lower. a leading edge flap which hinges forward. a leading edge slat which extends forward.

A tab which assists the pilot to move a flying control by moving automatically in the opposite direction to the control surface is called a. servo tab. geared balance tab. trim tab.

What is attached to the rear of the vertical stabilizer?. Elevator. Aileron. Rudder.

What is fitted on the aircraft to enable the pilot to reduce his speed rapidly in event of severe turbulence, or speed tending to rise above the Never Exceed Limit?. Lift dumpers. Air brakes. Wheel brakes.

When spoilers are used asymmetrically, they combine with. ailerons. rudder. elevators.

What is used to correct any tendency of the aircraft to move towards an undesirable flight attitude?. Trim tabs. Spring tabs. Balance tabs.

The layer of air over the surface of an aerofoil which is slower moving, in relation to the rest of the airflow, is known as. none of the above are correct. camber layer. boundary layer.

A control surface which forms a slot when deployed is called a. slat. slot. flap.

Asymmetric flaps will cause. the aircraft to descend. the aircraft to ascend. one wing to rise.

When airflow velocity over an upper cambered surface of an aerofoil decreases, what takes place?. Pressure decreases, lift increases. Pressure increases, lift decreases. Pressure increases, lift increases.

What is a controlling factor of turbulence and skin friction?. Countersunk rivets used on skin exterior. Aspect ratio. Fineness ratio.

Changes in aircraft weight. cause corresponding changes in total drag due to the associated lift change. will not affect total drag since it is dependant only upon speed. will only affect total drag if the lift is kept constant.

When an aircraft stalls. lift increases and drag decreases. lift and drag increase. lift decreases and drag increases.

Spoiler panels are positioned so that when deployed. roll will not occur. pitch trim is not affected. no yaw takes place.

The aircraft stalling speed will. only change if the MTWA were changed. be unaffected by aircraft weight changes since it is dependant upon the angle of attack. increase with an increase in weight.

In a bank and turn. extra lift is not required if thrust is increased. extra lift is not required. extra lift is required.

The method employed to mass balance control surfaces is to. fit bias strips to the trailing edge of the surfaces. attach weights forward of the hinge line. allow the leading edge of the surface to project into the airflow.

Control surface flutter may be caused by. excessive play in trim tab attachments. high static friction in trim tab control tabs. incorrect angular movement of trim tabs.

A differential aileron control system results in. aileron drag being reduced on the inner wing in a turn. aileron drag being reduced on the outer wing in a turn. aileron drag being compensated by small rudder movements.

The primary function of a flap is. to trim the aircraft longitudinally. to alter the position of the centre of gravity. to alter the lift of an aerofoil. to alter the position of the centre of gravity. to alter the lift of an aerofoil.

The angle of attack at which stall occurs. can be varied by using flaps and slats. depends on the weight of the aircraft. cannot be varied, it is always constant.

The stalling speed of an aircraft. is increased when it is heavier. does not change. is increased when it is lighter.

A wing flap which has dropped or partially extended on one wing in flight will lead to. a fixed banked attitude which would be corrected by use of the rudder. a pitching moment which would be corrected by used of the elevators. a steady rolling tendency which would be corrected by use of the ailerons.

Aerodynamic balance of a control surface may be achieved. by a horn at the extremity of the surface forward of the hinge line. by weights added to the control surface aft of the hinge line. by a trimming strip at the trailing edge of the surface.

With an increase in the amount of flap deployment, the stalling angle of a wing. remains the same. increases. decreases.

A control surface is provided with aerodynamic balancing to. assist the pilot in moving the control. increase stability. decrease the drag when the control is deflected.

Downward displacement of an aileron. increases the angle at which its wing stalls. decreases the angle at which its wing will stall. has no effect on its wing stalling angle, it only affects the stalling speed on that wing.

Due to the tailplane angle of attack change, the flap-induced downwash on the tailplane. will tend to cause an aircraft nose-up pitch. may cause a nose-down or nose-up pitch depending upon the initial tailplane load. will tend to cause an aircraft nose down pitch.

Due to the change in lift coefficient accompanying extension of the flaps, to maintain the lift constant it would be necessary to. raise the nose. lower the nose. keep the pitch attitude constant.

A differential aileron control is one which gives. the down-going aileron more travel than the up-going one. equal aileron travel in each direction, but variable for stick movement. a larger aileron up travel than down.

Which leading edge device improves the laminar flow over the wing?. Flap and slat. Slat. Flap.

The balance tab is an auxiliary surface fitted to a main control surface. operating automatically to assist the pilot in moving the controls. operated independently at which point in the length of cable the tensiometer is applied. operating automatically to provide feel to the controls.

Aerodynamic balancing of flight controls is achieved by. placing a weight ahead of the hinge point. placing a weight in the leading edge of the control surface. providing a portion of the control surface ahead of the hinge point.

Aerodynamic balance is used to. reduce the control load to zero. make the flying controls easier to move. prevent flutter of the flying controls.

A horn balance is. a rod projecting forward from the control surface with a weight on the end. a rod projecting upward from the main control surface to which the control cables are attached. a projection of the outer edge of the control surface forward of the hinge line.

A control surface is mass balanced by. the attachment of weights acting on the hinge line. fitting a balance tab. the attachment of weights acting forward of the hinge line.

The purpose of anti-balance tabs is to. relieve stick loads. trim the aircraft. give more feel to the control column.

You have adjusted the elevator trim tab to correct for nose heavy. What was the direction of travel of the trim tab?. The elevator trim tab has moved down. The elevator trim tab has moved up. The port elevator tab has moved up and starboard moved down.

The tropopause exists at about. 18,000 ft. 30,000 ft. 36,000 ft.

Induced drag curve characteristics of a slender delta wing are such that there is. an increase in gradient with wing speed. no change in gradient with wing speed. decrease in gradient with wing speed.

If an aircraft is yawing left, the trim tab on the rudder would be positioned. to the right, moving the rudder left. to the centre. to the left, moving the rudder right.

Instability giving roll and yaw. is dutch roll. is longitudinal stability. is lateral stability.

Vortex generators are fitted to. move transition point rearwards. move transition point forwards. advance the onset of flow separation.

Leading edge flaps. increase stalling angle of the wing. decrease stalling angle of the wing. do not change the stalling angle.

Krueger flaps are on. the leading edge. either the leading or training edge. the trailing edge.

Sweepback will. decrease lateral stability. not affect lateral stability. increase lateral stability.

A plain flap. does not increase the wing area on deployment. is attached to the leading edge of the wing. forms part of lower trailing edge.

A split flap, when deployed. is used only on high speed aircraft. increases lift without a corresponding increase in drag. increases drag with little lift coefficient increase, from intermediate to fully down.

A flying control mass balance weight. keeps the control surface C of G as close to the trailing edge as possible. tends to move the control surface C of G close to the hinge line. tends to move the control surface C of G forward of the hinge line.

An elevator controls the aircraft motion in. yaw . roll. pitch.

Air above Mach 0.7 is. compressible only when above the speed of sound. incompressible. compressible.

Supersonic air passing through a divergent duct causes the. pressure to increase, velocity to increase. pressure to increase, velocity to decrease. pressure to decrease, velocity to increase.

A nose down change of trim (tuck-under) occurs due to shock induced. tip stall on a delta wing aircraft. root stall on a delta wing aircraft. tip stall on a straight wing aircraft.

A symmetrical aerofoil is accelerating through Mach 1 with an angle of attack of 0°. A shock wave will form. on the upper and lower surface and will move aft until the point of maximum camber. on the upper and lower surface and will move aft. on the upper surface only and move aft.

Shock stall. occurs at high speeds. is a flap down stall and occurs at high speeds. occurs at low speeds.

As you approach supersonic speed. thrust is reduced. total drag is increased. lift is reduced.

Mach trim in some aircraft assists. lateral stability. vertical stability. longitudinal stability.

Before an aircraft reaches critical mach. the nose pitches up because the CP moves Forward. the aircraft buffets because the CP moves to the shock wave. the nose pitches down because the CP moves rear.

On a standard day, at which altitude will the speed of sound be the greatest?. 20,000 ft. 10,000 ft. Sea level.

Which of the following will increase the Critical Mach Number of an aerofoil?. Using a thin airfoil and sweeping the wings back. Decreasing the fineness ratio of the wings. Increasing the aspect ratio of the wings.

As an aircraft accelerates through the transonic region, the centre of pressure tends to. turn into a shock wave. move rearward. move forward.

Supersonic air going through an incipient shock wave will decrease its speed and. decrease temperature and increase density. increase temperature and decrease density. increase temperature and increase density.

An increase in mach number will cause the. CofP to move rearwards giving more downwash on the tail plane. CofP to move forwards giving less downwash on the tail plane. CofP to move rearwards giving less downwash on the tail plane.

At speeds above Mach 1, shockwaves will form above and below the wing. at the trailing edge. at both the leading edge and the trailing edge. at the leading edge.

Above the critical mach number, the drag coefficient. increases. remains the same. decreases.

Mach trim counters. longitudinal instability. vertical instability. lateral instability.

At high Mach Numbers above Mach 2.2, some aircraft metals. such as aluminium, become brittle. lose their strength due to the kinetic heating effect. will shrink due to the extreme pressures involved.

Mach trim operates. along the longitudinal axis. along the lateral axis. to reduce Dutch roll.

To increase critical mach number. the wings are swept. elevons are fitted. tailerons are fitted.

When approaching the speed of sound the. pressure above the wing exceeds the pressure below the wing in places. pressure above the wing can never exceed the pressure below the wing. pressure above. the wing equals the pressure below the wing.

Airspeeds above the speed of sound, but not exceeding 4 times the speed of sound are. supersonic. hypersonic. hyposonic.

An aircraft experiences a large loss of lift and a big increase in drag in straight and level flight, what would be the most probable cause?. Atmospheric conditions. Aircraft reached its critical mach number. Severe head winds.

A Mach Trimmer is a device which. prevents the aircraft from exceeding its critical Mach No. automatically compensates for trim changes in the transonic region. switches out trim control to prevent damage in the transonic speed range.

Mach trimming is initiated by an input signal from the. IRS. vertical gyro. CADC.

Mach trim prevents. the nose dropping in a low speed turn. the nose dropping at high speed. the nose lifting at high speed.

Critical Mach No. may be increased by. using a higher thickness/chord ratio wing. sweeping back the wing. using more powerful engines.

Airflow either side of a normal shock wave is. sonic upstream and downstream. sonic upstream, subsonic downstream. subsonic upstream, sonic downstream.

Mach Number is defined as. speed of sound at sea level divided by local speed of sound. IAS divided by the local speed of sound. TAS divided by local speed of sound.

The reason for sharp leading edged wings on high speed aircraft is to. enable the shockwave to be accurately positioned. decrease wave drag. decrease boundary layer.

Critical Mach Number is defined as. that number at which the airflow becomes supersonic. that free-stream Mach Number at which some part of the airflow over the aircraft becomes sonic. the minimum mach number at which the aircraft can go supersonic.

The transonic region is a region of. all subsonic. all supersonic. mixed airflow.

Immediately downstream of an oblique shockwave is always. supersonic. the same as upstream. subsonic.

Wave drag. increases in the supersonic region. increases in the transonic region. increases at the low speed stall.

For increased Mcrit. decrease thickness/chord ratio. decrease sweepback. decrease true airspeed.

Symptoms of shock stall are. decrease in speed, buffet and movement of the centre of pressure. buffet, loss of control, and instability. compressibility effects, buffet and loss of control.

Sweepback increases Mcrit by. decreasing the amount of airflow over the lowest point on the aerofoil section. decreasing the amount of airflow over the highest point on the aerofoil section. increasing the amount of airflow over the highest point on the aerofoil section.

Mach number is. the ratio of the aircrafts TAS to the speed of sound at the same atmospheric conditions. the ratio of the aircrafts IAS to the speed of sound at the same atmospheric conditions. the ratio of the aircrafts TAS to the speed of sound at sea level.

The critical Mach number is. the Mach No. when a shock wave forms at the leading edge. the Mach No. when the aircraft reaches the speed of sound. the aircraft Mach No. when the airflow reaches the speed of sound at some point on the aircraft.

Above the Critical Mach No. the drag coefficient will. remain the same. start to increase. start to decrease.

A wing of low thickness/chord ratio, the Critical Mach No. will be. lower than a wing of high thickness/chord ratio. higher than a wing of high thickness/chord ratio. the same as a wing of high thickness/chord ratio.

An aeroplane flying above the Critical Mach No. will usually experience. a nose up pitch. an oscillation in pitch. a nose down pitch.

Tuck-under can be counteracted by. mach trim. aileron reversal. trim tabs.

What causes tuckunder?. Flap back effect. Shock stall. Aileron reversal.

When does a shock stall occur?. When the aircraft forward speed is above Mach One. At the critical Mach number of the aeroplane. When the aircraft reaches speed of sound in a dive.

With an increase in altitude under I.S.A. conditions, the temperature in the troposphere. increases. remains constant. decreases.

Air either side of an oblique shockwave is generally. sonic. supersonic. subsonic.

Downstream of a normal shock wave. pressure decreases temperature increases. pressure and temperature increase. pressure and temperature decrease.

Speed of sound varies with. altitude. temperature. pressure.

Immediately downstream of a normal shockwave, air is always. subsonic. supersonic. the same as upstream.

Increased sweepback. improves tip stall characteristics. raises Mcrit. decreases stability.

Aerodynamic heating. increases as a function of airspeed. increases with skin friction. decreases with altitude.

To overcome ineffective control surface problems in the transonic region an all moving tailplane may be used. hydraulic powered elevators may be used. Frise ailerons may be used. an all moving tailplane may be used. hydraulic powered elevators may be used. Frise ailerons may be used.

An aircraft flying below the tropopause descends at a constant True Airspeed, its Mach. No. will. remain the same. increase. decrease.

To counter the effect of a shift of centre of pressure as an aircraft flies through the transonic region, fuel is pumped. forwards. backwards. sideways.

An aircraft flying above the tropopause descends at a constant True Airspeed, its Mach No. will. remain the same. decrease. increase.

The velocity of sound with an increase in altitude will. remain constant. increase. decrease.

Mach number equals the ratio of. altitude to airspeed. sonic speed to indicated airspeed. true airspeed to local sonic speed.

With a drop in ambient temperature, an aircraft service ceiling will. lower. rise. not be affected.

Tuck-under is caused by. tip stall on a straight wing aircraft. tip stall on a swept wing aircraft. root stall on a swept wing aircraft.

The purpose of sweepback on an aerofoil is to. decrease drag. decrease Mcrit. increase Mcrit.

As the airspeed over a cambered wing is increased, a shock wave will appear initially. at the leading edge. at the trailing edge. near the point of maximum curvature.

Drooping of helicopter blades is compensated by. flapping. dragging. centrifugal force.

Climbs with forward speed require less power than vertical climbs, because of. translational lift. increased inertia. forward momentum.

Tracking is carried out to_____________the main rotor blade tip path. restore. align. balance.

What principle does the delta 3 hinge use?. Triangular pitch change lever. Flapping actuators. Offset hinges.

The bell stability augmentation system is based on. flapping hinges. offset hinges. gyroscopic forces.

The difference between transient droop and static droop is. overswing. underswing. a hole in one.

An helicopter fin helps to give. longitudinal stability about the normal axis. directional stability about the normal axis. directional stability about the longitudinal axis.

Solidity of the rotor is the ratio of the. blade area to disc area. all up weight to blade area. all up weight to disc area.

Lift in a helicopter is a result of. pitch * square root of speed. angle of attack * velocity squared. angle of attack * velocity squared and forward speed.

The layer of air over the surface of an aerofoil which is slower moving, in relation to the rest of the airflow, is known as. camber layer. boundary layer. none of the above are correct.

When airflow velocity over an upper cambered surface of an aerofoil decreases, what takes place?. Pressure increases, lift decreases. Pressure decreases, lift increases. Pressure increases, lift increases.

What is a controlling factor of turbulence and skin friction?. Countersunk rivets used on skin exterior. Fineness ratio. Aspect ratio.

Changes in aircraft weight. will only affect total drag if the lift is kept constant. will not affect total drag since it is dependant only upon speed. cause corresponding changes in total drag due to the associated lift change.

When an aerofoil stalls. lift and drag increase. lift decreases and drag increases. lift increases and drag decreases.

Translational drift is. the tendency for the aircraft to drift laterally. the tendency for the aircraft to turn to port. the tendency for the aircraft to pitch nose up.

The tropopause exists at about. 36,000 ft. 18,000 ft. 30,000 ft.

The centre of pressure of an aerofoil is that point on the cord line. which moves most, with changes in angle of attack, if the section is symmetrical. at which. the highest pressure is said to act. at which the lift forces resultant is said to act.

Dihedral wings combat instability in. yaw . side-slip. pitch.

An aircraft, which is longitudinally stable, will tend to return to level flight after a movement in which axis?. Pitch. Yaw. Roll.

The normal axis of an aircraft passes through. the centre of gravity. a point at the centre of the wings. at the centre of pressure.

Due to the change in downwash on an untapered wing (i.e. one of constant chord length) it will. not provide any damping effect when rolling. not suffer adverse yaw effects when turning. tend to stall first at the root.

Correcting for a disturbance which has caused a rolling motion about the longitudinal axis would re- establish which of the following?. Lateral stability. Longitudinal stability. Directional stability.

Porpoising is an oscillatory motion in the. yaw plane. roll plane. pitch plane.

Directional stability is maintained. by the tailplane, and controlled by the elevators. by the keel surface and fin, and controlled by the rudder. by the mainplanes, and controlled by the ailerons.

Longitudinal stability is given by. the fin. the wing dihedral. the horizontal tailplane.

Lateral stability is given by. the horizontal tailplane. the ailerons. the wing dihedral.

Stability about the lateral axis is given by. the ailerons. the horizontal tailplane. wing dihedral.

Sweepback of the wings will. decrease lateral stability. not affect the lateral stability. increase lateral stability.

Dutch Roll is. primarily a pitching instability. a combined rolling and yawing motion. a type of slow roll.

A high wing position gives. more lateral stability than a low wing. less lateral stability than a low wing. the same lateral stability as a low wing.

Directional stability may be increased with. pitch dampers. horn balance. yaw dampers.

Lateral stability may be increased with. increased lateral dihedral. increased lateral anhedral. increased longitudinal dihedral.

Longitudinal stability is increased if the. CG is forward of the CP. Thrust acts on a line below the total drag. CP moves forward of the CG.

Directional stability is about the. lateral axis. longitudinal axis. normal axis.

Lateral stability is about the. longitudinal axis. normal axis. vertical axis.

Longitudinal stability is provided by the. horizontal stabilizer. vertical stabilizer. mainplane.

If the aircraft turns and side-slips. the sweepback of the wing will correct the sideslip. the keel surface will correct the sideslip. the dihedral of the wing will correct the sideslip.

An aircraft disturbed from its normal flight path, and automatically returns to that normal flight path, without any action on the part of the pilot is known as. aircraft stall. aircraft instability. aircraft stability.

The fin gives stability about which axis?. Longitudinal axis. Lateral axis. Normal axis.

If the nose of the aircraft is rotated about its lateral axis, what is its directional movement?. Rolling or banking to the left or right. Turning to the left or right. Climbing or diving.

The function of an aircraft fin. is to provide directional control. is to provide straight airflow across the rudder. is to provide stability about the normal axis.

Movement of an aircraft about its normal axis. is rolling. is yawing. is pitching.

If, after a disturbance, an aeroplane initially returns to its equilibrium state. it has neutral stability. it has static stability and may be dynamically stable. it is neutrally unstable.

Stability of an aircraft is. the tendency of the aircraft to return to its original trimmed position after having been displaced. the tendency of the aircraft to stall at low airspeed. the ability of the aircraft to rotate about an axis.

The three axes concerned with stability of an aircraft have. longitudinal, lateral and normal axis all passing through aircraft centre of gravity. longitudinal axis nose to tail, lateral axis at furthest span point, normal axis through centre of pressure. normal axis through C of G. Lateral axis - wing tip to wing tip. Longitudinal axis - nose to tail but not through C of G.

If an aircraft returns to a position of equilibrium it is said to be. positively stable. neutrally stable. negatively stable.

The pendulum effect on a high wing aircraft. has no effect on lateral stability. increases lateral stability. decreases lateral stability.

After a disturbance in pitch, an aircraft continues to oscillate at constant amplitude. It is. longitudinally unstable. longitudinally neutrally stable. laterally unstable.

On an aircraft with an all-moving tailplane nose up pitch is caused by. decreasing tailplane incidence. increasing tailplane incidence. up movement of the trim tab.

What gives the aircraft directional stability?. Vertical stabiliser. Elevators. Horizontal stabiliser.

In flight if the aircraft nose gets an upward gust of wind, what characteristic will have the greatest effect to counteract it?. Wing Sweep. Horizontal stabiliser and fuselage length. Position of the centre of pressure relative to the centre of gravity.

To correct dutch roll you must damp oscillation around. the longitudinal axis. the vertical axis. the lateral axis.

An elevator trim tab is used to. counteract propeller torque. prevent the control surface from stalling the airflow. reduce control column forces on the pilot.

A high wing aircraft will be more. laterally stable than a low wing aircraft. longitudinally stable than a low wing aircraft. directionally stable than a low wing aircraft.

After an aircraft has been disturbed from its straight and level flight, it returns to its original attitude with a small amount of decreasing oscillation. The aircraft is. statically stable but dynamically unstable. statically unstable but dynamically stable. statically stable and dynamically stable.

If there is an increase of density, what effect would there be in aerodynamic dampening?. Decreased. Increased. None.

Yawing is a rotation around. the lateral axis obtained by the rudder. the normal axis obtained by the rudder. the normal axis obtained by the elevator.

Lateral stability is reduced by increasing. dihedral. sweepback. anhedral.

Azimuth stability is dependent on. dihedral. keel and fin. tailplane.

Sweepback of the wings will. increase lateral stability at high speeds only. not affect lateral stability. increase lateral stability at all speeds.

If you have an aircraft that is more laterally stable then directionally stable it will tend to. bank. slip. skid.

A centre of gravity position close to its aft limit will cause the aircraft to. pitch nose down and increase its longitudinal stability. pitch nose up and decrease its longitudinal stability. pitch nose up and increase its longitudinal stability.

A sharply swept wing will promote. excessive lateral instability. excessive longitudinal stability. excessive lateral stability.

Which control surfaces provide lateral control , also longitudinal control and stability?. Ruddervators. Tailerons. Flapperons.

If, after a disturbance, an aeroplane initially returns to its equilibrium state. it has neutral stability. it has static stability and may be dynamically stable. it is neutrally unstable.

Yaw dampers are designed to. prevent dutch roll. assist the pilot to move the rudder. reduce the effect of crabbing due to cross winds.

The lateral axis is. a straight line through the CG at right angles to the longitudinal and lateral axis. a straight. line through the CG from nose to tail. a straight line through the CG parallel to a line joining the wingtips.

The main factors which affect longitudinal stability are. design of the fuselage and position of the CG. design of the mainplane and position of the CG. design of the tailplane and position of the CG.

A yawing motion provides what kind of Stability?. Directional. Lateral. Longitudinal.

Where would you find the normal axis?. Through C of G at right angles to longitudinal and lateral axis. Vertically through CofP. In line with the wing tips through C of G.

When a aircraft is in a slideslip and is yawing the. the fin will correct the yawing motion. the effective keel area will make the ac yaw further into the direction of the sideslip. the dihedral will prevent the yaw motion.

As a consequence of the C of G being close to its aft limit. the stick forces to manoeuvre longitudinally will be low due to low stability. the stick forces will be high in fore and aft pitch, due to the high longitudinal stability. the stick forces when pitching the nose down will be very high.

With the C of G on its forward limit. the change in control loading is dependant on the position of the CofP. control loading decreases. control loading increases.

An undercarriage leg in flight produces 3 lbs of drag at 100kts. If speed is increased to 200kts the drag would be. 12 lbs. 9 lbs. 6 lbs.

A stall warning device must be set to operate. at a speed just above stalling speed. at a speed just below stalling speed. at the stalling speed.

Tuck under occurs when. a shock stall occurs on the outboard portion of swept wing. a shock stall warning occurs on the inboard position of a straight wing. the aircraft reaches Mcrit.

In cruise the weight of an aeroplane is decreasing as fuel is used. A stall would occur. at a lower speed. at the same speed. at a higher speed.

As height increases, with angle of attack and speed constant. lift will remain constant. lift Increases. lift decreases.

On a swept wing aircraft if both wing tip sections lose lift simultaneously the aircraft will. roll. pitch nose up. pitch nose down.

Lift on a delta wing aircraft. increases with an increased angle of incidence (angle of attack). decreases with an increase in angle of incidence (angle of attack). does not change with a change in angle of incidence (angle of attack).

On a straight wing aircraft, stall commences at the. root on a high thickness ratio wing. tip on a high thickness ratio wing. tip on a low thickness ratio wing.

On a high wing aircraft in a turn. the up-going wing loses lift causing a de-stabilizing effect. the down-going wing gains lift causing a stabilizing effect. the down-going wing loses lift causing a de-stabilizing effect.

For the same angle of attack, the lift on a delta wing. is greater than the lift on a high aspect ratio wing. is lower than the lift on a high aspect ratio wing. is the same as the lift on a high aspect ratio wing.

The ISA?. is taken from the equator. is taken from 45 degrees latitude. assumes a standard day.

The thrust-drag couple overcomes the lift-weight couple. What direction of force is required to be produced by the tail of the aircraft to maintain straight and level flight. upwards. downwards. sideways.

During a turn, the stalling angle. increases. decreases. remains the same.

The C of G moves in flight. The most likely cause of this is. movement of passengers. consumption of fuel and oils. movement of the centre of pressure.

The C of P is the point where. all the forces on an aircraft act. the three axis of rotation meet. the lift can be said to act.

The three axis of an aircraft act through the. C of G. C of P. stagnation point.

When the weight of an aircraft increases, the minimum drag speed. decreases. increases. remains the same.

An aircraft will have. less gliding distance if it has more payload. more gliding distance if it has more payload. the same gliding distance if it has more payload.

When an aircraft experiences induced drag. air flows under the wing spanwise towards the tip and on top of the wing spanwise towards the root. air flows under the wing spanwise towards the root and on top of the wing spanwise towards the tip. Neither a) or b) since induced drag does not caused by spanwise flow.

What happens to load factor as you decrease turn radius?. It increases. It decreases. It remains constant.

If you steepen the angle of a banked turn without increasing airspeed or angle of attack, what will the aircraft do?. It will remain at the same height. It will sideslip with attendant loss of height. It will stall.

An aircraft wing tends to stall first at. the tip due to a higher ratio thickness/chord. the tip due to a lower ratio thickness/chord. the root due to a higher ratio thickness/chord.

To stop aircraft decreasing in height during a sideslip, the pilot can. advance the throttle. pull back on the control column. adjust the rudder position.

What control surface movements will make an aircraft fitted with ruddervators yaw to the left?. Left ruddervator lowered, right ruddervator raised. Right ruddervator lowered, left ruddervator raised. Both ruddervators raised.

When a leading edge slat opens, there is a gap between the slat and the wing. This is. to allow it to retract back into the wing. to allow air through to re-energize the boundary layer on top of the wing. to keep the area of the wing the same.

If the wing tips stall before the root on a swept wing aircraft, the aircraft will. roll. pitch nose up. pitch nose down.

The thrust-drag couple overcomes the lift-weight couple. What direction of force is required to be produced by the tail of the aircraft to maintain straight and level flight?. Upwards. Downwards. Sideways.

he vertical fin of a single engined aircraft is. parallel with both the longitudinal axis and vertical axis. parallel with the longitudinal axis but not the vertical axis. parallel with the vertical axis but not the longitudinal axis.

Aircraft flying in the transonic range most often utilize. sweptback wings. advanced supercritical airfoils. high wings.

Which type of flap changes the area of the wing?. Fowler. Split. Slotted.

Forward swept wings tend to stall at the root first so the aircraft retains lateral control, so why are they never used on passenger aircraft?. Because at high loads their angle of incidence increases and the loads imposed on the wing can increase until they destroy it. Because the wing tips wash in at high wing loads. Because the wing tips wash out at high wing loads.

An aircraft, which is longitudinally stable, will tend to return to level flight after a movement about which axis?. Pitch. Roll. Yaw.

Vortex generators on the wing are most effective at. high speed. low speed. high angles of attack.

Lateral control of an aircraft at high angle of attack can be maximized by using. fences. vortex generators. wing slots.

Stall strips are always made of metal. on the leading edge of a wing. fitted forward of the ailerons. made of metal. on the leading edge of a wing. fitted forward of the ailerons.

Due to the interference of the airflow on a high wing aircraft between the fuselage and the wings, the lateral stability of the aircraft in a gusty wind situation will cause. the upper wing to increase its lift. the upper wing to decrease its lift. the lower wing to decrease its lift.

An aircraft banks into a turn. No change is made to the airspeed or angle of attack. What will happen?. The aircraft enters a side slip and begins to lose altitude. The aircraft turns with no loss of height. The aircraft yaws and slows down.

On a high winged aircraft, what effect will the fuselage have on the up-going wing?. The up-going wing will have a decrease in angle of attack and therefore a decrease in lift. The down-going will have a decrease in angle of attack and therefore a decrease in lift. The up-going wing will have an increase in angle of attack and therefore a decrease in lift.

The angle of attack which gives the best L/D ratio. decreases with a decrease in density. in unaffected by density changes. increases with a decrease in density.

True stalling speed of an aircraft increases with altitude. because reduced temperature causes compressibility effect. because air density is reduced. because humidity is increased and this increases drag.

The "wing setting angle" is commonly known as. angle of incidence. angle of attack. angle of dihedral.

On a very humid day, an aircraft taking off would require. a shorter take off run. a longer take off run. humidity does not affect the take off run.

An aircraft is flying at 350 MPH, into a head wind of 75 MPH, what will its ground speed be?. 175 mph. 275 mph. 200 mph.

Which of the four forces act on an aircraft?. Lift, gravity, thrust and drag. Weight, gravity, thrust and drag. Lift, weight, gravity and drag.

Correcting for a disturbance which has caused a rolling motion about the longitudinal axis would re-establish which of the following?. Lateral stability. Directional stability. Longitudinal stability.

To achieve the maximum distance in a glide, the recommended air speed is. as close to the stall as practical. as high as possible with VNE. the speed where the L/D ratio is maximum.

Proposing is an oscillatory motion in the. pitch plane. roll plane. yaw plane.

Due to the interference effects of the fuselage, when a high wing aeroplane sideslips. the accompanying rolling due to keel surface area is destabilizing. the accompanying lift changes on the wings produces a stabilizing effect. the accompanying rolling due to the fin is destabilizing.

The power required in a horizontal turn. is greater than that for level flight at the same airspeed. must be the same as that for level flight at the same airspeed. is less than that for level flight at the same airspeed.

A wing mounted stall sensing device is located. usually on the under surface. always at the wing tip. always on the top surface.

For an aircraft in a glide. thrust, drag, lift and weight act on the aircraft. weight, lift and drag act on the aircraft. weight and drag only act on the aircraft.

An aspect ratio of 8 would mean. span 64, mean chord 8. mean chord 64 , span 8. span squared 64 ,chord 8.

If an aircraft in level flight loses engine power it will. pitch nose up. pitch nose down. not change pitch without drag increasing.

The lift /drag ratio at stall. increases. decreases. is unchanged.

On a straight unswept wing, stall occurs at. the thick portion at the wing root. the thick portion at the wing tip. the thin portion at the wing tip.

During a climb from a dive. the thrust required is greater than required for level flight. the thrust required is lower than for level flight. the thrust required is the same as for level flight.

When power is off, the aircraft will pitch. nose down. nose up. trim level.

Angle of attack on a down going wing in a roll. increases. decreases. unaffected.

As the angle of attack of a wing is increased in level flight. the Cof G moves aft and the Cof P forward. the Cof P and transition point move forward. the Cof P moves forward and the stagnation point aft over the upper surface.

If the angle of attack is increased the Centre of Pressure will. move forward. move rearward. remain stationary.

A high aspect ratio wing has a. increased induced drag. decreased induced drag. decreased skin friction drag.

On an aircraft in an unpowered steady speed descent. the lift equals the weight. the weight equals the drag. the weight equals the resultant of the lift and drag.

When an aircraft rolls to enter a turn and power is not increased. the lift equals the weight. the lift is greater than the weight. the lift is less than the weight.

When an aircraft with a C of G forward of the C of P rolls, the nose of the aircraft will. stay level. rise. drop.

In a bank, the weight is. increased. decreased. the same.

L/D ratio is. higher at supersonic cruise speed. higher at sub sonic speed. the same.

The power required at low altitude for a given IAS is. the same as at high altitude. higher. lower.

If the stall speed is 75 knots what is the same stall speed in mph. 75 x 0.87. 75 / 0.87. 75 / 0.87 x relative density.

An untapered wing will. have no yaw effect in banking. have no change in induced drag in the bank. stall at the root first.

The lift drag ratio is. higher at mach numbers above supersonic. higher at sub sonic mach numbers. the same.

The force opposing thrust is. drag. lift. Weight.

Movement of an aircraft about its lateral axis. is pitching. is rolling. is yawing.

At what altitude is tropopause. 63,000 ft.. 36,000 ft.. 57,000 ft..

Which of the following act in opposition to forward movement?. Lift. Gravity. Drag.

Directional control is provided by. horizontal stabilizer. rudder. elevator.

About which axis of the aircraft does a rolling motion take place?. Normal axis. Longitudinal axis. Lateral axis.

Which motion happens about the lateral axis?. Pitching. Yawing. Rolling.

Which of the following describes the “Empennageâ€?​. Nose section of an aircraft, including the cockpit. Tail section of the aircraft, including fin, rudder, tail plane and elevators. The wings, including the ailerons.

When an aircraft is in straight and level unaccelerated flight, which of the following is correct?. Lift and weight are equal, and thrust and drag are equal. Lift greater than weight, and thrust greater than drag. Lift greater than weight, and thrust is less than drag.

What is the horizontal movement of the nose of the aircraft called?. Rolling movement. Pitching movement. Yawing movement.

When air flow velocity over an upper cambered surface of an aerofoil decreases, what takes place?. Pressure increases, lift decreases. Pressure increases, lift increases. Pressure decreases, lift increases.

When an aircraft is banked, the horizontal component of the lift. will tend to make the aircraft follow a circular path. will oppose the tendency of the aircraft to follow a circular path. will oppose the weight thus requiring more total lift in the turn.

With reference to altimeters QFE is. setting aerodrome atmospheric pressure so that an altimeter reads zero on landing and take off. quite fine equipment. the manufacturers registered name.

Under the ICAO “Qâ€​code there are which three settings? QFE, QNH, QNE. QEF, QNH, QEN. QE, QN, QQE. QFE, QNH, QNE. QEF, QNH, QEN. QE, QN, QQE.

With an increase in aspect ratio for a given ISA, induced drag will. remain constant. increase. reduce.

With increasing altitude the angle at which a wing will stall. remains the same. reduces. increases.

As the speed of an aircraft increases the profile drag. increases. decreases. decreases at first then increase.

The thrust-drag couple overcomes the lift-weight couple. What force must the tail of the aircraft exert to maintain the aircraft in a level attitude?. Down. Up. Sideways.

If gauge pressure on a standard day is 25 PSI, the absolute pressure is. 10.3 PSI. 43.8 PSI. 39.7 PSI.

Which atmospheric conditions will cause the true landing speed of an aircraft to be the greatest?. Low temperature with low humidity. High temperature with low humidity. High temperature with high humidity.

If all, or a significant part of a stall strip is missing on an aeroplane wing, a likely result will be. increased lift in the area of installation on the opposite wing at high angles of attack. asymmetrical aileron control at low angles of attack. asymmetrical aileron control at or near stall angles of attack.

Which type of flap increases the area of the wing?. Plain Flap. Fowler Flap. All flaps.

Deployment of flaps will result in. a decrease in stall angle. an increase in stall angle. a decrease in angle of attack.

The angle of attack of an aerofoil section is the angle between the. chord line and the relative airflow. underside of the wing surface and the mean airflow. chord line and the centre line of the fuselage.

Krueger Flaps are normally fitted to. the trailing edge of the wings. the tips of the wings. the leading edge of the wings.

A wing with a very high aspect ratio (in comparison with a low aspect ratio wing) will have. increased drag at high angles of attack.. a high stall speed.. poor control qualities at low airspeeds..

After an aircraft has been disturbed from its straight and level flight, it returns to its original attitude with a small amount of decreasing oscillation. The aircraft is. statically stable but dynamically unstable. statically unstable but dynamically stable. statically stable and dynamically stable.

An increase in the speed at which an aerofoil passes through the air increases lift because. the increased speed of the airflow creates a greater pressure differential between the upper and lower surfaces.. the increased speed of the airflow creates a lesser pressure differential between the upper and lower surfaces.. the increased velocity of the relative wind increases the angle of attack.

The Lift/Drag ratio of a wing at the stalling angle is. of a negative value. low. high.

For a given angle of attack induced drag is. greater on a high aspect ratio wing. greater towards the wing root. greater on a low aspect ratio wing.

An aircraft flying in “ground effectâ€​will produce. more lift than a similar aircraft outside of ground effect. less lift than a similar aircraft outside of ground effect. the same lift as a similar aircraft outside of ground effect.

When maintaining level flight an increase in speed will. cause the C of P to move aft. cause the C of P to move forward. have no affect on the position of the C of P.

Bernoulli`s equation shows that. at constant velocity the kinetic energy of the air changes with a change of height. with a change in speed at constant height both kinetic and potential energies change. with a change in velocity at constant height the static pressure will change.

The maximum lift/drag ratio of a wing occurs. at the angle of attack where the wing develops its maximum lift. during take off. at an angle below which the wing develops max lift.

A wing develops 10,000N of lift at 100knots. Assuming the wing remains at the same angle of attack and remains at the same altitude, how much lift will it develop at 300knots?. 900,000 N. 90,000N. 30,000N.

A stalled aerofoil has a lift/drag ratio. more than the lift/drag ratio prior to stall. zero. less than the lift/drag ratio prior to stall.

At low forward speed. increased downwash reduces tailplane effectiveness. increased downwash increases tailplane effectiveness. excessive rudder movement may cause fin to stall.

On some modern aircraft a stall warning will automatically. increase thrust. extend outboard slats. cause a pitch nose down movement.

The spanwise component of the airflow is. greater at higher speeds. less at higher speeds. unaffected by speed.

The highest lift/drag ratio is greatest at. low altitudes. the point just before the stalling angle. the optimum angle of attack.

IAS for a stall will. increase with altitude. decrease with altitude. roughly remain the same for all altitude.

If the radius of a turn is reduced the load factor will. increase. decrease. remain the same.

A constant rate of climb is determined by. weight. wind speed. excess engine power.

With an aircraft in bank, the upper wing produces more drag. To compensate. the rudder is operated. when bank angle is achieved then the ailerons are operated in the opposite direction to cause the opposite effect. angle of attack is increased.

On a high winged aircraft in a banked turn, which of the following are true?. The down-going wing loses lift causing a stabilizing effect. The up-going wing loses lift causing a stabilizing effect. The wing dihedral causes a stabilizing effect.

If an aircraft true airspeed is halved, its indicated airspeed is reduced by. half. factor of four. It is not reduced, it is doubled.

When a slat is retracted it moves. towards the upper leading edge of the wing. towards the lower leading edge of the wing. towards the center of the leading edge of the wing.

In a turn the up-going wing causes a. de-stabilizing effect due to increased AoA. de-stabilizing effect due to decreased AoA. stabilizing effect due to decreased AoA.

The stagnation point consists of. dynamic and static air pressure. static air pressure. dynamic air pressure. static air pressure. dynamic air pressure.

As the angle of attack increases the centre of pressure will. move rearward. remain static. move forward.

An aircraft entering a level turn will require more lift. only if there is an increase in speed. only if there is an increase in angle of attack. in all cases.

Pulling the control column and rotating to the left causes. elevator down, left aileron down. elevator up, left aileron up. elevator down, left aileron up.

If the aircraft is slipping in turn. the bank angle is too great. the bank angle is too small. the nose of the aircraft is too low.

In normal flight conditions, an increase in aircraft speed. causes the nose of the aircraft to drop. causes the nose of the aircraft to lift. the nose remains in the same position.

An aircraft sideslips. What helps to restore the aircraft?. Fin gives rolling movement. Dihedral causes the aircraft to roll straight and the fin increases the yaw rate. Tailplane.

For an aircraft climbing at a constant IAS the Mach number will. increase. decrease. remain constant.

With the flaps lowered, the stalling speed will. increase. decrease. remain the same.

When flying close to the stall speed a pilot applies left rudder the aircraft will. pitch nose up. roll to the left. stall the left wing.

When an aircraft is in a bank, the upper wing produces more drag. To compensate. the rudder is operated. when bank angle is achieved then the ailerons are operated in the opposite direction to cause the opposite effect. angle of attack is increased (pitch up).

When flaps are down it will. increase AoA and increase slow speed stability. decrease AoA and decrease slow speed stability. the AoA remains the same on both wings.