Q28.

All the factors that affect the lift

AERODYNAMICS : produced by an aerofoil are: Q36. At high speed an aircraft will
Q20. The type of flap which extends a) Angle of attack, air produce:
backwards from the trailing edge as it density, velocity, wing area. a) More induced drag
is lowered is: b) Angle of attack, air than profile.
a) A split flap temperature, velocity, wing area. b) About the same
b) A Krueger flap. c) Angle of attack, profile drag as induced drag.
c) A fowler flap. velocity, wing area, aerofoil shape, air c) More profile drag
Q21. With the flaps lowered, the density. than induced drag.
stalling speed will;
a) Increase. Q29. If the airspeed over a wing at a Q37. The transition point on a wing is
b) Decrease. constant angle of attack is double: the point where:
c) Increase but occur at a a) The lift will be a) The boundary
higher angle of attack.. doubled. layer flow changes from laminar to
b) The lift will turbulent.
Q22. A leading edge slat is a device increase four times. b) The flow divides to
for: c) The light will pass above below the wing.
a) Increasing the stalling angle increase eight times. c) The flow separates
of the wing. from the wing surface.
b) Decreasing the drag of the Q30. The stalling angle of attack of a
wing. typical aerofoil is approximately.
c) Deceasing the stalling angle a) - 1°
of wing. b) 15° Q38. When a leading edge slot is
c) 3° opened, the stalling speed will:
Q23. Stability about the longitudinal a). remain the same
axis is given by; Q31. As the speed of an aircraft of a but will occur at a higher angle of
a) Wing dihedral typical aerofoil is approximately. attack.
b) Elevators a) Decreases b) Increase.
c) Ailerons b) Decreases at first c) Decrease.
then increase.
Q24. Stability about lateral axis is c) Increase. Q39. The angle of attack is:
given by: a) The angle between
a) Wing dihedral Q32. A high aspect ratio wing. the chord and the longitudinal axis.
b) The horizontal tail plane a) Decreases skin b) The angle between
c) The ailerons. friction drag. the wing and the lateral axis.
b) Decreases induced c) The angle between
Q25. The mean camber line is: drag. the chord and the direction of the
a) A line equidistant fro upper c) Increase induced airflow.
and lower surface. drag.
b) The line made by the upper Q40. The wing span is the distance:
surface of the wing. Q33. The purpose of streamlining is to a) From leading edge
c) A straight line from leading reduce: to trailing edge.
edge to trailing edge. a) Skin friction drag. b) from wing tip to
b) Induced drag. wing tip.
Q26. If the angle of attack is increased c) Profile drag. c) From wing tip to
the center of pressure will; fuselage center ling.
a) Move rearward. Q34. If the weight of an aircraft is
b) Remain stationary. increase, the profile drags at a given Q41. The taper ratio is:
c) Move forward. speed. a) The ratio of root
a) Will remain the incidence to tip incidence to tip
Q27. The center of pressure is: same. incidence.
a) The center of b) Will increase. b) The ratio of the
gravity of the wing. c) Will decrease. wing root thickness to tip thickness.
b) The point on the chord line c) The ratio of tip
at which the resultant lifts force may Q35. The induced drag of an aircraft: chord to root chord.
be said to act. a) Increase with
c) The point of increasing speed. Q42. An aircraft has a span of 30 feet
maximum pressure on the under b) Increase as aspect and a wing area of 300 square feet. Its
surface of the wing. ratio is increasing. aspect ratio is:
c) Decrease with a) 10
increasing speed. b) 30
 c) 3 a) Increase. c) 250 kts
solution : (span square)/ wing area b) Decrease. d) 450 kts
,because the wing is rectangular. c) Increase but occur
Q43. The chord line is: at a higher angle of attack. 5) Induced drag is that drag
a) A line tangential to produced by:
the wing surface at the leading edge. Q51. An aircraft altimeter is set at a) Those parts of the a/c
b) A line equidistant 29.92” H.g on the ground. The which do not contribute
from upper and lower surface. altimeter will read to lift.
c) A straight line a) Pressure altitude b) An aerofoil which is not
from leading edge to tiling edge. b) Density altitude producing lift.
c) Field elevation c) Wing tip vortices.
Q44. A wing has a span of 50 feet and d) True altitude d) The total of all the drag
an area of 200 square feet. Its mean AIR TECH of the a/c.
chord would be:
a) 2.5 PRINCIPLES OF FLIGHT 6) Aspect ratio of a tapered
b) 4feet wing is found by:
c) 10 feet ALTP / SCPL a) Span square divided by
wing area.
Q45. Wash out is: 1) The resultant of the flight b) Span divided by wing
a) A decrease in and drag forces acting on an aerofoil area.
chord from root to tip. intersects the c) Wing area divided by
b) An increase in chord at: chord
incidence from root to tip. a) The center of gravity d) Span square divided by
c) A decrease in b) The geometric center chord
incidence from root to tip. c) The center of pressure (2)
d) One third of chord
Q46. A wing of 40 inch chord has a length from leading 7) Camber associated the
thickness /chord ratio of 10%. The edge. following wing dimensions:
thickness would be: a) Span & chord.
a) 10 in. 2) Drag can equal weight: b) Span & thickness
b) 0.4 in a) In level flight at the stall c) Chord & thickness
c) 4 in. b) In a glide d) Chord & area.
Q47. The aspect ratio is: c) In a terminal velocity
a) The ratio between dive 8) In stall air conditions when
the span and the mean chord. d) Never barometric pressure is low and the
b) The ratio between temp. is high, the take-off will:
the square of the span and the mean 3) An a/c flies at a constant a) Required a shorter run
chord. altitude with a constant power setting. than normal.
c) The ratio between As the flight b) Required a longer run
the span and the wing area. proceeds, weight decreases as fuel is than normal.
consumed. Altitude may be c) Not be affected.
Q48. The thickness /chord ratio is: maintained d) Require less time than
a) The ratio of the constant by: usual.
maximum wing thickness to the a) Lowering the nose and
chord. reducing the airspeed 9) Turbulent flow of air over a
b) The ratio of the b) Raising the nose and wing surface occurs:
wing span to the mean chord. maintaining constant a) Only at angles of attack
c) The ratio of wing airspeed greater than the stalling
thickness at the root to the thickness c) Lowering the nose and angle.
at the tip. increasing b) When the a/c is flying in
d) Maintaining altitude turbulent air.
Q49. Type of flap which extends back and increasing airspeed. c) When the boundary
wards from the trailing edge as it is layer is destroyed.
lowered is: 4) An a/c in straight and level d) Because of wing tip
a) A split flap. flight has a drag of 2000 lb. When vortices and is therefore
b) A Krueger flap. flying at an indicated airspeed of 200 concentrated at the
c) A fowler flap. kts. If airspeed is increased so that the wing tips.
drag is increase to 4500 lbs at what
airspeed is the a/c flying. 10) The stalling speed of an a/c
Q50. With the flaps lowered the a) 500 kts in level flight is 60 kts. The weight is
stalling speed will b) 300 kts 2000 Lbs. If the weight is increased to
3000 Lbs, the stalling speed will be 16) The chord of a wing is b) At the wing trailing
approx.: measured: edge.
a) 60 kts. a) Paralle with the force c) At the wing leading
b) 75 kts. and aft axis of the a/c. edge.
c) 90 kts. b) At right angles to the d) Behind the transition
d) 135 kts. spar. point.
c) At right angles to the
11) One of the following has no leading edge. 23) Induced downwash causes:
effect on the reduction of parasite d) At right angles to the a) Skin friction.
drag: trailing edge. b) Profile drag.
a) Increasing aspect ratio. c) Induced drag.
b) Wing root fillers. 17) Parasite drag is drag caused d) Total drag.
c) Undercarriage by:
etraction. a) Wing tip vortices. 24) The effect of air density on
d) Streamlining of non- b) Non lifting surface. stalling speed is:
retractable protrusions. c) The chamber of the a) Lower air density
wings. decreases the stalling
12) The best L / D ratio occurs at d) The boundary layer on speed.
an angle of attack between: the wings. b) Higher temp. decreases
a) 14 & 20° the stalling speed.
b) 2 & 6° 18) The lift component of the c) Lower density and
c) 6 & 10° total aerodynamic forces created by an higher temp. decrease
d) –4 & +2° aerofoil always acts: the stalling speed.
a) Opposite to force due d) Higher density
13) An a/c flying at 100 kts to gravity. decreases the stalling
produces a thrust of 1000 lbs. If speed b) Perpendicular to speed.
is increased to 200 kts than drag will downwash.
be: c) Perpendicular to chord. 25) The expression span squared
a) 2000 lbs. d) Perpendicular to over area refers to:
b) 3000 lbs. relative airflow. a) Wing loading.
c) 5000 lbs. b) Aspect ratio.
d) 4000 lbs. 19) A device to reduce lift on a c) Power loading
(3) wing by disturbing the laminar flow of d) Thickness
air is called:
14) An aerofoil can be said to be a) Spoiler 26) Wing loading is:
stalled: b) Vortex generator a) The total lead that the
a) When the angle of c) Flap wing will carry.
attack reaches 15°. d) Tab b) Maximum weight of a/c
b) When there is turbulent divided by the
airflow over the top 20) A certain wing is designed so wingspan.
surface. that it stalls at the tip before the c) Ratio of the wing area
c) When a further inboard section stalls. This effect to the engine power.
increase in angle of would be produced by: d) The weight of the a/c
attack will decrease the a) Loading edge slots. divided by the wing
co-efficient of lift. b) Wing root spoilers. area.
d) When the airframe c) Washout.
starter to vibrate. d) Washin 27) The transition point, is the
(4) point on an airfoil at which:
15) Induced drag: a) The turbulent flow
a) Decrease as speed and 21) The point at which the again becomes
angle of attack increase. laminar boundary layer starts to streamlined behind the
b) Decrease as speed become turbulent is called: wing.
increase and angle of a) Stagnation point. b) Positive lift changes to
attack decreases. b) Transition point. negative lift.
c) Decrease as speed and c) Separation point. c) The boundary layer
angle of attack increase d) Center of pressure. changes from laminar
of decreases. to turbulent flow.
d) Remains the same as 22) The stagnation point is: d) The air separates to
speed or angle of attack a) In front of the flow over and under the
alter. separation point. wing.
28) The tapered wing of an a/c
has an area of 100 sq feet, a span of 20
feet and an average thickness of 6”.
The aspect ratio of this wing is
therefore
a) 10 to 1.
b) 4 to 1.
c) 50 to 1.
d) 5 to 1.
29) As the angle of attack of the
airfoil increases within the normal
flying range, the lift force:
a) Increases and the CP
moves aft.
b) Increases and the CP
moves forward.
c) Decreases and the CP
moves aft.
d) Decreases and the CP
moves forward.
30) The true stalling speed of an
a/c at 10,000 ft compared to the true
stalling speed at sea level is:
a) Lower due to the
decreased drag at
10,000 ft.
b) Higher due to the
decreased density at
10,000 ft.
c) The same.
d) Higher due to
decreased drag at
10,000 ft.
16. A wing having small taper
ratio (Ct/Cr):
a) Is more susceptible to
tip stall.
b) Is less susceptible to tip
stall.
c) Has no effect on stalling
characteristics.
d) Causes excessive
turbulence in the flow
near wing root.
17. When leading stats are
extended, the stalling angle:
a) Remains unaffected.
b) Increases.
c) Decreases.
d) Depends mainly on
ambient density.
18. Dihedral of the wing
primarily increases:
a) Longitudinal stability.
b) Lateral stability.
c) Directional stability.
d) Dynamic stability.
19. Sweep-back angle of the
leading edge of the wing is defined as:
a) Angle between leading
edge of the wing and
horizontal plane.
b) Angle between leading
edge and trailing edge.
c) Angle between leading
edge and longitudinal
axis.
d) Angle between leading
edge and lateral axis.
20. Purpose for providing
artificial feel on power operated
controls is:
a) To encopurage pilot to
operate controls, which
in turn increases
efficiency of flying.
b) To enable pilot to have
a feel of control surface
deflection and thus
avoid structural failure
due excessive
deflections.
c) To create emergencies
artificially and check the
pilots reaction.
d) To avoid direct
mechanical connection
from control surface to
control column.
Aircraft – General Aerodynamic
1. Horse power is measured in
units of:
a) Foot pounds
b) Foot pounds per
minute
c) Pounds
2. When an a/c is climbing, the
requirements to maintain equilibrium
are:
a) Thrust equals the weight
component perpendicular to the flight
path, and lift
equals the weight component along
the flight path
b) Thrust equals the sum of the
drag and the weight component along
the flight path , and lift equals the
weight component perpendicular
to the flight path
c) Thrust equals the weight component
along the flight path, and lift equals
the
sum of the drag weight
component perpendicular to the flight
path
3. If an a/c maintains a constant
radius of turn, but the speed is
increased:
a) The bank angle must be
increased
b) The bank angle must be
decreased
c) The bank angle will
remain constant
4. In straight and level flight the
following forces act on the a/c:
a) Thrust, lift, drag
b) Thrust, lift, drag, weight
c) Thrust, lift, weight
5. For a glider having a max. L/D
ratio of 20 the flat glide angle that
could be
achieved in still air would be:
a) 1 ft in 10 ft
b) 1 ft in 40 ft
c) 1 ft in 20 ft
6. If the temp. is above ISA, the
service ceiling will be:
a) Higher than in ISA
conditions
b) The same as in ISA
conditions
c) Lower than in ISA
conditions
7. In a ‘Power on’ glide at a steady
speed thrust is:
a) Less than the drag
b) Exactly equal to the drag
c) Greater than the drag
8. For an a/c in straight and level
balanced flight if the tailplane is
producing a down
load the center of pressure must be:
a) On the C of G
(2)
b) After the C of G
c) Forward of the C of G
9. An a/c flying at 150 kt. IAS at
10,000 ft compared to an a/c of the
same weight
a) The same angle of attack
b) A smaller angle of attack
c) A larger angle of attack
10. An a/c has a stalling speed of 100
kt IAS. In steady turn it would stall:
a) At 100 kt IAS
b) At a speed greater than
100 kts IAS
c) At a speed of less than 100
kts IAS
11. Thrust is measured in units of:
a) Foot pound per minute
b) Pounds
c) Foot pounds
12. An a/c flying straight and level at
a steady IAS begins a banked turn,
keeping the
IAS constant:
a) The drag will remain
constant
b) The drag will increase
c) The drag will decrease
13. In a glide the lift force is:
a) Greater than the weight
b) Equal to the weight
c) Less than the weight
14. As height increases, if the angle
of attack and IAS are kept constant:
a) The lift decreases
b) The lift increases
c) The lift remains constant
15. In a climb the lift force is:
a) Greater than the weight
b) Equal to the weight
c) Less than the weight
16. To maintain steady level flight, as
the angle of attack is increase the
airspeed must:
a) Be increased
b) Be decreases
c) Remain constant
(3)
17. During a glide, the following
forces act on an a/c:
a) Drag, thrust, weight
b) Lift, weight, thrust
c) Lift, drag, weight
18. During a turn a lift force is
resolved into two forces. These are
a) Centripetal force and a
force equal and opposite
thrust
b) Centripetal force and a
force equal and opposite
weight
c) Centripetal force and a 26. The airflow over a wing
force equal and opposite causes:
drag a) A decrease in speed and a decrease
in pressure over the upper surface,
19. An a/c flies at 150 kt IAS at sea and
level. If it then flies at 150 kt IAS at an increase in speed and a
10,000 ft the decrease in pressure over lower
drag will be: surface
a) Less b) An increase in speed and a
b) Greater decrease in pressure over upper
c) The same surface, and
a decrease in speed and
20. In a climb at a steady speed the increase in pressure over the lower
thrust is: surface
a) Exactly equal to the drag c) An increase in speed and an increase
b) Greater than the drag in pressure over the upper surface,
c) Less than the drag and
an increase in speed and an
21. For the same angle of attack a increase in pressure over the lower
cambered wing will: surface
a) Give less lift than one with no
camber 27. The optimum angle of attack
b) Give the same lift as one with no of an aerofoil is the angle at which:
camber a) The highest lift/drag
c) Give more lift than one with no ratio is produced
camber b) The aerofoil produces
zero lift
22. If the angle of attack is c) The aerofoil produces
increased the center of pressure will: maximum lift
a) Move rearward
b) Remain stationary 28. All the factors that affect the
c) Move forward lift produced by an aerofoil are:
a) Angle of attack, air
23. The lift/drag ratio of a wing density, velocity, wing
section at its stalling angle of attack is: area
a) Of a negative quantity b) Angle of attack, air
b) Low temp, velocity, wing
c) High area
c) Angle of attack,
24. For a cambered wing section velocity, wing area,
the zero lift angle will be: aerofoil shape, air dens
a) Positive
b) Negative 29. A wing section suitable for
c) Zero high speed would be:
a) Thin with little or no
camber
b) Thick with high camber
c) Thin with high camber
(4)
30. If the airspeed over a wing at
25. The center of pressure is: a constant angle of attack is doubled:
a) The center on gravity of a) The lift will be doubled
the wing b) The lift will increase
b) The point on the chord four times
line at which the c) The lift will increase
resultant lift force may eight times
be said to act
c) The point of max. 31. A cambered airfoil section
pressure on the under set at zero angle of attack in an
surface of the wing airstream will:
a) Produce negative lift
 b) Produce lift b) A layer of separated 46. For max. aerodynamic
c) Produce no lift flow where the air is efficiency the wing plan shape would
turbulent be:
32. The stalling angle of attack of c) A layer of air over the surface a) Elliptical
a typical aerofoil is approximate: where the airspeed is changing from b) Triangular
a) –1° free c) Rectangular
b) 15° stream speed to zero speed
c) 5° 47. A swept wing compared to
40. Two geometrically similar the same wing without sweep will
(5) streamlined bodies A and B have the produce:
same fineness ratio but a) The same lift
33. If the density of the air is A is larger than B: b) More lift
increased, the lift will: a) A would have a lower c) Less lift
a) Remain the same drag coefficient than B
b) Decrease b) A would have a higher 48. Aspect ratio is:
c) Increase drag coefficient than B a) The span divided by the
c) A would have the same chord squared
34. The max. lift / drag ratio of coefficient as B b) The span divided by the
an average transport a/c would be mean chord
about: c) The span divided by the
a) 50 (6) area
b) 1.5
c) 20 41. The purpose of streamlining 49. Sweepback on a wing will:
is to reduce: a) Increase the tendency
35. As the speed of a/c increase a) Skin friction drag to tip stall
the profile drag: b) Induced drag b) Cause the stall to occur
a) Decreases c) Profile drag at lower angles of
b) Decreases at first and attack
then increase 42. If the weight of an a/c is (7)
c) Increases increased, the profile drag at a given
speed: c) Reduce the tendency to
36. Minimum total of an a/c a) Will remain the same tip stall
occurs: b) Will increase
a) When induced drag is c) Will decrease 50. A high aspect ratio will
least cause:
b) At the stalling speed 43. A symmetrical aerofoil a) Low skin friction drag
c) When profile drag section set at zero angle of attack in an b) Low induced drag
equals induced drag airstream will c) High induced drag
produce:
37. A high aspect ratio wing: a) Drag but no lift 51. The effect of sweepback on a
a) Decreases skin friction b) No lift or drag wing will be:
drag c) Lift and drag a) To decrease the critical
b) Decreases induced drag mach. No
c) Increases induced drag 44. The induced drag of an a/c: b) To reduce the drag at all
speeds
38. For a wing in a constant a) Increases with c) To increase the critical
speed airflow, if the angle of attack is increasing speed mach. No
increased, the drag b) Increases as aspect ratio
will: is increased 52. A swept back wing which is
a) Decrease c) Decreases with bent upward will:
b) Increase up to the stall increasing speed a) Have the tip incidence
and then decrease increased
c) Increase 45. At minimum drag speed b) Have the tip incidence
(Vmd): reduced
39. The boundary layer of a body a) Profile drag is equal to c) Maintain the same
in a moving airstream is: induced drag incidence at the tip
a) A thin layer of air over b) Induced drag is greater
the surface where the than profile drag 53. Taper ratio is:
air is stationer c) Profile drag is greater a) The ratio of the roof
than induced drag thickness to the tip
thickness
 b) The ratio of span to root
chord
c) The ratio of root chord
to tip chord
54. On a highly tapered wing
without wing twist the stall will
commence:
a) At the tip
b) At the root
c) At the center of span
55. Tip stall on a swept wing will
cause:
a) The nose to pitch up
b) No change in pitch
c) The nose to pitch down
56. A split flap is:
a) A flap divided into inner
and outer sections to
allow for wing flexing
b) A flap where the upper wing
surface is fixed and the lower surface
lower
to form the flap
b) A flap divided into
section which open to
form slots through the
flap
57. If flaps are raised while
speed and altitude are kept constant:
a) The a/c will maintain
height
b) The a/c will gain height
c) The a/c will sink
(8)
58. When a leading edge slot is
opened, the stalling speed will:
a) Remain the same but
will occur at a higher
angle of attack
b) Increase
c) Decrease
59. Lowering a flap to its landing
setting will
a) Give lower unstick
speed but longer
distance to unstick
b) Give a lower unstuck
speed and shorter
distance to unstick
c) Give a higher unstuck
speed but shorter
distance to unstuck
60. The principal purpose of a
flap is:
a) To cause the wing to
give more lift at a given
angle of attack and
airspeed
b) To adjust the position of the c.p.
relative to the C.G
c) To trim the a/c laterally
61. The type of flap which
extends backwards from the trailing
edge as it is lowered
is:
a) A split flap
b) A kruegar flap
c) A fowler flap
62. If the flaps are lowered but
airspeed kept constant, to maintain
level flight:
a) The altitude must be
held constant
b) The nose must be raised
c) The nose must be
lowered
63. If a flap is lowered from its
takeoff position to its landing position:
a) There will be a large
increase in lift and a
small increase in drag
b) There will be a large
increase in lift and a
large increase in drag
c) There will be a small
increase in lift and a
large increase in drag
64. Lowering a flap to its take off
position will:
a) Cause a decrease in
drag
b) Cause an increase in
drag
c) Have no effect on the
drag
65. With the flaps lowered, the
stalling speed will:
a) Increase
b) Decrease
c) Increase but occur at a
higher angle of attack
66. A Krueger flap is:
a) A flap which extends
from the upper wing
surface to decrease
drag
b) A leading edge flap
(9)
c) A flap which extends rearwards
from the trailing edge
67. Lowering a flap to its landing
setting will:
a) Give a large increase in
drag and a lower
stalling speed
b) Give a large increase in
drag but a lower stalling
speed
c) Give a smaller increase
in drag but a lower
stalling speed
68. The type of flap which
increases wing area is:
a) A split flap
b) A fowler flap
c) A plain flap
69. The purpose of a leading
edge droop is:
a) To give more cambered section for
high speed flight
b) To increase wing chamber, and
prevent separation of the a/c when
trailing edge flaps are
lowered
d) to increase the wing
area for take off and
landing
70. A typical stalling angle of
attack is:
a) 30°
b) 15°
c) 5°
71. An a/c wing stalls at:
a) A constant true
airspeed
b) A constant angle of
attack
c) A constant indicated
airspeed
72. In a steady turn an a/c
experience 3g, the stalling speed will
be
a) Above the normal
stalling speed
b) Below the normal speed
c) The same as the normal
stalling speed
73. At altitudes above sea level
the IAS stalling speed will be:
 a) The same as at sea a) Assisting the pilot to b) Reduce longitudinal
level move the controls stability
b) Less than at sea level against high air loads c) Have no effect on
c) Greater than at sea b) Preventing the a/c from longitudinal stability
level getting into a stall
c) Automatically 88. Increasing the size of the fin
74. A stall warning must be set compensating pitch will:
to operate: changes at high speeds a) Increase lateral stability
a) At a speed just below b) Decrease lateral
stalling speed 81. The stalling speed is stability
b) At a speed just above determined by: c) Not affect lateral
stalling speed a) The max. value of CL stability
c) At the stalling speed b) The CL for zero lift
c) The cl for max. L/D ratio 89. High wing position gives:
a) The same lateral
(10) 82. A stick shaker is: stability as a low wing
a) A high Mach No. b) Less lateral stability
75. At angles of attack above the warning device than a low wing
stalling angle: b) An artificial stability c) More lateral stability
a) The lift decrease and device than a low wing
the drag decreases c) A device to vibrate the
b) The lift decreases and control column to give 90. Dutch roll is:
the drag increases a stall warning a) A type of slow roll
c) The lift increases and b) Primarily a pitching
the drag increases 83. Increasing the a/c weight instability
will: c) A combined rolling abd
76. A wing is stalled when: a) Decrease the stalling yawning motion
a) The lift produced is less speed
than the weight b) Not affect the stalling 91. Longitudinal stability is given
b) The airflow has speed by:
separated from most of c) Increase the stalling a) The horizontal tailplane
the upper surface speed b) The wing dihedral
c) The lift is zero (11) c) The fin

77. If the a/c weight changes by 84. Wing tip stalling may be 92. To ensure longitudinal
6% the stalling speed will change by prevented by: stability in flight, the C of G:
approximately: a) Wash-out on the wing a) Should not be forward
a) 3% b) Wash-in on the wing of the neutral point
b) 12% c) Giving the tip a sharp b) Should not be aft of the
c) 6% leading edge neutral point
(12)
78. A fixed spoiler or the leading 85. After a disturbance in pitch,
edge of the wing at the root will: an a/c continues to oscillate at c) Should coincide with
a) Prevent a root stall constant amplitude. the neutral point
b) Induce a root stall It is:
c) Give a shorter landing a) Longitudinally neutrally 93. Sweepback of the wings will:
run stable a) Not affect the lateral
b) Laterally unstable stability
79. With engine power on, a/c c) Longitudinally instable b) Decrease lateral
will stall: stability
a) At the same speed as 86. Stability about the c) Increase lateral stability
with power off longitudinal axis is given by:
b) At a lower speed than a) Wing dihedral 94. After a disturbance in pitch
with power off b) Elevators an a/c oscillates with increasing
c) At a higher speed than c) Airelons amplitude:
with power off a) Dynamically neutral
87. Moving the center of gravity b) Dynamically stable but
80. A stick pusher is a device for: aft will: statically unstable
a) Increase longitudinal c) Dynamically unstable
stability longitudinally
95. An a/c us constructed with
dihedral to provide:
a) Longitudinal stability
about the lateral axis
b) Lateral stability about
the longitudinal axis
c) Lateral stability about
the normal axis
96. Stability about the lateral
axis is given by:
a) Wing dihedral
b) The horizontal tailplane
c) The ailerons
97. The static margin is equal to
the distance between:
a) The C of G and the
neutral point
b) The C of P and the
neutral point
c) The C of g and C the C of
P right aileron down,
98. The fin gives:
a) Directional stability
about the longitudinal
axis
b) Directional stability
about the normal axis
c) Longitudinal stability
about the lateral axis
99. Lateral stability is giver by:
a) The ailerons
b) The wing dihedral
c) The horizontal tailplane
100. A control surface is mass
balanced by:
a) Fitting a balance tab
b) The attachment of
weights acting on the
hinge line
c) The attachment of
weights acting forward
of the hinge line
(13)
101. In a differential aileron
system:
a) The aileron moves
further down than up
b) The leading edge of the
up going aileron
projects beneath the
wing
c) The aileron moves
further up than down
102. Controls are mass balanced
in order to:
a) Eliminate control
flutter
b) Aerodynamically assist
the pilot in moving the
controls
c) Provide equal control
forces on all three
controls
103. On an a/c fitted with spoilers
for lateral control, roll to the right is
caused by:
a) Left spoiler extending,
right spoiler remaining
retracted
b) Both spoilers extending
c) Left aileron moves up,
elevator down
104. If the control column is
moved forward and to the left:
a) Left aileron moves
down, right aileron up,
elevator down
b) Left aileron moves up,
right aileron moves
down, elevator up
c) Left aileron moves up,
right aileron down,
elevator down
105. A horn balance is:
a) A projection of the outer edge of
the control surface forward of the
hinge
line
b) A rod projection upward from the
main control surface to which the
control
cables are attached
d) A rod projection
forward from the
control surface with a
weight on the end
106. An a/c would be fitted with
difference aileron control to give
a) A nose up pitch to
counteract the
tendency for the nose
to drop in a turn
b) A reduction in the
yawing movement
which opposes the turn
c) An increase in the
yawing movement
which opposes the turn
107. Aerodynamic balance is used
to:
a) Reduce the control load
to zero
b) Prevent flutter of the
flying control
c) Make the flying
controls easier to move
108. ‘Frase’ aileron is an aileron
designed:
a) To correct for adverse
aileron yaw
b) To incorporate mass
balance
c) To move further up
than down
(14)
109. On an a/c with an all-moving
tailplane nose up pitch is caused by:
a) Decreasing tailplane
incidence
b) Up movement of the
trim tab
c) Increasing tailplane
incidence
110. With a differential aileron
control system:
a) The aileron moves
further down than up
b) The leading edge
projects beneath the
wing when the aileron is
raised
c) The aileron moves
further up than down
111. A control surface is mass
balanced by:
a) The attachment of
weights acting on hinge
line fitting a balance tab
b) Fitting a balance tab
c) The attachment of
weights acting forward
of the hinge line
112. If the control column is
moved forward to the right:
a) The left aileron will
move down and the
 right aileron up, 117. Locking of a turnbuckle in a 122. A duplicate inspection of the
elevator up flying control run is normally achieved flying controls is essential in certain
b) The left aileron will by: circumstances
move up, and the right a) Locking wire through a) On all a/c
aileron down, elevator turnbuckle and the end b) Only for a/c fitten with
up fittings cable operated flying
c) The right aileron will b) Slotted nuts and split controls
move up, and the left pins at each end c) Only for a/c which have
aileron down elevator c) Self locking stop nuts in manually operated
down the end fittings flying controls
(15)
113. The purpose of control locks 123. A duplicate inspection of
on a flying control system is: 118. A pilot or flight engineer flying controls by a pilot or flight
a) To prevent structural licensed for an a/c type may perform engineer must cover
damage to the controls the second part the checking of several different
in gusty conditions of a duplicate inspection of flying aspects of the appropriate flying
b) To enable any free controls: control system .
movement in the a) Before the first flight of such an a/c amongst these are checks to verify
control system to be after overhaul, repair or modification a) The operation of the controls in
detected of the flight procedures, the intended effect
c) To keep the control flying control system on the
surface rigid for ground b) Only if a minor adjustment of the flight path of the a/c
handing flying control system has been carried b) That full movement is in accordance
out when the a/c is away with figures stated. In the certificate of
114. The purpose of a turnbuckle from the base airworthiness
in a flying control system is: d) Before the first flight of c) That full free and correct
a) To enable the control such an a/c after initial movement of control surfaces relative
cables to be cross assembly to the
connected movement of their control is
b) To enable the rang of 119. A duplicate inspection is obtained
movement of the required:
control surface to be a) On both flying control 124. When the rudder bar is moved
adjust and engine control for a turn to the left:
c) To enable the cable systems a) The left side of the rudder bar is
tension to be adjust b) On flying control moved forward and the rudder moves
systems only to the
115. Over tension cables of a c) On engine control starboard
flying control system could result in: systems only b) The left side of the rudder moves
a) Excessive friction in the forward and the rudder moves to port
system 120. For an a/c without a temp. d) The right side of the
b) Insufficient friction in compensator in the flying control, an rudder moves forward
the system increase in and the rudder moves
c) Insufficient range of temperature will cause to port
movement of the a) Cable tension to (16)
control surface decrease
b) Cable tension to 125. Controls are mass balanced
116. A turnbuckle without increase to:
inspection holes would be checked for c) No change in cable a) Eliminate control
safety by checking: tension flutter
a) That the locking wire is b) Aerodynamically assist
in position 121. When the primary stop fitted the pilot in moving the
b) That all the thread was to a control run have been contacted: controls
covered by the central a) A clearance exists at c) Provide equal control
barrel the secondary stops forces on all three
c) That not more than b) The secondary stops will controls
three threads are just be in contact
exposed outside the c) The secondary stops 126. The purpose of a drooped
central barrel have been overridden aileron is:
a) To compensate for up
float in flight
 b) To correct for adverse
aileron yaw
c) To increase the feel in
the controls
127. A fries aileron is one is
which:
a) The upward movement
is greater than the
downward movement
b) The leading edge
protrudes above the
wing when the aileron is
lowered
c) The leading edge
protrudes below the
wing when the aileron
is raised
128. To limit the range of control
surface movement:
a) Cables are tensioned
correctly
b) Control cables are left a
little slack
c) Control stops are
provided
129. The check for safety of a
turnbuckle is:
a) To check that the
inspection hole is
blocked by the thread
b) To check that locking
wire is in position
c) The check that the
inspection hole is not
blocked by the thread
130. In relation to the a/c axis and
the flying controls:
a) The ailerons are used to
control the a/c about its
longitudinal axis
b) The rudder is used to
control the a/c in pitch
c) The elevators and the
ailerons are used
together to control the
a/c about the
lateral axis
d) The elevators are used
to control movement
about the normal axis
131. The use of a differential
aileron movement (which is often
combined with the use
of “Frise” aileron) is to:
a) Reduce the tendency
for the a/c to pitch
whenever the ailerons
are operated
b) Reduce adverse yaw
c) To give greater dynamic
stability
d) To increase static
stability
132. In order to reduce any
tendency for the controls to flutter
during flight it is usual
to:
a) Design the control
surface with a horn
shaped tip
b) Arrange the hinge line
to be ahead of the C of
G of the control surface
c) Incorprrate some form
of mass balance
(17)
d) Attach a foxed tab to
the trailing edge of the
control surface
133. An anti balance tab will:
a) Move in the same
direction as the
movement of the main
control surface
b) Move in the opposite direction to
the movement of the main control
surface
c) Remain in a fixed position whenever
the control surface is moved
e) Reduce any tendency of
the control surface to
flutter
134. Which of the following
responses is correct:
a) During the approach to a landing,
the use of flaps on a light a/c is
primarily to
steepen the approach path
and permit the pilot a better view
along the approach
path
b) When flaps are lowered, both the
lift coefficient and the drag coefficient
increase
c) The lowering or raising of the flaps
will usually induce a pitching
movement
e) all the above responces
are correct
135. Which of the following
responses are correct:
a) The center of gravity will remain at a
constant fixed point on the a/c during
flight
b) The center of lift (center od
pressure) is arranged by the designer,
so that if the
a/c is loaded correctly, it will
always remain ahead of the center of
gravity
c) The couple formed by thrust and
drag will balance out the couple
formed
by sift and weight
e) None of the above
responses are correct
136. Concerning the various
factors which relate to dynamic
stability it could be said
that:
a) Neutral dynamic stability will exist if
the a/c once disturbed returns to its
original condition
b) If the a/c is displaced and returns to
its original position of equilibrium it
will
have a degree of dynamic
stability
c) If the a/c is displaced and continues
it’s movement without any increase or
decrease in its rate it is said
to possess neutral dynamic stability
d) To be considered as having neutral
dynamic stability, the a/c should
immediately return to its
original position in equilibrium
137. If the center of gravity of
gravity of an a/c is moved aft the “tail
lever arm” will
be:
a) Increased and the
longitudinal stability is
increased
b) Decrease and the
longitudinal stability is
increased
c) Decreased but this will
not affect the degree of
longitudinal stability
d) Decreased and the a/c
longitudinal stability will
decrease
(18)
138. Which of the following
responses are correct
a) If the weight of the a/c
is increased, the wing
 loading will be b) Adjusting the rudder c) By a trimmer wheel, and moves in
increased bar to keep the left the opposite direction to the main
b) The greater the weight rudder pedal forward control
of the a/c the greater c) Moving the fixed surface when moved
will be the stalling trimming tab on the
speed rudder over to the left 148. The purpose of a trim tab is:
c) A change in a/c weight a) To provide “Feel” when
will have no effect on 143. On take-off an a/c is nose flying at high airspeeds
the stalling speed heavy, and it is found that tail locks are b) To assist the pilot in
d) Both responses (A) & still in position. initiating movement of
(B) are correct would normal trim correction: the controls in both
a) Increase nose directions
139. The purpose of a spring tab heaviness c) To Zero the loads on
is to: b) Decrease nose the pilot’s controls in
a) Provide feel feed-back heaviness the flight attitude
in a control system c) Have no effect required
b) Provide a reduction in the pilot’s
effect to move the controls against 144. Anti-balance tabs: 149. When an aileron trim control
high a) Move in the same in the cockpit is moved to counteract a
air loads direction as trim tabs tendency
c) Provide a constant spring tension to and opposite to the to fly left wing low at aileron trim tab
a trim tab system control surface fitted to the port aileron will:
b) Moves in the direction of the a) Move up and cause the left aileron
140. To trim an a/c which tends to control surface and opposite in to move down and the right aileron to
fly nose heavy with hands off, the top direction of move
of an elevator the trim tabs down to a lesser degree
trimmer wheel mounted on a shaft c) Moves in the same direction as the b) Move up and cause the left aileron
running laterally: controls and trim tabs to move down but the left aileron will
a) Would be moved forward to raise remain neutral
the nose and this would cause an (19) c) Move up this will cause the left
elevator aileron to move down and the right
trim tab to move down and 145. To certain after failure of the aileron
the elevator to move up starboard engine on a twin engined to move up
b) Would be moved backwards to aircraft:
raise the nose and this would cause a) The rudder trim tab will 150. You have adjusted the elevator
an move right and the trim tab to correct for nose heavy,
elevator trim tab to move rudder left what is the
up and the elevator to move up b) The trim tab will move direction of travel to the trim tab
c) Would be moved backwards to raise left and the rudder right a) The elevator trim tab
the nose, and this would cause an c) The trim tab will move has moved up
elevator left and the rudder b) The port elevator trim
trim tab to move up and the remain neutral has moved up and
elevator to move up starboard moved down
146. When the control column is c) The elevator trim tab
141. A balance tab is an auxillary pushed forward a balance tab on the has moved down
surface fitted to a main control elevator:
surface:? a) Will move up 151. To correct for nose-
a) Operated independently by the pilot b) Goes to the neutral heaviness on a/c fitted with a variable
to remove excessive loads from the position incidence tailplane
controls c) Will move down the incidence of the tail plane would
b) Operating automatically to provide have to be:
feel to the controls 147. A free servo-tab is operated: a) Increased, and this can
c) Operation automatically to assist a) Automatically and be done by a
the pilot in moving the controls moves in the same mechanism which
direction as the main lowers the leading edge
142. An a/c keeps yawing to the control surface b) Decreased and this can
left, you would trim it by: b) Directly by the pilot to produce be done by a
a) Moving the adjustable forces which in turn move the main mechanism which
trim tab to the right control surfaces lowers the leading edge
(20)
c) Decreased and this can be done by
a mechanism which lowers the
leading
edge
152. The purpose of anti-balance
tabs is to:
a) Trim the a/c
b) Relieve stick loads
c) Give more feel to the
control column
153. Down movement of the
elevator trimming tab will:
a) Overcome a tendency
to fly nose heavy
b) Overcome a tendency
to fly tail heavy
c) Make the a/c heavy
154. With the a/c standing on the
ground, if the control column is pulled
back, a spring
tab on the elevator:
a) Will remain in the
neutral position
relative to the elevator
b) Will cove down relative
to the elevator
c) Will move up relative to
the elevator
155. On an a/c with a variable
incidence trimming tailplane, the
tailplane incidence:
a) Automatically if the
elevator moves
b) If the control column is
moved back or forward
c) If the trim wheel is
turned back or forward
156. If the control column is
moved to the right, a balance tab on
the port aileron should:
a) Move up relative to the
aileron
b) Move down relative to
the aileron
c) Not move unless the
aileron trim control is
operated
157. Mach. No. is:
a) The ratio of the a/c TAS
to the speed of sound at
sea-level
b) The ratio of the a/c TAS to the
speed of sound at the same
atmospheric
conditions
c) The ratio of the a/c IAS to the speed
of sound at the same atmospheric
conditions
158. The mach No. corresponding
a given a/c TAS will:
a) Be greater if temp.
increases
b) The same at all tamp
c) Be less if the temp.
increases
(21)
159. The transonic speed for an
a/c means:
a) Speeds where the
airflow is completely
subsonic
b) Speeds where the
airflow is completely
supersonic
c) Speeds where the
airflow is partly
subsonic and partly
supersonic
160. At speeds approaching
mach1.0 a shockwave will appear first:
a) At the leading edge
b) Near to the point of
max. wing thickness
c) At the trailing edge
161. A wing at Mach 0.8 has
supersonic flow between 20% chord
and 60%chord. there
will be a shockwave:
a) At 20% chord only
b) At 20% chord and 60%
chord
c) At 60% chord only
162. The critical Mach No. is:
a) The mach No. when the
a/c reaches the speed
of sound
b) The mach No. when a
shockwave forms at the
leading edge
c) The a/c Mach No. when the airflow
reaches the speed of sound at some
point on the a/c
163. As air flows through a
shockwave:
a) Static pressure
increases, density
decreases, temp.
increases
b) Static pressure
increases, density
increases, temp.
increases
c) Sweeping back the wing
164. The critical mach No. may be
increased by:
a) Using a higher
thickness/chord ratio
wing
b) Using more powerful
engines
c) Sweeping back the
wing
165. At speeds just above the
critical machNo. The drag coefficient:
a) Will start to increase
b) Will start to decrease
c) Will remain constant
166. For a wing of low
thickness/chord ratio, the critical mach
No. will be:
a) Higher than a wing of
high thickness/chord
ratio
b) Lower than a wing of
high thickness/chord
ratio
c) The same as a wing of
high thickness/chord
ratio
(22)
167. As air flows through a
shockwave:
a) It’s speed increases
b) It’s speed decreases
c) It’s speed remains the
same
168. A bow wave developes on
the wing at a speed:
a) Just below mach No.1.0
b) Equal to mach No. 1.0
c) Just above mach No.
1.0
169. An a/c flying above the
critical mach No. will usually
experience:
a) A nose-down pitch
b) A nose-up pitch
c) An oscillation pitch

170. At speeds just above the

critical mach No. the L/D ratio will:
a) Increase
b) Decrease
c) Remain the same

171. High-speed buffet is caused

by:
a) The shock waves
striking the tail
b) The high-speed air-flow
striking the landing
edge of the wing
c) The air-flow being detached by the
shock-waves and the turbulence
flow striking the tail

172. During the acceleration from

subsonic to supersonic speed, the
center of pressure
will:
a) Move forward
b) Move rearward
c) Remain stationary

173. The purpose of vortex

generators is:
a) To reduce drag by
delaying boundary
layer separation
b) To increase the lift of
the wing
c) To counteract the effect
of the wing tip vortices

174. A Mach trimmer is a device

which:
a) Automatically
compensates the trim
changes in the
transonic region
b) Prevents the a/c from
exceeding its critical
machNo.
c) Switches out the trim
control to prevent
damage in the transonic
region