Principles of Flight - Aeroplane PDF

081 00 00 00 PRINCIPLES OF FLIGHT--AEROPLANE
1. oldal
1. 135 081 01 01 01 Laws and definitions
In a stationary subsonic streamline flow pattern, if the streamlines converge, in this part
of the pattern, the static pressure (I) will ...and the velocity (II) will ... :
(I) decrease, (II) increase.
(I) increase, (II) increase.

(I) increase, (II) decrease.
(I) increase, (II) decrease.

The units of the density of the air (I) and the force (II) are:
(I) kg / m3, (II) N.
(I) kg / m², (II) kg.
(I) N / m3, (II) N.
(I) N / kg, (II) kg.

The units of wing loading (I) W / S and (II) dynamic pressure q are:
on
(I) N / m², (II) N / m².
(I) N / m3, (II) kg / m².

r si
(I) kg / m, (II) N / m².

ve
(I) N / m, (II) kg.

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

ne
F=m. a
m=F.a
hi
a=F. m
ac
F=m / a
fM
The static pressure is acting:

pd
in all directions.
only in direction of the flow.

only perpendicular to the direction of the flow.
only in the direction of the total pressure.

2. oldal
Consider a certain stream line tube. The velocity of the stream in the tube is V. An
increase of temperature of the stream at constant value of V will:
decrease the mass flow.
increase the mass flow.

not affect the mass flow.
increase the mass flow when the tube is divergent in the direction of the flow.
Which one of the following statements about Bernoulli's theorem is correct?

The dynamic pressure increases as static pressure decreases.
The dynamic pressure decreases as static pressure decreases.
The total pressure is zero when the velocity of the stream is zero.
The dynamic pressure is maximum in the stagnation point.

In a two-dimensional flow pattern, where the streamlines converge the static pressure will
:
on
decrease.
si
increase.
r
ve
not change.
increase initially, then decrease.

al

tri
Bernoulli's equation can be written as:

(pt= total pressure, ps = static pressure and q=dynamic pressure)
ne
pt = ps + q
hi
pt = ps - q
ac
pt = q - ps
pt = ps / q
fM
10. 2,122 081 01 01 01 Laws and definitions
The unit of density is:

pd
kg/m³
psi
kg/cm²
Bar
3. oldal
The unit of measurement of pressure is:

psi
kg/m³
lb/gal
kg/dm²
The total pressure is:

static pressure plus the dynamic pressure.
static pressure minus the dynamic pressure.

½ rho V²
can be measured in a small hole in a surface, parallel to the local stream.

The (subsonic) static pressure:

on
decreases in a flow in a tube when the diameter decreases.
is the total pressure plus the dynamic pressure.
si
is the pressure in a point at which the velocity has become zero.

r
ve
increases in a flow in a tube when the diameter decreases.

al
The true airspeed (TAS) is:

tri
lower than the indicated airspeed (IAS) at ISA conditions and altitudes below sea level.
ne
higher than the speed of the undisturbed airstream about the aeroplane.
equal to the IAS, multiplied by the air density at sea level.
hi
lower than the speed of the undisturbed airstream about the aeroplane.
ac

fM
The difference between IAS and TAS will:

decrease at decreasing altitude.
pd
increase at decreasing temperature.

increase at increasing air density.
decrease at increasing speed.

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

Newton
Pascal
Joule
Watt
What is the unit of measurement for power ?

Nm/s
kgm/s²
Pa/m²
N/m
The continuity equation states: If the area of a tube is increasing, the speed of the
subsonic and incompressible flow inside is
on
decreasing.
si
not changing.
r
increasing.
ve
sonic.
al
If the continuity equation is applicable, what will happen to the air density (rho) if the
tri
cross sectional area of a tube changes ? (low speed, subsonic and incompressible flow)
ne
rho1 = rho2
rho1 < rho2
hi
rho1 > rho2

ac
The density depends on the change of the tube area.

fM
Bernoulli's equation can be written as :

pd
(pt = total pressure, ps = static pressure, q = dynamic pressure)

pt - q = ps
pt = ps - q
pt + ps = q
pt = q - ps
5. oldal
Which of the following statements, about a venturi in a sub-sonic airflow are correct?
1. the dynamic pressure in the undisturbed flow and in the throat are equal.
2. the total pressure in the undisturbed flow and in the throat are equal.
1 is incorrect and 2 is correct.
1 and 2 are correct.

1 is correct and 2 is incorrect.
1 and 2 are incorrect.

22. 151 081 01 01 03 Aerodynamic forces on surfaces
The angle between the airflow (relative wind) and the chord line of an aerofoil is:
angle of attack.
glide path angle.

climb path angle.
same as the angle between chord line and fuselage axis.

on
Considering a positive cambered aerofoil, the pitch moment when Cl=0 is:
r si
negative (pitch-down).
ve
equal to zero.
al
infinite
tri
positive (pitch-up).
ne
On a symmetrical aerofoil, the pitch moment for which Cl=0 is:

hi
zero
ac
equal to the moment coefficient for stabilized angle of attack.

positive (pitch-up)
fM
negative (pitch-down)
pd
25. 1,263 081 01 01 03 Aerodynamic forces on surfaces
Drag is in the direction of - and lift is perpendicular to the:

relative wind/airflow.
chord line.
horizon.
longitudinal axis.
6. oldal
The correct drag formula is:

D= CD 1/2 RHO V² S
D= CD 2 RHO V² S
D= CD 1/2 RHO V S
D= CD 1/2 1/RHO V² S
Lift and drag on an aerofoil are vertical respectively parallel to the

relative wind/airflow.
chord line.
longitudinal axis.
horizon.
28. 134 081 01 01 04 Shape of an aerofoil
The angle of attack (aerodynamic angle of incidence) of an aerofoil is the angle between
the:
on
chord line and the relative undisturbed airflow.
si
bottom surface and the horizontal

r
bottom surface and the relative airflow.

ve
bottom surface and the chord line.

al
The angle of attack of a two dimensional wing section is the angle between :
tri
the chord line of the aerofoil and the free stream direction.
ne
the chord line of the aerofoil and the fuselage centreline.

hi
the fuselage core line and the free stream direction.

ac
the chord line and the camber line of the aerofoil.

fM
The angle between the aeroplane longitudinal axis and the chord line is the:
pd
angle of incidence.
glide path angle.
angle of attack.
climb path angle.

7. oldal
31. 2,132 081 01 01 04 Shape of an aerofoil
The relative thickness of an aerofoil is expressed in:

% chord.
camber.
meters.
degrees cross section tail angle.

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

the angle between the wing chord line and the direction of the relative wind/airflow.
the angle between the aeroplane climb path and the horizon.
the angle formed by the longitudinal axis of the aeroplane and the chord line of the wing
the angle for maximum lift/drag ratio

Which statement is correct about the Cl and angle of attack?

on
for a symmetric aerofoil, if angle of attack = 0, Cl =0
for a symmetric aerofoil, if angle of attack = 0, Cl is not equal to 0
si
for an asymmetric aerofoil, if angle of attack = 0, Cl =0

r
ve
for an asymmetric aerofoil with positive camber, if angle of attack is greater than 0, Cl = 0
al
"A line connecting the leading- and trailing edge midway between the upper and lower
surface of a aerofoil" . This definition is applicable for :
tri
the camber line

ne
the chord line

hi
the mean aerodynamic chord line

ac
the upper camber line

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

pd
The undisturbed airflow and the chordline.

The local airflow and the mean camberline.
The local airflow and the chordline.
The undisturbed airflow and the mean camberline.

8. oldal
36. 2,134 081 01 01 05 The wing shape
The aspect ratio of the wing:

is the ratio between the wing span and the mean geometric chord.
is the ratio between the wing span and the root chord.
is the ratio between the tip chord and the wing span.
is the ratio between chord and root chord.

37. 2,135 081 01 01 05 The wing shape
Dihedral of the wing is:

the angle between the 0.25 chord line of the wing and the lateral axis.
the angle between the leading edge of the wing and the lateral axis.
the angle between the 0.25 chord line of the wing and the vertical axis.
the angle between the 0.25 chord line of the wing and the horizon.
38. 3,224 081 01 01 05 The wing shape
The Mean Aerodynamic Chord (MAC) for a given wing of any planform is
on
the chord of a rectangular wing with same moment and lift
the chord of a large rectangular wing
si
the average chord of the actual aeroplane

r
ve
the wing area divided by the wing span

39. 6,253 081 01 02 00 The two-dimensional airflow about an aerofoil
al
(For this question use annex 081-6253A)

How are the speeds (shown in the figure) at point 1 and point 2 related to the relative
tri
wind/airflow V?
ne
V1 = 0 and V2 > V
V1 < V2 and V2 < V

hi
V1 = 0 and V2 = V
ac
V1 > V2 and V2 < V

fM
40. 6,254 081 01 02 00 The two-dimensional airflow about an aerofoil
Consider an aerofoil with a certain camber and a positive angle of attack. At which
pd
location will the highest flow velocities occur ?

Upper side
Lower side
In front of the stagnation point
In the stagnation point

9. oldal
41. 154 081 01 02 02 Stagnation point
With increasing angle of attack, the stagnation point will move (I) ...and the point of
lowest pressure will move (II) ...Respectively (I) and (II) are:
(I) down, (II) forward.
(I) up, (II) aft.

(I) down, (II) aft.
(I) up, (II) forward.

42. 8,146 081 01 02 02 Stagnation point
Which statement is correct?

As the angle of attack increases, the stagnation point on the wing's profile moves downwards.
The centre of pressure is the point on the wing's leading edge where the airflow splits up.
The stagnation point is another name for centre of pressure.
The stagnation point is always situated on the chordline, the centre of pressure is not.
43. 2,120 081 01 02 04 Centre of pressure/Cma.c.
The point, where the aerodynamic lift acts on a wing is:

on
the centre of pressure.
si
the c.g. location.

r
the point of maximum thickness of the wing.

ve
the suction point of the wing.

al
44. 2,121 081 01 02 04 Centre of pressure/Cma.c.
The location of the centre of pressure of a positive cambered wing at increasing angle of
tri
attack will:
ne
shift forward.
not shift.
hi
shift aft.
ac
shift in spanwise direction.

fM
45. 141 081 01 02 05 Lift and downwash
Lift is generated when:

pd
a certain mass of air is accelerated downwards.
the shape of the aerofoil is slightly cambered.

an aerofoil is placed in a high velocity air stream.
a certain mass of air is retarded.

10. oldal
46. 2,131 081 01 02 05 Lift and downwash
The lift force, acting on an aerofoil :

is mainly caused by suction on the upperside of the aerofoil.
increases, proportional to the angle of attack until 40 degrees.

is mainly caused by overpressure at the underside of the aerofoil.
is maximum at an angle of attack of 2 degrees.

47. 148 081 01 02 07 Influence of angle of attack
On an asymmetrical, single curve aerofoil, in subsonic airflow, at low angle of attack,

when the angle of attack is increased, the centre of pressure will (assume a conventional
transport aeroplane) :
move forward.
move aft.
remain matching the airfoil aerodynamic centre.
remain unaffected.
48. 149 081 01 03 01 The lift coefficient CI
The Cl - alpha curve of a positive cambered aerofoil intersects with the vertical axis of the
on
Cl - alpha graph:
si
above the origin.

r
ve
in the origin.
below the origin.
al
nowhere.
tri
49. 1,253 081 01 03 01 The lift coefficient CI
The lift formula is:

ne
L= CL 1/2 RHO V² S
hi
L= W
L= CL 2 RHO V² S
ac
fM
L= n W
pd
The terms " q" and " S" in the lift formula are:
dynamic pressure and the area of the wing
square root of surface and wing loading
static pressure and wing surface area
static pressure and dynamic pressure

11. oldal
The critical angle of attack:

remains unchanged regardless of gross weight
increases if the CG is moved forward

decreases if the CG is moved aft
changes with an increase in gross weight

An aeroplane performs a straight and level horizontal flight at the same angle of attack at
two different altitudes. (all other factors of importance being constant, assume ISA
conditions and no compressibility effects)
the TAS at the higher altitude is higher
the TAS at both altitudes is the same
the TAS at the higher altitude cannot be determined
the TAS at the higher altitude is lower


on
Which point shown in the figure corresponds with CL for minimum horizontal flight
speed?
r si
Point d
ve
Point a
Point b
al
Point c
tri
54. 2,114 081 01 03 02 The drag coefficient Cd
The frontal area of a body, placed in a certain airstream is increased by a factor 3. The
ne
shape will not alter. The aerodynamic drag will increase with a factor :
hi
3.
ac
9.
fM
6.
1.5 .
pd
The aerodynamic drag of a body, placed in a certain airstream depends amongst others
on:
The airstream velocity.
The specific mass of the body.
The weight of the body.
The c.g. location of the body.

12. oldal
A body is placed in a certain airstream. The airstream velocity increases by a factor 4. The
aerodynamic drag will increase with a factor :
16 .
4.
8.
12 .
A body is placed in a certain airstream. The density of the airstream decreases to half of
the original value. The aerodynamic drag will decrease with a factor :
2.
4.
8.
1.4 .
The lift- and drag forces, acting on a wing cross section:

on
depend on the pressure distribution about the wing cross section.

si
are normal to each other at just one angle of attack.

r
ve
are proportional to each other, independent of angle of attack.
vary linearly with the angle of attack.

al

tri
The aerofoil polar is:

ne
a graph of the relation between the lift coefficient and the drag coefficient.
a graph of the relation between the lift coefficient and the angle of attack.
hi
the relation between the horizontal and the vertical speed.

ac
a graph, in which the thickness of the wing aerofoil is given as a function of the chord.
fM
Comparing the lift coefficient and drag coefficient at normal angle of attack:
pd
CL is much greater than CD
CL has approximately the same value as CD

CL is lower than CD
CL is much lower than CD

13. oldal
The polar curve of an aerofoil is a graphic relation between :

CL and CD
TAS and stall speed

Angle of attack and CL
CD and angle of attack

Increasing dynamic (kinetic) pressure will have the following effect on the drag of an
aeroplane (all other factors of importance remaining constant) :
The drag increases.
This has no effect.
The drag decreases.
The drag is only affected by the ground speed.

Increasing air pressure will have the following effect on the drag of an aeroplane (angle
of attack, OAT and TAS are constant):
on
The drag increases.

si
This has no effect.

r
ve
The drag decreases.
The drag is only affected by the ground speed.

al

tri

The lift to drag ratio provides directly the
ne
glide distance from a given altitude at zero wind.

hi
glide distance from a given altitude.

ac
distance for horizontal flight.
distance for climb up to a certain altitude.

fM
65. 2,159 081 01 04 01 Streamline pattern
Which statement about induced drag and tip vortices is correct?

pd
The flow direction at the upper side of the wing has a component in wing root direction, the flow
at the underside of the wing in wing tip direction.
Tip vortices can be diminished by vortex generators.
The flow direction at the upper and under side of the wing, both deviate in wing tip direction.
The wing tip vortices and the induced drag decrease at increasing angle of attack.
14. oldal
The span-wise flow is caused by the difference between the air pressure on top and
beneath the wing and its direction of movement goes from :
beneath to the top of the wing via the wing tip
the top to beneath the wing via the wing's trailing edge
beneath to the top of the wing via the trailing edge
the top to beneath the wing via the leading edge

Which of the following wing planforms gives the highest local profile lift coefficient at the
wingroot ?
Rectangular.
Elliptical.
Tapered.
Positive angle of sweep.

68. 1,275 081 01 04 02 Induced drag
What is the effect of high aspect ratio of an aeroplane's wing on induced drag?
on
It is reduced because the effect of wing-tip vortices is reduced.

si
It is increased because high aspect ratio has greater frontal area.

r
ve
It is unaffected because there is no relation between aspect ratio and induced drag.
It is increased because high aspect ratio produces greater downwash.

al
69. 1,277 081 01 04 02 Induced drag

tri
Which of the following wing planforms produces the lowest induced drag? (all other
relevant factors constant)
ne
Elliptical.
hi
Rectangular.
ac
Tapered.
Circular.
fM
70. 1,278 081 01 04 02 Induced drag
If flaps are deployed at constant IAS in straight and level flight, the magnitude of tip
pd
vortices will eventually : (flap span less than wing span)

decrease.
increase.
remain the same.
increase or decrease, depending on the initial angle of attack.

15. oldal
71. 1,279 081 01 04 02 Induced drag
The value of the induced drag of an aeroplane in straight and level flight at constant
weight varies linearly with:
1/V²
V²
V
1/V
72. 1,280 081 01 04 02 Induced drag
Induced drag at constant IAS is affected by:

aeroplane weight.
aeroplane wing location.
angle between wing chord and fuselage centre line.
engine thrust.
73. 1,281 081 01 04 02 Induced drag
Which of the following will reduce induced drag?

on
Elliptical lift distribution.
si
Low aspect ratio.

r
Flying at high angles of attack.

ve
Extending the flaps.

al
74. 1,282 081 01 04 02 Induced drag
Induced drag is created by the:

tri
spanwise flow pattern resulting in the tip vortices.

ne
interference of the air stream between wing and fuselage.

hi
separation of the boundary layer over the wing.

ac
propeller wash blowing across the wing.

fM
75. 2,136 081 01 04 02 Induced drag
The induced drag:

pd
increases as the lift coefficient increases.

increases as the aspect ratio increases.
has no relation to the lift coefficient.
increases as the magnitude of the tip vortices decreases.

16. oldal
76. 3,230 081 01 04 02 Induced drag
Induced drag may be reduced by:

an increase in aspect ratio
an increase in the taper ratio of the wing

a decrease of the aspect ratio
the use of a wing tip with a much thinner aerofoil

77. 3,231 081 01 04 02 Induced drag
The relationship between induced drag and the aspect ratio is:
a decrease in the aspect ratio increases the induced drag
there is no relationship
induced drag = 1.3 aspect ratio value
an increase in the aspect ratio increases the induced drag

78. 3,233 081 01 04 02 Induced drag
A high aspect ratio wing produces:

on
a decrease in induced drag
less sensitivity to gust effects
si
a decrease in stall speed

r
ve
an increase in induced drag

79. 3,722 081 01 04 02 Induced drag
al
Excluding constants, the coefficient of induced drag (CDi) is the ratio of :

tri
CL² and AR (aspect ratio)

ne
CL and CD
CL and b (wing span)
hi
CL²and S (wing surface)

ac
80. 3,735 081 01 04 02 Induced drag

fM
High Aspect Ratio, as compared with low Aspect Ratio, has the effect of :
Decreasing induced drag and critical angle of attack
pd
Increasing lift and critical angle of attack

Increasing lift and drag
Increasing induced drag and decreasing critical angle of attack

17. oldal
81. 6,244 081 01 04 02 Induced drag
Which location on the aeroplane has the largest effect on the induced drag ?
Wing tip
Engine cowling
Wing root junction
Landing gear
82. 6,247 081 01 04 02 Induced drag
Winglets
decrease the induced drag.
decrease the static lateral stability.

increase the manoeuvrability.
create an elliptical lift distribution.

83. 7,943 081 01 04 02 Induced drag
The induced drag coefficient, CDi is proportional with:

CL²
on
CL
si
square root (CL)

r
ve
CLmax
84. 8,057 081 01 04 02 Induced drag
al
The induced angle of attack is the result of:

tri
downwash due to tip vortices.

ne
a large local angle of attack in a two dimensional flow.

downwash due to flow separation.
hi
change in direction of flow due to the effective angle of attack.

ac
85. 6,239 081 01 05 00 The total drag

fM

Which one of the bodies in motion (all bodies have the same cross section area) will have
lowest drag?
pd
Body c
Body a
Body b
Body d
18. oldal
86. 6,248 081 01 05 01 The parasite drag
The interference drag is created as a result of

interaction between aeroplane parts (e.g. wing/fuselage).
downwash behind the wing.

separation of the induced vortex.
the addition of induced and parasite drag.

87. 1,272 081 01 05 02 The profile drag and speed
The value of the parasite drag in straight and level flight at constant weight varies linearly
with the:
square of the speed.
speed.
angle of attack.
square of the angle of attack.

88. 1,276 081 01 05 02 The profile drag and speed
In what way do (1) induced drag and (2) parasite drag alter with increasing speed?
on
(1) decreases and (2) increases.
si
(1) increases and (2) increases.

r
(1) decreases and (2) decreases.

ve
(1) increases and (2) decreases.

al
89. 1,274 081 01 05 03 The induced drag and speed
An aeroplane accelerates from 80 kt to 160 kt at a load factor equal to 1. The induced drag
tri
coefficient (i) and the induced drag (ii) alter with the following factors:
ne
(i) 1/16 (ii) 1/4

(i) 1/4 (ii) 2
hi
(i) 1/2 (ii) 1/16

ac
(i) 4 (ii) 1/2

fM
What is the effect on induced drag of weight and speed changes ?

pd
induced drag decreases with increasing speed and induced drag decreases with decreasing
weight
induced drag decreases with decreasing speed and induced drag decreases with increasing
weight
induced drag increases with increasing speed and induced drag increases with decreasing
weight
induced drag increases with decreasing speed and induced drag increases with increasing
weight
19. oldal

The diagram shows the parameter X versus TAS. If a horizontal flight is considered the
axis X shows
the induced drag.
the total drag.

the lift force.
the parasite drag.

92. 1,262 081 01 05 05 The total drag and speed
Which one of the following statements about the lift-to-drag ratio in straight and level
flight is correct?
At the highest value of the lift/drag ratio the total drag is lowest.
The highest value of the lift/drag ratio is reached when the lift is zero.
The lift/drag ratio always increases as the lift decreases.
The highest value of the lift/drag ratio is reached when the lift is equal to the aircraft weight.
on
At an aeroplane's minimum drag speed, what is the ratio between induced drag Di and
profile drag Dp? Di/Dp=
si
1/1
r
ve
It varies between aeroplane types.

2/1
al
1/2
tri
How does the total drag vary as speed is increased from stalling speed (VS) to maximum
ne
IAS (VNE) in a straight and level flight at constant weight?

hi
Decreasing, then increasing.

ac
Decreasing.
Increasing.
fM
Increasing, then decreasing.

pd

Which line represents the total drag line of an aeroplane?
Line c
Line a
Line b
Line d
20. oldal
96. 165 081 01 05 06 Minimum drag
The aeroplane drag in straight and level flight is lowest when the:
parasite drag is equal to the induced drag.
parasite drag equals twice the induced drag.

induced drag is equal to zero.
induced drag is lowest.

97. 3,239 081 01 06 00 The ground effect
What will happen in ground effect ?

the induced angle of attack and induced drag decreases
the wing downwash on the tail surfaces increases

an increase in strength of the wing tip vortices
a significant increase in thrust required

98. 6,256 081 01 06 00 The ground effect
If an aeroplane flies in the ground effect

on
the lift is increased and the drag is decreased.
the effective angle of attack is decreased.
si
the induced angle of attack is increased.

r
ve
drag and lift are reduced.

99. 3,241 081 01 06 04 Effect on take-off and landing characteristics of an aircraft
al
Floating due to ground effect during an approach to land will occur :

tri
when the height is less than halve of the length of the wing span above the surface
ne
when the height is less than twice the length of the wing span above the surface
when a higher than normal angle of attack is used
hi
at a speed approaching the stall

ac
100. 6,259 081 01 06 04 Effect on take-off and landing characteristics of an aircraft

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

increases.
pd
decreases.
does not change.
increases, only if the landing flaps are fully extended.

21. oldal
101. 172 081 01 07 01 As a formula
An aeroplane maintains straight and level flight while the IAS is doubled. The change in
lift coefficient will be:
x 0.25
x 2.0
x 0.5
x 4.0
102. 1,252 081 01 07 01 As a formula
When an aeroplane is flying at an airspeed which is 1.3 times its basic stalling speed, the
coefficient of lift as a percentage of the maximum lift coefficient (CLmax) would be:
59%.
130%.
169%.
77%.
103. 146 081 01 08 01 Flow separation at increasing angles of attack
Which of the following statements about boundary layers is correct?

on
The turbulent boundary layer has more kinetic energy than the laminar boundary layer.
si
The turbulent boundary layer is thinner than the laminar boundary layer.
r
ve
The turbulent boundary layer gives a lower skin friction than the laminar boundary layer.
The turbulent boundary layer will separate more easily than the laminar boundary layer.
al
104. 147 081 01 08 01 Flow separation at increasing angles of attack

tri
Where on the surface of a typical aerofoil will flow separation normally start at high
angles of attack?
ne
upper side trailing edge.

hi
upper side leading edge.

ac
lower side trailing edge.
lower side leading edge.

fM
105. 1,347 081 01 08 01 Flow separation at increasing angles of attack
Compared with level flight prior to the stall, the lift (1) and drag (2) in the stall change as
pd
follows :
(1) decreases (2) increases.
(1) decreases (2) decreases.
(1) increases (2) increases.
(1) increases (2) decreases.

22. oldal
Entering the stall the centre of pressure of a straight (1) wing and of a strongly swept
back wing (2) will:
(1) move aft, (2) move forward.
(1) move aft, (2) move aft.

(1) not move (2) move forward.
(1) move aft, (2) not move.

Which of the following statements about the stall of a straight wing aeroplane is correct?
Just before the stall the aeroplane will be have a nose-down tendency.
Buffeting is the result of flow separation on the tail plane.
The nose down effect is the result of increasing downwash, due to flow separation.
The horizontal tail will stall at a higher speed than the wing.
The boundary layer of a wing is caused by:

on
a layer on the wing in which the stream velocity is lower than the free stream velocity, due to
friction.
si
the normal shock wave at transonic speeds.

r
ve
a turbulent stream pattern around the wing.
suction at the upper wing side.

al

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

ne
no velocity components exist, normal to the surface.

the vortices are weak.
hi
the velocity is constant.

ac
the temperature varies constantly.

fM
Which statement is correct about the laminar and turbulent boundary layer :
pd
friction drag is lower in the laminar layer

friction drag will be equal in both types of layers
friction drag is lower in the turbulent layer
separation point will occur earlier in the turbulent layer

23. oldal
After the transition point between the laminar and turbulent boundary layer
the mean speed and friction drag increases
the boundary layer gets thinner and the speed increases

the mean speed increases and the friction drag decreases
the boundary layer gets thicker and the speed decreases

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

No difference
Transition boundary layer

113. 1,369 081 01 08 02 The stall speed
In a turn, the load factor n and the stalling speed VS will be:
on
n greater than 1, VS higher than in straight and level flight.
n smaller than 1, VS lower than in straight and level flight.
si
n greater than 1, VS lower than in straight and level flight.

r
ve
n smaller than 1, VS higher than in straight and level flight.

114. 1,440 081 01 08 02 The stall speed
al
A jet aeroplane cruises buffet free at high constant altitude in significant turbulence.
Which type of stall can occur if this aeroplane decelerates?
tri
Accelerated stall.
ne
Low speed stall.

hi
Shock stall.
ac
Deep stall.
fM
115. 2,150 081 01 08 02 The stall speed
Which of the following situations leads to a decreasing stall speed (IAS)?

pd
decreasing weight.
increasing altitude.
increasing air density.
increasing load factor.

24. oldal
116. 2,151 081 01 08 02 The stall speed
Two identical aeroplanes A and B are flying horizontal steady turns. Further data are:
A:
W= 1500 kg
Bank= 20°
TAS= 130 kt
B:
W= 1500 kg
Bank= 20°
TAS= 200 kt
Which of the following statements is correct?

The rate of turn A is larger than the rate of turn B.
The load factor A is larger than the load factor B.
The turn radius A is larger than the turn radius B.
The lift coefficient A is smaller than the lift coefficient B.

117. 2,154 081 01 08 02 The stall speed
Increase of wing loading will:

on
increase the stall speeds.

si
decrease the minimum gliding angle.

r
ve
increase CLmax.
decrease take off speeds.

al
118. 3,247 081 01 08 02 The stall speed
The stall speed :

tri
increases with an increased weight

ne
decreases with an increased weight

hi
does not depend on weight

ac
increases with the length of the wingspan

fM
119. 3,252 081 01 08 02 The stall speed
When a pilot makes a turn in horizontal flight, the stall speed :

pd
increases with the square root of load factor
increases with flap extension

decreases with increasing bank angle
increases with the load factor squared

25. oldal
120. 3,253 081 01 08 02 The stall speed
The stall speed in a 60° banked turn increases by the following factor:
1.41
1.07
1.30
2.00
121. 3,751 081 01 08 02 The stall speed
An aeroplane has a stall speed of 78 KCAS at its gross weight of 6850 Ibs. What is the
stall speed when the weight is 5000 Ibs ?
67 KCAS
91 KCAS
78 KCAS
57 KCAS
122. 7,942 081 01 08 02 The stall speed
The wing of an aeroplane will never stall at low subsonic speeds as long as....
on
the angle of attack is smaller than the value at which the stall occurs.
si
the IAS exceeds the power-on stall speed.

r
the CAS exceeds the power-on stall speed.

ve
there is a nose-down attitude.

al
123. 7,944 081 01 08 02 The stall speed
The stall speed increases, when: (all other factors of importance being constant)
tri
pulling up from a dive.

ne
weight decreases.
hi
minor altitude changes occur e.g. 0-10.000 ft.

ac
spoilers are selected from OUT to IN.

fM
124. 7,980 081 01 08 02 The stall speed
By what approximate percentage will the stall speed increase in a horizontal coordinated
turn with a bank angle of 45° ?
pd
19%
31%
41%
52%
26. oldal
125. 7,984 081 01 08 02 The stall speed
An aeroplane has a stalling speed of 100 kt in a steady level flight. When the aeroplane is
flying a level turn with a load factor of 1.5, the stalling speed is:
122 kt.
141 kt.
82 kt.
150 kt.
126. 8,056 081 01 08 02 The stall speed
An aeroplane has a stall speed of 100 kt at a load factor n=1. In a turn with a load factor of
n=2, the stall speed is:
141 kt
282 kt
70 kt
200 kt
127. 8,144 081 01 08 02 The stall speed
The following factors increase stall speed :

on
an increase in load factor, a forward c.g. shift, decrease in thrust.

si
a higher weight, selecting a higher flap setting, a forward c .g. shift.

r
ve
increasing bank angle, increasing thrust, slat extension.
a lower weight, decreasing bank angle, a smaller flapsetting.

al
128. 9,486 081 01 08 02 The stall speed

tri
The stalling speed in IAS will change according to the following factors:
ne
May increase with altitude, especially high altitude, will increase during icing conditions and will
increase when the c.g. moves forward
hi
May increase when the c.g. moves forward, with higher altitude and due to the slip stream from a
propellor on an engine located forward of the wing
ac
Will increase in a turn, higher temperature and will increase when the c.g. moves aft
fM
Will increase with increased load factor, more flaps and increased bank angle in a turn
129. 9,487 081 01 08 02 The stall speed
pd
Increase during turn, increased mass and forward c.g. location
Decrease in a forward c.g. location, higher altitude and due to the slip stream from a propeller on
an engine located forward of the wing
Increase with increased load factor, icing conditions and an aft c.g. location
Increase with increased load factor, more flaps but will not increase due to the bank angle in a
turn
27. oldal
130. 9,488 081 01 08 02 The stall speed
May increase during turbulence and will always increase when banking in a turn
Will increase during turn, increased mass and an aft c.g. location
Will decrease with a forward c.g. location, lower altitude and due to the slip stream from a
propeller on an engine located forward of the wing
Will increase with increased load factor, icing conditions and more flaps
131. 1,285 081 01 08 03 The initial stall in span-wise direction
A boundary layer fence on a swept wing will:

improve the low speed characteristics.
improve the high speed characteristics.
increase the critical Mach Number.
improve the lift coefficient of the trailing edge flap.

132. 1,360 081 01 08 04 Stall warning
Which of the following are used as stall warning devices?

on
Stick shaker and stallstrip .
si
Stick shaker and angle of attack indicator.

r
Angle of attack indicator and speed indicator.

ve
Angle of attack sensor and stallstrip.

al
133. 1,362 081 01 08 04 Stall warning
The vane of a stall warning system with a flapper switch is activated by the change of
tri
the:
ne
stagnation point.
centre of pressure.
hi
centre of gravity.
ac
point of lowest pressure.

fM
134. 1,363 081 01 08 04 Stall warning
The normal stall recovery procedure for a light single engined aeroplane is:
pd
full power and stick roll-neutral nose-down, correcting for angle of bank with rudder.
full power and stick roll-neutral nose-down, correction for angle of bank with stick.
idle power and stick roll-neutral nose-down and no other corrections.
idle power and stick neutral, waiting for the natural nose-down tendency.
28. oldal
135. 3,156 081 01 08 04 Stall warning
Compared with stalling airspeed (VS) in a given configuration, the airspeed at which stick
shaker will be triggered is:
greater than VS.
1.20 VS.
1.30 VS.
1.12 VS.
136. 6,288 081 01 08 04 Stall warning
The sensor of a stall warning system can be activated by a change in the location of the
stagnation point.
centre of lift.
transition region.
centre of gravity.
137. 158 081 01 08 05 Special phenomena of stall
On a swept wing aeroplane at low airspeed, the " pitch up" phenomenon:
on
is caused by wingtip stall.
si
"never occurs, since a swept wing is a " remedy" to pitch up."

r
is caused by extension of trailing edge lift augmentation devices.

ve
is caused by boundary layer fences mounted on the wings.

al
138. 160 081 01 08 05 Special phenomena of stall
Low speed pitch up is caused by the:

tri
spanwise flow on a swept back wing.

ne
spanwise flow on a swept forward wing.

hi
wing tip vortex.

ac
Mach trim system.

fM
139. 1,355 081 01 08 05 Special phenomena of stall
Which of the following statements about stall speed is correct ?

pd
Decreasing the angle of sweep of the wing will decrease the stall speed.
Increasing the angle of sweep of the wing will decrease the stall speed.
Use of a T-tail will decrease the stall speed..
Increasing the anhedral of the wing will decrease the stall speed.
29. oldal
Which of the following statements about the spin is correct?

During spin recovery the ailerons should be kept in the neutral position.
An aeroplane is prone to spin when the stall starts at the wing root.
In the spin, airspeed continuously increases.
Every aeroplane should be designed such that it can never enter a spin.
During an erect spin recovery:

the ailerons are held in the neutral position.
the control stick is moved side ways, against the angle of bank.
the control stick is moved side ways, in the direction of the angle of bank.
the control stick is pulled to the most aft position.

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

on
Swept back wings and a T-tail.
Straight wings and a T-tail.
si
Swept back wings and wing mounted engines.

r
ve
Straight wings and aft fuselage mounted engines

al
A strongly swept back wing stalls. If the wake of the wing contacts the horizontal tail, the
effect on the stall behaviour can be:
tri
nose up tendency and/or lack of elevator response.

ne
nose down tendency.

hi
increase sensitivity of elevator inputs.

ac
tendency to increase speed after initial stall.

fM
The function of the stick pusher is:

pd
to activate and push the stick forward at or beyond a certain value of angle of attack.
to activate and push the stick forward prior to stick shaker.
to vibrate the controls.
to pull the stick, to avoid a high speed stall.

30. oldal
Stick pushers must be installed in aeroplanes with dangerous stall characteristics.

Dangerous stall characteristics include:
Excessive wing drop and deep stall.
pitch down and yaw.

pitch down and minor wing drop.
pitch down and increase in speed.

Which type of stall has the largest associated angle of attack?

Deep stall.
Shock stall.
Accelerated stall.
Low speed stall.

The most important problem of ice accretion on an aeroplane during flight is:
on
reduction in CLmax.
si
increase in weight.
r
increase in drag.
ve
blocking of control surfaces.

al
The effects of very heavy rain (tropical rain) on the aerodynamic characteristics of an
tri
aeroplane are:
ne
decrease of CLmax and increase of drag.

decrease of CLmax and decrease of drag.
hi
increase of CLmax and increase of drag.

ac
increase of CLmax and decrease of drag.

fM
One disadvantage of the swept back wing is it's stalling characteristics. At the stall :
pd
tip stall will occur first, which produces a pitch-up moment.
wing root stall will occur first, which produces a rolling moment
tip stall will occur first, which produces a nose-down moment
leading edge stall will occur first, which produces a nose-down moment
31. oldal
Which aeroplane design has the highest probability of a super stall?

A T-tail.
A canard wing.
Swept wings.
A low horizontal tail.

The pitch up effect of an aeroplane with swept wing in a stall is due to the
wing tip stalling first.
aft movement of the centre of gravity.

forward movement of the centre of gravity.
wing root stalling first.

152. 1,376 081 01 09 00 CLmax augmentation
Trailing edge flap extension will:

on
decrease the critical angle of attack and increase the value of CLmax.
increase the critical angle of attack and increase the value of CLmax.
si
decrease the critical angle of attack and decrease the value of CLmax.
r
ve
increase the critical angle of attack and decrease the value of CLmax.
al
Which of the following series of configurations has an increasing critical angle of attack
?
tri
flaps only extended, clean wing, slats only extended.

ne
clean wing, flaps only extended, slats only extended.

hi
slats only extended, clean wing, flaps only extended.

ac
slats only extended, flaps only extended, clean wing.

fM
An aeroplane with swept back wings is equipped with slats and/or leading edge (L.E.)
flaps. One possible efficient way to arrange the leading edge devices on the wings is:
pd
"Wing roots: L.E. flaps

Wing tips: slats"
"Wing roots: slats
Wing tips: L.E. flaps"
"Wing roots: slats
Wing tips: no devices"
"Wing roots: L.E. flaps
Wing tips: no devices"
32. oldal
An aeroplane has the following flap settings : 0°, 15°, 30° and 45°. Slats can be selected
too. Which of the above selections will produce the greatest negative influence on the
CL/CD ratio?
Flaps from 30° to 45°.
The slats.

After take-off the slats (when installed) are always retracted later than the flaps. Why ?
Because SLATS EXTENDED gives a large decrease in stall speed with relatively less drag.
Because SLATS EXTENDED provides a better view from the cockpit than FLAPS EXTENDED.
Because VMCA with SLATS EXTENDED is more favourable compared to the FLAPS
EXTENDED situation.
Because FLAPS EXTENDED gives a large decrease in stall speed with relatively less drag.
on
si
Extension of flaps causes a reduction of the stall speed, the maximum glide distance also
reduces.
r
ve
Extension of flaps will increase (CL/CD)max, causing the minimum rate of descent to decrease.
Extension of flaps has no influence on the minimum rate of descent, as only the TAS has to be
al
taken into account.

tri
Spoiler extension decreases the stall speed and the minimum rate of descent, but increases the
minimum descent angle.
ne
158. 1,333 081 01 09 01 Trailing edge flaps and the reasons for use in take-off and landing
Extension of FOWLER type trailing edge lift augmentation devices, will produce:
hi
a nose-down pitching moment.

ac
no pitching moment.
fM
a nose-up pitching moment.
a force which reduces drag.

pd
On a wing fitted with a " fowler" type trailing edge flap, the " Full extended" position will
produce:
an increase in wing area and camber.
an unaffected wing area and increase in camber.
an unaffected CD, at a given angle of attack.
an increase in wing area only.

33. oldal
When flaps are extended in a straight and level flight at constant IAS, the lift coefficient
will eventually :
remain the same.
increase.
decrease.
first increase and then decrease.

When flaps are deployed at constant angle of attack the lift coefficient will:
increase.
decrease.
remain the same.
vary as the square of IAS.

What is the most effective flap system?

on
Fowler flap.
si
Split flap.
r
Plain flap.
ve
Single slotted flap.

al
Deploying a Fowler flap, the flap will:

tri
move aft, then turn down.

ne
turn down, then move aft.

hi
just move aft.

ac
just turn down.

fM
A slotted flap will increase the CLmax by:

pd
increasing the camber of the aerofoil and improving the boundary layer.
decreasing the skin friction.
increasing only the camber of the aerofoil.
increasing the critical angle of attack.

34. oldal
In order to maintain straight and level flight at a constant airspeed, whilst the flaps are
being retracted, the angle of attack will:
increase.
decrease.
remain constant.
increase or decrease depending on type of flap.

Flap selection at constant IAS in straight and level flight will increase the :
maximum lift coefficient (CLmax) and the drag.
lift coefficient and the drag.
stall speed.
lift and the drag.

During flap down selection in a continuous straight and level flight at constant IAS and
weight:
on
the centre of pressure moves aft.

si
the lift coefficient and the drag coefficient increase.

r
ve
the stall speed increases.
the total boundary layer becomes laminar.

al
tri
The trailing edge flaps when extended :

ne
worsen the best angle of glide

increase the zero lift angle of attack
hi
significantly increase the angle of attack for maximum lift

ac
significantly lower the drag

fM
When the trailing edge flaps are deflected in level flight, the change in pitch moment will
pd
be:
nose down.
nose up.
zero.
dependent on c.g. location.

35. oldal

Which type of flap is shown in the picture?
Fowler flap
Double slotted flap

Plain flap
Split flap

Which type of flap is shown in the picture?
Split flap
Single slotted flap
Fowler flap
Plain flap
During the retraction of the flaps at a constant angle of attack the aeroplane starts to (all
on
other factors of importance being constant)
si
sink suddenly.
r
bank.
ve
climb.
al
yaw.
tri
During the extension of the flaps at a constant angle of attack the aeroplane starts to (all
other factors of importance being constant)
ne
climb.
hi
bank.
ac
sink suddenly.
fM
yaw.
pd
Compared with the flap up configuration the maximum angle of attack for the flaps down
configuration is
smaller.
larger.
unchanged.
smaller or larger depending on flap deflection.

36. oldal
175. 1,377 081 01 09 02 Leading edge devices and the reasons for use in take-off and landing
Which of the following statements about the difference between Krueger flaps and slats
is correct?
Deploying a slat will form a slot, deploying a Krueger flap does not.
Deploying a Krueger flap will form a slot, deploying a slat does not.
Deploying a slat will increase critical angle of attack, deploying a Krueger flap does not.
Deploying a Krueger flap will increase critical angle of attack, deploying a slat does not.
What is the purpose of an auto-slat system ?

extend automatically when a certain value of angle of atttack is exceeded.
provide automatically slat IN selection after take-off.
"ensures that the slats are always extended when the ground/flight system is in the " ground"
position."
assist the ailerons during rolling.
The function of the slot between an extended slat and the leading edge of the wing is to:
on
cause a venturi effect which energizes the boundary layer.

si
allow space for vibration of the slat.

r
ve
reduce the wing loading.
slow the air flow in the slot so that more pressure is created under the wing.
al
tri
A deployed slat will:

ne
increase the boundary layer energy, move the suction peak from the fixed part of the wing to the
slat, so that the stall is postponed to higher angles of attack.
hi
increase the boundary layer energy and increase the suction peak on the fixed part of the wing,
so that the stall is postponed to higher angles of attack.
ac
decrease the boundary layer energy and decrease the suction peak on the slat, so that CLmax is
reached at lower angles of attack.
fM
increase the camber of the aerofoil and increase the effective angle of attack, so that CLmax is
reached at higher angles of attack.
pd
Deflection of leading edge flaps will:

increase critical angle of attack.
decrease CLmax.
decrease drag.
not affect critical angle of attack.

37. oldal
Slat extension will:

increase critical angle of attack.
reduce tip vortices.

create gaps between leading edge and engine nacelles.
decrease the energy in the boundary layer on the upperside of the wing.
What increases the stalling angle of attack ? Use of :

slats
flaps
spoilers
fuselage mounted speed-brakes

The use of a slot in the leading edge of the wing enables the aeroplane to fly at a slower
speed because :
on
it delays the stall to a higher angle of attack
si
the laminar part of the boundary layer gets thicker

r
it decelerates the upper surface boundary layer air

ve
it changes the camber of the wing

al

tri
The high lift device shown in the figure is a

ne
Slat
Fowler flap
hi
Slotted flap
ac
Krueger flap
fM

pd
The high lift device shown in the figure below is a

Krueger flap
Fowler flap
Slotted flap
Slot or slat
38. oldal
A slat will
increase the boundary layer energy and prolongs the stall to a higher angle of attack.
increase the camber of the aerofoil and divert the flow around the sharp leading edge.
increase the lift by increasing the wing area and the camber of the aft portion of the wing.
provide a boundary layer suction on the upper side of the wing.

186. 1,283 081 01 09 03 Vortex generators
Vortex generators:
transfer energy from the free airflow into the boundary layer.
change the turbulent boundary layer into a laminar boundary layer.

reduce the spanwise flow on swept wing.
take kinetic energy out of the boundary layer to reduce separation.

187. 1,394 081 01 10 01 Spoilers and the reasons for use in the different phases of flight
Upon extension of a spoiler on a wing:

on
CD is increased and CL is decreased.
only CL is decreased (CD remains unaffected).
si
both CL and CD are increased.

r
ve
CD is increased, while CL remains unaffected.

al
When " spoilers" are used as speed brakes:

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

ne
CLmax of the polar curve is not affected.

they do not affect wheel braking action during landing.
hi
at same angle of attack, CL remains unaffected.

ac
fM
Spoiler deflection causes :

an increase in drag and decrease in lift
pd
an increase in lift and drag

an increase in lift only
decrease in lift and drag

39. oldal
190. 3,724 081 01 11 01 Different types
There are two types of boundary layer: laminar and turbulent. One important advantage
the turbulent boundary layer has over the laminar type is that :
it has less tendency to separate from the surface
it is thinner
skin friction drag is less
energy is less
191. 8,041 081 01 12 01 Ice and other contamination
In which phase of the take-off is the aerodynamic effect of ice located on the wing leading
edge most critical?
The last part of the rotation.
The take-off run.
During climb with all engines operating.
All phases of the take-off are equally critical.

192. 1,470 081 02 01 00 The Mach number definition
The formula for the Mach Number is:

on
(a= speed of sound)
si
M= TAS / a
r
M= a / TAS
ve
M= TAS*a
al
M= IAS / a
tri
193. 2,138 081 02 01 00 The Mach number definition
The Mach number:

ne
is the ratio between the TAS of the aeroplane and the local speed of sound.
hi
is the ratio between the TAS of the aeroplane and the speed of sound at sea level.
ac
is the ratio between the IAS of the aeroplane and the local speed of sound.
increases at a given TAS, when the temperature rises.

fM
194. 1,472 081 02 01 01 Speed of sound
Climbing at a constant Mach Number up to FL 350 the TAS will:

pd
decrease.
first increase, then decrease.
increase.
remain constant.
40. oldal
195. 6,290 081 02 01 01 Speed of sound
The flight Mach number is 0.8 and the TAS is 400 kts. The speed of sound is:
500 kts
320 kts
480 kts
600 kts
196. 8,051 081 02 01 01 Speed of sound
Which statement with respect to the speed of sound is correct ?

Varies with the square root of the absolute temperature.
Increases always if the density of the air decreases.

Is independent of altitude.
Doubles if the temperature increases from 9° to 36° Centigrade.

197. 1,471 081 02 01 02 Influence of temperature and altitude
If the altitude is increased and the TAS remains constant in the standard troposphere the
Mach Number will:
on
increase.
si
decrease.
r
not change.
ve
increase or decrease, depends of the type of aeroplane.

al
The speed of sound is affected by the:

tri
temperature of the air.

ne
density of the air.

hi
pressure of the air.

ac
humidity of the air.

fM
An aeroplane is descending at a constant Mach number from FL 350. What is the effect
on true airspeed ?
pd
It increases as temperature increases
It decreases as pressure increases

It decreases as altitude decreases
It remains constant
41. oldal
200. 1,469 081 02 01 03 Compressibility
To be able to predict compressibility effects you have to determine the:

Mach Number.
EAS.
TAS.
IAS.
201. 2,139 081 02 02 00 Normal shockwaves
A normal shock wave:

can occur at different points on the aeroplane in transonic flight.
is a discontinuity plane in an airflow, in which the temperature drops suddenly.

is a discontinuity plane in an airflow, in which the pressure drops suddenly.
is a discontinuity plane in an airflow, which is always normal to the surface.

Which statement is correct about a normal shock wave ?

on
The airflow changes from supersonic to subsonic
The airflow changes direction
si
The airflow changes from subsonic to supersonic

r
ve
The airflow expands when passing the aerofoil

al
Compared with an oblique shock wave at the same Mach number a normal shock wave
has a
tri
higher compression.
ne
higher expansion.
hi
smaller compression.
ac
smaller expansion.
fM
Compared with an oblique shock wave at the same Mach number a normal shock wave
has a
pd
higher loss in total pressure.
higher total pressure.

higher total temperature.
lower static temperature.

42. oldal
The regime of flight from the critical Mach number up to M = 1.3 is called the
transonic range.
supersonic range.
hypersonic range.
subsonic range.
206. 1,433 081 02 02 01 Mcrit and exceeding Mcrit
Mcrit is the free stream Mach Number at which:

somewhere about the airframe Mach 1 is reached locally.
Mach buffet occurs.

shockstall occurs.
the critical angle of attack is reached.

When the Mach number is slowly increased in straight and level flight the first
shockwaves will occur:
on
at the wing root segment, upperside.
si
on the underside of the wing.

r
somewhere on the fin.

ve
somewhere on the hoizontal tail.

al
The critical Mach Number of an aeroplane is the free stream Mach Number, which
tri
produces the first evidence of :

ne
local sonic flow.

buffet.
hi
shock wave.
ac
supersonic flow.
fM
Air passes a normal shock wave. Which of the following statements is correct?
pd
The temperature increases.
The pressure decreases.

The temperature decreases.
The velocity increases.

43. oldal
The critical Mach number for an aerofoil equals the free stream airfoil Mach number at
which:
sonic speed (M=1) is reached at a certain point on the upper side of the aerofoil.
the maximum operating temperature is reached.

a shock-wave appears on the upper surface.
"a " supersonic bell" appears on the upper surface."

Critical Mach-number is the :

highest speed without supersonic flow over any part of the aeroplane.
speed at which there is subsonic airflow over all parts of the aircraaeroplane Mach number < 1).
speed at which there is supersonic airflow over all parts of the aeroplane.
highest speed at which the aeroplane is certificated for operation (MMO).

When the air has passed through a normal shock wave the Mach number is
on
less than 1.
si
lower than before but still greater than 1.

r
equal to 1.
ve
higher than before.

al
When the air is passing through a shock wave the static temperature will
tri
increase.
ne
decrease.
hi
stay constant.
ac
decrease and beyond a certain Mach number start increasing again

fM
When the air is passing through a shock wave the density will
pd
increase.
decrease.
stay constant.
decrease and beyond a certain Mach number start increasing again

44. oldal
When air has passed through a shock wave the speed of sound is
increased.
not affected
decreased.
decreased and beyond a certain Mach number start increasing again

The loss of total pressure in a shock wave is due to the fact that
kinetic energy in the flow is changed into heat energy.
the speed reduction is too high.

the static pressure decrease is comparatively high.
the friction in the boundary layer is higher.

Just above the critical Mach number the first evidence of a shock wave will appear at the
on
upper side of the wing.
lower side of the wing.
si
leading edge of the wing.

r
ve
trailing edge of the wing.

218. 1,434 081 02 02 02 Influence of:
al
Which of the following (1) aerofoils and (2) angles of attack will produce the lowest Mcrit
values?
tri
(1) thick and (2) large.

ne
(1) thick and (2) small.

hi
(1) thin and (2) large.

ac
(1) thin and (2) small.

fM
219. 1,454 081 02 02 02 Influence of:
In the transonic range the aeroplane characteristics are strongly determined by:
pd
the Mach Number.

the TAS.
the IAS.
the CAS.
45. oldal
220. 1,456 081 02 02 02 Influence of:
Which of the following flight phenomena can happen at Mach Numbers below the critical
Mach Number?
Dutch roll.
Tuck under.
Mach buffet.
Shock stall.
221. 1,464 081 02 02 02 Influence of:
The critical Mach Number of an aeroplane can be increased by:

sweep back of the wings.
vortex generators.
control deflection
dihedral of the wings.

222. 1,466 081 02 02 02 Influence of:
In transonic flight the ailerons will be less effective than in subsonic flight because:
on
aileron deflection only partly affects the pressure distribution around the wing.
si
behind the shock wave pressure is lower.

r
aileron down deflection moves the shock wave forward.

ve
aileron deflection only affects the air in front of the shock wave.
al
223. 1,481 081 02 02 02 Influence of:
Two methods to increase the critical Mach Number are:

tri
thin aerofoils and sweep back of the wing.

ne
thin aerofoils and dihedral of the wing.

hi
positive cambering of the aerofoil and sweep back of the wing.

ac
thick aerofoils and dihedral of the wing.

fM
224. 3,726 081 02 02 02 Influence of:
When comparing a rectangular wing and a swept back wing of the same wing area and
wing loading, the swept back wing has the advantage of :
pd
Higher critical Mach number
Greater strength
Increased longitudinal stability
Lower stalling speed

46. oldal
225. 6,322 081 02 02 02 Influence of:
If an aeroplane is flying at transonic speed with increasing Mach number the shock wave
on the upper side of the wing
moves into trailing edge direction.
moves into leading edge direction.

stays all the time at the same position.
disappears.
226. 6,330 081 02 02 02 Influence of:
To increase the critical Mach number a conventional aerofoil should

have a low thickness to chord ratio.
have a large camber.
be used with a high angle of attack.
have a large leading edge radius.

227. 6,332 081 02 02 02 Influence of:
The critical Mach number can be increased by

on
sweepback of the wings.
si
positive dihedral of the wings.

r
a T-tail.
ve
an increase in wing aspect ratio.

al
228. 6,333 081 02 02 02 Influence of:
Some aeroplanes have a 'waist' or 'coke bottle' contoured fuselage. This is done to
tri
apply area rule.

ne
increase the strength of the wing root junction.

hi
fit the engine intakes better to the fuselage.

ac
improve the low speed characteristics.

fM
229. 6,336 081 02 02 02 Influence of:
The application of the area rule on aeroplane design will decrease the
pd
wave drag.
skin friction drag.
induced drag.
form drag.
47. oldal
230. 7,905 081 02 02 02 Influence of:
What is the influence of decreasing aeroplane weight on Mcrit at constant IAS ?

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

Mcrit decreases.
Mcrit decreases as a result of flying at a greater angle of attack.

231. 7,988 081 02 02 02 Influence of:
What is the effect of a decreasing aeroplane weight on Mcrit at n=1, when flying at
constant IAS ? The value of Mcrit:
increases.
remains constant.
is independent of the angle of attack.
decreases.
232. 1,431 081 02 02 03 Influence on:
How does stalling speed (IAS) vary with altitude?

on
It remains constant at lower altitudes but increases at higher altitudes due to compressibility
effects.
si
It remains constant.
r
ve
It increases with increasing altitude, because the density decreases.
It remains constant at lower altitudes but decreases at higher altitudes due to compressibility
al
effects.
tri
233. 1,435 081 02 02 03 Influence on:
Which kind of flow separation occurs at the smallest angle of attack?

ne
shockstall.
hi
high-speed stall.
ac
low-speed stall.
deep stall.
fM
234. 3,248 081 02 02 03 Influence on:
At higher altitudes, the stall speed (IAS):

pd
increases
decreases
remains the same
decreases until the tropopause

48. oldal
235. 1,453 081 02 02 05 Shock stall/Mach buffet
Shock stall is:

separation of the boundary layer behind the shock wave.
separation of the flow behind the bow wave.

separation of the flow at high angles of attack and at high Mach Numbers.
separation of the flow at the trailing edge of the wing at high Mach Numbers.
Which of the following flight phenomena can only happen at Mach Numbers above the
critical Mach Number?
Mach buffet.
Dutch roll.
Speed instability.
Elevator stall.
Shock induced separation results in

on
decreasing lift.
si
constant lift.
r
increasing lift.
ve
decreasing drag.
al
In the transonic range lift will decrease at the shock stall due to the
tri
separation of the boundary layer at the shock waves.

ne
attachment of the shock wave on the trailing edge of the wing.

hi
first appearance of a shock wave at the upper side of the wing.

ac
appearance of the bow wave.

fM
The high speed buffet is induced by

pd
boundary layer separation due to shock waves.

boundary layer control.
expansion waves on the wing upper side.
a shift of the centre of gravity.

49. oldal
240. 1,318 081 02 02 06 Influence on:
"Tuck under" is caused by (i) which movement of the centre of pressure of the wing and
(ii) which change of the downwash angle at the location of the stabilizer.
(i) aft (ii) decreasing
(i) forward (ii) decreasing

(i) aft (ii) increasing
(i) forward (ii) increasing

241. 1,437 081 02 02 06 Influence on:
The consequences of exceeding Mcrit in a swept-wing aeroplane may be : (assume no

corrective devices, straight and level flight)
buffeting of the aeroplane and a tendency to pitch down.
an increase in speed and a tendency to pitch up.
engine unbalance and buffeting.
buffeting of the aeroplane and a tendency to pitch up.

242. 1,457 081 02 02 06 Influence on:
The Mach trim system will:

on
adjust the stabilizer, depending on the Mach Number.

si
keep the Mach Number automatically constant.

r
ve
pump the fuel from tank to tank, depending on the Mach Number.
adjust the elevator trim tab, depending on the Mach Number.

al
243. 1,458 081 02 02 06 Influence on:

tri
The Mach trim system will prevent:

ne
tuck under.
dutch roll.
hi
buffeting.
ac
shock stall.
fM
244. 1,474 081 02 02 06 Influence on:
When an aeroplane is flying through the transonic range with increasing Mach Number
pd
the centre of the pressure of the wing will move aft. This requires:
a pitch up input of the stabilizer.
a stability augmentation system.
much more thrust from the engine.
a higher IAS to compensate the nose down effect.

50. oldal
245. 3,725 081 02 02 06 Influence on:
The Mach-trim function is installed on most commercial jets in order to minimize the
adverse effects of :
changes in the position of centre of pressure
increased drag due to shock wave formation

uncontrolled changes in stabilizer setting
compressibility effects on the stabilizer

246. 6,344 081 02 02 06 Influence on:
Tuck under will happen

only above the critical Mach number.
only at the critical Mach number.
only below the critical Mach number.
above or below the critical Mach number depending on the angle of attack.
247. 1,331 081 02 02 07 Buffet margin, aerodynamic ceiling

An A 310 aeroplane weighing 100 tons is turning at FL 350 at constant altitude with a
on
bank of 50 degrees. Its flight Mach range between low-speed buffeting and high-speed
buffeting goes from:
r si
M= 0.69 to M higher than 0.84

ve

al
M= 0.74 to M= 0.84
tri
What data may be obtained from the Buffet Onset Boundary chart?
ne
The values of the Mach Number at which low speed and Mach Buffet occur at different weights
hi
and altitudes.
ac
The values of MMO at different weights and altitudes.

fM
The values of Mcrit at different weights and altitudes.
The values of the Mach Number at which low speed and shock-stall occur at different weights
pd
and altitudes.
The maximum acceptable cruising altitude is limited by a minimum acceptable loadfactor

because exceeding that altitude:
turbulence may induce Mach buffet.
turbulence may exceed the limit load factor.
a sudden necessary bankangle may exceed the limit load factor.
Mach buffet will occur immediately.

51. oldal
A jet aeroplane is cruising at high altitude with a Mach-number, that provides a buffet
margin of 0.3g incremental. In order to increase the buffet margin to 0.4g incremental the
pilot must :
fly at a lower altitude and the same Mach-number
extend the flaps to the first selection

fly at a higher Mach-number
fly at a larger angle of attack

Should a transport aeroplane fly at a higher Mach number than the 'buffet-onset' Mach
number?
No, this is not acceptable
Yes, this causes no problems.
Yes, but only during approach.
Yes, if you want to fly fast at very high altitudes.

on
The buffet margin :

si
increases during a descent with a constant IAS.

r
ve
is always greatest after a stepclimb has been executed.

decreases during a descent with a constant Mach number.
al
is always positive at Mach numbers below MMO.

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

ne
decrease the intensity of shock wave induced air separation.

hi
increase the critical Mach Number.

ac
decrease the span wise flow at high Mach Numbers.

fM
increase the magnitude of the shock wave.

pd
Vortex generators on the upper side of the wing:

decrease wave drag.
increase wave drag.
increase critical Mach Number.
decrease critical Mach Number.

52. oldal
Vortex generators mounted on the upper wing surface will

decrease the shock wave induced separation.
decrease the interference drag of the trailing edge flaps.

decrease the stalling speed by increase of the tangential velocity of the swept wing.
increase the effectiveness of the spoiler due to increase in parasite drag.

256. 7,775 081 03 01 00 Oblique shockwaves
At what speed does the front of a shock wave move across the earth's surface?
The ground speed of the aeroplane.
The speed of sound at ground level.

The speed of sound at flight level.
The true air speed of the aeroplane.

257. 8,151 081 03 01 00 Oblique shockwaves
How will the density and temperature change in a supersonic flow from a position in front
of a shock wave to behind it ?
on
Density will increase, temperature will increase.
si
Density will increase, temperature will decrease.

r
Density will decrease, temperature will increase.

ve
Density will decrease, temperature will decrease.

al
258. 1,465 081 03 01 01 Mach cone
In supersonic flight, all disturbances produced by an aeroplane are:

tri
in between a conical area, depending on the Mach Number.

ne
outside the conical area depending on the Mach Number.

hi
in front of the aeroplane.

ac
very weak and negligible.

fM
259. 1,479 081 03 01 01 Mach cone
The bow wave will appear first at:

pd
M= 1.0
M= Mcrit
M= 0.6
M= 1.3
53. oldal
260. 6,305 081 03 01 01 Mach cone
If the Mach number of an aeroplane in supersonic flight is increased, the shock wave
angles will
decrease.
increase.
stay constant.
decrease and beyond a certain Mach number start increasing again.

261. 1,460 081 03 01 03 Expansion waves
When air has passed an expansion wave, the static pressure is:
decreased.
decreased or increased, depending on Mach Number.
increased.
unchanged.
262. 6,308 081 03 01 03 Expansion waves
When the air is passing through an expansion wave the local speed of sound will
on
decrease.
si
increase.
r
stay constant.
ve

al
263. 6,309 081 03 01 03 Expansion waves
When the air is passing through an expansion wave the Mach number will
tri
increase.
ne
decrease.
hi
stay constant.
ac

fM
264. 6,311 081 03 01 03 Expansion waves
When the air is passing through an expansion wave the static temperature will
pd
decrease.
increase.
stay constant.

54. oldal
265. 6,315 081 03 01 03 Expansion waves
In case of supersonic flow retarded by a normal shock wave a high efficiency (low loss in
total pressure) can be obtained if the Mach number in front of the shock is
small but still supersonic.
high (supersonic).
lower than 1.
exactly 1.
266. 7,990 081 03 01 03 Expansion waves
Which statement is correct about an expansion wave in a supersonic flow ?
1- The density in front of an expansion wave is higher than behind.
2- The pressure in front of an expansion wave is higher than behind.

on
267. 8,005 081 03 01 03 Expansion waves
si
Which statement is correct about an expansion wave in supersonic flow ?

r
ve
1. The temperature in front of an expansion wave is higher than the temperature behind
it.
al
2. The speed in front of an expansion wave is higher than the speed behind it.
tri

ne

hi

ac
268. 168 081 03 01 04 Centre of pressure
On a non swept wing, when the aerofoil is accelerated from subsonic to supersonic
fM
speeds, the aerodynamic centre :

pd
shifts from 25% to about 50% of the aerofoil chord.

shifts aft by about 10%.
remains unchanged.
slightly shifts forward.

55. oldal
269. 1,443 081 03 01 04 Centre of pressure
If an aeroplane is accelerated from subsonic to supersonic speeds, the centre of pressure

will move:
to the mid chord position.
forward.
to a position near the leading edge.
to a position near the trailing edge.

The aft movement of the centre of pressure during the acceleration through the transonic
flight regime will:
increase the static longitudinal stability.
decrease the longitudinal stability.
increase the static lateral stability.
decrease the static lateral stability.

In supersonic flight aerofoil pressure distribution is:

on
rectangular.
si
irregular.
r
ve
triangular.
the same as in subsonic flight.

al

tri
If a symmetrical aerofoil is accelerated from subsonic to supersonic speed the centre of

lift will move
ne
aft to the mid chord.

hi
aft to the trailing edge.

ac
forward to the leading edge.
forward to the mid chord.

fM
273. 1,475 081 03 01 05 Wave drag
The additional increase of drag at Mach Numbers above the critical Mach Number is due
pd
to:
wave drag.
increased angle of attack.
increased interference drag.
increased skin friction.

56. oldal
274. 1,292 081 04 01 01 Precondition for static stability
If the total sum of moments about one of its axis is not zero, an aeroplane:
would experience an angular acceleration about that axis.
would be difficult to control.

would fly a path with a constant curvature.
would not be affected because the situation is normal.

275. 1,289 081 04 01 02 Sum of moments
In which situation would the wing lift of an aeroplane in straight and level flight have the
highest value ?
Forward centre of gravity and idle thrust.
Aft centre of gravity and idle thrust.
Forward centre of gravity and take-off thrust.
Aft centre of gravity and take-off thrust.

276. 2,140 081 04 01 02 Sum of moments
If the sum of moments in flight is not zero, the aeroplane will rotate about:
on
the centre of gravity.
si
the neutral point of the aeroplane.

r
the aerodynamic centre of the wing.

ve
the centre of pressure of the wing.

al
277. 1,287 081 04 02 01 Wing and empennage (tail and canard)
When an aeroplane with the centre of gravity forward of the centre of pressure of the
tri
combined wing / fuselage is in straight and level flight, the vertical load on the tailplane
will be:
ne
downwards.
hi
upwards.
ac
zero because in steady flight all loads are in equilibrium.

fM
downwards because it is always negative regardless of the position of the centre of gravity.
278. 1,290 081 04 02 01 Wing and empennage (tail and canard)
pd
An aeroplane, with a C.G. location behind the centre of pressure of the wing can only
maintain a straight and level flight when the horizontal tail loading is:
upwards.
zero.
downwards.
upwards or downwards depending on elevator deflection.

57. oldal
279. 1,288 081 04 02 02 Control surfaces
In a twin-engined jet powered aeroplane (engines mounted below the low wings) the
thrust is suddenly increased. Which elevator deflection will be required to maintain the
pitching moment zero ?
Down.
Up.
No elevator movement will required because the thrust line of the engines remains unchanged.
It depends on the position of the centre of gravity.

280. 1,299 081 04 03 01 Basics and definitions
Which of the following statements is correct?

Dynamic stability is possible only when the aeroplane is statically stable about the relevant axis.
Static stability means that the aeroplane is also dynamically satble about the relevant axis.
Dynamic stability means that after being displaced from original equilibrium condition, the
aeroplane will return to that condition without oscillation.
A dynamically stable aeroplane would be almost impossible to fly manually.
on
Positive static stability of an aeroplane means that once it has been displaced the :
si
initial tendency to move is towards its equilibrium position.

r
initial tendency to move is away from its equilibrium position.

ve
tendency will be to move with an oscillating motion of decreasing amplitude.

al
tendency will be to move with an oscillating motion of increasing amplitude.

tri
After a disturbance about the lateral axis, an aeroplane oscillates about the lateral axis at
a constant amplitude. The aeroplane is:
ne
Statically stable - Dynamically neutral

hi
Statically unstable - Dynamically stable

ac
Statically stable - Dynamically unstable

fM
Statically unstable - Dynamically neutral

pd
Which one of the following statements about the dynamic stability of a conventional
aeroplane about the lateral axis is correct?
Damping of the phugoid is normally very weak.
Speed remains constant during one period of the phugoid.

Period time of the phugoid is normally 5 sec.
An aft C.G. position shortens the period time of the phugoid.

58. oldal
The " short period mode" is an:

oscillation about the lateral axis.
oscillation about the vertical axis.

oscillation about the longitudinal axis.
unstable movement of the aeroplane, induced by the pilot.

An aeroplane that has positive static stability:

can be dynamically stable, neutral or unstable.
is always dynamically stable.

is never dynamically stable.
is always dynamically unstable.

A statically unstable aeroplane is:

on
never dynamically stable.
always dynamically stable.
si
sometimes dynamically stable.

r
ve
sometimes dynamically unstable.

al
One of the requirements for dynamic stability is:

tri
positive static stability.

ne
a large deflection range of the stabilizer trim.

a small C.G. range.
hi
effective elevator.
ac
288. 1,326 081 04 03 02 Static stability

fM
The manoeuvrability of an aeroplane is best when the:

C.G. is on the aft C.G. limit.
pd
speed is low.
C.G. position is on the forward C.G. limit.
flaps are down.

59. oldal
289. 1,307 081 04 03 03 Neutral point/location of neutral point
Longitudinal static stability is created by the fact that the:

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

wing surface is greater than the horizontal tail surface.
aeroplane possesses a large trim speed range.

290. 155 081 04 03 04 Contribution of:
The aerodynamic centre of the wing is the point, where:

pitching moment coefficient does not vary with angle of attack.
change of lift due to variation of angle of attack is constant.

aerodynamic forces are constant.
the aeroplane's lateral axis intersects with the centre of gravity.

291. 1,305 081 04 03 05 Location of centre of gravity
For a normal stable aeroplane, the centre of gravity is located:

on
with a sufficient minimum margin ahead of the neutral point of the aeroplane.
aft of the neutral point of the aeroplane.
si
at the neutral point of the aeroplane.

r
ve
between the aft limit and the neutral point of the aeroplane.
al
The max aft position of the centre of gravity is amongst others limited by the:
tri
minimum value of the stick force per g.

ne
maximum longitudinal stability of the aeroplane.

maximum elevator deflection.
hi
too small effect of the controls on the aeroplane.

ac

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

an unacceptable low value of the manoeuvre stability (stick force per g, Fe/g).
pd
a too high pulling stick force during rotation in the take off.
an increasing static longitudinal stability.
a better recovery performance in the spin.

60. oldal
294. 1,322 081 04 03 07 Contribution of:
In what way is the longitudinal stability affected by the degree of positive camber of the
aerofoil?
No effect, because camber of the aerofoil produces a constant pitch down moment coefficient,
independent of angle of attack.
Positive, because the centre of pressure shifts rearward at increasing angle of attack.
Negative, because the lift vector rotates forward at increasing angle of attack.
Positive, because the lift vector rotates backward at increasing angle of attack.
295. 7,966 081 04 03 07 Contribution of:
Which part of an aeroplane provides the greatest positive contribution to the static
longitudinal stability ?
The horizontal tailplane.
The engine.
The fuselage.
The wing.
296. 1,295 081 04 03 09 Contribution of:
on
During landing of a low-winged jet aeroplane, the maximum elevator up deflection is
normally required when the flaps are:
si
fully down and the C.G. is fully forward.

r
ve
up and the C.G. is fully forward.

fully down and the C.G. is fully aft.
al
up and the C.G. is fully aft.

tri
297. 1,302 081 04 03 11 Contribution of:
The C.G. position of an aeroplane is forward of the neutral point in a fixed location.
ne
Speed changes cause a departure from the trimmed position. Which of the following
statements about the stick force stability is correct?
hi
Increasing 10 kt trimmed at low speed has more effect on the stick force than increasing 10 kt
ac
trimmed at high speed.

Increase of speed generates pull forces.
fM
Aeroplane nose up trim decreases the stick force stability.

pd
Stick force stability is not affected by trim.

298. 1,316 081 04 03 11 Contribution of:
"Tuck under" is:

the tendency to nose down when speed is increased into the transonic flight regime.
the tendency to nose up when speed is increased into the transonic flight regime.
shaking of the control column at high Mach Number.
the tendency to nose down when the control column is pulled back.
61. oldal
299. 1,317 081 04 03 11 Contribution of:
"Tuck under" may happen at:

high Mach numbers.
low Mach numbers.

all Mach numbers.
only at low altitudes.

300. 1,334 081 04 03 11 Contribution of:
Which of the following statements about a Mach trimmer is correct?

A Mach trimmer corrects the change in stick force stability of a swept wing aeroplane above a
certain Mach number.
A straight wing aeroplane always needs a Mach trimmer for flying at Mach numbers close to
MMO.
A Mach trimmer reduces the stick force stability of a straight wing aeroplane to zero at high
Mach numbers.
The Mach trimmer corrects the natural tendency of a swept wing aeroplane to pitch-up.
301. 7,926 081 04 03 11 Contribution of:
on
In case the Mach trimmer fails:
si
the Mach number must be limited.

r
try to relocate the centre-of-gravity aft.

ve
the speed must be kept constant.

al
the aeroplane weight must be limited.

tri
302. 7,961 081 04 03 11 Contribution of:
A Machtrimmer:
ne
corrects insufficient stick force stability at high Mach Numbers.

hi
increases the stick force per g at high Mach Numbers.

ac
is necessary for compensation of the autopilot at high Mach Numbers.
has no effect on the shape of the elevator position versus speed (IAS) curve for a fully hydraulic
fM
controlled aeroplane.
303. 1,303 081 04 03 14 Contribution of:
pd
The (1) stick force stability and the (2) manoeuvre stability are positively affected by:
(1) forward C.G. position (2) forward CG. position.
(1) forward C.G. position (2) aeroplane nose up trim.
(1) aft C.G. position (2) aft CG. position.
(1) aeroplane nose up trim (2) aeroplane nose up trim.

62. oldal
304. 7,967 081 04 03 14 Contribution of:
Which statement about stick force per g is correct?

The stick force per g must have both an upper and lower limit in order to assure acceptable
control characteristics.
The stick force per g increases, when centre of gravity is moved aft.
The stick force per g can only be corrected by means of electronic devices (stability
augmentation) in case of an unacceptable value.
If the slope of the Fe-n line becomes negative, generally speaking this is not a problem for
control of an aeroplane.
305. 1,304 081 04 03 15 Stick force per g and the limit load factor
The value of the manoeuvre stability of an aeroplane is 150 N/g. The load factor in
straight and level flight is 1. The increase of stick force necessary to achieve the load
factor of 2.5 is:
225 N.
375 N.
450 N.
150 N.
on
306. 1,301 081 04 04 02 Yaw moment coefficient CN
An aeroplane has static directional stability; in a side-slip to the right, initially the:
r si
nose of the aeroplane tends to move to the right.

ve
right wing tends to go down.

al
nose of the aeroplane will remain in the same direction.

tri
nose of the aeroplane tends to move to the left.

307. 634 081 04 04 04 Contribution of
ne
The effect of a positive wing sweep on static directional stability is as follows:

hi
Stabilizing effect
ac
No effect
Destabilizing dihedral effect
fM
Negative dihedral effect

pd
308. 636 081 04 05 05 Contribution of
The effect of a high wing with zero dihedral is as follows:

Positive dihedral effect
Negative dihedral effect
Its only purpose is to ease aeroplane loading
Zero dihedral effect

63. oldal
309. 1,323 081 04 05 05 Contribution of
Which of the following lists aeroplane features that each increase static lateral stability ?
High wing, sweep back, large and high vertical fin.
Low wing, dihedral, elliptical wing planform.

Fuselage mounted engines, dihedral, T-tail.
Sweep back, under wing mounted engines, winglets.

310. 1,324 081 04 05 05 Contribution of
Which type of wing arrangement decreases the static lateral stability of an aeroplane?
Anhedral.
Dihedral.
High wing.
Increased wing span.

311. 1,328 081 04 05 05 Contribution of
The effect of a ventral fin on the static stability of an aeroplane is as follows :

(1=longitudinal, 2=lateral, 3=directional)
on
1 : no effect, 2 : negative, 3 : positive
si
1 : positive, 2 : negative, 3 : negative

r
1 : negative, 2 : positive, 3 : positive

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

al
312. 2,142 081 04 05 05 Contribution of
Dihedral of the wing:

tri
increases the static lateral stability.

ne
is the only way to increase the static lateral stability.

hi
is only positive for aeroplanes with high mounted wings.

ac
decreases the static lateral stability.

fM
313. 8,061 081 04 05 05 Contribution of
Which statement is correct for a side slip condition at constant speed and side slip angle,
where the geometric dihedral of an aeroplane is increased ?
pd
the required lateral control force increases.
the required lateral control force decreases.

the required lateral control force does not change.
the stick force per g decreases.

64. oldal
314. 1,320 081 04 05 06 Effective lateral stability
Which of the following statements about dihedral is correct?

"The " effective dihedral" of an aeroplane component means the contribution of that component
to the static lateral stability."
Effective dihedral is the angle between the 1/4-chord line and the lateral axis of the aeroplane.
Dihedral contributes to dynamic but not to static lateral stability.
Dihedral is necessary for the execution of slip-free turns.

315. 1,329 081 04 06 02. Tendency to spiral dive
Which of the following statements about static lateral and directional stability is correct?
An aeroplane with an excessive static directional stability in relation to its static lateral stability,
will be prone to spiral dive. (spiral instability)
The effects of static lateral and static directional stability are completely independent of each
other because they take place about different axis.
"An aeroplane with an excessive static directional stability in relation to its static lateral stability,
will be prone to " Dutch roll" ."
Static directional stability can be increased by installing more powerful engines.
on
316. 7,960 081 04 06 02. Tendency to spiral dive
Sensitivity for spiral dive will occur when :

si
the static directional stability is positive and the static lateral stability is relatively weak.
r
ve
the static directional stability is negative and the static lateral stability is positive.
the static lateral and directional stability are both negative.
al
the dutch roll tendency is too strongly suppressed by the yaw damper.
tri
317. 1,338 081 04 06 03 Dutch roll
Which one of the following systems suppresses the tendency to " Dutch roll" ?
ne
Yaw damper.
hi
Roll spoilers.
ac
Spoiler mixer.
fM
Rudder limiter.
318. 1,339 081 04 06 03 Dutch roll
pd
Which aeroplane behaviour will be corrected by a yaw damper ?

Dutch roll.
Tuck under.
Spiral dive.
Buffeting.
65. oldal
319. 8,033 081 04 06 03 Dutch roll
What will increase the sensitivity to Dutch Roll?

An increased static lateral stability.
An increased static directional stability.

A forward movement of the centre of gravity.
An increased anhedral.
320. 1,335 081 04 06 04 Effects of altitude on dynamic stability
With increasing altitude and constant IAS the static lateral stability (1) and the dynamic
lateral/directional stability (2) of an aeroplane with swept-back wing will:
(1) increase (2) decrease.
(1) increase (2) increase.
(1) decrease (2) decrease.
(1) decrease (2) increase.

321. 1,296 081 05 01 01 Basics, the Three Planes and Three Axis
Rotation about the lateral axis is called :

on
pitching.
si
rolling.
r
yawing.
ve
slipping.
al
322. 1,297 081 05 01 01 Basics, the Three Planes and Three Axis
Rolling is the rotation of the aeroplane about the:

tri
longitudinal axis.
ne
vertical axis.
hi
lateral axis.
ac
wing axis.
fM
323. 6,378 081 05 02 00 Pitch control
What is the effect on the aeroplane's static longitudinal stability of a shift of the centre of
gravity to a more aft location and on the required control deflection for a certain pitch up
pd
or down?
The static longitudinal stability is smaller and the required control deflection is smaller.
The static longitudinal stability is larger and the required control deflection is smaller.
The static longitudinal stability is larger and the required control deflection is larger.
The static longitudinal stability is smaller and the required control deflection is larger.
66. oldal
The centre of gravity moving aft will:

increase the elevator up effectiveness.
decrease the elevator up effectiveness.

not affect the elevator up or down effectiveness.
increase or decrease the elevator up effectiveness, depending on wing location.

In a mechanically controlled aeroplane, the most forward allowable position of the centre
of gravity could be limited by the:
elevator capability, elevator control forces.
engine thrust, engine location.
trim system, trim tab surface.
wing surface, stabilizer surface.

When the C.G. position is moved forward, the elevator deflection for a manoeuvre with a
load factor greater than 1 will be:
on
larger.
si
smaller.
r
ve
unchanged.
dependent on trim position.

al
327. 8,010 081 05 03 02 Moments due to engine thrust

tri
An advantage of locating the engines at the rear of the fuselage, in comparison to a

location beneath the wing, is :
ne
less influence on longitudinal control of thrust changes.

hi
easier maintenance of the engines.

ac
a wing which is less sensitive to flutter.
lighter wing construction.

fM
328. 9,294 081 05 03 03 Engine failure (n - 1)
What happens during an engine failure with two similar aeroplanes with wing mounted
pd
engines, one of them with jet engines, the other one with co-rotating propellers:
More roll tendency for the propeller aeroplane.
The same yaw tendency for both aeroplanes regardless of left or right engine failure.
The same roll tendency for both aeroplanes.
Less roll tendency for the propeller aeroplane.

67. oldal
329. 6,286 081 05 04 01 Ailerons
Flaperons are controls which are used simultaneously as

ailerons and flaps.
ailerons and elevator.

flaps and speed brakes.
flaps and elevator.

330. 6,355 081 05 04 01 Ailerons
A jet aeroplane equipped with inboard and outboard ailerons is cruising at its normal
cruise Mach number. In this case
only the inboard ailerons are active.
only the outboard aileron are active.
the inboard and outboard ailerons are active.
only the spoilers will be active, not the ailerons.

331. 7,825 081 05 04 01 Ailerons
When are outboard ailerons (if present) de-activated ?

on
Flaps (and slats) retracted or speed above a certain value.
si
Flaps (and/or slats) extended or speed below a certain value..

r
Landing gear retracted.

ve
Landing gear extended.

al
332. 1,400 081 05 04 03 Spoilers
During initiation of a turn with speedbrakes extended, the roll spoiler function induces a
tri
spoiler deflection:
ne
downward on the upgoing wing and upward on the downgoing wing.

upward on the upgoing wing and downward on the downgoing wing.
hi
on the upgoing wing only.

ac
on the downgoing wing only.

fM
333. 2,145 081 05 04 05 Means to avoid adverse yaw
Differential aileron deflection:

pd
equals the drag of the right and left aileron.
is required to keep the total lift constant when ailerons are deflected.
increases the CLmax.
is required to achieve the required roll-rate.

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

"Left aileron: 5° up
Right aileron: 2° down"
"Left aileron: 2° up
Right aileron: 5° down"
"Left aileron: 5° down
Right aileron: 2° up"
"Left aileron: 2° down
Right aileron: 5° up"
How is adverse yaw compensated for during entry into and roll out from a turn ?
Differential aileron deflection
Horn-balanced controls
Anti-balanced rudder control
Servo tabs
on
One method to compensate adverse yaw is a

si
differential aileron.
r
ve
balance tab.
antibalance tab.
al
balance panel.
tri
Which of the following statements concerning control is correct?

ne
In a differential aileron control system the control surfaces have a larger upward than downward
hi
maximum deflection.
On some aeroplanes, the servo tab also serves as a trim tab.
ac
Hydraulically powered control surfaces do not need mass balancing.

fM
In general the maximum downward elevator deflection is larger than upward.

pd
Which phenomenon is counteracted with differential aileron deflection?

Adverse yaw.
Aileron reversal.
Sensitivity for spiral dive.
Turn co-ordination.
69. oldal
339. 1,266 081 05 05 00 Interaction in different planes (yaw/roll)
If the nose of an aeroplane yaws to port (left), this causes:

a roll to port (left).
a decrease in relative airspeed on the starboard (right) wing.

an increase in lift on the port (left) wing.
a roll to starboard (right).

340. 1,330 081 05 05 00 Interaction in different planes (yaw/roll)
Which moments or motions interact in a dutch roll?

Rolling and yawing.
Pitching and yawing.

Pitching and rolling.
Pitching and adverse yaw.

341. 3,730 081 05 06 01 Aerodynamic balance
Which kind of ''tab'' is commonly used in case of manual reversion of fully powered flight
controls ?
on
Servo tab
si
Spring tab
r
Balance tab
ve
Anti-balance tab
al
Which statement is correct about a spring tab ?

tri
At high IAS it behaves like a servo tab

ne
At low IAS it behaves like a servo tab

hi
At high IAS it behaves like a fixed extension of the elevator

ac
Its main purpose is to increase stick force per g

fM
Which statement about a primary control surface controlled by a servo tab, is correct ?
pd
The position is undetermined during taxiing, in particular with tailwind.

The servo tab can also be used as a trimtab.
The control effectiveness of the primary surface is increased by servo tab deflection.
Due to the effectiveness of the servo tab the control surface area can be smaller.
70. oldal
Examples of aerodynamic balancing of control surfaces are:

seal between wing's trailing edge and leading edge of a control surface, horn balance
upper and lower rudder, seal between wing's trailing edge and leading edge of a control surface
weight in the nose of the control surface, horn balance
Fowler flaps, upper and lower rudder

Examples of aerodynamic balancing of control surfaces are:

servo tab, spring tab, seal between the wing trailing edge and the leading edge of control
surface.
balance tab, horn balance, and mass balance.
mass in the nose of the control surface, horn balance and mass balance.
spring tab, servo tab, and power assisted control.

An aeroplane has a servo-tab controlled elevator. What will happen when only the
elevator jams during flight ?
on
Pitch control reverses direction.

si
Pitch control has been lost.

r
ve
The servo-tab now works as a negative trim-tab.
The pitch control forces double.

al

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

ne
to decrease stick forces.

to prevent flutter.
hi
to obtain mass balancing.

ac
to decrease the effective longitudinal dihedral of the aeroplane.

fM
348. 1,405 081 05 06 02 Artificial
Stick forces, provided by an elevator feel system, depend on:

pd
elevator deflection, dynamic pressure.

stabilizer position, static pressure.
elevator deflection, static pressure.
stabilizer position, total pressure.

71. oldal
349. 7,945 081 05 06 02 Artificial
When power assisted controls are used for pitch control, this:
ensures that a part of the aerodynamic forces is still felt on the column.
makes trimming superfluous.

makes aerodynamic balancing of the control surfaces meaningless.
can only function in combination with an elevator trim tab.

350. 8,155 081 05 07 01 Reasons to balance
When flutter damping of control surfaces is obtained by mass balancing, these weights
will be located with respect to the hinge of the control surface:
in front of the hinge.
below the hinge.
above the hinge.
behind the hinge.

351. 7,779 081 05 08 00 Trimming
How would the exterior appearance of an aeroplane change, when trimming for speed
increase ?
on
Elevator deflection is increased further downward by an upward deflected trim tab

si
The elevator is deflected further up by a downward deflected trim tab

r
ve
The elevator is deflected further downward by means of a movable horizontal stabiliser
The exterior appearance of the aeroplane will not change

al
352. 8,062 081 05 08 00 Trimming

tri
What is the position of the elevator in relation to the trimmable horizontal stabilizer of a
power assisted aeroplane, which is in trim ?
ne
The position depends on speed, the position of slats and flaps and the position of the centre of
gravity.
hi
The elevator deflection (compared to the stabilizer position) is always zero.

ac
At a forward CG the elevator is deflected upward and at an aft CG the elevator is deflected
downward.
fM
The elevator is always deflected slightly downwards in order to have sufficient remaining flare
capability.
pd
353. 7,914 081 05 08 02 Trim tabs
In general transport aeroplanes with power assisted flight controls are fitted with an
adjustable stabilizer instead of trim tabs on the elevator. This is because :
effectiveness of trim tabs is insufficient for those aeroplanes
the pilot does not feel the stick forces at all
mechanical adjustment of trim tabs creates too many problems
trim tab deflection increases Mcrit

72. oldal
354. 7,994 081 05 08 02 Trim tabs
How does the exterior view of an aeroplane change, when the trim is used during a speed
decrease ?
The elevator is deflected further upwards by means of a downwards deflected trimtab.
The elevator is deflected further downwards by means of a trimmable horizontal stabiliser.

Nothing changes in the exterior view.
The elevator is deflected further downwards by means of an upwards deflected trimtab.

355. 2,144 081 05 08 03 Stabiliser trim/Trim rate versus IAS
If the elevator trim tab is deflected up, the cockpit trim indicator presents:
nose-down.
neutral.
nose-up.
nose-left.
One advantage of a movable-stabilizer system compared with a fixed stabilizer system is

that:
on
it is a more powerful means of trimming

si
the structure weighs less

r
ve
it leads to greater stability in flight
the system's complexity is reduced

al

tri
What should be usually done to perform a landing with the stabilizer jammed in the
cruise flight position ?
ne
choose a higher landing speed than normal and/or use a lower flapsetting for landing.
hi
choose a lower landing speed than normal.

ac
if possible, relocate as many passengers as possible to the front of the cabin.
use the Mach trimmer until after landing.

fM
Which statement about a jet transport aeroplane is correct, during take-off at the
pd
maximum allowable forward centre of gravity limit, while the THS (Trimmable Horizontal
Stabilizer) has been positioned at the maximum allowable AND (Aeroplane Noise Down)
position.
The rotation will require extra stick force.
If the THS position is just within the limits of the green band, the take off warning system will be
activated.
Early nose wheel raising will take place.
Nothing special will happen.

73. oldal
Which statement about the trim position is true related to centre of gravity and adjustable
stabiliser position ?
A nose heavy aeroplane requires that the stabiliser leading edge is lower than compared with a
tail heavy aeroplane
Because characteristic speeds at take off do not vary with centre of gravity location, the need for
stabiliser adjustment is dependent on flap position only.
A nose heavy aeroplane requires that the stabiliser leading edge is higher than compared with a
tail heavy aeroplane.
At the forward limit for centre of gravity, stabiliser trim is adjusted maximum Nose Down to
obtain maximum elevator authority at take off rotation.
360. 156 081 06 01 00 Operating limitations
"Flutter" may be caused by:

distorsion by bending and torsion of the structure causing increasing vibration in the resonance
frequency.
low airspeed aerodynamic wing stall.
roll control reversal.
high airspeed aerodynamic wing stall.

on
361. 1,482 081 06 01 01 VMO, VNO, VNE
A commercial jet aeroplane is performing a straight descent at a constant Mach Number

si
with constant weight. The operational limit that may be exceeded is:
r
ve
VMO.
VNE.
al
VD.
tri
MMO.
ne
362. 3,175 081 06 01 01 VMO, VNO, VNE
VMO :
hi
should be not greater than VC.

ac
should be chosen in between VC and VD

fM
is equal to the design speed for maximum gust intensity.

pd
is the calibrated airspeed at which MMO is reached at 35 000 ft.

363. 1,430 081 06 01 02 MMO
A jet transport aeroplane is in a straight climb at a constant IAS and constant weight. The
operational limit that may be exceeded is:
MMO.
VMO.
VA.
MD.
74. oldal
364. 7,908 081 06 01 02 MMO
Which statement with respect to the climb is correct ?

At constant IAS the Mach number increases
At constant IAS the TAS decreases

At constant Mach number the IAS increases
At constant TAS the Mach number decreases

365. 1,483 081 06 02 01 Manoeuvring load diagram
The relationship between the stall speed VS and VA (EAS) for a large transport aeroplane
can be expressed in the following formula:
(SQRT= square root)
VA= VS SQRT(2.5)
VS= VA SQRT(2.5)
VS= VA SQRT(3.75)
Va= VA SQRT(3.75)
By what percentage does VA (EAS) alter when the aeroplane's weight decreases by 19%?
on
10% lower.
r si
4.36% lower.
ve
no change
19% lower.
al

tri
Which load factor determines VA?

ne
manoeuvring limit load factor.
manoeuvring ultimate load factor.

hi
gust load factor at 66 ft/sec gust.

ac
manoeuvring flap limit load factor.

fM
What can happen to the aeroplane structure flying at a speed just exceeding VA ?
pd
It may suffer permanent deformation if the elevator is fully deflected upwards

It may break if the elevator is fully deflected upwards.
It may suffer permanent deformation because the flight is performed at too large dynamic
pressure.
It will collapse if a turn is made.
75. oldal
What is the limit load factor of a large transport aeroplane in the manoeuvring diagram?
2.5
1.5
3.75
6
VA is:
the maximum speed at which maximum elevator deflection up is allowed.
the maximum speed at which rolls are allowed.

the speed at which a heavy transport aeroplane should fly in turbulence.
the speed that should not be exceeded in the climb.

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

on
the speed at which the aeroplane stalls at the manoeuvring limit load factor at MTOW.
the maximum speed in smooth air
si
the speed at which unrestricted application of elevator control can be used, without exceeding
r
ve
the maximum manoeuvring limit load factor

just another symbol for the rough air speed
al
Load factor is :
tri
Lift/Weight
ne
Weight/Lift
hi
1/Bank angle
ac
Wing loading
fM
The positive manoeuvring limit load factor for a light aeroplane in the utility category in
the clean configuration is:
pd
4.4
2.5
3.8
6.0
76. oldal
The positive manoeuvring limit load factor for a large jet transport aeroplane with flaps
extended is:
2.0
1.5
2.5
3.75
375. 8,016 081 06 03 00 Gust envelope
Which statement regarding the gust load factor on an aeroplane is correct (all other
factors of importance being constant) ?
1. Increasing the aspect-ratio of the wing will increase the gust load factor.
2. Increasing the speed will increase the gust load factor.

on
si
376. 9,489 081 06 03 00 Gust envelope
Which of the following statements is true?

r
ve
Limiting factors in severe turbulence are the possibility of a stall and the margin to the structural
limitations
al
Through extension of the flaps in severe turbulence it is possible to reduce the speed and
tri
increase the margins to the structural limits

By increasing the flap setting in severe turbulence the stall speed will be reduced and the risk for
ne
exceeding the structural limits will be decreased

Through extension of the flaps in severe turbulence the centre of pressure will move aft which
hi
will increase the margins to the structural limits

377. 163 081 06 03 01 Gust load diagram
ac
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.42, increase in
angle of attack of 1 degree increases CL by is 0.1. A vertical up gust instantly changes
fM
the angle of attack by 3 degrees. The load factor will be :

pd
1.71
0.74
1.49
2.49
77. oldal
378. 171 081 06 03 01 Gust load diagram
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.4. Increase of angle
of attack of 1 degree will increase CL by 0.09. A vertical up gust instantly changes the
angle of attack by 5 degrees. The load factor will be :
2.13
1.09
2.0
3.18
379. 1,246 081 06 03 01 Gust load diagram
The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.35. Increase in
angle of attack of 1 degree will increase CL by 0.079. A vertical up gust instantly changes
the angle of attack by 2 degrees. The load factor will be :
1.45
0.9
0.45
1.9
on
The shape of the gust load diagram is also determinated by the following three vertical
si
speed in ft/s (clean configuration) :

r
ve
25, 50, 66
15, 56, 65
al
25, 55, 75
tri
35, 55, 66
ne
Which combination of speeds is applicable for structural strength in gust (clean

configuration) ?
hi
50 ft/sec and VC.

ac
66 ft/sec and VD.

fM
65 ft/sec at all speeds.

pd
55 ft/sec and VB.

The extreme right limitation for both V-n (gust and manoeuvre) diagrams is created by the
speed:
VD
VC
Vflutter
VMO
78. oldal
Which has the effect of increasing load factor ? (all other relevant factors being constant)
Vertical gusts
Increased aeroplane mass

Increased air density
Rearward CG location
384. 3,741 081 06 03 02 Contribution of:
What wing shape or wing characteristic is the least sensitive to turbulence :

swept wings
straight wings
wing dihedral
winglets
385. 8,001 081 06 03 02 Contribution of:
Which statement is correct about the gust load on an aeroplane (IAS and all other factors
of importance remaining constant) ?
on
1. the gust load increases, when the weight decreases.

si
2. the gust load increases, when the altitude increases.

r
ve

al

tri

ne
386. 9,293 081 07 01 00 Conversion of engine torque to thrust
The angle of attack for a propeller blade is the angle between blade chord line and:
hi
Local air speed vector.

ac
Direction of propeller axis.

fM
Aeroplane heading.
pd
Principal direction of propeller blade.

387. 9,292 081 07 01 01 Meaning of pitch
Which of these definitions of propeller parameters is correct?

geometric propeller pitch = the theoretical distance a propeller blade element is travelling in
forward direction in one propeller revolution
Blade angle = angle between blade chord line and propeller axis
Propeller angle of attack = angle between blade chord line and propeller vertical plane
Critical tip velocity = propeller speed at which risk of flow separation at some parts of propeller
blade occurs.
79. oldal
388. 1,413 081 07 01 02 Blade twist
Why is a propeller blade twisted from root to tip?

Because the local angle of attack of a blade segment is dependent on the ratio of that segment
's speed in the plane of rotation and the true airspeed of the aeroplane.
Because the local angle of attack of a blade segment is dependent on the ratio of that segment
's speed in the plane of rotation and the angular velocity of the propellers.
To ensure that the root produces most thrust.
To ensure that the tip produces most thrust.

389. 1,414 081 07 01 03 Fixed pitch and variable pitch/constant speed
Constant-speed propellers provide a better performance than fixed-pitch propellers

because they:
produce an almost maximum efficiency over a wider speed range.
have a higher maximum efficiency than a fixed-pitch propeller.
produce a greater maximum thrust than a fixed-pitch propeller.
have more blade surface area than a fixed-pitch propeller.

on
If you push forward the RPM lever of a constant speed propeller during a glide with idle
power and constant speed, the propeller pitch will:
si
decrease and the rate of descent will increase.

r
ve
increase and the rate of descent will decrease.

increase and the rate of descent will increase.
al
decrease and the rate of descent will decrease.

tri
Does the pitch-angle of a constant-speed propeller alter in medium horizontal

ne
turbulence?
Yes slightly.
hi
ac
Yes strongly.
No.
fM
Yes, but only if the pitch is full-fine.

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

The blade angle increases with increasing speed.
The propeller system keeps the aeroplane speed constant.
The RPM decreases with increasing aeroplane speed.
The selected RPM is kept constant by the manifold pressure.

80. oldal
The propeller blade angle of attack on a fixed pitch propeller is increased when :
RPM increases and forward velocity decreases
velocity and RPM increase

forward velocity increases and RPM decreasing
velocity and RPM decrease

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

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

si

r
ve

al
396. 1,407 081 07 01 04 Propeller efficiency versus speed

tri
For a fixed-pitch propeller designed for cruise, the angle of attack of each blade,
measured at the reference section:
ne
is optimum when the aircraft is in a stabilized cruising flight.

hi
decreases when the aircraft speed decreases (with identical engine RPM).
ac
is lower in ground run than in flight (with identical engine RPM).
is always positive during idling descent.

fM
397. 1,417 081 07 01 04 Propeller efficiency versus speed
Propeller efficiency may be defined as the ratio between:

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

the thrust and the maximum thrust.
the usable (power available) power and the maximum power.
the thermal power of fuel-flow and shaft power.

81. oldal
398. 1,415 081 07 02 01 Windmilling drag
If you pull back the RPM lever of a constant speed propeller during a glide with idle
power and constant speed, the propeller pitch will:


An engine failure can result in a windmilling (1) propeller and a non rotating (2) propeller.
Which statement about propeller drag is correct?
(1) is larger than (2).
(1) is equal to (2).
(2) is larger than (1).
impossible to say which one is largest.

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

on
the drag of the propeller is then minimal.

si
the propeller produces an optimal windmilling RPM.

r
ve
the windmilling RPM is the maximum.
the RPM is then just sufficient to lubricate the engine.

al
401. 1,423 081 07 03 03 Number of blades

tri
Increasing the number of propeller blades will:

ne
increase the maximum absorption of power.

increase the propeller efficiency.
hi
increase the noise level at maximum power.

ac
decrease the torque in the propeller shaft at maximum power.

fM
402. 3,748 081 07 03 03 Number of blades
Which is one of the disadvantages of increasing the number of propeller blades ?

pd
decrease propeller efficiency
Increased noise
Less power can be absorbed by the propeller
Higher tip-speed
82. oldal
403. 1,424 081 07 04 01 Torque reaction
A propeller turns to the right, seen from behind. The torque effect in the take-off will:
roll the aeroplane to the left.
pitch the aeroplane nose down.

roll the aeroplane to the right.
pitch the aeroplane nose up.

404. 1,425 081 07 04 02 Gyroscopic precession
Gyroscopic precession of the propeller is induced by:

pitching and yawing.
pitching and rolling.

increasing RPM and yawing.
increasing RPM and rolling.

405. 1,426 081 07 04 04 Asymmetric blade effect
A propeller is turning to the right, seen from behind. The asymmetric thrust effect is
mainly induced by:
on
high angles of attack.
si
high speed.
r
large angles of yaw.

ve
large angles of climb.

al
406. 1,427 081 07 04 04 Asymmetric blade effect
A propeller is turning to the right, seen from behind. The asymmetric thrust effect in the
tri
climb will:
ne
yaw the aeroplane to the left.

roll the aeroplane to the left.
hi
yaw the aeroplane to the right.

ac
roll the aeroplane to the right.

fM
407. 161 081 08 01 02 Straight steady climb
The lift of an aeroplane of weight W in a constant linear climb with a climb angle (gamma)
pd
is approximately:
Wcos.gamma.
W(1-sin.gamma).
W(1-tan.gamma).
W/cos.gamma.
83. oldal
408. 3,711 081 08 01 03 Straight steady descent
An aeroplane performs a continuous descent with 160 kts IAS and 1000 feet/min vertical
speed. In this condition:
weight is greater than lift
lift is equal to weight

lift is less than drag
drag is less than the combined forces that move the aeroplane forward
409. 3,719 081 08 01 04 Straight steady glide
What factors determine the distance travelled over the ground of an aeroplane in a glide ?
The wind and the lift/drag ratio, which changes with angle of attack
The wind and the aeroplane's mass
The wind and CLmax
The wind and weight together with power loading, which is the ratio of power output to the weight
What is the correct relation of the True Air Speed (TAS) for minimum sink rate (VR/Dmin)
and best glide angle (VBest glide) at a given altitude?
on
VR/Dmin < VBest glide

si
VR/Dmin = VBest glide

r
ve
VR/Dmin > VBest glide
VR/Dmin > VBest glide or VR/Dmin < VBest glide depending on the type of aeroplane.
al

tri
Which of the following factors will lead to an increase of ground distance during a glide ?
ne
tailwind
headwind
hi
increase of aeroplane weight

ac
decrease of aeroplane weight

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

pd
The gliding angle is minimum.
The CL/CD ratio is minimum.

Induced drag is greater than the parasite drag.
Propeller aeroplanes fly at that speed at max. endurance.

84. oldal
413. 1,254 081 08 01 05 Steady coordinated turn
An aeroplane is in a steady turn, at a constant TAS of 300 kt, and a bank angle of 45°. Its
turning radius is equal to:
(given: g= 10 m/s²)
2381 metres.
4743 metres.
9000 metres.
3354 metres.
A jet aeroplane is rolled into a turn, while maintaining airspeed and holding altitude. In
such a case, the pilot has to:
increase thrust and angle of attack.
increase thrust and keep angle of attack unchanged.
increase thrust and decrease angle of attack.
increase angle of attack and keep thrust unchanged.

on
By what percentage does the lift increase in a steady level turn at 45° angle of bank,
compared to straight and level flight?
si
41%.
r
ve
19%.
31%.
al
52%.
tri
The turn indicator shows a right turn. The slip indicator is left of neutral. To coordinate
ne
the turn:
hi
more right bank is required.

ac
more right rudder is required.

less right bank is required.
fM
a higher turn rate is required.

pd
A light twin is in a turn at 20 degrees bank and 150 kt TAS. A more heavy aeroplane at the
same bank and the same speed will:
turn at the same turn radius.
turn at a bigger turn radius.
turn at a smaller turn radius.
turn at a higher turn rate.

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

TAS.
weight.
load factor.
wind.
What is the approximate value of the lift of an aeroplane at a gross weight of 50 000 N, in
a horizontal coordinated 45 degrees banked turn ?
70 000 N
60 000 N
50 000 N
80 000 N
420. 2,157 081 08 02 01 Moments about the vertical axis
Which statement is correct about an aeroplane, that has experienced a left engine failure
and continues afterwards in straight and level cruise flight with wings level ?
on
turn indicator neutral, slip indicator neutral.

si
turn indicator neutral, slip indicator left of neutral.

r
ve
turn indicator left of neutral, slip indicator left of neutral.
turn indicator left of neutral, slip indicator neutral.

al
421. 12,513 081 08 02 09 VMCL

tri
Which of the following statements is correct ?

I When the critical engine fails during take-off the speed VMCL can be limiting.
II The speed VMCL is always limited by maximum rudder deflection.
ne
I is incorrect, II is incorrect
hi
I is correct, II is correct
ac
I is correct, II is incorrect
fM
I is incorrect, II is correct
pd
422. 12,514 081 08 02 09 VMCL

I When the critical engine fails during take-off the speed VMCL can be limiting.
II The speed VMCL can be limited by the available maximum roll rate
86. oldal
423. 12,515 081 08 02 09 VMCL

I VMCL is the minimum control speed in the landing configuration.
II The speed VMCL can be limited by the available maximum roll rate
424. 7,976 081 08 02 10 VMCG
Why is VMCG determined with the nosewheel steering disconnected?

Because the value of VMCG must also be applicable on wet and/or slippery runways.
Because the nosewheel steering could become inoperative after an engine has failed.
Because it must be possible to abort the take-off even after the nosewheel has already been
lifted off the ground.
Because nosewheel steering has no effect on the value of VMCG.
425. 12,517 081 08 02 11 Influence of altitude
on
How does VMCG change with increasing field elevation and temperature ?
si
decreases, because the engine thrust decreases.

r
decreases, because VMCG is expressed in IAS and the IAS decreases with TAS constant and
ve
decreasing density
increases, because at a lower density a larger IAS is necessary to generate the required rudder
al
force
tri
increases, because VMCG is related to V1 and VR and those speeds increase if the density
decreases
ne
426. 6,262 081 08 03 03 Typical points on polar curve

Which point marks the value for minimum sink rate?
hi
Point c
ac
Point a
fM
Point b
pd
Point d

Which point in the diagram gives the best glide condition?
Point b
Point a
Point c
Point d
87. oldal

Which point in the diagram gives the lowest speed in horizontal flight?
Point d
Point a
Point b
Point c
From the polar diagram of the entire aeroplane one can read:
the maximum CL/CD ratio and maximum lift coefficient.
the minimum drag and the maximum lift.
the minimum drag coefficient and the maximum lift.
the minimum CL/CD ratio and the minimum drag.

The speed for minimum glide angle occurs at a certain angle of attack. Which are the
corresponding aerodynamic coefficients(s) ?
on
(CL/CD)max
si
CLmax
r
ve
(CL/CD^2)max
(CL^3/CD^2)max
al
tri
ne
hi
ac
fM
pd

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081 00 00 00 PRINCIPLES OF FLIGHT--AEROPLANE

1. 135 081 01 01 01 Laws and definitions

(I) increase, (II) increase.

(I) increase, (II) decrease.

(I) N / kg, (II) kg.

(I) N / m3, (II) kg / m².

(I) kg / m, (II) N / m².

(I) N / m, (II) kg.

4. 138 081 01 01 01 Laws and definitions

and mass (m)?

5. 139 081 01 01 01 Laws and definitions

The static pressure is acting:

only in direction of the flow.

only in the direction of the total pressure.

6. 142 081 01 01 01 Laws and definitions

increase the mass flow.

Which one of the following statements about Bernoulli's theorem is correct?

The dynamic pressure is maximum in the stagnation point.

increase initially, then decrease.

9. 145 081 01 01 01 Laws and definitions

Bernoulli's equation can be written as:

10. 2,122 081 01 01 01 Laws and definitions

The unit of density is:

11. 2,123 081 01 01 01 Laws and definitions

The unit of measurement of pressure is:

The total pressure is:

static pressure minus the dynamic pressure.

can be measured in a small hole in a surface, parallel to the local stream.

The (subsonic) static pressure:

is the pressure in a point at which the velocity has become zero.

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

The true airspeed (TAS) is:

15. 2,153 081 01 01 01 Laws and definitions

The difference between IAS and TAS will:

increase at decreasing temperature.

decrease at increasing speed.

16. 3,721 081 01 01 01 Laws and definitions

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

What is the unit of measurement for power ?

19. 6,232 081 01 01 01 Laws and definitions

rho1 > rho2

The density depends on the change of the tube area.

20. 6,233 081 01 01 01 Laws and definitions

Bernoulli's equation can be written as :

(pt = total pressure, ps = static pressure, q = dynamic pressure)

21. 8,002 081 01 01 01 Laws and definitions

1 and 2 are correct.

1 and 2 are incorrect.

glide path angle.

same as the angle between chord line and fuselage axis.

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

equal to the moment coefficient for stabilized angle of attack.

25. 1,263 081 01 01 03 Aerodynamic forces on surfaces

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

26. 1,270 081 01 01 03 Aerodynamic forces on surfaces

The correct drag formula is:

Lift and drag on an aerofoil are vertical respectively parallel to the

bottom surface and the horizontal

bottom surface and the relative airflow.