Option A. 39.7 PSI.

Aerodynamic Question Option B. 10.3 PSI.

Option C. 43.8 PSI.
Correct Answer is. 39.7 PSI.
Module 08.Basic Aerodynamics Explanation. Absolute pressure = gauge
pressure plus atmospheric pressure.
Atmospheric pressure at seallevel = 14.7 PSI.
08.1. Physics of the Atmosphere.

Question Number. 5. Pressure

Question Number. 1. The ISA.
decreases.
Option A. assumes a standard day.
Option A. inversely proportional to
Option B. is taken from the equator.
temperature.
Option C. is taken from 45 degrees latitude.
Option B. proportionally with a decreases in
Correct Answer is. is taken from 45 degrees
temperature.
latitude.
Option C. Pressure and temperature are not
Explanation. The properties of a standard day
related.
are related to sea level at latitude 45 degrees
Correct Answer is. proportionally with a
latitude. See the Forum for more details.
decreases in temperature.
Explanation. Temperature and volume are
directly proportional - Charles' Law.
Question Number. 2. At higher altitudes
as altitude increases, pressure.
Option A. decreases at constant rate.
Question Number. 6. As air gets colder,
Option B. decreases exponentially.
the service ceiling of an aircraft.
Option C. increases exponentially.
Option A. reduces.
Correct Answer is. decreases exponentially.
Option B. increases.
Explanation. Pressure decreases - sure! But
Option C. remains the same.
the rate of decrease reduces with altitude. At
Correct Answer is. increases.
18000 ft, half the pressure is lost already, and
Explanation. As air gets colder it gets denser.
there is still another 40,000ft or so to go.
Lift increases (remember the lift equation has
density) and the engines produce more thrust -
so it can climb higher.
Question Number. 3. When the
pressure is half of that at sea level, what is the
altitude?.
Question Number. 7. What is sea level
Option A. 12,000 ft.
pressure?.
Option B. 18,000 ft.
Option A. 1012.3 mb.
Option C. 8,000 ft.
Option B. 1013.2 mb.
Correct Answer is. 18,000 ft.
Option C. 1032.2 mb.
Explanation. Just one of those facts you have
Correct Answer is. 1013.2 mb.
to learn - but it is quoted in just about every
Explanation. Learn the ISA sea level quantities,
text book on CAA reading list.
in all units.

Question Number. 4. If gauge pressure

Question Number. 8. How does IAS at
on a standard day at sea level is 25 PSI, the
the point of stall vary with height?.
absolute pressure is.
Option A. It decreases.

1
Option B. It is practically constant. Explanation. Temperature lapse rate is
Option C. It increases. constant up to 36000ft -2degrees per 1000ft.
Correct Answer is. It is practically constant.
Explanation. The stalling IAS at altitude is
practically the same as it is at sea level. That's Question Number. 13. Temperature
because IAS is not corrected for density. above 36,000 feet will.
Option A. increase exponentially.
Option B. decrease exponentially.
Question Number. 9. What is the lapse Option C. remain constant.
rate with regard to temperature?. Correct Answer is. remain constant.
Option A. 4°C per 1000 ft. Explanation. Temperature lapse rate up to
Option B. 1.98°C per 1000 ft. 36,000 feet (the tropopause) is approximately 2
Option C. 1.98°F per 1000 ft. degrees centigrade per 1000 feet. Above the
Correct Answer is. 1.98°C per 1000 ft. tropopause it is constant.
Explanation. The lapse rate is approximately
2°C per 1000 feet (in the troposphere).
Question Number. 14. With increasing
altitude pressure decreases and.
Question Number. 10. Standard sea level Option A. temperature decreases at the
temperature is. same rate as pressure reduces.
Option A. 20 degrees Celsius. Option B. temperature decreases but at a
Option B. 0 degrees Celsius. lower rate than pressure reduces.
Option C. 15 degrees Celsius. Option C. temperature remains constant to
Correct Answer is. 15 degrees Celsius. 8000 ft.
Explanation. 15 degrees C is standard sea level Correct Answer is. temperature decreases
temperature!. but at a lower rate than pressure reduces.
Explanation. See a graph of pressure against
altitude and temperature against altitude.
Question Number. 11. As altitude Pressure decreases faster than temperature
increases, pressure. therefore pressure has a greater effect upon
Option A. decreases exponentially. the performance of the aircraft.
Option B. decreases at constant rate.
Option C. increases exponentially.
Correct Answer is. decreases exponentially. Question Number. 15. What is the
Explanation. As altitude increases, pressure temperature in comparison to ISA conditions at
decreases exponentially. Since pressure is given 30,000ft?.
by density * gravity * height, both density and Option A. -60°C.
height decreases (that is, height above the point Option B. 0°C.
you measuring) so the decrease in pressure is Option C. -45°C.
exponential. Correct Answer is. -45°C.
Explanation. ISA = 15°C temperature lapse
rate is 2°C per 1000ft. Therefore 30000 = - 60 +
Question Number. 12. Lapse rate usually 15 = 45.
refers to.
Option A. Density.
Option B. Pressure. Question Number. 16. At what altitude is
Option C. Temperature. the tropopause?.
Correct Answer is. Temperature. Option A. 36,000 ft.

2
Option B. 57,000 ft. Option B. pressure altitude.
Option C. 63,000 ft. Option C. barometric pressure.
Correct Answer is. 36,000 ft. Correct Answer is. barometric pressure.
Explanation. The tropopause is 36,000 ft. Explanation. Barometric pressure is measured
Above the tropopause is the stratosphere. in millibar.

Question Number. 17. What approximate Question Number. 22. With an increase
percentage of oxygen is in the atmosphere?. in altitude under I.S.A. conditions the
Option A. 12%. temperature in the troposphere.
Option B. 21%. Option A. remains constant.
Option C. 78%. Option B. decreases.
Correct Answer is. 21%. Option C. increases.
Explanation. 21% oxygen, 78% nitrogen, 1% Correct Answer is. decreases.
other gases. Explanation. Temperature reduces at a lapse
rate of 1.98 degrees celsius per thousand feet
from sea level to about 36000ft (the
Question Number. 18. Which has the tropopause).
greater density?.
Option A. Air at low altitude.
Option B. Air at high altitude. Question Number. 23. A barometer
Option C. It remains constant. indicates.
Correct Answer is. Air at low altitude. Option A. pressure.
Explanation. Air density reduces with altitude. Option B. density.
Option C. temperature.
Correct Answer is. pressure.
Question Number. 19. At what altitude Explanation. A barometer indicates pressure.
does stratosphere commence approximately?.
Option A. Sea level.
Option B. 36,000 ft. Question Number. 24. The amount of
Option C. 63,000 ft. water vapour capacity in the air (humidity
Correct Answer is. 36,000 ft. holding capacity of the air) is.
Explanation. The stratosphere is above 36,000 Option A. greater on a colder day, and lower
ft. on a hotter day.
Option B. doesn't have a significant
difference.
Question Number. 20. A pressure of one Option C. greater on a hotter day and lower
atmosphere is equal to. on a colder day.
Option A. 14.7 psi. Correct Answer is. greater on a hotter day
Option B. 1 inch Hg. and lower on a colder day.
Option C. 100 millibar. Explanation. The amount of water vapour
Correct Answer is. 14.7 psi. capacity in the air is greater on a hotter day.
Explanation. One atmosphere is 14.7 psi.

Question Number. 25. Which condition is

Question Number. 21. The millibar is a the actual amount of water vapour in a mixture
unit of. of air and water?.
Option A. atmospheric temperature. Option A. Relative humidity.

3
Option B. Absolute humidity.
Option C. Dew point.
Correct Answer is. Absolute humidity. Question Number. 29. What is sea level
Explanation. Absolute humidity is the 'actual' pressure?.
amount of water in a mixture of air and water. Option A. 1032.2 mb.
Option B. 1012.3 mb.
Option C. 1013.2 mb.
Question Number. 26. Which will weigh Correct Answer is. 1013.2 mb.
the least?. Explanation. Sea level pressure is 1013.2 mb.
Option A. 98 parts of dry air and 2 parts of
water vapour.
Option B. 50 parts of dry air and 50 parts of Question Number. 30. Which statement
water vapour. concerning heat and/or temperature is true?.
Option C. 35 parts of dry air and 65 parts of Option A. Temperature is a measure of the
water vapour. kinetic energy of the molecules of any
Correct Answer is. 35 parts of dry air and 65 substance.
parts of water vapour. Option B. Temperature is a measure of the
Explanation. Water vapour is 62% the weight potential energy of the molecules of any
of dry air. substance.
Option C. There is an inverse relationship
between temperature and heat.
Question Number. 27. Which is the ratio Correct Answer is. Temperature is a measure
of the water vapour actually present in the of the kinetic energy of the molecules of any
atmosphere to the amount that would be substance.
present if the air were saturated at the Explanation. Temperature is a measure of the
prevailing temperature and pressure?. kinetic energy of the molecules of a substance.
Option A. Absolute humidity. Heat is a form of energy exchange.
Option B. Dew point.
Option C. Relative humidity.
Correct Answer is. Relative humidity. Question Number. 31. What is absolute
Explanation. Relative humidity is the ratio of humidity?.
the water vapour actually present to the water Option A. The temperature to which humid
vapour that the air would hold if it were air must be cooled at constant pressure to
saturated. become saturated.
Option B. The actual amount of the water
vapour in a mixture of air and water.
Question Number. 28. The speed of Option C. The ratio of the water vapour
sound in the atmosphere. actually present in the atmosphere to the
Option A. changes with a change in amount that would be present if the air were
pressure. saturated at the prevailing temperature and
Option B. varies according to the frequency pressure.
of the sound. Correct Answer is. The ratio of the water
Option C. changes with a change in vapour actually present in the atmosphere to
temperature. the amount that would be present if the air
Correct Answer is. changes with a change in were saturated at the prevailing temperature
temperature. and pressure.
Explanation. Speed of sound is affected by air Explanation. Absolute Humidity is the actual
temperature only. amount of water vapor in a liter of gas.

4
Question Number. 32. The temperature Question Number. 36. On a very hot day
to which humid air must be cooled at with ambient temperature higher than ISA, the
constantpressuretobecome saturated is called. pressure altitude is 20,000 ft. How much will
Option A. relative humidity. the density altitude be?.
Option B. dew point. Option A. the same.
Option C. absolute humidity. Option B. greater than 20,000ft.
Correct Answer is. dew point. Option C. less than 20,000ft.
Explanation. The temperature to which humid Correct Answer is. greater than 20,000ft.
air must be cooled to become saturated is Explanation. "Density Altitude is pressure
called the 'due point'. altitude corrected for temperature and
humidity. Assuming constant humidity (we are
told no different) ISA or above temperature will
Question Number. 33. Density changes further thin the air for a given pressure altitude
with altitude at a rate. thus making the density altitude higher. Note :
Option A. of 2kg/m3 per 1000 ft. At ISA Temp density and pressure altitude will
Option B. which changes with altitude. be the same and for less than ISA density
Option C. which is constant until 11 km. altitude will be less- Got all that!!.
Correct Answer is. which changes with "
altitude.
Explanation. The rate of change of density is
not constant - it diminishes with altitude. So no Question Number. 37. The atmospheric
single figure for lapse rate can be quoted. zone where the temperature remains fairly
constant is called the.
Option A. Stratosphere.
Question Number. 34. Above 65,800 ft Option B. Ionosphere.
temperature. Option C. Troposphere.
Option A. decreases by 1.98°C up to Correct Answer is. Stratosphere.
115,000 ft. Explanation. The stratosphere starts at
Option B. remains constant up to 115,000 36,000ft and rises to about 66,000ft.
ft.
Option C. increases by 0.303°C up to
115,000 ft. Question Number. 38. In the ISA the
Correct Answer is. increases by 0.303°C up to height of the tropopause is.
115,000 ft. Option A. 11,000 feet.
Explanation. 65,800ft is the upper Option B. 11,000 metres.
stratosphere boundary. Temperature increases Option C. 36,000 metres.
with altitude in the stratosphere. Correct Answer is. 11,000 metres.
Explanation. 11,000 metres or 36,000 feet
approximately.
Question Number. 35. At sea level, ISA
atmospheric pressure is.
Option A. 14.7 kPa. Question Number. 39. In the ISA the sea
Option B. 10 Bar. level pressure is taken to be.
Option C. 14.7 PSI. Option A. 14 PSI.
Correct Answer is. 14.7 PSI. Option B. 1013.2 mb.
Explanation. An alternative to 1013.2mb. Option C. 1.013 mb.

5
Correct Answer is. 1013.2 mb. Correct Answer is. 2°C per 1000 ft.
Explanation. 1013.2 millibars. Explanation. 1.98°C per 1000 ft to be exact.

Question Number. 40. In the ISA the Question Number. 44. Above the
temperature lapse rate with altitude is taken to tropopause air pressure.
be : . Option A. decreases at a constant rate.
Option A. dependent on pressure and Option B. decreases exponentially.
density changes. Option C. increases exponentially.
Option B. linear. Correct Answer is. decreases exponentially.
Option C. non linear. Explanation. Air pressure continues to
Correct Answer is. linear. decrease exponentially in the stratosphere.
Explanation. NIL..

Question Number. 45. Which of the

Question Number. 41. Put in sequence following is correct?.
from the ground up. Option A. Absolute pressure + Atmospheric
Option A. tropopause, stratosphere, pressure = Gauge pressure.
troposphere. Option B. Absolute pressure = Gauge
Option B. tropopause, troposphere, pressure + Atmospheric pressure.
stratosphere. Option C. Atmospheric pressure = Absolute
Option C. troposphere, tropopause, pressure + Gauge pressure.
stratosphere. Correct Answer is. Absolute pressure =
Correct Answer is. troposphere, tropopause, Gauge pressure + Atmospheric pressure.
stratosphere. Explanation. Absolute pressure = Gauge
Explanation. NIL. pressure + Atmospheric pressure.

Question Number. 42. The International Question Number. 46. As the altitude
Standard Atmosphere can be described as. increases what happens of the ratio of Nitrogen
Option A. the atmosphere at 45 degrees to Oxygen?.
north latitude. Option A. Increases.
Option B. the atmosphere at the equator Option B. Decreases.
with certain conditions. Option C. Stays the same.
Option C. the atmosphere which can be Correct Answer is. Stays the same.
used Worldwide to provide comparable Explanation. NIL.
performance results.
Correct Answer is. the atmosphere which can
be used Worldwide to provide comparable Question Number. 47. What happens to
performance results. the density of air as altitude is increased?.
Explanation. NIL. Option A. Decreases.
Option B. Stays the same.
Option C. Increases.
Question Number. 43. The temperature Correct Answer is. Decreases.
lapse rate below the tropopause is. Explanation. NIL.
Option A. 1°C per 1000 ft.
Option B. 2°C per 1000 ft. 08.2. Aerodynamics .
Option C. 3°C per 1000 ft.

6
 Option C. air flows under the wing span
Question Number. 1. An aircraft is wise towards the tip and on top of the wing
travelling at a speed of 720 nautical miles per span wise towards the root.
hour. To calculate speed in MPH you. Correct Answer is. air flows under the wing
Option A. divide by 0.83. span wise towards the tip and on top of the
Option B. multipy by 0.83. wing span wise towards the root. OR Neither a)
Option C. multiply by 1.15. or b) since induced drag does not caused by.
Correct Answer is. multiply by 1.15. Explanation. The high pressure under the wing
Explanation. 1nmph = 1.15mph 1mph = flows around the tip to the low pressure on top
0.83nmph. of the wing. The resulting vortex is what causes
induced drag. Since air is viscous it drags the air
underneath the wing towards the tip, and
Question Number. 2. Lift on a delta wing pushes the air on top of the wing towards the
aircraft. root.
Option A. increases with an increased angle
of incidence (angle of attack).
Option B. does not change with a change in Question Number. 5. At stall, the
angle of incidence (angle of attack). wingtip stagnation point.
Option C. decreases with an increase in Option A. doesn’t move.
angle of incidence (angle of attack). Option B. moves toward the lower surface
Correct Answer is. increases with an of the wing.
increased angle of incidence (angle of attack). Option C. moves toward the upper surface
OR does not change with a change in angle of of the wing.
incidence (angle of. Correct Answer is. moves toward the lower
Explanation. This question is much easier than surface of the wing.
it looks at first read. All wing types (straight, Explanation. At stall the angle of attack is high
swept, delta etc.) increase lift with an increase (all along the wing) and the stagnation point
in angle of attack (up to the stall angle). moves towards the lower surface of the wing.

Question Number. 3. The CofP is the Question Number. 6. The rigging angle
point where. of incidence of an elevator is.
Option A. the lift can be said to act. Option A. the angle between the bottom
Option B. the three axis of rotation meet. surface of the elevator and the longitudinal
Option C. all the forces on an aircraft act. datum.
Correct Answer is. the lift can be said to act. Option B. the angle between the bottom
Explanation. NIL. surface of the elevator and the horizontal in the
rigging position.
Option C. the angle between the mean
Question Number. 4. When an aircraft chord line and the horizontal in the rigging
experiences induced drag. position.
Option A. air flows under the wing span Correct Answer is. the angle between the
wise towards the root and on top of the wing mean chord line and the horizontal in the
span wise towards the tip. rigging position.
Option B. Neither a) or b) since induced Explanation. The angle of incidence of any
drag does not caused by span wise flow. surface is measured from the mean chord line.

7
Question Number. 7. Which of the increases, as does pressure, and velocity
following is true?. decreases. See Mechanics of Flight by AC
Option A. Lift acts at right angles to the Kermode.
relative airflow and weight acts vertically down.
Option B. Lift acts at right angles to the wing
chord line and weight acts vertically down. Question Number. 10. As the angle of
Option C. Lift acts at right angles to the attack of an airfoil increases the centre of
relative air flow and weight acts at right angles pressure.
to the aircraft centre line. Option A. remains stationary.
Correct Answer is. Lift acts at right angles to Option B. moves aft.
the relative airflow and weight acts vertically Option C. moves forward.
down. Correct Answer is. moves forward.
Explanation. Lift acts at right angles to the Explanation. As the angle of attack of the
relative airflow and weight acts vertically down. aerofoil increases, the centre of pressure moves
forward.

Question Number. 8. The vertical fin of

a single engined aircraft is. Question Number. 11. Vapour trails from
Option A. parallel with the longitudinal axis the wingtips of an aircraft in flight are caused
but not the vertical axis. by.
Option B. parallel with both the longitudinal Option A. low pressure above the wing and
axis and vertical axis. high pressure below the wing causing vortices.
Option C. parallel with the vertical axis but Option B. low pressure above the wing and
not the longitudinal axis. high pressure below the wing causing a
Correct Answer is. parallel with both the temperature rise.
longitudinal axis and vertical axis. OR parallel Option C. high pressure above the wing and
with the vertical axis but not the longitudinal low pressure below the wing causing vortices.
axis. Correct Answer is. low pressure above the
Explanation. Single engined aircraft fin is wing and high pressure below the wing causing
offset to left to counter torque...i.e. chord of fin vortices.
is at an angle to.longitudinal axis. Explanation. Vapour trails are caused by wing
tip vortices which are caused by low pressure
above the wing and high pressure below the
Question Number. 9. "What happens to wing.
air flowing at the speed of sound
when it enters a converging duct?."
Option A. Velocity increases, pressure and Question Number. 12. The chord line of a
density decreases. wing is a line that runs from.
Option B. Velocity, pressure and density Option A. the centre of the leading edge of
increase. the wing to the trailing edge.
Option C. Velocity decreases, pressure and Option B. half way between the upper and
density increase. lower surface of the wing.
Correct Answer is. Velocity decreases, Option C. one wing tip to the other wing tip.
pressure and density increase. Correct Answer is. the centre of the leading
Explanation. Subsonic air in incompressible, so edge of the wing to the trailing edge.
density does not change. But this is sonic speed, Explanation. The chord line is a STRAIGHT line
and everything (P and V) change opposite to which goes from the leading edge of the wing to
what they would if it were subsonic air. Density the trailing.

8
 Question Number. 16. A high aspect ratio
Question Number. 13. The angle of wing will give.
incidence of a wing is an angle formed by lines. Option A. high profile and low induced drag.
Option A. parallel to the chord line and Option B. low profile and high induced drag.
longitudinal axis. Option C. low profile and low induced drag.
Option B. parallel to the chord line and the Correct Answer is. high profile and low
vertical axis. induced drag.
Option C. parallel to the chord line and the Explanation. A high aspect ratio has a lower
lateral axis. induced drag (due to less wing tip effect) and a
Correct Answer is. parallel to the chord line higher frontal area therefore greater profile
and longitudinal axis. drag.
Explanation. The angle of incidence is the
angle between the chord line and the
longitudinal axis. Question Number. 17. Aerofoil efficiency
is defined by.
Option A. lift over drag.
Question Number. 14. The centre of Option B. lift over weight.
pressure of an aerofoil is located. Option C. drag over lift.
Option A. 30 - 40% of the chord line forward Correct Answer is. lift over drag.
of the leading edge. Explanation. At plus 4degrees AOA the lift
Option B. 50% of the chord line back from weight ratio is greatest. This is the optimum
the leading edge. AOA therefore the wing is at its most efficient
Option C. 30 - 40% of the chord line back when lift is greatest and drag is at a minimum.
from the leading edge.
Correct Answer is. 30 - 40% of the chord line
back from the leading edge. Question Number. 18. The relationship
Explanation. The centre of pressure is between induced drag and airspeed is, induced
positioned roughly 30 - 40 % of the chord line drag is.
BACK from the leading edge. Option A. directly proportional to the
square of the speed.
Option B. directly proportional to speed.
Question Number. 15. Compressibility Option C. inversely proportional to the
effect is. square of the speed.
Option A. drag associated with the form of Correct Answer is. inversely proportional to
an aircraft. the square of the speed.
Option B. the increase in total drag of an Explanation. Induced drag decreases
aerofoil in transonic flight due to the formation proportionally with the square of the speed.
of shock waves.
Option C. drag associated with the friction
of the air over the surface of the aircraft. Question Number. 19. What is the
Correct Answer is. the increase in total drag definition of Angle of Incidence?.
of an aerofoil in transonic flight due to the Option A. The angle the underside of the
formation of shock waves. mainplane or tailplane makes with the
Explanation. Compressibility effect is horizontal.
associated with an increase in drag during the Option B. The angle the underside of the
transonic flight stage. mainplane or tailplane makes with the
longitudinal datum line.

9
Option C. The angle the chord of the provided to."
mainplane or tailplane makes with the Option A. prevent adverse yaw in a turn.
horizontal. Option B. retain lateral control effectiveness
Correct Answer is. The angle the chord of the at high angles of attack.
mainplane or tailplane makes with the Option C. prevent span wise flow in
horizontal. maneuvers.
Explanation. Angle of incidence is the 'wing Correct Answer is. retain lateral control
setting angle'. That is the angle of the chord of effectiveness at high angles of attack.
the mainplane or tailplane with the horizontal - Explanation. A decrease in incidence towards
or aircraft centre line when in the rigging the wingtip (known as washout) causes the
position. wing root to stall before the wing tip. So, even
after the wing roots have stalled, the wing tips
are still flying and full aileron control is
Question Number. 20. What is Boundary provided.
Layer?
Option A. Separated layer of air forming a
boundary at the leading edge. Question Number. 23. For a given
Option B. Sluggish low energy air that sticks aerofoil production lift, where P = pressure and
to the wing surface and gradually gets faster V = velocity.
until it joins the free stream flow of air. Option A. P1 is greater than P2, and V1 is
Option C. Turbulent air moving from the less than V2.
leading edge to trailing edge. Option B. P1 is greater than P2, and V1 is
Correct Answer is. Sluggish low energy air greater than V2.
that sticks to the wing surface and gradually Option C. P1 is less than P2 and V1 is
gets faster until it joins the free stream flow of greater than V2.
air. Correct Answer is. P1 is greater than P2, and
Explanation. The boundary layer is the layer of V1 is less than V2.
air immediately in contact with the aircraft skin Explanation. Bernoulli's principle applies.
which is slowed down by the skin friction.

Question Number. 24. Low wing loading.

Question Number. 21. "What is the Option A. increases stalling speed, landing
collective term for the fin and rudder speed and landing run.
and other surfaces aft of the centre of gravity Option B. increases lift, stalling speed and
that maneuverability.
helps directional stability?." Option C. decreases stalling speed, landing
Option A. Empennage. speed and landing run.
Option B. Fuselage surfaces. Correct Answer is. decreases stalling speed,
Option C. Effective keel surface. landing speed and landing run.
Correct Answer is. Effective keel surface. Explanation. Wing loading is aircraft weight
Explanation. All the side surfaces aft of the divided by wing area, therefore an aircraft with
centre of gravity which aid the directional a low wing loading will require less landing
stability are collectively called the EFFECTIVE speed, less landing run and have a decreased
KEEL SURFACE. stalling speed.

Question Number. 22. "A decrease in Question Number. 25. As a general rule,
incidence toward the wing tip may be if the aerodynamic angle of incidence (angle of

10
attack) of an aerofoil is slightly increased, the
centre of pressure will.
Option A. move towards the tip. Question Number. 29. A decrease in
Option B. move forward towards the pressure over the upper surface of a wing or
leading edge. aerofoil is responsible for.
Option C. never move. Option A. approximately 2/3 (two thirds) of
Correct Answer is. move forward towards the the lift obtained.
leading edge. Option B. approximately 1/2 (one half) of
Explanation. As the angle of attack increases the lift obtained.
the centre of pressure moves towards the Option C. approximately 1/3 (one third) of
leading edge. the lift obtained.
Correct Answer is. approximately 2/3 (two
thirds) of the lift obtained.
Question Number. 26. The 'wing setting Explanation. Look at a diagram of the lift
angle' is commonly known as. distributions on the top and bottom surfaces of
Option A. angle of dihedral. a wing. 2/3rds of the lift is provided by the top
Option B. angle of incidence. surface.
Option C. angle of attack.
Correct Answer is. angle of incidence.
Explanation. The wing setting angle is Question Number. 30. Which of the
commonly known as the 'angle of incidence'. following types of drag increases as the aircraft
gains altitude?.
Option A. Interference drag.
Question Number. 27. When does the Option B. Parasite drag.
angle of incidence change?. Option C. Induced drag.
Option A. It never changes. Correct Answer is. Induced drag.
Option B. When the aircraft attitude Explanation. As density decreases with
changes. altitude, the lift must be compensated by
Option C. When the aircraft is ascending or increasing angle of attack. Induced drag
descending. increases with angle of attack, therefore
Correct Answer is. It never changes. induced drag increases with altitude.
Explanation. The angle of incidence is the
angle at which the wing is 'set' into the
fuselage. It never changes. Question Number. 31. The layer of air
over the surface of an aerofoil which is slower
moving, in relation to the rest of the airflow, is
Question Number. 28. As the angle of known as.
attack decreases, what happens to the centre of Option A. none of the above.
pressure?. Option B. camber layer.
Option A. It moves rearwards. Option C. boundary layer.
Option B. Centre of pressure is not affected Correct Answer is. boundary layer.
by angle of attack decrease. Explanation. The boundary layer is the layer of
Option C. It moves forward. air in immediate contact with the skin of the
Correct Answer is. It moves rearwards. aircraft which is slowed down by skin friction.
Explanation. The centre of pressure moves
FORWARDS with an INCREASE in angle of
attack. Therefore it moves REARWARDS with a
DECREASE in angle of attack.

11
Question Number. 32. What is a Option B. Reduce stalling speed.
controlling factor of turbulence and skin Option C. No effect on landing.
friction?. Correct Answer is. Increase stalling speed.
Option A. Countersunk rivets used on skin Explanation. A forward CG would require the
exterior. tail of the aircraft to exert more download to
Option B. Aspect ratio. keep the nose level. This will increase the wing
Option C. Fineness ratio. loading and thus the aircraft would stall at a
Correct Answer is. Countersunk rivets used higher speed.
on skin exterior.
Explanation. Countersunk rivets increase skin
friction and turbulence. Question Number. 36. QNH refers to.
Option A. quite near horizon.
Option B. setting the altimeter to zero.
Question Number. 33. If the C of G is aft Option C. setting the mean sea level
of the Centre of Pressure. atmospheric pressure so an altimeter reads the
Option A. when the aircraft yaws the aerodrome altitude above mean sea level.
aerodynamic forces acting forward of the Correct Answer is. altimeter reads the
Centre of Pressure. aerodrome altitude above mean sea level.
Option B. changes in lift produce a pitching Explanation. Q' is the mathematical symbol for
moment which acts to increase the change in pressure. 'NH' stands for Nautical Height. QNH
lift. refers to the setting of actual sea level
Option C. when the aircraft sideslips, the C atmospheric pressure so the altimeter indicates
of G causes the nose to turn into the sideslip the actual altitude above sea level of the non-
thus applying a restoring moment. standard day.
Correct Answer is. changes in lift produce a
pitching moment which acts to increase the
change in lift. Question Number. 37. QNE refers to.
Explanation. If the C of G is aft of the centre of Option A. setting the mean sea level
pressure (not normal, but possible), an increase atmospheric pressure in accordance with ICAO
in lift will pitch the aircraft nose-up, which will standard atmosphere i.e. 1013 millibars.
increase the lift even further etc. etc. Option B. Setting an altimeter to read
aerodrome altitude above sea level.
Option C. quite new equipment.
Question Number. 34. The upper part of Correct Answer is. setting the mean sea level
the wing in comparison to the lower. atmospheric pressure in accordance with ICAO
Option A. develops less lift. standard atmosphere i.e. 1013 millibars.
Option B. develops the same lift. Explanation. Q' is the mathematical symbol for
Option C. develops more lift. pressure. 'NE' stands for Nautical Elevation.
Correct Answer is. develops more lift. QNE refers to the setting of the standard sea
Explanation. Look at the lift distribution level atmospheric pressure (i.e. 1013mb) so the
diagram of an aerofoil and see how altimeter indicates the elevation above mean
approximately 2/3rds of the lift is derived from sea level. (Although it is not the 'true' elevation,
the top surface. if it is not a standard day).

Question Number. 35. What effect would Question Number. 38. An aspect ratio of
a forward CG have on an aircraft on landing?. 8 : 1 would mean.
Option A. Increase stalling speed. Option A. span 64, mean chord 8.

12
Option B. mean chord 64, span 8. Option C. greatest towards the wing root
Option C. span squared 64, chord 8. and downwash is greatest at the tip.
Correct Answer is. span 64, mean chord 8. Correct Answer is. greatest towards the tip
Explanation. Aspect Ratio is the ratio of the and downwash decreases from tip to root.
span to the chord. Explanation. Induced drag is associated with
wingtip vortices. The greater the vortices at the
tip, the greater is the induced drag.
Question Number. 39. QFE is.
Option A. airfield pressure.
Option B. difference between sea level and Question Number. 43. Induced Drag is.
airfield pressure. Option A. never equal to profile drag.
Option C. sea level pressure. Option B. equal to profile drag at Vmd.
Correct Answer is. airfield pressure. Option C. equal to profile drag at stalling
Explanation. Q' is the mathematical symbol for angle.
pressure. 'FE' stands for Field Elevation. QFE Correct Answer is. equal to profile drag at
refers to setting airfield pressure so the Vmd.
altimeter indicates zero on the runway. Explanation. Sketch the drag curves (drag
against speed). Induced drag decreases
exponentially with speed. Profile drag increases
Question Number. 40. For any given exponentially with speed. Vmd (minimum drag
speed, a decrease in aircraft weight, the speed) is where they meet.
induced drag will.
Option A. decrease.
Option B. remain the same. Question Number. 44. With an increase
Option C. increase. in aircraft weight.
Correct Answer is. decrease. Option A. Vmd will be at a higher speed.
Explanation. Induced drag is 'lift dependant Option B. Vmd will be at the same speed.
drag'. Less lift and there will be less induced Option C. Vmd will be at a lower speed.
drag. Correct Answer is. Vmd will be at a higher
speed.
Explanation. Sketch the drag curves (drag
Question Number. 41. The amount of lift against speed). Induced drag decreases
generated by a wing is. exponentially with speed. Profile drag increases
Option A. greatest at the tip. exponentially with speed. The induced drag is
Option B. constant along the span. elevated with weight (since it is lift dependant)
Option C. greatest at the root. and so cuts the profile drag further to the right
Correct Answer is. greatest at the root. (higher Vmd).
Explanation. See a diagram of the lift
distribution of the wing (viewed from the front)
and you will see it is parabolic. The wing tip Question Number. 45. For a given IAS an
vortices decrease the lift at the tips. increase in altitude will result in.
Option A. an increase in induced drag.
Option B. no change in the value of induced
Question Number. 42. Induced Drag is. drag.
Option A. greatest towards the tip and Option C. an increase in profile drag.
downwash decreases from tip to root. Correct Answer is. an increase in induced
Option B. greatest towards the wing tip and drag.
downwash is greatest towards the root.

13
Explanation. With a decrease in density the Option C. the highest lift/drag ratio is
aircraft must fly with a greater angle of attack produced.
(CL) to compensate for the loss of lift. Induced Correct Answer is. the highest lift/drag ratio
drag is dependant upon AOA, therefore induced is produced.
drag increases with altitude. Explanation. The optimum angle of attack is
the angle at which the highest lift/drag ratio is
produced.
Question Number. 46. As the angle of
attack of a wing is increased in level flight.
Option A. the C of G moves aft and the CofP Question Number. 49. A high aspect ratio
forward. wing has a.
Option B. the CofP and transition point Option A. increased induced drag.
move forward. Option B. decreased skin friction drag.
Option C. the CofP moves forward and the Option C. decreased induced drag.
stagnation point aft over the upper surface. Correct Answer is. the highest lift/drag ratio
Correct Answer is. the CofP and transition is produced.
point move forward. OR the CofP moves Explanation. Induced drag decreases with
forward and the stagnation point aft over the. increasing aspect ratio. (However, skin friction
Explanation. As AOA increases in level flight, drag also reduces with an increased chord
CofP moves forward and the Transition Point length due to thickening of the boundary layer -
(the point at which the laminar flow breaks but this is less significant.).
away and forms into turbulent flow) also moves
forward.
Question Number. 50. Minimum total
drag of an aircraft occurs.
Question Number. 47. Stall inducers may Option A. when induced drag is least.
be fitted to a wing. Option B. at the stalling speed.
Option A. at the root to cause the root to Option C. when profile drag equals induced
stall first. drag.
Option B. at the tip to cause the root to stall Correct Answer is. when profile drag equals
first. induced drag.
Option C. at the root to cause the tip to stall Explanation. Sketch the drag curves (drag
first. against speed). Induced drag decreases
Correct Answer is. at the root to cause the exponentially with speed. Profile drag increases
root to stall first. exponentially with speed. Vmd (minimum drag
Explanation. Stall inducers (or stall strips) are speed) is where they meet.
placed at the root of the wing to trip up the
airflow just before full stall to ensure the wing
stalls first at the root (and maintains the aileron Question Number. 51. If the weight of an
authority even with a partially stalled wing). aircraft is increased, the induced drag at a given
speed.
Option A. will increase.
Question Number. 48. The optimum Option B. will decrease.
angle of attack of an aerofoil is the angle at Option C. will remain the same.
which. Correct Answer is. will increase.
Option A. the aerofoil produces maximum Explanation. If weight is increased, for a given
lift. speed the aircraft must fly at a greater angle of
Option B. the aerofoil produces zero lift.

14
attack (CL). Induced drag increases with Correct Answer is. less skin friction drag than
increased AOA. a turbulent one.
Explanation. Skin friction drag is greater in a
turbulent boundary layer than in a laminar
Question Number. 52. The transition boundary layer.
point on a wing is the point where.
Option A. the boundary layer flow changes
from laminar to turbulent. Question Number. 55. The boundary
Option B. the flow divides to pass above and layer is.
below the wing. Option A. thickest at the leading edge.
Option C. the flow separates from the wing Option B. thickest at the trailing edge.
surface. Option C. constant thickness from leading to
Correct Answer is. the boundary layer flow trailing edges.
changes from laminar to turbulent. Correct Answer is. thickest at the trailing
Explanation. The transition point is a point on edge.
the surface of the wing where the boundary Explanation. The boundary layer is thickest at
layer changes from laminar to turbulent. the trailing edge.

Question Number. 53. The boundary Question Number. 56. The amount of
layer of a body in a moving airstream is. thrust produced by a jet engine or a propeller
Option A. a layer of air over the surface can be calculated using.
where the airspeed is changing from free Option A. Newton’s 3rd law.
stream speed to zero speed. Option B. Newton’s 2nd law.
Option B. a layer of separated flow where Option C. Newton’s 1st law.
the air is turbulent. Correct Answer is. Newton’s 2nd law.
Option C. a thin layer of air over the surface Explanation. Newton's second law is Force =
where the air is stationary. Mass x Acceleration.
Correct Answer is. a thin layer of air over the
surface where the air is stationary. OR a layer of
air over the surface where the airspeed is Question Number. 57. An engine which
changing from free stream speed to zero produces an efflux of high speed will be.
speed. Option A. less efficient.
Explanation. The boundary layer is a thin layer Option B. more efficient.
of slowed air in contact with the surface of the Option C. speed of efflux has no affect on
skin which is slowed by friction. Speed ranging the engine efficiency.
from stationary to free stream speed. Correct Answer is. less efficient.
Explanation. A pure turbojet accelerates a low
mass of air at a high rate and is less efficient
Question Number. 54. A laminar than a turbo fan or turbo prop. This is because
boundary layer will produce. the wasted energy is 1/2mV2 of the jet efflux.
Option A. more skin friction drag than a
turbulent one.
Option B. the same skin friction drag as a Question Number. 58. Wing loading is
turbulent one. calculated by weight.
Option C. less skin friction drag than a Option A. divided by lift.
turbulent one. Option B. divided by gross wing area.
Option C. multiplied by gross wing area.

15
Correct Answer is. divided by gross wing Correct Answer is. more than IAS.
area. Explanation. IAS = TAS x square root of sigma.
Explanation. Wing loading is weight divided by Sigma is the ratio of density at altitude to
wing area and measured in Newtons per square density at sea- level. Sigma is always less than 1.
metre.

Question Number. 63. An untapered

Question Number. 59. Induced drag is. straight wing will.
Option A. nothing to do with speed. Option A. have no yaw effect in banking.
Option B. proportional to speed. Option B. stall at the root first.
Option C. inversely proportional to the Option C. have no change in induced drag in
square of speed. the bank.
Correct Answer is. inversely proportional to Correct Answer is. stall at the root first.
the square of speed. Explanation. The straight wing will always stall
Explanation. Induced drag is inversely at the root first. This is the desired stall
proportional to the square of the speed - i.e. it characteristic.
reduces with the square of the speed.

Question Number. 64. With the ailerons

Question Number. 60. As the angle of away from the neutral, induced drag is.
attack increases the stagnation point. Option A. higher on the lower wing plus
Option A. moves towards the upper surface. profile drag increases.
Option B. does not move. Option B. unchanged but profile drag is
Option C. moves towards the lower surface. higher.
Correct Answer is. moves towards the lower Option C. higher on the upper wing plus
surface. profile drag increases.
Explanation. The stagnation point is the Correct Answer is. higher on the upper wing
stationary air at the leading edge of the wing. plus profile drag increases.
As the angle of attack increases the stagnation Explanation. Induced drag is 'lift dependant
point moves towards the lower surface. drag'. The upper wing has more lift and hence
more induced drag. It also has more profile drag
due to the aileron's protrusion into the airflow.
Question Number. 61. The term pitch-up
is due to.
Option A. compressibility effect. Question Number. 65. All the lift can be
Option B. ground effect. said to act through the.
Option C. longitudinal instability. Option A. centre of pressure.
Correct Answer is. longitudinal instability. Option B. centre of gravity.
Explanation. Pitch-up' is a longitudinal Option C. normal axis.
instability. It is caused by wingtip stall on swept Correct Answer is. centre of pressure.
wings, resulting ina drop of the tail. Explanation. All the lift is said to act through
the centre of pressure.

Question Number. 62. In a steady climb

at a steady IAS, the TAS is. Question Number. 66. The concept of
Option A. more than IAS. thrust is explained by.
Option B. the same. Option A. Bernoulli’s theorem.
Option C. less than IAS. Option B. Newton’s 3rd law.

16
Option C. Newton’s 1st law. increases and pressure decreases. This is
Correct Answer is. Newton’s 3rd law. Bernoulli's effect.
Explanation. Newton's Third Law states 'Every
action has an equal and opposite reaction'.
Question Number. 70. What is the force
that tends to pull an aircraft down towards the
Question Number. 67. The camber of an earth?.
aerofoil section is. Option A. Thrust.
Option A. the angle which the aerofoil Option B. Weight.
makes with the relative airflow. Option C. Drag.
Option B. the curvature of the median line Correct Answer is. Weight.
of the aerofoil. Explanation. Weight tends to pull the aircraft
Option C. the angle of incidence towards down towards the earth.
the tip of a wing.
Correct Answer is. the curvature of the
median line of the aerofoil. Question Number. 71. The angle at which
Explanation. Aerofoil camber is the curvature the chord line of the aerofoil is presented to the
of the median line of the aerofoil. airflow is known as.
Option A. angle of attack.
Option B. resultant.
Question Number. 68. Induced drag. Option C. angle of incidence.
Option A. is caused by skin friction. Correct Answer is. angle of attack.
Option B. is associated with the lift Explanation. Angle of Attack is the angle at
generated by an aerofoil. which the chord line of the aerofoil is presented
Option C. results from disturbed airflow in to the airflow.
the region of mainplane. OR is associated with
the lift generated by an aerofoil.
Correct Answer is. results from disturbed Question Number. 72. The imaginary
airflow in the region of mainplane attachments. straight line which passes through an aerofoil
Explanation. Induced drag is often called 'lift section from leading edge to trailing edge is
dependant drag' because it increases with called.
increasing lift (due to increased AOA). Option A. the chord line.
Option B. the direction of relative airflow.
Option C. centre of pressure.
Question Number. 69. As air flows over Correct Answer is. the chord line.
the upper cambered surface of an aerofoil, Explanation. The Chord Line is the imaginary
what happens to velocity and pressure?. straight line which passes through the aerofoil
Option A. Velocity increases, pressure from leading edge to trailing edge.
increases.
Option B. Velocity increases, pressure
decreases. Question Number. 73. What is the angle
Option C. Velocity decreases, pressure between the chord line of the wing, and the
decreases. longitudinal axis of the aircraft, known as?.
Correct Answer is. Velocity increases, Option A. Angle of dihedral.
pressure decreases. Option B. Angle of attack.
Explanation. As air flows over the upper Option C. Angle of incidence.
cambered surface of an aerofoil, velcity Correct Answer is. Angle of incidence.

17
Explanation. Angle of incidence is the angle Option C. Skin friction drag.
between the chord line of the wing and the Correct Answer is. Skin friction drag.
longitudinal axis of the aircraft. Explanation. Skin friction drag depends upon
the smoothness of the body and the surface
area.
Question Number. 74. Wing tip vortices
create a type of drag known as.
Option A. form drag. Question Number. 78. When airflow
Option B. profile drag. velocity over an upper cambered surface of an
Option C. induced drag. aerofoil decreases, what takes place?.
Correct Answer is. induced drag. Option A. Pressure decreases, lift increases.
Explanation. Induced drag is associated with Option B. Pressure increases, lift decreases.
wingtip vortices. Option C. Pressure increases, lift increases.
Correct Answer is. Pressure increases, lift
decreases.
Question Number. 75. Which of the Explanation. When airflow velocity over the
following describes the 'Empennage'?. upper cambered surface of an aerofoil
Option A. Tail section of the aircraft, DECREASES, the pressure increases and thus the
including fin, rudder, tail plane and elevators. lift decreases.
Option B. Nose section of an aircraft,
including the cockpit.
Option C. The wings, including the ailerons. Question Number. 79. When an aircraft
Correct Answer is. Tail section of the aircraft, stalls.
including fin, rudder, tail plane and elevators. Option A. lift increases and drag decreases.
Explanation. Empannage' is the whole tail of Option B. lift and drag increase.
the aircraft including fin, rudder, tailplane and Option C. lift decreases and drag increases.
elevator. Correct Answer is. lift decreases and drag
increases.
Explanation. When an aircraft stalls the drag
Question Number. 76. As the angle of increases and the lift decreases.
attack is increased (up to the stall point), which
of the following is correct?.
Option A. Both a) and b) are correct. Question Number. 80. Wing loading is.
Option B. Pressure difference between top Option A. the maximum all up weight
and bottom of the wing increases. multiplied by the total wing area.
Option C. Lift increases. Option B. the maximum all up weight
Correct Answer is. Both a) and b) are correct. divided by the total wing area.
Explanation. As the angle of attack is Option C. the ratio of the all up weight of
increased the pressure difference between the the aircraft to its basic weight.
upper and lower surfaces of the wing is Correct Answer is. the ratio of the all up
increased. This causes the lift to increase. weight of the aircraft to its basic weight. OR the
maximum all up weight divided by the total
wing area.
Question Number. 77. What type of drag, Explanation. Wing Loading is weight divided
depends on the smoothness of the body, and by wing area. Measured in Newtons per Square
surface area over which the air flows?. Metre.
Option A. Form drag.
Option B. Parasite drag.

18
Question Number. 81. An aircraft wing Explanation. Q is the mathematical symbol for
with an aspect ration of 6 : 1 is proportional so pressure. FE stands for Field Elevation. QFE
that. refers to setting the altimeter to aerodrome
Option A. the wing area is six times the atmospheric pressure so the altimeter reads
span. zero on landing and takeoff.
Option B. the mean chord is six times the
thickness.
Option C. the wing span is six times the Question Number. 85. Under the ICAO
mean chord. 'Q' code there are which three settings?.
Correct Answer is. the wing span is six times Option A. QEF, QNH, QEN.
the mean chord. Option B. QE, QN, QQE.
Explanation. If aspect ratio is 6 : 1 the wing Option C. QFE, QNH, QNE.
span is 6 times the mean chord. Correct Answer is. QFE, QNH, QNE.
Explanation. The ICAO 'Q' codes are QFE. QNE,
QNH.
Question Number. 82. Upward and
outward inclination of a mainplane is termed.
Option A. dihedral. Question Number. 86. Wing loading is.
Option B. sweep. Option A. WING AREA * WING CHORD.
Option C. stagger. Option B. GROSS WEIGHT divided by GROSS
Correct Answer is. dihedral. WING AREA.
Explanation. Upward and outward inclination Option C. the ultimate tensile strength of
of a mainplane is termed dihedral. the wing.
Correct Answer is. GROSS WEIGHT divided by
GROSS WING AREA.
Question Number. 83. Which of the Explanation. Wing loading is gross weight
following forces act on an aircraft in level divided by wing area measured in Newtons per
flight?. Square Metre.
Option A. Lift, drag, thrust.
Option B. Lift, thrust, and weight.
Option C. Lift, thrust, weight, and drag. Question Number. 87. Weight is equal to.
Correct Answer is. Lift, thrust, weight, and Option A. mass * acceleration.
drag. Option B. mass * gravity.
Explanation. Lift, thrust, weight and drag act Option C. volume * gravity.
on an aircraft in level flight. Correct Answer is. mass * gravity.
Explanation. Weight = mass * gravity in
straight and level flight. In a manoeuvre,
Question Number. 84. With reference to additional accelerations are present, which are
altimeters, QFE is. sometimes considered to increase weight. The
Option A. the manufacturers registered question can therefore be answered in two
name. ways.
Option B. quite fine equipment.
Option C. setting aerodrome atmospheric
pressure so that an altimeter reads zero on Question Number. 88. Induced drag.
landing and take off. Option A. increases with increase in aircraft
Correct Answer is. setting aerodrome weight.
atmospheric pressure so that an altimeter reads Option B. increases with an increase in
zero on landing and take off. speed.

19
Option C. reduces with an increase in angle Option C. angle of attack, air density,
of attack. velocity, wing area.
Correct Answer is. increases with increase in Correct Answer is. angle of attack, velocity,
aircraft weight. wing area, aerofoil shape, air density.
Explanation. Induced drag increase with Explanation. Lift formula is CL (includes
aircraft weight because it is 'lift dependant aerofoil shape and angle of attack) * 1/2 * air
drag'. density * velocity squared.

Question Number. 89. Airflow over the Question Number. 93. A wing section
upper surface of the wing generally. suitable for high speed would be.
Option A. flows towards the tip. Option A. thin with high camber.
Option B. flows towards the root. Option B. thick with high camber.
Option C. flows straight from leading edge Option C. thin with little or no camber.
to trailing edge. Correct Answer is. thin with little or no
Correct Answer is. flows towards the root. camber.
Explanation. Due to wing tip vortices there is a Explanation. A high speed wing is thin with
general flow of air from tip to root on the top little camber.
surface, and root to tip on the lower surface.

Question Number. 94. The induced drag

Question Number. 90. With an increase of an aircraft.
in aspect ratio for a given IAS, induced drag will. Option A. increases if aspect ratio is
Option A. reduce. increased.
Option B. remain constant. Option B. decreases with increasing speed.
Option C. increase. Option C. increases with increasing speed.
Correct Answer is. reduce. Correct Answer is. decreases with increasing
Explanation. A long slender wing (high aspect speed.
ratio) has a low induced drag. Explanation. Induced drag decreases with
increasing speed.

Question Number. 91. If the density of

the air is increased, the lift will. Question Number. 95. As the speed of an
Option A. remain the same. aircraft increases, the profile drag.
Option B. increase. Option A. decreases at first then increase.
Option C. decrease. Option B. increases.
Correct Answer is. increase. Option C. decreases.
Explanation. See the formula for lift. Lift is Correct Answer is. increases.
directly proportional to air density. Explanation. Profile drag increases with
increasing speed.

Question Number. 92. All the factors that

affect the lift produced by an aerofoil are. Question Number. 96. The stagnation
Option A. angle of attack, velocity, wing point on an aerofoil is the point where.
area, aerofoil shape, air density. Option A. the boundary layer changes from
Option B. angle of attack, air temperature, laminar to turbulent.
velocity, wing area. Option B. the suction pressure reaches a
maximum.

20
Option C. the airflow is brought completely
to rest. Question Number. 101. Profile drag
Correct Answer is. the airflow is brought consists of what drag types?.
completely to rest. Option A. Form, induced and interference.
Explanation. The stagnation point on the Option B. Form, induced and skin friction.
aerofoil is the point where the airflow is Option C. Form, skin friction and
brought completely to rest on the leading edge. interference.
Correct Answer is. Form, skin friction and
interference.
Question Number. 97. The stalling of an Explanation. Profile drag (known as Parasite
aerofoil is affected by the. drag in the USA) consists of Form Drag, Skin
Option A. transition speed. Friction Drag and Interference Drag.
Option B. airspeed.
Option C. angle of attack.
Correct Answer is. angle of attack. Question Number. 102. An aircraft in
Explanation. The stall position of an aerofoil is straight and level flight is subject to.
determined by its angle of attack only. Option A. a load factor of 1.
Option B. a load factor of ½.
Option C. zero load factor.
Question Number. 98. The most fuel Correct Answer is. a load factor of 1.
efficient of the following types of engine is the. Explanation. An aircraft in straight and level
Option A. turbo-jet engine. flight is subject to a load factor of 1 (i.e. 1g).
Option B. turbo-fan engine.
Option C. rocket.
Correct Answer is. turbo-fan engine. Question Number. 103. Aspect ratio is
Explanation. The turbo fan is the most fuel given by the formula.
efficient engine. Option A. Mean Chord / Span.
Option B. Span2 / Area.
Option C. Span2 / Mean Chord.
Question Number. 99. The quietest of Correct Answer is. Span2 / Area.
the following types of engine is the. Explanation. Aspect Ratio is span/mean chord.
Option A. turbo-jet engine. Multiply top and bottom by span and you get
Option B. rocket. span2/area.
Option C. turbo-fan engine.
Correct Answer is. turbo-fan engine.
Explanation. The turbo fan is the quietest Question Number. 104. An aspect ratio of
engine. 8 means.
Option A. the mean chord is 8 times the
span.
Question Number. 100. Forward motion of Option B. the span is 8 times the mean
a glider is provided by. chord.
Option A. the weight. Option C. the area is 8 times the span.
Option B. the drag. Correct Answer is. the span is 8 times the
Option C. the engine. mean chord.
Correct Answer is. the weight. Explanation. An Aspect Ratio of 8 means the
Explanation. The weight provides forward span is 8 times the chord.
motion of a glider.

21
Question Number. 105. A high aspect ratio second has a span of 6m and a chord of 1m.
wing. How do their Aspect Ratios compare?.
Option A. has a higher stall angle than a low Option A. The first is higher.
aspect ratio wing. Option B. They are the same.
Option B. is stiffer than a low aspect ratio Option C. The second is higher.
wing. Correct Answer is. They are the same.
Option C. has less induced drag than a low Explanation. Aspect ratio = Span/Chord.
aspect ratio wing.
Correct Answer is. has less induced drag than
a low aspect ratio wing. Question Number. 109. The C of G moves
Explanation. A long slender wing (high aspect in flight. The most likely cause of this is.
ratio) has less induced drag than a short stubby Option A. movement of passengers.
wing. Option B. consumption of fuel and oils.
Option C. movement of cargo.
Correct Answer is. consumption of fuel and
Question Number. 106. Induced oils.
downwash. Explanation. Consumption of fuel and oil
Option A. reduces the effective angle of causes the C of G to move in flight.
attack of the wing.
Option B. increases the effective angle of
attack of the wing. Question Number. 110. A straight
Option C. has no effect on the angle of rectangular wing, without any twist, will.
attack of the wing. Option A. stall equally along the span of the
Correct Answer is. reduces the effective wing.
angle of attack of the wing. Option B. stall first at the tip.
Explanation. Induced downwash reduces the Option C. stall first at the root.
effective angle of attack of the wing. Correct Answer is. stall first at the root.
Explanation. A straight rectangular wing will
stall first at the root. This is because the
Question Number. 107. A straight effective angle of attack is reduced at the tips
rectangular wing, without any twist, will. because of the greater downwash at the tips.
Option A. have less angle of attack at the
tip.
Option B. have greater angle of attack at the Question Number. 111. When an aircraft
tip. experiences induced drag.
Option C. have the same angle of attack at Option A. air flows under the wing span
all points along the span. wise towards the root and on top of the wing
Correct Answer is. have the same angle of span wise towards the tip.
attack at all points along the span. OR have less Option B. air flows under the wing span
angle of attack at the tip. wise towards the tip and on top of the wing
Explanation. Due to wingtip vortices, there is span wise towards the root.
more downwash at the tip, and therefore there Option C. Neither a) or b) since induced
is less angle of attack at the tip. drag does not cause span wise flow.
Correct Answer is. Neither a) or b) since
induced drag does not cause span wise. OR air
Question Number. 108. Given 2 wings, the flows under the wing span wise towards the tip
first with a span of 12m and a chord of 2 m. The and on top of the wing span wise towards the
root.

22
Explanation. Induced drag causes air to flow Correct Answer is. Lift acts at right angles to
under the wing span wise towards the tip and the relative air flow and weight acts vertically
on top of the wing span wise towards the root. down.
Explanation. Lift acts at right angles to the
relative airflow and weight acts vertically down.
Question Number. 112. An aeroplane wing
is designed to produce lift resulting from
relatively. Question Number. 115. The airflow over
Option A. positive air pressure below and the upper surface of a cambered wing.
above the wing's surface. Option A. increases in velocity and reduces
Option B. positive air pressure below the in pressure.
wing's surface an negative air pressure above Option B. increases in velocity and pressure.
the wing's surface. Option C. reduces in velocity and increases
Option C. negative air pressure below the in pressure.
wing's surface and positive air pressure above Correct Answer is. increases in velocity and
the wing's surface. OR negative air pressure reduces in pressure.
below the wing's surface and positive air. Explanation. Airflow flowing over the upper
Correct Answer is. negative air pressure surface of an aerofoil increases in velocity and
below the wing's surface and positive air. decreases in pressure.
Explanation. The wing is designed to produce
lift resulting from relatively positive air pressure
below the wing surface and negative air Question Number. 116. With increased
pressure above the wing surface. speed in level flight.
Option A. profile drag increases.
Option B. induced drag increases.
Question Number. 113. Aspect ratio of a Option C. profile drag remains constant.
wing is defined as the ratio of the. Correct Answer is. profile drag increases.
Option A. wingspan to the mean chord. Explanation. With increased speed in level
Option B. wingspan to the wing root. flight, the profile drag increases and the
Option C. square of the chord to the induced drag decreases.
wingspan.
Correct Answer is. wingspan to the mean
chord. Question Number. 117. An aeroplane wing
Explanation. Aspect ratio is defined as the is designed to produce lift resulting from
ratio of the wing span to mean chord. relatively.
Option A. positive air pressure below the
wing's surface and negative air pressure above
Question Number. 114. Which of the the wing's surface.
following is true?. Option B. negative air pressure below the
Option A. Lift acts at right angles to the wing's surface and positive air pressure above
relative airflow and weight acts vertically down. the wing's surface.
Option B. Lift acts at right angles to the wing Option C. positive air pressure below and
chord line and weight acts vertically down. above the wing's surface.
Option C. Lift acts at right angles to the Correct Answer is. positive air pressure
relative air flow and weight acts at right angles below and above the wing's surface.
to the aircraft centre line. Explanation. The wing is designed to produce
lift resulting from relatively positive air pressure

23
below the wing surface and negative air Correct Answer is. less steep than that of a
pressure above the wing surface.". high aspect ratio wing.
Explanation. A delta wing produces less lift for
any given angle of attack than any other type of
Question Number. 118. The angle of wing.
attack of an aerofoil section is the angle
between the.
Option A. underside of the wing surface and Question Number. 122. An increase in the
the mean airflow. speed at which an aerofoil passes through the
Option B. chord line and the relative airflow. air increases lift because.
Option C. chord line and the centre line of Option A. the increased speed of the airflow
the fuselage. creates a greater pressure differential between
Correct Answer is. chord line and the relative the upper and lower surfaces.
airflow. Option B. the increased speed of the airflow
Explanation. Angle of attack of an aerofoil is creates a lesser pressure differential between
the angle between the chord line and the the upper and lower surfaces.
relative air flow. Option C. the increased velocity of the
relative wind increases the angle of attack.
Correct Answer is. the increased velocity of
Question Number. 119. A swept wing the relative wind increases the angle. OR the
tends to stall first at the. increased speed of the airflow creates a greater
Option A. centre section. pressure differential between the upper and
Option B. root. lower surfaces.
Option C. tip. Explanation. Increasing the speed of an
Correct Answer is. tip. aerofoil increases the pressure differential
Explanation. A swept wing tends to stall first between the upper and lower surface.
at the tip.

Question Number. 123. A delta wing has.

Question Number. 120. The trailing vortex Option A. a lower stall angle than a straight
on a pointed wing (taper ratio = 0) is. wing.
Option A. at the tip. Option B. a higher stall angle than a straight
Option B. equally all along the wing span. wing.
Option C. at the root. Option C. the same stall angle than a
Correct Answer is. at the root. straight wing.
Explanation. The vortex of a pointed wing Correct Answer is. a higher stall angle than a
concentrated at the root of the wing - exactly straight wing.
opposite to straight wings. Explanation. A delta wing has a much higher
stall angle than a normal wing (some as much as
40 degrees).
Question Number. 121. The lift curve for a
delta wing is.
Option A. more steep than that of a high Question Number. 124. The airflow over
aspect ratio wing. the upper surface of a cambered wing.
Option B. less steep than that of a high Option A. reduces in velocity and increases
aspect ratio wing. in pressure.
Option C. the same as that of a high aspect Option B. increases in velocity and reduces
ratio wing. in pressure.

24
Option C. increases in velocity and pressure. Explanation. Since the 'effective' velocity
Correct Answer is. increases in velocity and vector over a swept wing is not parallel with the
reduces in pressure. forward direction of the aircraft, a change in
Explanation. Airflow over the upper surface of pitch of the aircraft has lesser effect upon the
a cambered surface of the wing increases in AOA of the wing.
velocity and decreases in pressure.

Question Number. 128. Induced drag.

Question Number. 125. The speed of air Option A. is equal to the profile drag at
over a swept wing which contributes to the lift Vmd.
is. Option B. is equal to the profile drag at the
Option A. less than the aircraft speed. stalling speed.
Option B. the same as the aircraft speed. Option C. is never equal to the profile drag.
Option C. more than the aircraft speed. Correct Answer is. is equal to the profile drag
Correct Answer is. less than the aircraft at Vmd.
speed. Explanation. Induced drag is equal to profile
Explanation. If aircraft speed is V, speed of drag at Vmd.
airflow over wing which contributes to lift is
Vcos(sweepangle). Cos(sweepangle) < 1. See AC
Kermode, Mechanics of Flight (10th edition). Pg Question Number. 129. A delta wing
359 Fig 11.16. aircraft flying at the same speed (subsonic) and
angle of attack as a swept wing aircraft of
similar wing area will produce.
Question Number. 126. For a given angle Option A. more lift.
of attack, induced drag is. Option B. less lift.
Option A. greater on a high aspect ratio Option C. the same lift.
wing. Correct Answer is. less lift.
Option B. greater towards the wing root. Explanation. A delta wing aircraft at any given
Option C. greater on a low aspect ratio angle of attack and speed will produce less lift
wing. than any other type of wing.
Correct Answer is. greater on a low aspect
ratio wing.
Explanation. A low aspect ratio wing (short- Question Number. 130. The stagnation
stubby wing) has a greater induced drag. point is.
Option A. static pressure minus dynamic
pressure.
Question Number. 127. In straight and Option B. dynamic pressure only.
level flight, the angle of attack of a swept wing Option C. static pressure plus dynamic
is. pressure.
Option A. less than the aircraft angle to the Correct Answer is. static pressure plus
horizontal. dynamic pressure.
Option B. more than the aircraft angle to Explanation. At stagnation, the pressure is
the horizontal. total (static plus dynamic).
Option C. the same as the aircraft angle to
the horizontal.
Correct Answer is. less than the aircraft angle Question Number. 131. On a swept wing
to the horizontal. aircraft, due to the adverse pressure gradient,

25
the boundary layer on the upper surface of the Question Number. 135. Flexure of a
wing tends to flow. rearward swept wing will.
Option A. towards the root. Option A. increase the lift and hence
Option B. towards the tip. increase the flexure.
Option C. directly from leading edge to Option B. increase the lift and hence
trailing edge. decrease the flexure.
Correct Answer is. towards the tip. Option C. decrease the lift and hence
Explanation. Due to adverse pressure gradient decrease the flexure.
on a swept wing, the boundary layer slides Correct Answer is. decrease the lift and
towards the tip and thickens at the tip. This is hence decrease the flexure.
why swept wings stall first at the tips. Explanation. Flexure of a rearward swept wing
will decrease the lift (since the wing presents its
upper surface to the airflow and the angle of
Question Number. 132. With increased attack reduces) and so the wing flexes back.
speed in level flight.
Option A. induced drag increases.
Option B. profile drag increases. Question Number. 136. A High Aspect
Option C. profile drag remains constant. Ratio wing is a wing with.
Correct Answer is. profile drag increases. Option A. short span, long chord.
Explanation. Profile drag increases with speed, Option B. long span, long chord.
induced drag decreases with speed. Option C. long span, short chord.
Correct Answer is. long span, short chord.
Explanation. Aspect ratio is the ratio of span
Question Number. 133. If a swept wing to chord.
stalls at the tips first, the aircraft will.
Option A. pitch nose up.
Option B. roll. Question Number. 137. Stall commencing
Option C. pitch nose down. at the root is preferred because.
Correct Answer is. pitch nose up. Option A. it provides the pilot with a
Explanation. Since the tips are behind the warning of complete loss of lift.
Centre of Gravity, losing the lift at the tips will Option B. the ailerons become ineffective.
cause the nose to rise. Option C. it will cause the aircraft to pitch
nose up.
Correct Answer is. it provides the pilot with a
Question Number. 134. The warning of complete loss of lift.
thickness/chord ratio of the wing is also known Explanation. Stall commencing at the root
as. causes turbulent air to hit the tailplane. The
Option A. fineness ratio. resulting 'buffet' warns the pilot just before
Option B. mean chord ratio. complete stall.
Option C. aspect ratio.
Correct Answer is. fineness ratio.
Explanation. The thickness/chord ratio of the Question Number. 138. An aircraft flying
wing is also known as the fineness ratio. in 'ground effect' will produce.
(Technically, thickness/chord ratio = 1/fineness Option A. the same lift as a similar aircraft
ratio). outside of ground effect.
Option B. less lift than a similar aircraft
outside of ground effect.

26
Option C. more lift than a similar aircraft Option B. either a or b depending on
outside of ground effect. altitude.
Correct Answer is. more lift than a similar Option C. incompressible.
aircraft outside of ground effect. Correct Answer is. incompressible.
Explanation. An aircraft flying in ground effect Explanation. Subsonic airflow is always
will have more lift than an aircraft not flying in considered to be incompressible.
ground effect (which is why seagulls glide close
to the water surface).
Question Number. 143. Bernoulli's
equation shows that.
Question Number. 139. If the angle of Option A. at constant velocity the kinetic
attack of a wing is increased in flight, the. energy of the air changes with a change of
Option A. CofP will move aft. height.
Option B. CofP will move forward. Option B. with a change in velocity at
Option C. C of G will move aft. constant height the static pressure will change.
Correct Answer is. CofP will move forward. Option C. with a change in speed at
Explanation. Increasing the AOA moves the constant height both kinetic and potential
CofP forward. energies change.
Correct Answer is. with a change in velocity
at constant height the static pressure will
Question Number. 140. The Rams Horn change.
Vortex on a forward swept wing will be. Explanation. Bernoulli's theorem states that if
Option A. more than a rearward swept velocity increases, the static pressure
wing. decreases, and vice versa.
Option B. less than a rearward swept wing.
Option C. the same as a rearward swept
wing. Question Number. 144. If fluid flow
Correct Answer is. less than a rearward through a venturi is said to be incompressible,
swept wing. the speed of the flow increases at the throat to.
Explanation. A forward swept wing does not Option A. allow for a reduction in static
suffer from the Rams Horn Vortex. pressure.
Option B. maintain a constant volume flow
rate.
Question Number. 141. For a cambered Option C. allow for an increase in static
wing section the zero lift angle of attack will be. pressure.
Option A. 4 degrees. Correct Answer is. maintain a constant
Option B. zero. volume flow rate.
Option C. negative. Explanation. Volume flow rate is constant at
Correct Answer is. negative. all parts of the flow (if fluid in incompressible)
Explanation. A non symmetrical wing will regardless of cross sectional area.
produce some lift at zero degrees. Therefore it
must have a negative angle of attack to produce
zero lift. Question Number. 145. To produce lift, an
aerofoil must be.
Option A. asymmetrical.
Question Number. 142. Airflow at Option B. symmetrical.
subsonic speed is taken to be. Option C. either symmetrical or
Option A. compressible. asymmetrical.

27
Correct Answer is. either symmetrical or Question Number. 149. The difference
asymmetrical. between the mean camber line and the chord
Explanation. To produce lift, the aerofoil can line of an aerofoil is.
be either symmetrical or asymmetrical. Option A. neither are straight.
Option B. they both may be curved.
Option C. one is always straight and the
Question Number. 146. Lift is dependent other may be straight.
on. Correct Answer is. one is always straight and
Option A. the net area of the wing ,the the other may be straight.
density of the fluid medium and the velocity. Explanation. See the definitions of mean
Option B. the area of the wing, the density camber and chord line.
of the fluid medium, and the square of the
velocity.
Option C. the frontal area of the wing, the Question Number. 150. If the C of G is
density of the fluid medium and the velocity. calculated after loading as within limits for take
Correct Answer is. the area of the wing, the off.
density of the fluid medium, and the square of Option A. a further calculation is required
the velocity. prior to landing to allow for fuel and oil
Explanation. See the formula for lift. consumption.
Option B. a further calculation is required
prior to landing to allow for flap deployment.
Question Number. 147. A wing develops Option C. no further calculation is required.
10,000 N of lift at 100 knots. Assuming the wing Correct Answer is. a further calculation is
remains at the same angle of attack and required prior to landing to allow for fuel and
remains at the same altitude, how much lift will oil consumption.
it develop at 300knots?. Explanation. If the CG of the fuel is not directly
Option A. 30,000 N. on the empty aircraft CG, the loaded aircraft CG
Option B. 900,000 N. must be calculated twice (with and without
Option C. 90,000 N. fuel).
Correct Answer is. 90,000 N.
Explanation. See the formula for lift. Velocity
is squared, so if you triple the velocity, the lift is Question Number. 151. Helicopter rotor
9 times. blades create lift by.
Option A. pushing the air down.
Option B. working like a screw.
Question Number. 148. The angle of Option C. creating low pressure above the
attack is. blades.
Option A. related to angle of incidence. Correct Answer is. creating low pressure
Option B. always kept below 15 degrees. above the blades.
Option C. not related to the angle of Explanation. A pure aerodynamicist would say
incidence. all three are correct. But probably a) is
Correct Answer is. not related to the angle of technically most correct.
incidence.
Explanation. See definitions of angle of attack
and angle of incidence. Question Number. 152. The span wise
component of the airflow is.
Option A. greater at higher speeds.
Option B. unaffected by speed.

28
Option C. less at higher speeds. Option A. highest at the root.
Correct Answer is. less at higher speeds. Option B. equal throughout the span.
Explanation. The tip vortices are less at high Option C. highest at the tip.
speed (due to lower AOA at high speed). The tip Correct Answer is. highest at the tip.
vortices cause the span wise flow. Explanation. Fineness ratio (chord/thickness)
is greatest at the tip. Fineness ratio is the
inverse of thickness/chord ratio. Some
Question Number. 153. A wing fence. textbooks differ on the definition of 'fineness
Option A. acts as a lift dumping device. ratio' but most state FR = chord/thickness.
Option B. reduces span wise flow on a Quote A&P Mechanics Airframe Handbook Page
swept wing thus reducing induced drag. 32 'If a wing has a high fineness ratio, it is a
Option C. increases lateral control. very thin wing. A thick wing has low fineness
Correct Answer is. reduces span wise flow on ratio'.
a swept wing thus reducing induced drag.
Explanation. A wing fence reduces span wise
flow. Refer : Barnard and Phillpott Page 78. Question Number. 157. Streamlining will
reduce.
Option A. induced drag.
Question Number. 154. With all conditions Option B. skin friction drag.
remaining the same, if the aircraft speed is Option C. form drag.
halved, by what factor is the lift reduced?. Correct Answer is. form drag.
Option A. Half. Explanation. Form drag is a function of shape.
Option B. By a factor of 4.
Option C. Remains the same.
Correct Answer is. By a factor of 4. Question Number. 158. If an aircraft has a
Explanation. Lift is proportional to the square gross weight of 3000 kg and is then subjected to
of aircraft speed. a total weight of 6000 kg the load factor will be.
Option A. 2G.
Option B. 9G.
Question Number. 155. The boundary Option C. 3G.
layer over an aerofoil is. Correct Answer is. 2G.
Option A. a layer of air close to the aerofoil Explanation. Load factor is a measure of how
which is moving at a velocity less than free many times heavier the aircraft 'feels'
stream air. compared to how heavy it actually is.
Option B. a layer of turbulent air close to
the aerofoil which is moving at a velocity less
than free stream air. Question Number. 159. Ice formed on the
Option C. a layer of air close to the aerofoil leading edge will cause the aircraft to.
that is stationary. Option A. stall at a higher speed.
Correct Answer is. a layer of air close to the Option B. stall at a lower speed.
aerofoil which is moving at a velocity less than Option C. stall at the same stall speed and
free stream air. AOA.
Explanation. Boundary layer air consists of Correct Answer is. stall at a higher speed.
turbulent and laminar airflow. Explanation. Ice change the wing section
shape and hence lift (CL) is less and stall speed
is greater.
Question Number. 156. On a swept wing
aircraft, the fineness ratio of an aerofoil is.

29
Question Number. 160. Under what Question Number. 164. If the wing loading
conditions will an aircraft create best lift?. of an aircraft were reduced the stalling speed
Option A. Hot damp day at 1200 ft. would.
Option B. Cold dry day at 200 ft. Option A. increase.
Option C. Cold wet day at 1200 ft. Option B. not be affected.
Correct Answer is. Cold dry day at 200 ft. Option C. decrease.
Explanation. Cold dry air at low altitude Correct Answer is. decrease.
provides maximum air density hence best lift. Explanation. An increase in wing loading
increases the stall speed. And vice versa.

Question Number. 161. As Mach number

increases, what is the effect on boundary Question Number. 165. The lift on a wing
layer?. is increased with.
Option A. Becomes more turbulent. Option A. an increase in temperature.
Option B. Decreases in thickness. Option B. an increase in pressure.
Option C. Becomes less turbulent. Option C. an increase in humidity.
Correct Answer is. Becomes more turbulent. Correct Answer is. an increase in pressure.
Explanation. As speed increases (speed here is Explanation. Lift depends on density.
measured in Mach) the transition point moves Increases in humidity and temperature reduce
forward, hence turbulent boundary layer density. Increase in pressure increases density.
increases.

Question Number. 166. The airflow behind

Question Number. 162. During a glide the a normal shockwave will.
following forces act on an aircraft. Option A. always be subsonic and in the
Option A. lift and weight only. same direction as the original airflow.
Option B. lift, drag, weight. Option B. always be supersonic and in the
Option C. lift, weight, thrust. same direction as the original airflow.
Correct Answer is. lift, drag, weight. Option C. always be subsonic and deflected
Explanation. No thrust in a glide. The weight from the direction of the original airflow.
provides the forward motion. Correct Answer is. always be subsonic and in
the same direction as the original airflow.
Explanation. The airflow behind a normal
Question Number. 163. If an aileron is shock is subsonic, and in the same direction. It
moved downward. is supersonic behind an oblique shock (and
Option A. the stalling angle of that wing is slightly deflected).
increased.
Option B. the stalling angle is not affected
but the stalling speed is decreased. Question Number. 167. Induced drag can
Option C. the stalling angle of that wing is be reduced by the use of.
decreased. Option A. streamlining.
Correct Answer is. the stalling angle of that Option B. high aspect ratio wings.
wing is decreased. Option C. fairings at junctions between
Explanation. The aileron increases the 'local' fuselage and wings.
AOA and provides a greater camber. Both will Correct Answer is. high aspect ratio wings.
cause the stalling angle of the wing to decrease. Explanation. High aspect ratio wings have low
induced drag (IE a glider wing).

30
 Question Number. 172. Lift is dependent
Question Number. 168. Interference drag on.
can be reduced by the use of. Option A. the area of the wing, the density
Option A. fairings at junctions between of the fluid medium and the square of the
fuselage and wings. velocity.
Option B. high aspect ratio wings. Option B. the net area of the wing, the
Option C. streamlining. density of the fluid medium and the velocity.
Correct Answer is. fairings at junctions Option C. the frontal area of the wing, the
between fuselage and wings. density of the fluid medium and the velocity.
Explanation. Interference drag occurs as a Correct Answer is. the area of the wing, the
result of turbulence at wing body joints. density of the fluid medium and the square of
the velocity.
Explanation. Lift = Lift Coefficient x 1/2 x
Question Number. 169. Gliding angle is density x velocity2 x wing area (Lift formula).
the angle between.
Option A. ground and the glide path.
Option B. aircraft and flight path. Question Number. 173. To produce lift, an
Option C. aircraft and airflow. aerofoil must be.
Correct Answer is. ground and the glide path. Option A. symmetrical.
Explanation. The greater the L/D angle the less Option B. asymmetrical.
the glide angle is- therefore you can glide Option C. either (a) or (b).
further. Correct Answer is. either (a) or (b).
Explanation. A symmetrical wing will produce
lift if presented at a suitable positive angle of
Question Number. 170. Propeller Solidity attack.
can be increased by.
Option A. increasing the number of blades.
Option B. decreasing the length of the Question Number. 174. If fluid flow
blades. through a venturi is said to be incompressible,
Option C. increasing the blade angle. the speed of the flow increases at the throat to.
Correct Answer is. increasing the number of Option A. allow for a reduction in static
blades. pressure.
Explanation. A C Kermode Mechanics of Flight Option B. allow for an increase in static
CH 4 Page 138 shows methods of increasing pressure.
solidity. Option C. maintain a constant volume flow
rate.
Correct Answer is. maintain a constant
Question Number. 171. Lift is generated volume flow rate.
by a wing. Explanation. Continuity of flow principle.
Option A. mostly on the bottom surface.
Option B. mostly on the top surface.
Option C. equally on the top and bottom Question Number. 175. Bernoulli's
surfaces. equation shows that.
Correct Answer is. mostly on the top surface. Option A. at constant velocity the total
Explanation. 2/3 of lift is produced by the top energy of the air changes with a change in
surface. height.

31
Option B. with a change in speed at Option C. neutral.
constant height both kinetic and potential Correct Answer is. lowest.
energies change. Explanation. NIL.
Option C. with a change in velocity at
constant height the static pressure will change.
Correct Answer is. with a change in velocity Question Number. 180. Profile drag is
at constant height the static pressure will _______ to speed.
change. Option A. neutral.
Explanation. Bernoulli's theorem states that if Option B. inversely proportional.
velocity increases, the static pressure Option C. proportional.
decreases, and vice versa. Correct Answer is. proportional.
Explanation. NIL.

Question Number. 176. Airflow at sub-

sonic speed is taken to be. Question Number. 181. A shock stall
Option A. incompressible. occurs at.
Option B. compressible. Option A. large angles of attack.
Option C. either (a) or (b) depending on Option B. small angles of attack.
altitude. Option C. equally both large and small
Correct Answer is. incompressible. angles of attack.
Explanation. NIL. Correct Answer is. small angles of attack.
Explanation. An arguable point. Shock stall is
due to shock induced separation which can
Question Number. 177. The total drag of occur at any angle of attack, but it would be
an aircraft. difficult to achieve the high speed necessary
Option A. changes with speed. with a high angle of attack.
Option B. increases with speed.
Option C. increases with the square of
speed. Question Number. 182. What happens to
Correct Answer is. changes with speed. the wingtip stagnation point as the AOA
Explanation. The graph of TOTAL drag against increases?.
airspeed is 'U' shaped. c can be the only correct Option A. It moves down and under the
answer. leading edge.
Option B. It moves up and over the leading
edge.
Question Number. 178. _______ angle of Option C. It remains unchanged.
attack is known as optimum angle of attack. Correct Answer is. It moves down and under
Option A. 5 to 7 degrees. the leading edge.
Option B. 3 to 4 degrees. Explanation. It moves down and under the
Option C. 10 to 12 degrees. leading edge.
Correct Answer is. 3 to 4 degrees.
Explanation. NIL.
Question Number. 183. What does the
term 'wing washout' mean?.
Question Number. 179. Induced drag is Option A. The design of the wing that gives
________ at root. the wing tip a lower angle of incidence.
Option A. lowest. Option B. The design of the wing that gives
Option B. greatest. the wing tip a much greater angle of incidence.

32
Option C. The airflow moves toward the end Question Number. 187. Which statement
of the wing. is true?.
Correct Answer is. The design of the wing Option A. Rectangular wings stall at the root
that gives the wing tip a lower angle of first.
incidence. Option B. Both tapered and rectangular
Explanation. Wing is twisted such that wings will stall at the tip first.
incidence is lower at the tip. Option C. Tapered wings stall at the root
first.
Correct Answer is. Rectangular wings stall at
Question Number. 184. The point at which the root first.
airflow ceases to be laminar and becomes Explanation. Rectangular wings stall at the
turbulent is the. root first.
Option A. boundary point.
Option B. transition point.
Option C. separation point. Question Number. 188. During inverted
Correct Answer is. transition point. level flight an aircraft accelerometer shows.
Explanation. transition point. Option A. -2g.
Option B. -1g.
Option C. 0g.
Question Number. 185. Which of the Correct Answer is. -1g.
following is true about Profile drag?. Explanation. Inverted (level) flight is -1g.
Option A. Profile drag = Skin Drag + Form
Drag.
Option B. Profile drag = skin drag + induced Question Number. 189. During straight
drag. and level flight an aircraft accelerometer shows.
Option C. Profile drag = induced drag + Option A. 4g.
Form drag. Option B. 1g.
Correct Answer is. Profile drag = Skin Drag + Option C. 2g.
Form Drag. Correct Answer is. 1g.
Explanation. Profile drag = Skin Drag + Form Explanation. Straight and level flight is 1g.
Drag.

Question Number. 190. Which of the

Question Number. 186. Which statement following is incorrect about induced drag?.
is true?. Option A. It will increase inversely to the
Option A. Both Induced drag and profile square of the airspeed.
drag increase with the square of the airspeed. Option B. It will decrease in proportion to
Option B. Profile drag increases with the the square of the airspeed.
square of the airspeed. Option C. It will increase when the angle of
Option C. Induced drag increases with the attack is reduced.
square of the airspeed. Correct Answer is. It will increase when the
Correct Answer is. Induced drag increases angle of attack is reduced.
with the square of the airspeed. Explanation. Which is Incorrect.
Explanation. Profile drag increases with the
square of the airspeed but induced drag
decreases with the square of the airspeed. Question Number. 191. What produces
the most lift at low speeds?.
Option A. High camber.

33
Option B. Low aspect ratio. angle of attack as it speeds-up. This alone will
Option C. High aspect ratio. move the CofP rearwards, in accordance with
Correct Answer is. High aspect ratio. the sub-sonic angle of attack change theory.
Explanation. NIL.

Question Number. 3. Lowering of the

Question Number. 192. If the angle of flaps.
attack is zero, but lift is produced, the. Option A. increases drag.
Option A. wing is symmetrical. Option B. increases lift.
Option B. wing is cambered. Option C. increases drag and lift.
Option C. wing has positive angle of Correct Answer is. increases drag and lift.
incidence. Explanation. Jeppesen A+P Technician General
Correct Answer is. wing is cambered. Textbook. Page 1-17.
Explanation. NIL.

Question Number. 4. Wing spoilers,

Question Number. 193. When is the angle when used asymmetrically, are associated with.
of incidence the same as the angle of attack?. Option A. rudder.
Option A. Never. Option B. elevators.
Option B. In descent. Option C. ailerons.
Option C. When relative airflow is parallel to Correct Answer is. ailerons.
longitudinal axis. Explanation. Pallett Automatic Flight Control
Correct Answer is. When relative airflow is 4th Edition Page 51. Jeppesen A&P Technician
parallel to longitudinal axis. Airframe Textbook Page 1-12.
Explanation. NIL.

08.3. Theory of Flight . Question Number. 5. What do

ruddervators do?.
Option A. Control yaw and roll.
Question Number. 1. Flaps at landing Option B. Control pitch and yaw.
position. Option C. Control pitch and roll.
Option A. decrease landing speed. Correct Answer is. Control pitch and yaw.
Option B. decrease take off and landing Explanation. Jeppesen A+P Technician General
speeds. Textbook. Page 1-16 fig 1-36.
Option C. decrease take off speed.
Correct Answer is. decrease landing speed.
Explanation. Although an aircraft will take-off Question Number. 6. What controls
with flaps at landing position, this is not normal. pitch and roll on a delta wing aircraft?.
Option A. Ailerons.
Option B. Elevons.
Question Number. 2. As a subsonic Option C. Elevators.
aircraft speeds-up, its Centre of Pressure. Correct Answer is. Elevons.
Option A. moves aft. Explanation. Jeppesen A+P Technician General
Option B. moves forward. Textbook. Page 1-17.
Option C. is unaffected.
Correct Answer is. moves aft.
Explanation. Assuming that the aircraft is to Question Number. 7. What does a trim
remain at constant altitude, it must reduce its tab do?.

34
Option A. Allows the C of G to be outside Question Number. 11. When a leading
the normal limit. edge flap is fully extended, what is the slot in
Option B. Provides finer control movements the wing for?.
by the pilot. Option A. To re-energise the boundary
Option C. Eases control loading for pilot. layer.
Correct Answer is. Eases control loading for Option B. To increase the lift.
pilot. Option C. To allow the flap to retract into it
Explanation. A&P General Textbook Pg 2-35. when it retracts.
Correct Answer is. To re-energise the
boundary layer.
Question Number. 8. How does a Explanation. Pallett Automatic Flight Control
balance tab move?. 2nd Edition Page 50. Jeppesen A&P Technician
Option A. In the same direction a small Airframe Textbook Page 1-32.
amount.
Option B. In the opposite direction
proportional to the control surface it is attached Question Number. 12. With respect to
to. differential aileron control, which of the
Option C. In the same direction proportional following is true?.
to the control surface it is attached to. Option A. The up going and down going
Correct Answer is. In the opposite direction ailerons both deflect to the same angle.
proportional to the control surface it is attached Option B. The up going Aileron moves
to. through a smaller angle than the down going
Explanation. A&P General Textbook Pg 2-36. aileron.
Option C. The down going aileron moves
through a smaller angle than the up going
Question Number. 9. If an aircraft is aileron.
yawing to the left, where would you position Correct Answer is. The down going aileron
the trim tab on the rudder?. moves through a smaller angle than the up
Option A. To the centre. going aileron.
Option B. To the left. Explanation. Mechanics of Flight, Kermode,
Option C. To the right. Page 301. The down going aileron moves less,
Correct Answer is. To the left. to reduce the induced drag which causes
Explanation. Automatic flight control, Pallett, adverse aileron yaw.
4th Edition Page 43.

Question Number. 13. The aeroplane fin

Question Number. 10. If an aircraft is is of symmetrical aerofoil section and will
flying with a left wing low, where would you therefore provide a side-load.
move the left aileron trim tab?. Option A. only when the rudder is moved.
Option A. Down. Option B. if a suitable angle of attack
Option B. Up. develops due either yaw or rudder movement.
Option C. Moving the aileron trim tab will Option C. only if a suitable angle of attack
not correct the situation. develops due to yaw.
Correct Answer is. Up. Correct Answer is. if a suitable angle of attack
Explanation. Automatic flight control, Pallett, develops due either yaw or rudder movement.
4th Edition Page 43. Explanation. Rudder deflection or yaw.

35
Question Number. 14. An aircraft left
wing is flying low. The aileron trimmer control
to the left aileron trim tab in the cockpit would Question Number. 18. With a trailing
be. edge flap being lowered, due to rising gusts,
Option A. moved up causing the left aileron what will happen to the angle of attack?.
to move up. Option A. Tend to decrease.
Option B. moved up causing the left aileron Option B. Stay the same.
to move down. Option C. Tend to increase.
Option C. moved down causing the left Correct Answer is. Tend to increase.
aileron to move down. Explanation. Assuming that 'rising gust' means
Correct Answer is. moved up causing the left it has a vertical component.
aileron to move down.
Explanation. Down aileron required - which
requires up trim. Question Number. 19. A device used do
dump lift from an aircraft is.
Option A. leading edge flaps.
Question Number. 15. An elevator tab Option B. trailing edge flaps.
moves down. Option C. spoiler.
Option A. to make the nose go down. Correct Answer is. spoiler.
Option B. to counteract for the aircraft Explanation. Spoilers are sometimes called 'lift
flying nose heavy. dumps'.
Option C. to counteract for the aircraft
flying tail heavy.
Correct Answer is. to counteract for the Question Number. 20. The purpose of a
aircraft flying nose heavy. slot in a wing is to.
Explanation. Elevator tab DOWN, elevator UP, Option A. provide housing for the slat.
aircraft nose UP. Option B. speed up the airflow and increase
lift.
Option C. act as venturi, accelerate the air
Question Number. 16. The stall margin is and re-energise boundary layer.
controlled by. Correct Answer is. act as venturi, accelerate
Option A. speed bug cursor. the air and re-energise boundary layer.
Option B. EPR limits. Explanation. A slot is to act as venturi,
Option C. angle of attack and flap position. accelerate the air and re-energise boundary
Correct Answer is. angle of attack and flap layer.
position.
Explanation. Flight Instruments and Automatic
Flight Control Page 143/4. Question Number. 21. Large flap
deployment.
Option A. causes increased span wise flow
Question Number. 17. Other than towards tips on wing upper surface.
spoilers, where are speed brakes located?. Option B. causes increased span wise flow
Option A. Under the Fuselage. towards tips on wing lower surface.
Option B. Either side of the Fuselage. Option C. has no effect on span wise flow.
Option C. On the wing. Correct Answer is. causes increased span
Correct Answer is. Either side of the wise flow towards tips on wing lower surface.
Fuselage.
Explanation. Reference BAe 146 etc.

36
Explanation. Flaps increase the pressure Explanation. CP moves rearwards when the
differential between top and bottom surfaces, flap is extended.
increase tip vortices and span wise flow.

Question Number. 26. With a drop in

Question Number. 22. Which part of the ambient temperature, an aircraft service ceiling
wing of a swept-wing aircraft stalls first?. will.
Option A. Tip stalls first. Option A. rise.
Option B. Both stall together. Option B. not be affected.
Option C. Root stalls first. Option C. lower.
Correct Answer is. Tip stalls first. Correct Answer is. rise.
Explanation. The tip of a swept wing stalls Explanation. As ambient temperature drops,
first. density increases and aircraft performance
increases.

Question Number. 23. During flight, an

aircraft is yawing to the right. The aircraft would Question Number. 27. What type of flap
have a tendency to fly. is this?.
Option A. right wing low. Option A. Split flap.
Option B. left wing low. Option B. Plain flap.
Option C. nose up. Option C. Fowler flap.
Correct Answer is. right wing low. Correct Answer is. Split flap.
Explanation. The leading wing (left wing) has Explanation. Split flap.
increased lift, causing it to rise.

Question Number. 28. Servo tabs.

Question Number. 24. In the reversed Option A. enable the pilot to bring the
camber horizontal stabilizer. control surface back to neutral.
Option A. there is an increased tail plane Option B. move in such a way as to help
up-force. move the control surface.
Option B. the elevator causes tail down Option C. provide artificial feel.
movement i.e. increased tail plane down force. Correct Answer is. move in such a way as to
Option C. there is an increased tailplane help move the control surface.
down-force. Explanation. A&P Technician Airframe
Correct Answer is. there is an increased Textbook Pg.1-29.
tailplane down-force.
Explanation. The lower cambered surface
produces a down-force on the tail. Question Number. 29. Spring Tabs.
Option A. provide artificial feel.
Option B. enable the pilot to bring the
Question Number. 25. When the trailing control surface back to neutral.
edge flap is extended. Option C. move in such a way as to help
Option A. CP moves rearward. move the control surface.
Option B. the CP moves forward but the CG Correct Answer is. move in such a way as to
does not change. help move the control surface.
Option C. the CP moves forward and the Explanation. A&P Technician Airframe
pitching moment changes to nose up. Textbook Pg.1-29.
Correct Answer is. CP moves rearward.

37
 Explanation. NIL.
Question Number. 30. Extending a
leading edge slat will have what effect on the
angle of attack of a wing?. Question Number. 34. Dutch role is
Option A. Increase the angle of attack. movement in.
Option B. Decrease the angle of attack. Option A. yaw and pitch.
Option C. No effect on angle of attack. Option B. yaw and roll.
Correct Answer is. Decrease the angle of Option C. pitch and roll.
attack. Correct Answer is. yaw and roll.
Explanation. NIL. Explanation. Avionic Fundamentals Jeppesen
page 291.

Question Number. 31. To ensure that a

wing stalls at the root first, stall wedges are. Question Number. 35. What is the main
Option A. installed on the wing leading edge purpose of a frize aileron?.
at the wing root. Option A. Increase drag on the up going
Option B. installed on the wing leading edge wing.
at the wing tip. Option B. Decrease drag on the up going
Option C. installed at the wing trailing edge wing.
at the wing root. Option C. Help pilot overcome aerodynamic
Correct Answer is. installed on the wing loads.
leading edge at the wing root. Correct Answer is. Decrease drag on the up
Explanation. NIL. going wing.
Explanation. The Frise aileron increases drag
on the up-going aileron, which is on the
Question Number. 32. Krueger flaps downgoing wing. And Vise versa on the other
make up part of the. aileron.
Option A. wing lower surface leading edge.
Option B. wing lower surface trailing edge.
Option C. wing upper surface leading edge. Question Number. 36. Flap asymmetry
Correct Answer is. wing lower surface leading causes the aircraft to.
edge. Option A. nose down.
Explanation. Jeppesen A&P Technician Option B. go one wing down.
Airframe Textbook 1-37. Automatic Flight Option C. nose up.
Control Pallett Page 53 fig 1.37 (Note : lower Correct Answer is. go one wing down.
surface when retracted, upper surface when Explanation. NIL.
extended.).

Question Number. 37. If an aircraft

Question Number. 33. In a turn, wing moves in yaw, what axis is it moving about?.
spoilers may be deployed. Option A. Longitudinal.
Option A. to assist the up going aileron. Option B. Lateral.
Option B. in unison with both the up going Option C. Normal.
and down going ailerons. Correct Answer is. Normal.
Option C. to act as an airbrake, interacting Explanation. NIL.
with the ailerons.
Correct Answer is. to assist the up going
aileron.

38
Question Number. 38. If an aircraft is Option B. relative air flow.
aerodynamically stable. Option C. tip path plane.
Option A. aircraft returns to trimmed Correct Answer is. relative air flow.
attitude. Explanation. Automatic Flight Control Pallett
Option B. CofP moves back. Page 3.
Option C. aircraft becomes too sensitive.
Correct Answer is. aircraft returns to
trimmed attitude. Question Number. 43. A high lift device is
Explanation. NIL. used for.
Option A. take-off only.
Option B. take-off and landing.
Question Number. 39. What are ground Option C. landing only.
spoilers used for?. Correct Answer is. take-off and landing.
Option A. To assist the aircraft coming to a Explanation. Automatic Flight Control Pallett
stop. Page 50.
Option B. To slow the aircraft.
Option C. To dump lift.
Correct Answer is. To dump lift. Question Number. 44. How is a spoiler
Explanation. NIL. interconnected to other flight control systems?.
Option A. Spoiler to elevator.
Option B. Spoiler to aileron.
Question Number. 40. Mass balance Option C. Spoiler to flap.
weights are used to. Correct Answer is. Spoiler to aileron.
Option A. balance the trailing edge of flying Explanation. Automatic Flight Control Pallett
control surfaces. Page 54.
Option B. counteract flutter on control
surfaces.
Option C. balance the tabs. Question Number. 45. What is aileron
Correct Answer is. counteract flutter on droop?.
control surfaces. Option A. The droop of ailerons with no
Explanation. NIL. hydraulics on.
Option B. The leading edge of both ailerons
presented to the airflow.
Question Number. 41. What is a slot used Option C. One aileron lowered.
for?. Correct Answer is. The droop of ailerons with
Option A. Increased angle of attack during no hydraulics on.
approach. Explanation. NIL.
Option B. Increase the speed of the airflow.
Option C. To reinforce the boundary layer.
Correct Answer is. To reinforce the boundary Question Number. 46. Earths
layer. atmosphere is.
Explanation. Automatic Flight Control Pallett Option A. 3/5 oxygen, 2/5 nitrogen.
Page 53. Option B. 4/5 oxygen, 1/5 nitrogen.
Option C. 1/5 oxygen, 4/5 nitrogen.
Correct Answer is. 1/5 oxygen, 4/5 nitrogen.
Question Number. 42. Angle of Attack is Explanation. NIL.
the angle between cord line and.
Option A. horizontal axis.

39
Question Number. 47. An anti-balance Option B. Reduces landing speeds only.
tab is used. Option C. Reduces takeoff and landing
Option A. to relieve stick loads. speeds.
Option B. for trimming the aircraft. Correct Answer is. Reduces takeoff speeds
Option C. to give more feel to the controls. only.
Correct Answer is. to give more feel to the Explanation. Avionics Fundamentals. Jeppesen
controls. Page 244.
Explanation. Jeppesen A&P Technician
Airframe Textbook 1-29.
Question Number. 52. When the flaps
are lowered.
Question Number. 48. The fin helps to Option A. the lift vector moves rearward.
give. Option B. there is no effect on the lift
Option A. directional stability about the vector.
normal axis. Option C. the lift vector moves forward.
Option B. directional stability about the Correct Answer is. the lift vector moves
longitudinal axis. rearward.
Option C. longitudinal stability about the Explanation. Automatic Flight Control, Pallett
normal axis. Page 51.
Correct Answer is. directional stability about
the normal axis.
Explanation. Jeppesen A&P Technician Question Number. 53. At take-off, if the
Airframe Textbook 1-22. flaps are lowered there is a.
Option A. large increase in lift and drag.
Option B. large increase in lift and small
Question Number. 49. If an aircraft increase in drag.
moves in roll, it is moving about the. Option C. small increase in lift and drag.
Option A. longitudinal axis. Correct Answer is. large increase in lift and
Option B. normal axis. drag.
Option C. lateral axis. Explanation. Avionics Fundamentals. Jeppesen
Correct Answer is. longitudinal axis. Page 244.
Explanation. Mechanics of flight by A.C.
Kermode page 241.
Question Number. 54. Wing spoilers be
used.
Question Number. 50. What effect does Option A. to assist the respective down
lowering the flaps for take-off have?. going aileron in a turn.
Option A. Increases lift & reduces drag. Option B. as ground spoilers on landing.
Option B. Increases lift and drag. Option C. to assist the elevators.
Option C. Increase lift only. Correct Answer is. as ground spoilers on
Correct Answer is. Increases lift and drag. landing.
Explanation. Avionics Fundamentals. Jeppesen Explanation. Automatic Flight Control. Pallett
Page 244. page 55. A&P Technician Airframe Textbook by
Jeppesen. 1-14.

Question Number. 51. What effect does

lowering flaps for takeoff have?. Question Number. 55. Differential aileron
Option A. Reduces takeoff speeds only. control will.

40
Option A. cause a nose down moment. Option C. moves in the same direction as
Option B. prevent yawing in conjunction the control surface to assist the pilot.
with rudder input. Correct Answer is. assists the pilot to move
Option C. cause a nose up moment. the controls back to neutral.
Correct Answer is. prevent yawing in Explanation. NIL.
conjunction with rudder input.
Explanation. NIL.
Question Number. 60. Slats.
Option A. keep the boundary layer from
Question Number. 56. Dutch Roll affects. separating for longer.
Option A. pitch and yaw simultaneously. Option B. increase the overall surface area
Option B. yaw and roll simultaneously. and lift effect of wing.
Option C. pitch and roll simultaneously. Option C. act as an air brake.
Correct Answer is. yaw and roll Correct Answer is. keep the boundary layer
simultaneously. from separating for longer.
Explanation. Automatic Flight Control. Pallett Explanation. Jeppesen A & P technician
page 26. airframe textbook page 1-32.

Question Number. 57. Which of the Question Number. 61. Due to the change
following are primary control surfaces?. of lift forces resulting from the extension of
Option A. Elevators, ailerons, rudder. flaps in flight.
Option B. Roll spoilers, elevators, tabs. Option A. nose should be lowered, reducing
Option C. Elevators, roll spoilers, tabs. AOA.
Correct Answer is. Elevators, ailerons, Option B. nose should be raised, increasing
rudder. AOA.
Explanation. NIL. Option C. nose should remain in the same
position, maintaining same AOA.
Correct Answer is. nose should be lowered,
Question Number. 58. A split flap. reducing AOA.
Option A. forms part of the trailing edge's Explanation. The main purpose of flaps is to
lower surface when retracted. increase lift so that the pilot can lower the nose,
Option B. forms part of the leading edge's increase decent angle and get a better view of
lower surface when retracted. the runway.
Option C. forms part of the trailing edge's
upper surface when retracted.
Correct Answer is. forms part of the trailing Question Number. 62. Flight spoilers.
edge's lower surface when retracted. Option A. can be deployed on the down
Explanation. Jeppesen A&P Airframe going wing in a turn to increase lift on that
Technician Textbook Page1-30 /31. wing.
Option B. can be used to decrease lift to
allow controlled decent without reduction of
Question Number. 59. An anti-servo tab. airspeed.
Option A. assists the pilot to move the Option C. can be used with differential
controls back to neutral. ailerons to reduce adverse yaw in a turn.
Option B. moves in the opposite direction to Correct Answer is. can be used to decrease
the control surface to assist the pilot. lift to allow controlled decent without
reduction of airspeed.

41
Explanation. NIL. Explanation. Jeppesen A & P Technician
Textbook pg 1-29.

Question Number. 63. If the aircraft is

flying nose heavy, which direction would you Question Number. 67. Elevons combine
move the elevator trim tab?. the functions of both.
Option A. Up to move elevator down. Option A. rudder and elevator.
Option B. Up to move elevator up. Option B. elevator and aileron.
Option C. Down to move elevator up. Option C. rudder and aileron.
Correct Answer is. Down to move elevator Correct Answer is. elevator and aileron.
up. Explanation. Jeppesen A&P Technician
Explanation. NIL. Airframe Textbook Page 1-16 Fig 1-36.

Question Number. 64. Wing tip vortices Question Number. 68. Flutter can be
are strongest when. reduced by using.
Option A. flying high speed straight and Option A. a horn balance.
level flight. Option B. mass balancing.
Option B. flying into a headwind. Option C. servo tabs.
Option C. flying slowly at high angles of Correct Answer is. mass balancing.
attack. Explanation. NIL.
Correct Answer is. flying slowly at high angles
of attack.
Explanation. NIL. Question Number. 69. An elevator
provides control about the.
Option A. longitudinal axis.
Question Number. 65. Aerodynamic Option B. lateral axis.
balance. Option C. horizontal stabilizer.
Option A. will reduce aerodynamic loading. Correct Answer is. lateral axis.
Option B. will cause CP to move forward of Explanation. NIL.
hinge and cause overbalance.
Option C. will cause CP to move towards the
trailing edge and cause instability. Question Number. 70. The outboard
Correct Answer is. will reduce aerodynamic ailerons on some large aircraft.
loading. Option A. are isolated at high speeds.
Explanation. NIL. Option B. are isolated to improve sensitivity.
Option C. are isolated at low speeds.
Correct Answer is. are isolated at high
Question Number. 66. A balance tab. speeds.
Option A. effectively increases the area of Explanation. NIL.
the control surface.
Option B. assists the pilot to move the
controls. Question Number. 71. Which wing
Option C. is used to trim the appropriate increases drag when the ailerons are moved?.
axis of the aircraft. Option A. Both wings increase drag but the
Correct Answer is. assists the pilot to move wing with the up-going aileron increases more.
the controls. Option B. Both wings have an equal increase
in drag.

42
Option C. Both wings increase drag but the Correct Answer is. right spoilers extending,
wing with the down-going aileron increases left spoilers remaining retracted.
more. Explanation. NIL.
Correct Answer is. Both wings increase drag
but the wing with the down-going aileron
increases more. Question Number. 76. A split flap
Explanation. Jeppesen A & P Technician increases lift by increasing.
Airframe Textbook page 1-26. Option A. the angle of attachment of the
lower hinged portion.
Option B. the surface area.
Question Number. 72. Which flap will Option C. the camber of the top surface.
increase wing area and camber?. Correct Answer is. the angle of attachment of
Option A. Slot. the lower hinged portion.
Option B. Split. Explanation. Jeppesen A & P Technician
Option C. Fowler. Airframe Textbook page 1-30.
Correct Answer is. Fowler.
Explanation. Jeppesen A&P Technician
Airframe Textbook Page 20. Question Number. 77. When the trailing
edge flaps are lowered, the aircraft will.
Option A. pitch nose up.
Question Number. 73. Wing loading of an Option B. pitch nose down.
aircraft. Option C. sink.
Option A. varies with dynamic loading due Correct Answer is. pitch nose down.
to air currents. Explanation. Due to the centre of pressure
Option B. is independent of altitude. moving.
Option C. decreases with density.
Correct Answer is. is independent of altitude.
Explanation. Wing loading = aircraft Question Number. 78. In aileron control.
weight/wing area. Option A. the up going aileron moves
further than down going aileron.
Option B. the down going aileron moves
Question Number. 74. An automatic slat further than up going aileron.
will lift by itself when the angle of attack is. Option C. it is assisted by the rudder.
Option A. high. Correct Answer is. the up going aileron
Option B. high or low. moves further than down going aileron.
Option C. low. Explanation. NIL.
Correct Answer is. high.
Explanation. NIL.
Question Number. 79. The aircraft is
controlled about the lateral axis by the.
Question Number. 75. On aircraft fitted Option A. ailerons.
with spoilers for lateral control, roll to the right Option B. elevator.
is caused by. Option C. rudder.
Option A. left spoilers extending, right Correct Answer is. elevator.
spoilers remaining retracted. Explanation. NIL.
Option B. right spoilers extending, left
spoilers remaining retracted.
Option C. left and right spoilers extending.

43
Question Number. 80. The aircraft is Option C. the stick forces when pitching the
controlled about the normal axis by the. nose down will be very high.
Option A. ailerons. Correct Answer is. the stick forces when
Option B. elevator. pitching the nose down will be very high.
Option C. rudder. Explanation. NIL.
Correct Answer is. rudder.
Explanation. NIL.
Question Number. 85. What is the term
used for the amount of water in the
Question Number. 81. Dutch roll is. atmosphere?.
Option A. a combined yawing and rolling Option A. Relative humidity.
motion. Option B. Absolute humidity.
Option B. primarily a pitching instability. Option C. Dew point.
Option C. a type of slow roll. Correct Answer is. Absolute humidity.
Correct Answer is. a combined yawing and Explanation. NIL.
rolling motion.
Explanation. NIL.
Question Number. 86. An anti-balance
tab is moved.
Question Number. 82. The aircraft is Option A. via a fixed linkage.
controlled about the longitudinal axis by the. Option B. hydraulically.
Option A. ailerons. Option C. when the C.G. changes.
Option B. elevator. Correct Answer is. via a fixed linkage.
Option C. rudder. Explanation. NIL.
Correct Answer is. ailerons.
Explanation. NIL.
Question Number. 87. A servo tab is
operated.
Question Number. 83. Ruddervators Option A. directly by the pilot to produce
when moved, will move. forces which in turn move the main control
Option A. opposite to each other only. surfaces.
Option B. together only. Option B. automatically, and moves in the
Option C. either opposite each other or same direction as the main control surfaces.
together, depending on the selection. Option C. by a trim wheel and moves in the
Correct Answer is. either opposite each other opposite direction to the main control surfaces
or together, depending on the selection when moved.
Explanation. Jeppesen A&P Technician Correct Answer is. directly by the pilot to
Airframe Textbook Page 16. produce forces which in turn move the main
control surfaces.
Explanation. Jeppesen A&P Technician
Question Number. 84. As a consequence Airframe Textbook Page 23.
of the C of G being close to its aft limit.
Option A. the stick forces will be high in fore
and aft pitch, due to the high longitudinal Question Number. 88. On an aircraft with
stability. an all-moving tailplane, pitch up is caused by.
Option B. the stick forces to manoeuvre Option A. decreasing tailplane incidence.
longitudinally will be low due to the low Option B. up movement of the elevator trim
stability. tab.

44
Option C. increasing tailplane incidence.
Correct Answer is. decreasing tailplane
incidence. Question Number. 92. The type of flap
Explanation. NIL. which extends rearwards when lowered is
called a.
Option A. plain flap.
Question Number. 89. When checking Option B. split flap.
full range of control surface movement, they Option C. Fowler flap.
must be positioned by. Correct Answer is. Fowler flap.
Option A. moving them by hand directly Explanation. NIL.
until against the primary stops.
Option B. moving them by hand directly
until against the secondary stops. Question Number. 93. Which of the
Option C. operating the control cabin following trailing edge flaps give an increase in
controls until the system is against the primary wing area?.
stops. Option A. Split flap.
Correct Answer is. operating the control Option B. Fowler flap.
cabin controls until the system is against the Option C. Slotted flap.
primary stops. Correct Answer is. Fowler flap.
Explanation. NIL. Explanation. NIL.

Question Number. 90. An excess of Question Number. 94. Which of the

aerodynamic balance would move the control following is not a primary flying control?.
surface centre of pressure. Option A. Elevator.
Option A. rearwards, resulting in too much Option B. Tailplane.
assistance. Option C. Rudder.
Option B. rearwards, resulting in loss of Correct Answer is. Tailplane.
assistance. Explanation. NIL.
Option C. forwards, resulting in an unstable
overbalance.
Correct Answer is. forwards, resulting in an Question Number. 95. A leading edge slat
unstable overbalance. is a device for.
Explanation. NIL. Option A. increasing the stalling angle of the
wing.
Option B. decreasing the stalling angle of
Question Number. 91. A flying control the wing.
mass balance weight. Option C. decreasing wing drag.
Option A. keeps the control surface C of G Correct Answer is. increasing the stalling
as close to the trailing edge as possible. angle of the wing.
Option B. tends to move the control surface Explanation. NIL.
C of G close to the hinge line.
Option C. ensures that the C of G always
acts to aid the pilot thus relieving control Question Number. 96. A Krueger flap is.
column load. Option A. a flap which extends rearwards
Correct Answer is. tends to move the control but does not lower.
surface C of G close to the hinge line. Option B. a leading edge flap which hinges
Explanation. NIL. forward.

45
Option C. a leading edge slat which extends Question Number. 101. "What is used to
forward. correct any tendency of the aircraft to move
Correct Answer is. a leading edge flap which towards an undesirable flight attitude?."
hinges forward. Option A. Trim tabs.
Explanation. NIL. Option B. Spring tabs.
Option C. Balance tabs.
Correct Answer is. Trim tabs.
Question Number. 97. A tab which assists Explanation. NIL.
the pilot to move a flying control by moving
automatically in the opposite direction to the
control surface is called a. Question Number. 102. The layer of air
Option A. servo tab. over the surface of an aerofoil which is slower
Option B. geared balance tab. moving, in relation to the rest of the airflow, is
Option C. trim tab. known as.
Correct Answer is. geared balance tab. Option A. none of the above are correct.
Explanation. NIL. Option B. camber layer.
Option C. boundary layer.
Correct Answer is. boundary layer.
Question Number. 98. What is attached Explanation. NIL.
to the rear of the vertical stabilizer?.
Option A. Elevator.
Option B. Aileron. Question Number. 103. A control surface
Option C. Rudder. which forms a slot when deployed is called a.
Correct Answer is. Rudder. Option A. slat.
Explanation. NIL. Option B. slot.
Option C. flap.
Correct Answer is. slat.
Question Number. 99. What is fitted on Explanation. NIL.
the aircraft to enable the pilot to reduce his
speed rapidly in event of severe turbulence, or
speed tending to rise above the Never Exceed Question Number. 104. Asymmetric flaps
Limit?. will cause.
Option A. Lift dumpers. Option A. the aircraft to descend.
Option B. Air brakes. Option B. the aircraft to ascend.
Option C. Wheel brakes. Option C. one wing to rise.
Correct Answer is. Air brakes. Correct Answer is. one wing to rise.
Explanation. NIL. Explanation. NIL.

Question Number. 100. When spoilers are Question Number. 105. When airflow
used asymmetrically, they combine with. velocity over an upper cambered surface of an
Option A. ailerons. aerofoil decreases, what takes place?.
Option B. rudder. Option A. Pressure decreases, lift increases.
Option C. elevators. Option B. Pressure increases, lift decreases.
Correct Answer is. ailerons. Option C. Pressure increases, lift increases.
Explanation. NIL. Correct Answer is. Pressure increases, lift
decreases.
Explanation. NIL.

46
 Question Number. 110. The aircraft
stalling speed will.
Question Number. 106. What is a Option A. only change if the MTWA were
controlling factor of turbulence and skin changed.
friction?. Option B. be unaffected by aircraft weight
Option A. Countersunk rivets used on skin changes since it is dependant upon the angle of
exterior. attack.
Option B. Aspect ratio. Option C. increase with an increase in
Option C. Fineness ratio. weight.
Correct Answer is. Countersunk rivets used Correct Answer is. increase with an increase
on skin exterior. in weight.
Explanation. NIL. Explanation. NIL.

Question Number. 107. Changes in aircraft Question Number. 111. In a bank and
weight. turn.
Option A. cause corresponding changes in Option A. extra lift is not required if thrust is
total drag due to the associated lift change. increased.
Option B. will not affect total drag since it is Option B. extra lift is not required.
dependant only upon speed. Option C. extra lift is required.
Option C. will only affect total drag if the lift Correct Answer is. extra lift is required.
is kept constant. Explanation. NIL.
Correct Answer is. cause corresponding
changes in total drag due to the associated lift
change. Question Number. 112. The method
Explanation. NIL. employed to mass balance control surfaces is
to.
Option A. fit bias strips to the trailing edge
Question Number. 108. When an aircraft of the surfaces.
stalls. Option B. attach weights forward of the
Option A. lift increases and drag decreases. hinge line.
Option B. lift and drag increase. Option C. allow the leading edge of the
Option C. lift decreases and drag increases. surface to project into the airflow.
Correct Answer is. lift decreases and drag Correct Answer is. attach weights forward of
increases. the hinge line.
Explanation. NIL. Explanation. NIL.

Question Number. 109. Spoiler panels are Question Number. 113. Control surface
positioned so that when deployed. flutter may be caused by.
Option A. roll will not occur. Option A. excessive play in trim tab
Option B. pitch trim is not affected. attachments.
Option C. no yaw takes place. Option B. high static friction in trim tab
Correct Answer is. pitch trim is not affected. control tabs.
Explanation. NIL. Option C. incorrect angular movement of
trim tabs.
Correct Answer is. excessive play in trim tab
attachments.

47
Explanation. NIL. Explanation. NIL.

Question Number. 114. A differential Question Number. 118. A wing flap which
aileron control system results in. has dropped or partially extended on one wing
Option A. aileron drag being reduced on the in flight will lead to.
inner wing in a turn. Option A. a fixed banked attitude which
Option B. aileron drag being reduced on the would be corrected by use of the rudder.
outer wing in a turn. Option B. a pitching moment which would
Option C. aileron drag being compensated be corrected by used of the elevators.
by small rudder movements. Option C. a steady rolling tendency which
Correct Answer is. aileron drag being would be corrected by use of the ailerons.
reduced on the outer wing in a turn. Correct Answer is. a steady rolling tendency
Explanation. NIL. which would be corrected by use of the
ailerons.
Explanation. NIL.
Question Number. 115. The primary
function of a flap is.
Option A. to trim the aircraft longitudinally. Question Number. 119. With an increase
Option B. to alter the position of the centre in the amount of flap deployment, the stalling
of gravity. angle of a wing.
Option C. to alter the lift of an aerofoil. Option A. remains the same.
Correct Answer is. to alter the lift of an Option B. increases.
aerofoil. Option C. decreases.
Explanation. Jeppesen A & P Technician Correct Answer is. decreases.
Airframe Textbook page 1-30. Explanation. NIL.

Question Number. 116. The angle of Question Number. 120. Aerodynamic

attack at which stall occurs. balance of a control surface may be achieved.
Option A. can be varied by using flaps and Option A. by a horn at the extremity of the
slats. surface forward of the hinge line.
Option B. depends on the weight of the Option B. by weights added to the control
aircraft. surface aft of the hinge line.
Option C. cannot be varied, it is always Option C. by a trimming strip at the trailing
constant. edge of the surface.
Correct Answer is. can be varied by using Correct Answer is. by a horn at the extremity
flaps and slats. of the surface forward of the hinge line.
Explanation. NIL. Explanation. Jeppesen A&P Technician
Airframe Textbook Page 24 Para 7.

Question Number. 117. The stalling speed

of an aircraft. Question Number. 121. A control surface
Option A. is increased when it is heavier. is provided with aerodynamic balancing to.
Option B. does not change. Option A. assist the pilot in moving the
Option C. is increased when it is lighter. control.
Correct Answer is. is increased when it is Option B. increase stability.
heavier.

48
Option C. decrease the drag when the
control is deflected. Question Number. 125. The extension to
Correct Answer is. assist the pilot in moving the rudder (shaded portion shown on the
the control. diagram), is provided to.
Explanation. Jeppesen A&P Technician Option A. make the pilot aware of the
Airframe Textbook Page 24 Para 7. aerodynamic forces encountered when moving
the control.
Option B. provide aerodynamic assistance
Question Number. 122. Downward for the pilot when moving the rudder.
displacement of an aileron. Option C. prevent control surface flutter.
Option A. increases the angle at which its Correct Answer is. provide aerodynamic
wing stalls. assistance for the pilot when moving the
Option B. decreases the angle at which its rudder.
wing will stall. Explanation. Jeppesen A&P Technician
Option C. has no effect on its wing stalling Airframe Textbook Page 25 Para 7.
angle, it only affects the stalling speed on that
wing.
Correct Answer is. decreases the angle at Question Number. 126. A differential
which its wing will stall. aileron control is one which gives.
Explanation. NIL. Option A. the down-going aileron more
travel than the up-going one.
Option B. equal aileron travel in each
Question Number. 123. Due to the direction, but variable for stick movement.
tailplane angle of attack change, the flap- Option C. a larger aileron up travel than
induced downwash on the tailplane. down.
Option A. will tend to cause an aircraft Correct Answer is. a larger aileron up travel
nose-up pitch. than down.
Option B. "may cause a nose-down or nose- Explanation. NIL.
up pitch depending upon the initial tailplane
load
." Question Number. 127. Which leading
Option C. will tend to cause an aircraft nose edge device improves the laminar flow over the
down pitch. wing?.
Correct Answer is. will tend to cause an Option A. Flap and slat.
aircraft nose-up pitch. Option B. Slat.
Explanation. NIL. Option C. Flap.
Correct Answer is. Slat.
Explanation. NIL.
Question Number. 124. Due to the change
in lift coefficient accompanying extension of the
flaps, to maintain the lift constant it would be Question Number. 128. The balance tab is
necessary to. an auxiliary surface fitted to a main control
Option A. raise the nose. surface.
Option B. lower the nose. Option A. operating automatically to assist
Option C. keep the pitch attitude constant. the pilot in moving the controls.
Correct Answer is. lower the nose. Option B. operated independently at which
Explanation. NIL. point in the length of cable the tensiometer is
applied.

49
Option C. operating automatically to Question Number. 132. A control surface
provide feel to the controls. is mass balanced by.
Correct Answer is. operating automatically to Option A. the attachment of weights acting
assist the pilot in moving the controls. on the hinge line.
Explanation. NIL. Option B. fitting a balance tab.
Option C. the attachment of weights acting
forward of the hinge line.
Question Number. 129. Aerodynamic Correct Answer is. the attachment of weights
balancing of flight controls is achieved by. acting forward of the hinge line.
Option A. placing a weight ahead of the Explanation. NIL.
hinge point.
Option B. placing a weight in the leading
edge of the control surface. Question Number. 133. The purpose of
Option C. providing a portion of the control anti-balance tabs is to.
surface ahead of the hinge point. Option A. relieve stick loads.
Correct Answer is. providing a portion of the Option B. trim the aircraft.
control surface ahead of the hinge point. Option C. give more feel to the control
Explanation. AL/3-24 para 4.2. column.
Correct Answer is. give more feel to the
control column.
Question Number. 130. Aerodynamic Explanation. NIL.
balance is used to.
Option A. reduce the control load to zero.
Option B. make the flying controls easier to Question Number. 134. You have adjusted
move. the elevator trim tab to correct for nose heavy.
Option C. prevent flutter of the flying What was the direction of travel of the trim
controls. tab?.
Correct Answer is. make the flying controls Option A. The elevator trim tab has moved
easier to move. down.
Explanation. NIL. Option B. The elevator trim tab has moved
up.
Option C. The port elevator tab has moved
Question Number. 131. A horn balance is. up and starboard moved down.
Option A. a rod projecting forward from the Correct Answer is. The elevator trim tab has
control surface with a weight on the end. moved down.
Option B. a rod projecting upward from the Explanation. NIL.
main control surface to which the control cables
are attached.
Option C. a projection of the outer edge of Question Number. 135. The tropopause
the control surface forward of the hinge line. exists at about.
Correct Answer is. a projection of the outer Option A. 18,000 ft.
edge of the control surface forward of the hinge Option B. 30,000 ft.
line. Option C. 36,000 ft.
Explanation. Jeppesen A&P Technician Correct Answer is. 36,000 ft.
Airframe Textbook Page 16. Explanation. NIL.

50
Question Number. 136. Induced drag Question Number. 140. Leading edge
curve characteristics of a slender delta wing are flaps.
such that there is. Option A. increase stalling angle of the
Option A. an increase in gradient with wing wing.
speed. Option B. decrease stalling angle of the
Option B. no change in gradient with wing wing.
speed. Option C. do not change the stalling angle.
Option C. decrease in gradient with wing Correct Answer is. increase stalling angle of
speed. the wing.
Correct Answer is. decrease in gradient with Explanation. NIL.
wing speed.
Explanation. NIL.
Question Number. 141. Krueger flaps are
on.
Question Number. 137. If an aircraft is Option A. the leading edge.
yawing left, the trim tab on the rudder would be Option B. either the leading or training
positioned. edge.
Option A. to the right, moving the rudder Option C. the trailing edge.
left. Correct Answer is. the leading edge.
Option B. to the centre. Explanation. NIL.
Option C. to the left, moving the rudder
right.
Correct Answer is. to the left, moving the Question Number. 142. Sweepback will.
rudder right. Option A. decrease lateral stability.
Explanation. NIL. Option B. not affect lateral stability.
Option C. increase lateral stability.
Correct Answer is. increase lateral stability.
Question Number. 138. Instability giving Explanation. NIL.
roll and yaw.
Option A. is dutch roll.
Option B. is longitudinal stability. Question Number. 143. A plain flap.
Option C. is lateral stability. Option A. does not increase the wing area
Correct Answer is. is dutch roll. on deployment.
Explanation. NIL. Option B. is attached to the leading edge of
the wing.
Option C. forms part of lower trailing edge.
Question Number. 139. Vortex generators Correct Answer is. does not increase the
are fitted to. wing area on deployment.
Option A. move transition point rearwards. Explanation. NIL.
Option B. move transition point forwards.
Option C. advance the onset of flow
separation. Question Number. 144. A split flap, when
Correct Answer is. move transition point deployed.
forwards. Option A. is used only on high speed
Explanation. NIL. aircraft.
Option B. increases lift without a
corresponding increase in drag.

51
Option C. increases drag with little lift Option B. pressure to increase, velocity to
coefficient increase, from intermediate to fully decrease.
down. Option C. pressure to decrease, velocity to
Correct Answer is. increases drag with little increase.
lift coefficient increase, from intermediate to Correct Answer is. pressure to decrease,
fully down. velocity to increase.
Explanation. NIL. Explanation. Mechanics of Flight AC Kermode
10th Edition Page 340.

Question Number. 145. A flying control

mass balance weight. Question Number. 149. An aircraft flying
Option A. keeps the control surface C of G below the tropopause descends at a constant
as close to the trailing edge as possible. True Airspeed. Its Mach. No. will.
Option B. tends to move the control surface Option A. not change.
C of G close to the hinge line. Option B. decrease.
Option C. tends to move the control surface Option C. increase.
C of G forward of the hinge line. Correct Answer is. decrease.
Correct Answer is. tends to move the control Explanation. Speed of sound INCREASES with
surface C of G close to the hinge line. DECREASING altitude, so mach number will
Explanation. NIL. decrease.

Question Number. 146. An elevator Question Number. 150. A nose down

controls the aircraft motion in. change of trim (tuck-under) occurs due to shock
Option A. yaw. induced.
Option B. roll. Option A. tip stall on a delta wing aircraft.
Option C. pitch. Option B. root stall on a delta wing aircraft.
Correct Answer is. pitch. Option C. tip stall on a straight wing aircraft.
Explanation. NIL. Correct Answer is. root stall on a delta wing
aircraft.
Explanation. Pallett Automatic Flight Control
Question Number. 147. Air above Mach 2nd Edition Page 45.
0.7 is.
Option A. compressible only when above
the speed of sound. Question Number. 151. A symmetrical
Option B. incompressible. aerofoil is accelerating through Mach 1 with an
Option C. compressible. angle of attack of 0°. A shock wave will form.
Correct Answer is. compressible. Option A. on the upper and lower surface
Explanation. Aircraft Flight Barnard and and will move aft until the point of maximum
Philpot, Second Edition Page123. Mechanics of camber.
Flight AC Kermode 10th Edition Page 385. Option B. on the upper and lower surface
and will move aft.
Option C. on the upper surface only and
Question Number. 148. Supersonic air move aft.
passing through a divergent duct causes the. Correct Answer is. on the upper and lower
Option A. pressure to increase, velocity to surface and will move aft.
increase.

52
Explanation. Shockwaves form on upper and Explanation. Mechanics of Flight 10th edition
lower surfaces BEGINNING at point of max Barnard and Philpott Pg 341.
curvature, gradually moving back.

Question Number. 156. On a standard

Question Number. 152. Shock stall. day, at which altitude will the speed of sound
Option A. occurs at high speeds. be the greatest?.
Option B. is a flap down stall and occurs at Option A. 20,000 ft.
high speeds. Option B. 10,000 ft.
Option C. occurs at low speeds. Option C. Sea level.
Correct Answer is. occurs at high speeds. Correct Answer is. Sea level.
Explanation. Shock stall (or shock induced Explanation. NIL.
stall) is caused by the formation of shock waves
in the transonic speed range.
Question Number. 157. Which of the
following will increase the Critical Mach
Question Number. 153. As you approach Number of an aerofoil?.
supersonic speed. Option A. Using a thin airfoil and sweeping
Option A. thrust is reduced. the wings back.
Option B. total drag is increased. Option B. Decreasing the fineness ratio of
Option C. lift is reduced. the wings.
Correct Answer is. total drag is increased. Option C. Increasing the aspect ratio of the
Explanation. An additional drag - wave drag - wings.
is added to the total drag. Correct Answer is. Using a thin airfoil and
sweeping the wings back.
Explanation. NIL.
Question Number. 154. Mach trim in
some aircraft assists.
Option A. lateral stability. Question Number. 158. As an aircraft
Option B. vertical stability. accelerates through the transonic region, the
Option C. longitudinal stability. centre of pressure tends to.
Correct Answer is. longitudinal stability. Option A. turn into a shock wave.
Explanation. Mach trim is used to correct the Option B. move rearward.
longitudinal trim upset during the transonic Option C. move forward.
speed range. Correct Answer is. move rearward.
Explanation. NIL.

Question Number. 155. Before an aircraft

reaches critical mach. Question Number. 159. Supersonic air
Option A. the nose pitches up because the going through an incipient shock wave will
CP moves Forward. decrease its speed and.
Option B. the aircraft buffets because the Option A. decrease temperature and
CP moves to the shock wave. increase density.
Option C. the nose pitches down because Option B. increase temperature and
the CP moves rear. decrease density.
Correct Answer is. the nose pitches down Option C. increase temperature and
because the CP moves rear. increase density.

53
Correct Answer is. increase temperature and Explanation. Automatic Flight Control Pallett
increase density. page 231 and 50.
Explanation. Mechanics of Flight AC Kermode
10th Edition Page 326 fig 11.4.
Question Number. 164. At high Mach
Numbers above Mach 2.2, some aircraft metals.
Question Number. 160. An increase in Option A. such as aluminium, become
mach number will cause the. brittle.
Option A. CofP to move rearwards giving Option B. lose their strength due to the
more downwash on the tail plane. kinetic heating effect.
Option B. CofP to move forwards giving less Option C. will shrink due to the extreme
downwash on the tail plane. pressures involved.
Option C. CofP to move rearwards giving Correct Answer is. lose their strength due to
less downwash on the tail plane. the kinetic heating effect.
Correct Answer is. CofP to move rearwards Explanation. NIL.
giving less downwash on the tail plane.
Explanation. Automatic Flight Control, Pallett.
Page 50. Question Number. 165. Mach trim
operates.
Option A. along the longitudinal axis.
Question Number. 161. At speeds above Option B. along the lateral axis.
Mach 1, shockwaves will form above and below Option C. to reduce Dutch roll.
the wing. Correct Answer is. along the longitudinal axis.
Option A. at the trailing edge. Explanation. NIL.
Option B. at both the leading edge and the
trailing edge.
Option C. at the leading edge. Question Number. 166. To increase critical
Correct Answer is. at both the leading edge mach number.
and the trailing edge. Option A. the wings are swept.
Explanation. NIL. Option B. elevons are fitted.
Option C. tailerons are fitted.
Correct Answer is. the wings are swept.
Question Number. 162. Above the critical Explanation. NIL.
mach number, the drag coefficient.
Option A. increases.
Option B. remains the same. Question Number. 167. When
Option C. decreases. approaching the speed of sound the.
Correct Answer is. increases. Option A. pressure above the wing exceeds
Explanation. NIL. the pressure below the wing in places.
Option B. pressure above the wing can
never exceed the pressure below the wing.
Question Number. 163. Mach trim Option C. pressure above the wing equals
counters. the pressure below the wing.
Option A. longitudinal instability. Correct Answer is. pressure above the wing
Option B. vertical instability. exceeds the pressure below the wing in places.
Option C. lateral instability. Explanation. NIL.
Correct Answer is. longitudinal instability.

54
Question Number. 168. Airspeeds above Option A. IRS.
the speed of sound, but not exceeding 4 times Option B. vertical gyro.
the speed of sound are. Option C. CADC.
Option A. supersonic. Correct Answer is. vertical gyro.
Option B. hypersonic. Explanation. NIL.
Option C. hyposonic.
Correct Answer is. supersonic.
Explanation. NIL. Question Number. 173. Mach trim
prevents.
Option A. the nose dropping in a low speed
Question Number. 169. An aircraft turn.
experiences a large loss of lift and a big increase Option B. the nose dropping at high speed.
in drag in straight and level flight, what would Option C. the nose lifting at high speed.
be the most probable cause?. Correct Answer is. the nose dropping at high
Option A. Atmospheric conditions. speed.
Option B. Aircraft reached its critical mach Explanation. NIL.
number.
Option C. Severe head winds.
Correct Answer is. Aircraft reached its critical Question Number. 174. Critical Mach No.
mach number. may be increased by.
Explanation. NIL. Option A. using a higher thickness/chord
ratio wing.
Option B. sweeping back the wing.
Question Number. 170. A Mach Trimmer Option C. using more powerful engines.
is a device which. Correct Answer is. sweeping back the wing.
Option A. prevents the aircraft from Explanation. NIL.
exceeding its critical Mach No.
Option B. automatically compensates for
trim changes in the transonic region. Question Number. 175. Airflow either side
Option C. switches out trim control to of a normal shock wave is.
prevent damage in the transonic speed range. Option A. sonic upstream and downstream.
Correct Answer is. automatically Option B. sonic upstream, subsonic
compensates for trim changes in the transonic downstream.
region. Option C. subsonic upstream, sonic
Explanation. NIL. downstream.
Correct Answer is. sonic upstream, subsonic
downstream.
Question Number. 171. Mach trim usually Explanation. NIL.
operates between.
Option A. 0.9 mach and 0.99 mach.
Option B. 0.7 and 0.8 mach. Question Number. 176. Mach Number is
Option C. 0.6 mach 0.7 mach. defined as.
Correct Answer is. 0.7 and 0.8 mach. Option A. speed of sound at sea level
Explanation. NIL. divided by local speed of sound.
Option B. IAS divided by the local speed of
sound.
Question Number. 172. Mach trimming is Option C. TAS divided by local speed of
initiated by an input signal from the. sound.

55
Correct Answer is. TAS divided by local speed Explanation. NIL.
of sound.
Explanation. Jeppesen A&P Technician
Airframe Textbook Page 66. Question Number. 181. Wave drag.
Option A. increases in the supersonic
region.
Question Number. 177. The reason for Option B. increases at the low speed stall.
sharp leading edged wings on high speed Option C. increases in the transonic region.
aircraft is to. Correct Answer is. increases in the transonic
Option A. enable the shockwave to be region.
accurately positioned. Explanation. NIL.
Option B. decrease wave drag.
Option C. decrease boundary layer.
Correct Answer is. enable the shockwave to Question Number. 182. For increased
be accurately positioned. Mcrit.
Explanation. NIL. Option A. decrease thickness/chord ratio.
Option B. decrease sweepback.
Option C. decrease true airspeed.
Question Number. 178. Critical Mach Correct Answer is. decrease thickness/chord
Number is defined as. ratio.
Option A. that number at which the airflow Explanation. NIL.
becomes supersonic.
Option B. that free-stream Mach Number at
which some part of the airflow over the aircraft Question Number. 183. Symptoms of
becomes sonic. shock stall are.
Option C. the minimum mach number at Option A. decrease in speed, buffet and
which the aircraft can go supersonic. movement of the centre of pressure.
Correct Answer is. that free-stream Mach Option B. buffet, loss of control, and
Number at which some part of the airflow over instability.
the aircraft becomes sonic. Option C. compressibility effects, buffet and
Explanation. NIL. loss of control.
Correct Answer is. buffet, loss of control, and
instability.
Question Number. 179. The transonic Explanation. NIL.
region is a region of.
Option A. all subsonic.
Option B. all supersonic. Question Number. 184. Sweepback
Option C. mixed airflow. increases Mcrit by.
Correct Answer is. mixed airflow. Option A. decreasing the amount of airflow
Explanation. NIL. over the lowest point on the aerofoil section.
Option B. decreasing the amount of airflow
over the highest point on the aerofoil section.
Question Number. 180. Immediately Option C. increasing the amount of airflow
downstream of an oblique shockwave is always. over the highest point on the aerofoil section.
Option A. supersonic. Correct Answer is. decreasing the amount of
Option B. the same as upstream. airflow over the highest point on the aerofoil
Option C. subsonic. section.
Correct Answer is. supersonic. Explanation. NIL.

56
 Option B. higher than a wing of high
thickness/chord ratio.
Question Number. 185. Mach number is. Option C. the same as a wing of high
Option A. the ratio of the aircrafts TAS to thickness/chord ratio.
the speed of sound at the same atmospheric Correct Answer is. higher than a wing of high
conditions. thickness/chord ratio.
Option B. the ratio of the aircrafts IAS to the Explanation. NIL.
speed of sound at the same atmospheric
conditions.
Option C. the ratio of the aircrafts TAS to Question Number. 189. An aeroplane
the speed of sound at sea level. flying above the Critical Mach No. will usually
Correct Answer is. the ratio of the aircrafts experience.
TAS to the speed of sound at the same Option A. a nose up pitch.
atmospheric conditions. Option B. an oscillation in pitch.
Explanation. Flight Instruments and Automatic Option C. a nose down pitch
Flight Control, David Harris Page 19. Correct Answer is. a nose down pitch.
Explanation. NIL.

Question Number. 186. The critical Mach

number is. Question Number. 190. Tuck-under can be
Option A. the Mach No. when a shock wave counteracted by.
forms at the leading edge. Option A. mach trim.
Option B. the Mach No. when the aircraft Option B. aileron reversal.
reaches the speed of sound. Option C. trim tabs.
Option C. the aircraft Mach. No. when the Correct Answer is. mach trim.
airflow reaches the speed of sound at some Explanation. NIL.
point on the aircraft.
Correct Answer is. the aircraft Mach. No.
when the airflow reaches the speed of sound at Question Number. 191. What causes
some point on the aircraft. tuckunder?.
Explanation. NIL. Option A. Flap back effect.
Option B. Shock stall.
Option C. Aileron reversal.
Question Number. 187. Above the Critical Correct Answer is. Shock stall.
Mach No. the drag coefficient will. Explanation. NIL.
Option A. remain the same.
Option B. start to increase.
Option C. start to decrease. Question Number. 192. When does a
Correct Answer is. start to increase. shock stall occur?.
Explanation. NIL. Option A. When the aircraft forward speed
is above Mach One.
Option B. At the critical Mach number of the
Question Number. 188. A wing of low aeroplane.
thickness/chord ratio, the Critical Mach No. will Option C. When the aircraft reaches speed
be. of sound in a dive.
Option A. lower than a wing of high Correct Answer is. At the critical Mach
thickness/chord ratio. number of the aeroplane.
Explanation. NIL.

57
 Option C. the same as upstream.
Correct Answer is. subsonic.
Question Number. 193. With an increase Explanation. NIL.
in altitude under I.S.A. conditions, the
temperature in the troposphere.
Option A. increases. Question Number. 198. Increased
Option B. remains constant. sweepback.
Option C. decreases. Option A. improves tip stall characteristics.
Correct Answer is. decreases. Option B. raises Mcrit.
Explanation. NIL. Option C. decreases stability.
Correct Answer is. raises Mcrit.
Explanation. NIL.
Question Number. 194. Air either side of
an oblique shockwave is generally.
Option A. sonic. Question Number. 199. Aerodynamic
Option B. supersonic. heating.
Option C. subsonic. Option A. increases as a function of
Correct Answer is. supersonic. airspeed.
Explanation. NIL. Option B. increases with skin friction.
Option C. decreases with altitude.
Correct Answer is. increases as a function of
Question Number. 195. Downstream of a airspeed.
normal shock wave. Explanation. NIL.
Option A. pressure decreases temperature
increases.
Option B. pressure and temperature Question Number. 200. To overcome
increase. ineffective control surface problems in the
Option C. pressure and temperature transonic region.
decrease. Option A. an all moving tailplane may be
Correct Answer is. pressure and temperature used.
increase. Option B. hydraulic powered elevators may
Explanation. NIL. be used.
Option C. Frise ailerons may be used.
Correct Answer is. an all moving tailplane
Question Number. 196. Speed of sound may be used.
varies with. Explanation. NIL.
Option A. altitude.
Option B. temperature.
Option C. pressure. Question Number. 201. An aircraft flying
Correct Answer is. temperature. below the tropopause descends at a constant
Explanation. NIL. True Airspeed, its Mach. No. will.
Option A. remain the same.
Option B. increase.
Question Number. 197. Immediately Option C. decrease.
downstream of a normal shockwave, air is Correct Answer is. decrease.
always. Explanation. NIL.
Option A. subsonic.
Option B. supersonic.

58
Question Number. 202. To counter the Correct Answer is. root stall on a swept wing
effect of a shift of centre of pressure as an aircraft.
aircraft flies through the transonic region, fuel is Explanation. NIL.
pumped.
Option A. forwards.
Option B. backwards. Question Number. 207. The purpose of
Option C. sideways. sweepback on an aerofoil is to.
Correct Answer is. backwards. Option A. decrease drag.
Explanation. NIL. Option B. decrease Mcrit.
Option C. increase Mcrit.
Correct Answer is. increase Mcrit.
Question Number. 203. An aircraft flying Explanation. NIL.
above the tropopause descends at a constant
True Airspeed, its Mach. No. will.
Option A. remain the same. Question Number. 208. As the airspeed
Option B. decrease. over a cambered wing is increased, a shock
Option C. increase. wave will appear initially.
Correct Answer is. remain the same. Option A. at the leading edge.
Explanation. NIL. Option B. at the trailing edge.
Option C. near the point of maximum
curvature.
Question Number. 204. The velocity of Correct Answer is. near the point of
sound with an increase in altitude will. maximum curvature.
Option A. remain constant. Explanation. NIL.
Option B. increase.
Option C. decrease.
Correct Answer is. decrease. Question Number. 209. In the transonic
Explanation. Flight Instruments and Automatic speed range.
Flight Control Systems, David Harris Page 19. Option A. the position of the wing centre of
pressure remains constant.
Option B. the centre of pressure movement
Question Number. 205. Mach number may become oscillatory.
equals the ratio of. Option C. the centre of pressure initially
Option A. altitude to airspeed. moves forward, then back.
Option B. sonic speed to indicated airspeed. Correct Answer is. the centre of pressure
Option C. true airspeed to local sonic speed. movement may become oscillatory. OR the
Correct Answer is. true airspeed to local centre of pressure initially moves forward, then
sonic speed. back.
Explanation. Flight Instruments and Automatic Explanation. NIL.
Flight Control Systems, David Harris Page 19.

Question Number. 210. The angle of

Question Number. 206. Tuck-under is attack of a blade is the.
caused by. Option A. angle between the spin axis and
Option A. tip stall on a straight wing aircraft. relative air flow.
Option B. tip stall on a swept wing aircraft. Option B. angle between the chord line and
Option C. root stall on a swept wing aircraft. plane of rotation.

59
Option C. angle between the chord line and Explanation. NIL.
relative airflow.
Correct Answer is. angle between the chord
line and relative airflow. Question Number. 215. What design
Explanation. NIL. factors govern RPM of a helicopter rotor?.
Option A. Weight of blade.
Option B. Fineness ratio.
Question Number. 211. On a helicopter, Option C. Engine and gearbox.
what is blade dragging?. Correct Answer is. Weight of blade.
Option A. Movement of each blade Explanation. A&P Airframe Technician
vertically about their lateral hinges. Textbook Pg 1-54. http :
Option B. Contact of the blade tips on the //www.tpub.com/content/hseries/TM-1-1520-
ground. 265-23/css/TM-1-1520-265-23_104.htm
Option C. Movement of each blade
horizontally about their vertical hinge.
Correct Answer is. Movement of each blade Question Number. 216. Relative velocity
horizontally about their vertical hinge. of a helicopter rotor.
Explanation. A&P General Textbook Pg 2-58. Option A. increases at forward travelling
blade.
Option B. is equal for all blades.
Question Number. 212. Lift generated by a Option C. increases at retreating blade.
blade is proportional to the. Correct Answer is. increases at forward
Option A. relative airflow and the pitch. travelling blade.
Option B. aircraft airspeed and angle of Explanation. A&P Airframe Technician
attack. Textbook Pg 1-59.
Option C. relative airflow and the angle of
attack.
Correct Answer is. aircraft airspeed and angle Question Number. 217. When OAT
of attack. increases, what happens to an helicopter
Explanation. NIL. operating ceiling?.
Option A. Decrease.
Option B. Increase.
Question Number. 213. What effect does Option C. No effect.
the ground have on a helicopter?. Correct Answer is. Decrease.
Option A. No effect. Explanation. As temperature increases,
Option B. Increases lift. density decreases and aircraft performance
Option C. Increases thrust. decreases.
Correct Answer is. Increases lift.
Explanation. A&P Airframe Technician
Textbook Pg 1-58. Question Number. 218. With the
helicopter in forward flight, parasitic drag will
cause the helicopter to.
Question Number. 214. What damps Option A. pitch nose down with an increase
vibrations on a helicopter?. in forward airspeed.
Option A. Swashplate. Option B. pitch nose down with a decrease
Option B. Scissor levers. in forward airspeed.
Option C. Bifilar damper. Option C. pitch nose up with an increase in
Correct Answer is. Bifilar damper. forward in airspeed.

60
Correct Answer is. pitch nose down with an Correct Answer is. reduce power because of
increase in forward airspeed. the additional lift due to translational flight.
Explanation. NIL. Explanation. NIL.

Question Number. 219. When a blade Question Number. 223. Assuming the
moves about the flapping hinge. phase lag of a rotor blade is 90o and the control
Option A. the pitch angle of the blade advance angle is 15 degrees, then the pitch
always reduces. operating arm must be at the highest point of
Option B. the drag forces on the blade the swash plate : .
change. Option A. 90o ahead of the highest flapping
Option C. the drag forces on the blade position.
change and the angle of attack (AOA) changes. Option B. 75o ahead of the highest flapping
Correct Answer is. the drag forces on the position.
blade change and the angle of attack (AOA) Option C. 105o ahead of the highest
changes. flapping position.
Explanation. NIL. Correct Answer is. 75o ahead of the highest
flapping position.
Explanation. NIL.
Question Number. 220. To maintain the
position of the helicopter with a decrease in air
density, the pilot must increase. Question Number. 224. A helicopter is
Option A. main rotor RPM. hovering and the pilot applies right
Option B. cyclic pitch. pedal.Assuming the main rotor rotates anti
Option C. collective pitch. clockwise viewed from above, the helicopter
Correct Answer is. collective pitch. will.
Explanation. NIL. Option A. descend, unless the pilot inches
the throttle open.
Option B. ascend, unless the pilot decreases
Question Number. 221. The forces which rotor RPM.
govern the coning angle are. Option C. descend, unless the pilot applies
Option A. lift and centrifugal force. more collective pitch.
Option B. thrust and centrifugal force. Correct Answer is. descend, unless the pilot
Option C. lift and thrust. inches the throttle open.
Correct Answer is. lift and centrifugal force. Explanation. NIL.
Explanation. NIL.

Question Number. 225. A helicopter has a

Question Number. 222. As a helicopter main rotor which rotates anti-clockwise viewed
accelerates in level forward flight above from above, and is fitted with an anti-torque tail
approximately 15 knots, it will be necessary rotor. It will tend to drift sideways to.
to : . Option A. port, if the tail rotor is mounted
Option A. reduce power because of the on the left side of the aircraft.
additional lift due to translational flight. Option B. starboard, whichever way the tail
Option B. increase power because rotor rotor is fitted.
RPM is increasing. Option C. port, if the tail rotor is mounted
Option C. reduce power because rotor on the right side of the aircraft.
profile drag is reduced.

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Correct Answer is. starboard, whichever way Question Number. 230. Certain
the tail rotor is fitted. helicopters tend to tilt laterally when landing.
Explanation. NIL. This problem can be overcome by placing the
tail rotor thrust.
Option A. below the line of the main rotor
Question Number. 226. As the rotor head hub.
is tilted to travel forward, what happens to the Option B. above the line of the main rotor
rearward travelling blade's pitch angle?. hub.
Option A. Increases. Option C. in line with the main rotor hub.
Option B. Decreases. Correct Answer is. in line with the main rotor
Option C. No change. hub.
Correct Answer is. Increases. Explanation. NIL.
Explanation. A&P Technician Airframe
Textbook Pg.1-59.
Question Number. 231. Ground cushion
effect is produced by.
Question Number. 227. The tail rotor. Option A. recirculating air giving additional
Option A. produces a force opposing torque lift.
reaction. Option B. increased pressure under the
Option B. produces a force in the same main rotor disc.
direction as torque reaction. Option C. increase in density above the
Option C. is not subject to dissymmetry of fuselage.
lift. Correct Answer is. increased pressure under
Correct Answer is. produces a force opposing the main rotor disc.
torque reaction. Explanation. NIL.
Explanation. NIL.

Question Number. 232. A helicopter

Question Number. 228. With the tail rotor hovering near a tall building will.
pedals in neutral, the tail rotor blade pitch will Option A. drift away from it.
be. Option B. be unaffected by it.
Option A. positive. Option C. drift towards it.
Option B. negative. Correct Answer is. drift towards it.
Option C. neutral. Explanation. NIL.
Correct Answer is. positive.
Explanation. NIL.
Question Number. 233. Drooping of
helicopter blades is compensated by.
Question Number. 229. The main rotor Option A. flapping.
drive shaft is tilted laterally on some helicopters Option B. dragging.
to correct tail rotor. Option C. centrifugal force.
Option A. drift. Correct Answer is. centrifugal force.
Option B. torque. Explanation. Centrifugal force counteracts the
Option C. roll. droop of helicopter blades at low RPM.
Correct Answer is. drift.
Explanation. NIL.
Question Number. 234. During decent
with power-on, on a helicopter.

62
Option A. lift, weight and thrust are acting Question Number. 238. Helicopter blades
on the helicopter. are.
Option B. lift, drag and thrust are acting on Option A. symmetrical.
the helicopter. Option B. highly cambered.
Option C. lift, drag, thrust and weight are Option C. reverse cambered.
acting on the helicopter. Correct Answer is. symmetrical.
Correct Answer is. lift, drag, thrust and Explanation. Helicopter blades are usually
weight are acting on the helicopter. symmetrical section.
Explanation. All four forces act on the
helicopter.
Question Number. 239. Autorotative force
is the.
Question Number. 235. A helicopter Option A. component of the total reaction
hovering 2m above the ground subject to a which acts forward in the plane of rotation in
strong cross wind will. opposition to drag.
Option A. lose lift due to the removal of the Option B. force required to turn in a hover.
ground cushion effect. Option C. force the pilot must apply to the
Option B. increase lift due to ground collective lever to obtain a controlled descent.
cushion effect. Correct Answer is. component of the total
Option C. lose lift due to recirculation. reaction which acts forward in the plane of
Correct Answer is. lose lift due to rotation in opposition to drag.
recirculation. Explanation. NIL.
Explanation. NIL.

Question Number. 240. Autorotation.

Question Number. 236. With a drop in Option A. leaves the aircraft with no
ambient temperature, an aircraft service ceiling directional control.
will. Option B. results in a loss of power.
Option A. lower. Option C. is the production of lift from
Option B. rise. freely rotating rotor blades.
Option C. not be affected. Correct Answer is. is the production of lift
Correct Answer is. rise. from freely rotating rotor blades.
Explanation. As ambient temperature drops, Explanation. NIL.
density increases and aircraft performance
increases.
Question Number. 241. If the main rotor
of a helicopter rotates in an anti-clockwise
Question Number. 237. During an direction when viewed from above, and a
autorotative descent, rotor RPM will be. hovering left turn is required, the following
Option A. higher than in powered flight. movements of the controls are selected : .
Option B. lower than in powered flight. Option A. Rudder pedal to the left, and
Option C. substantially the same as in decrease throttle.
powered flight. Option B. Rudder pedal to the left, and
Correct Answer is. higher than in powered increase throttle.
flight. Option C. Rudder pedal to the right, and
Explanation. NIL. increase throttle.
Correct Answer is. Rudder pedal to the left,
and decrease throttle.

63
Explanation. NIL. Option C. Ground vortex interference when
hovering close to the ground.
Correct Answer is. Tip vortex build-up during
Question Number. 242. Helicopter derives hover.
its lift from. Explanation. During hover, the tip vortex of
Option A. air is pushed downward. one blade adds to the tip vortices of the
Option B. rotor acts as a airscrew. preceding blades, producing a large vortex ring
Option C. the blade of the helicopter and a very inefficient helicopter.
creates a low pressure above it.
Correct Answer is. the blade of the helicopter
creates a low pressure above it. Question Number. 246. Climbs with
Explanation. All three are correct, but an forward speed require less power than vertical
aerodynamicist would choose a 'creates a low climbs, because of.
pressure above it'. Option A. translational lift.
Option B. increased inertia.
Option C. forward momentum.
Question Number. 243. A two bladed Correct Answer is. translational lift.
helicopter rotor on a central gimbal is called. Explanation. NIL.
Option A. semi rigid rotor.
Option B. fully articulated rotor.
Option C. rigid rotor. Question Number. 247. Translational flight
Correct Answer is. semi rigid rotor. is.
Explanation. A&P Technician Airframe Option A. achieved by raising or lowering
Textbook Pg.1-53. the collective lever.
Option B. when the helicopter changes from
one steady flight condition to another.
Question Number. 244. If a helicopter Option C. achieved by tilting the rotor disc
rotor disc is rotating anticlockwise, viewed from in the direction of flight.
above where, would a pitch input be fed into Correct Answer is. achieved by tilting the
the disc to move the helicopter backwards, (90 rotor disc in the direction of flight.
degrees to what)?. Explanation. NIL.
Option A. In front of the lateral axis.
Option B. Left of the longitudinal axis.
Option C. Right of the longitudinal axis. Question Number. 248. The best design of
Correct Answer is. Right of the longitudinal a rotor blade is where the CofP.
axis. Option A. moves freely along the length of
Explanation. Due to precession of the rotor the blade.
disc, the input to tilt the disc backwards must Option B. does not move.
be placed 90 degrees before, in direction of Option C. is insignificant.
motion of the disc. Correct Answer is. does not move.
Explanation. NIL.

Question Number. 245. On a helicopter,

what is vortex ring state?. Question Number. 249. When the cyclic
Option A. Tip vortex build-up during hover. stick is eased forward in the hover position.
Option B. Tip vortex interference at high Option A. altitude is increased.
forward speed. Option B. forward thrust is decreased.
Option C. vertical lift is reduced.

64
Correct Answer is. vertical lift is reduced. Option A. the stability of the helicopter
Explanation. NIL. when hovering.
Option B. the tendency move back toward
neutral after disturbance.
Question Number. 250. The rotor cone is Option C. the tendency to oscillate until the
formed by. neutral is achieved.
Option A. blade alignment. Correct Answer is. the tendency move back
Option B. centrifugal force and lift. toward neutral after disturbance.
Option C. centrifugal force only. Explanation. NIL.
Correct Answer is. centrifugal force and lift.
Explanation. NIL.
Question Number. 255. Forward velocity
causes the advancing blade to.
Question Number. 251. Tracking is carried Option A. flap down to increase lift.
out to_____________the main rotor blade tip Option B. give increased lift due to blade
path. flapping.
Option A. restore. Option C. flap up to reduce lift.
Option B. align. Correct Answer is. flap up to reduce lift.
Option C. balance. Explanation. NIL.
Correct Answer is. align.
Explanation. NIL.
Question Number. 256. When moving
from the hover to forward flight it is necessary
Question Number. 252. The advancing to.
blade of a helicopter is the one moving. Option A. increase the engine power.
Option A. one moving forward into relative Option B. decrease the engine power.
airflow. Option C. maintain constant engine power.
Option B. highest blade. Correct Answer is. increase the engine
Option C. one moving in direction of relative power.
air flow. Explanation. NIL.
Correct Answer is. one moving forward into
relative airflow.
Explanation. NIL. Question Number. 257. After a change in
collective pitch the Rotor RPM will rise and fall.
This is called.
Question Number. 253. Lift is generated Option A. static droop.
by. Option B. transient droop.
Option A. down-wash below the blade. Option C. under swing.
Option B. high pressure above the blade. Correct Answer is. transient droop.
Option C. low pressure above the blade. Explanation. The Helicopter and How it Flies
Correct Answer is. low pressure above the by John Fay Page 20/21. The initial total fall in
blade. rotor RPM is called transient droop. The change
Explanation. NIL. in stabilised RPM is referred to as static droop.
The RPM difference between transient droop
and static droop is called the underswing.
Question Number. 254. Static stability of a
helicopter is.

65
Question Number. 258. After a change in
pitch of a rotor blade, the blade will be at
maximum flap at. Question Number. 263. With an increase
Option A. 90°. in its angle of attack, the drag acting on a rotor
Option B. 0°. blade.
Option C. 180°. Option A. decreases.
Correct Answer is. 90°. Option B. increases.
Explanation. NIL. Option C. remains constant.
Correct Answer is. increases.
Explanation. NIL.
Question Number. 259. The rotor disc is.
Option A. the ground cushion.
Option B. the distance between tip to tip. Question Number. 264. Forces on a
Option C. the rotor head hub. helicopter, in a power-on descent are.
Correct Answer is. the distance between tip Option A. lift, drag, thrust, weight.
to tip. Option B. lift, drag, thrust.
Explanation. Automatic Flight Control. Pallett. Option C. weight, drag, lift.
Page 59/60 fig 1.42. Correct Answer is. lift, drag, thrust, weight.
Explanation. NIL.

Question Number. 260. The maximum

forward speed of a helicopter is limited by. Question Number. 265. The bell stability
Option A. retreating blade stall and the augmentation system is based on.
forward speed of the advancing blade. Option A. flapping hinges.
Option B. engine power. Option B. offset hinges.
Option C. the shape of the fuselage. Option C. gyroscopic forces.
Correct Answer is. retreating blade stall and Correct Answer is. gyroscopic forces.
the forward speed of the advancing blade. Explanation. NIL.
Explanation. NIL.

Question Number. 266. During forward

Question Number. 261. What principle flight the advancing blade will.
does the delta 3 hinge use?. Option A. flap down.
Option A. Triangular pitch change lever. Option B. flap up.
Option B. Flapping actuators. Option C. lag.
Option C. Offset hinges. Correct Answer is. flap up.
Correct Answer is. Offset hinges. Explanation. NIL.
Explanation. NIL.

Question Number. 267. What is the

Question Number. 262. As the angle of advancing blade on a helicopter doing?.
attack of a rotor blade increases, it affects the. Option A. Going to the highest point.
Option A. flapping forces. Option B. Increasing in lift.
Option B. dragging and the flapping forces. Option C. Increasing in drag.
Option C. dragging forces. Correct Answer is. Increasing in lift.
Correct Answer is. dragging and the flapping Explanation. NIL.
forces.
Explanation. NIL.

66
Question Number. 268. What is the swash
plate on a helicopter used for?. Question Number. 272. What happens to
Option A. Control of the pitch of the rotor a helicopter in autorotative flight?.
blades. Option A. The rotor goes in the normal
Option B. Control of the speed of the rotor direction of rotation.
blades. Option B. The rotor goes the opposite
Option C. Control of the flap of the rotor direction to the normal direction of rotation.
blades. Option C. The cabin goes in the direction of
Correct Answer is. Control of the pitch of the rotation.
rotor blades. Correct Answer is. The rotor goes in the
Explanation. Automatic Flight Control Pallett normal direction of rotation.
Page 61. Explanation. NIL.

Question Number. 269. Upwash on a Question Number. 273. The RPM of the
helicopter would result in. rotor blades is constant, within small limits to.
Option A. decrease in lift. Option A. prevent blades over-speeding.
Option B. increase in lift without an increase Option B. prevent blades folding up during
in power. flight.
Option C. decrease in speed. Option C. reduce torque loading.
Correct Answer is. increase in lift without an Correct Answer is. prevent blades folding up
increase in power. during flight.
Explanation. Upwash increases angle of Explanation. NIL.
attack.

Question Number. 274. To maintain the

Question Number. 270. After a roll to the position of the helicopter, when hovering with a
left of a statically unstable helicopter, the decrease in air density, the pilot must.
helicopter would. Option A. increase the collective pitch.
Option A. continue to roll further. Option B. increase rotor RPM.
Option B. remain at the position that it had Option C. increase the cyclic pitch.
rolled to. Correct Answer is. increase the collective
Option C. roll back to the horizontal. pitch.
Correct Answer is. continue to roll further. Explanation. NIL.
Explanation. Automatic Flight Control Pallett
Page 65.
Question Number. 275. Relative airflow
over a helicopter blade.
Question Number. 271. The difference Option A. increases at the tip.
between transient droop and static droop is. Option B. is unaffected by blade position.
Option A. overswing. Option C. increases at the root.
Option B. underswing. Correct Answer is. increases at the tip.
Option C. a hole in one. Explanation. NIL.
Correct Answer is. underswing.
Explanation. The Helicopter history, piloting
and how it flies John Fay ISBN81-70002-030-1 Question Number. 276. An helicopter fin
Page No 21". helps to give.

67
Option A. longitudinal stability about the Correct Answer is. relieve some of the load
normal axis. on the tail rotor during forward flight.
Option B. directional stability about the Explanation. NIL.
normal axis.
Option C. directional stability about the
longitudinal axis. Question Number. 281. The purpose of
Correct Answer is. directional stability about the horizontal stabilizer is to.
the normal axis. Option A. maintain the aircraft in as near a
Explanation. NIL. horizontal attitude as possible, during forward
flight.
Option B. to reduce rotor head loads during
Question Number. 277. After a roll to the translational flight.
left of a statically stable helicopter, the Option C. to stabilize the aircraft in the
helicopter would. hover.
Option A. continue to roll. Correct Answer is. maintain the aircraft in as
Option B. come back to level flight. near a horizontal attitude as possible, during
Option C. increases roll. forward flight.
Correct Answer is. come back to level flight. Explanation. NIL.
Explanation. NIL.

Question Number. 282. During

Question Number. 278. Solidity of the autorotation, the rudder pedals.
rotor is the ratio of the. Option A. would need to be backed off due
Option A. blade area to disc area. to the loss of torque.
Option B. all up weight to blade area. Option B. would have no effect on
Option C. all up weight to disc area. directional control.
Correct Answer is. blade area to disc area. Option C. would need to be advanced to
Explanation. NIL. counteract the increased torque.
Correct Answer is. would need to be backed
off due to the loss of torque.
Question Number. 279. Which direction is Explanation. NIL.
the air flowing through the main rotor during
autorotation?.
Option A. Upwards. Question Number. 283. In forward flight,
Option B. Parallel to the rotor chord line. the advancing blade would be expected to.
Option C. Downwards. Option A. lag.
Correct Answer is. Upwards. Option B. increase pitch.
Explanation. NIL. Option C. flap up.
Correct Answer is. flap up.
Explanation. NIL.
Question Number. 280. The purpose of an
off-set vertical stabilizer is to.
Option A. provide stability during vertical Question Number. 284. When the
flight. helicopter moves from the hover to
Option B. relieve some of the load on the translational flight, the lift vector will.
tail rotor during forward flight. Option A. remain vertical.
Option C. provide lift during forward flight. Option B. move forward.
Option C. move aft.

68
Correct Answer is. move forward. Explanation. NIL.
Explanation. NIL.

Question Number. 290. A blade of a

Question Number. 285. If the blade angle Helicopter Main Rotor is.
of attack increases. Option A. highly cambered.
Option A. lift increases only. Option B. reverse cambered.
Option B. lift and drag increases. Option C. symmetrically cambered.
Option C. drag increases only. Correct Answer is. symmetrically cambered.
Correct Answer is. lift and drag increases. Explanation. NIL.
Explanation. NIL.

Question Number. 291. Helicopter rotor

Question Number. 286. When a blade is blades produce lift by.
flapping up. Option A. moving a small mass of air
Option A. pitch will increase. downwards slowly.
Option B. pitch will decrease. Option B. moving a large mass of air
Option C. lift and drag both increase. downwards quickly.
Correct Answer is. pitch will decrease. Option C. creating a lower pressure above
Explanation. NIL. the blade than below.
Correct Answer is. creating a lower pressure
above the blade than below.
Question Number. 287. Vortex ring start Explanation. NIL.
requires.
Option A. retreating blade stall.
Option B. advancing blade stall. Question Number. 292. With an increase
Option C. power on descent. in forward velocity of a helicopter, the increase
Correct Answer is. power on descent. in parasitic drag will cause the fuselage attitude
Explanation. The helicopter and how it flies to.
Page 117 by John Fay. Option A. pitch down.
Option B. remain level.
Option C. pitch up.
Question Number. 288. Rotor tip vortices Correct Answer is. pitch down.
are strongest when. Explanation. The amount of parasitic drag
Option A. hovering with high weight. increases with increasing airspeed, so that the
Option B. flying high speed in straight and thrust/parasite drag (nose down) couple
level flight. becomes stronger.
Option C. flying into a headwind.
Correct Answer is. hovering with high weight.
Explanation. NIL. Question Number. 293. On a helicopter,
rotor disc lift happens.
Option A. 180° later.
Question Number. 289. Tail rotor effects Option B. 90° later.
the helicopter in. Option C. immediately.
Option A. pitch and roll. Correct Answer is. immediately.
Option B. vertical axis. Explanation. NIL.
Option C. horizontal axis.
Correct Answer is. vertical axis.

69
Question Number. 294. During an Option C. against the direction of normal
autorotative decent, rotor RPM will be. rotation.
Option A. higher than in powered flight. Correct Answer is. in the direction of normal
Option B. approximately the same as in rotation.
powered flight. Explanation. NIL.
Option C. lower than in powered flight.
Correct Answer is. higher than in powered
flight. Question Number. 299. The ground effect
Explanation. NIL. is effective up to a height equalling.
Option A. twice the diameter of the rotor
disc.
Question Number. 295. Lift in a helicopter Option B. the length of the fuselage.
is a result of. Option C. the diameter of the rotor disc.
Option A. pitch * square root of speed. Correct Answer is. the diameter of the rotor
Option B. angle of attack * velocity squared. disc.
Option C. angle of attack * velocity squared Explanation. NIL.
and forward speed.
Correct Answer is. angle of attack * velocity
squared. Question Number. 300. Movement of the
Explanation. NIL. collective control will.
Option A. increase the pitch of the main
rotor blades.
Question Number. 296. After a change in Option B. increase the pitch of the tail rotor.
pitch of a rotor blade the blade will be at Option C. tilt the disc and increase engine
maximum flap at. power.
Option A. 180°. Correct Answer is. increase the pitch of the
Option B. 90°. main rotor blades.
Option C. 0°. Explanation. NIL.
Correct Answer is. 90°.
Explanation. NIL.
Question Number. 301. Rotor blade sailing
is a problem at.
Question Number. 297. When the rotor Option A. low rotor RPM at engine shut
blade increases its angle of attack, the centre of down.
pressure. Option B. normal rotor RPM in gusty
Option A. does not move. conditions.
Option B. moves rearwards. Option C. high rotor RPM at engine start up.
Option C. moves forward. Correct Answer is. low rotor RPM at engine
Correct Answer is. does not move. shut down.
Explanation. NIL. Explanation. NIL.

Question Number. 298. Autorotative force Question Number. 302. The layer of air
attempts to pull the rotor blade. over the surface of an aerofoil which is slower
Option A. in the direction of normal moving, in relation to the rest of the airflow, is
rotation. known as.
Option B. both in and against the direction Option A. camber layer.
of normal rotation. Option B. boundary layer.

70
Option C. none of the above are correct. Explanation. NIL.
Correct Answer is. boundary layer.
Explanation. NIL.
Question Number. 307. When an aerofoil
stalls.
Question Number. 303. During helicopter Option A. lift and drag increase.
forward flight the retreating blade will tend to. Option B. lift decreases and drag increases.
Option A. flap down. Option C. lift increases and drag decreases.
Option B. no change. Correct Answer is. lift decreases and drag
Option C. flap up. increases.
Correct Answer is. flap down. Explanation. NIL.
Explanation. NIL.

Question Number. 308. When a helicopter

Question Number. 304. When airflow rotor disc is tilted forward, what happens to the
velocity over an upper cambered surface of an pitch of the retreating blade?.
aerofoil decreases, what takes place?. Option A. Increases.
Option A. Pressure increases, lift decreases. Option B. Remains constant.
Option B. Pressure decreases, lift increases. Option C. Decreases.
Option C. Pressure increases, lift increases. Correct Answer is. Increases.
Correct Answer is. Pressure increases, lift Explanation. NIL.
decreases.
Explanation. NIL.
Question Number. 309. Airflow through
the main rotor disc in autorotation is.
Question Number. 305. What is a Option A. always down through the rotor
controlling factor of turbulence and skin disc.
friction?. Option B. always up through the rotor disc.
Option A. Countersunk rivets used on skin Option C. may be either up or down.
exterior. Correct Answer is. always up through the
Option B. Fineness ratio. rotor disc.
Option C. Aspect ratio. Explanation. NIL.
Correct Answer is. Countersunk rivets used
on skin exterior.
Explanation. NIL. Question Number. 310. The blade stalling
speed will.
Option A. only change if the MTWA were
Question Number. 306. Changes in aircraft changed.
weight. Option B. increase with an increase in
Option A. will only affect total drag if the lift helicopter weight.
is kept constant. Option C. be unaffected by helicopter
Option B. will not affect total drag since it is weight changes since it is dependant upon the
dependant only upon speed. angle of attack.
Option C. cause corresponding changes in Correct Answer is. increase with an increase
total drag due to the associated lift change. in helicopter weight.
Correct Answer is. cause corresponding Explanation. NIL.
changes in total drag due to the associated lift
change.

71
Question Number. 311. Ground effect will Option C. ability to return to original
be most apparent when. attitude after displacement.
Option A. taxiing in the hover. Correct Answer is. ability to return to original
Option B. hovering close to the ground. attitude after displacement.
Option C. taxiing on the ground. Explanation. NIL.
Correct Answer is. hovering close to the
ground.
Explanation. NIL. Question Number. 316. In forward flight
the relative air velocity at each blade.
Option A. is greatest for the retreating
Question Number. 312. When entering blade.
into a stable autorotative state, the main rotor Option B. is equal at all blades due to
RPM will initially. compensation.
Option A. increase. Option C. is greatest for the advancing
Option B. decrease. blade.
Option C. be unaffected. Correct Answer is. is greatest for the
Correct Answer is. decrease. advancing blade.
Explanation. NIL. Explanation. NIL.

Question Number. 313. The stalling speed Question Number. 317. What forces are
of an helicopter blade. acting on the helicopter during descent?.
Option A. is increased when the helicopter Option A. Lift only.
is heavier. Option B. Lift and weight.
Option B. is increased when the helicopter Option C. Weight only.
is lighter. Correct Answer is. Lift and weight.
Option C. does not change. Explanation. NIL.
Correct Answer is. is increased when the
helicopter is heavier.
Explanation. NIL. Question Number. 318. The ground
cushion effect is apparent.
Option A. in the hover only.
Question Number. 314. Helicopters in Option B. in the hover and at low
forward flight are usually. translational flight close to the ground.
Option A. directionally stable. Option C. on the ground only.
Option B. laterally stable. Correct Answer is. in the hover and at low
Option C. longitudinally stable. translational flight close to the ground.
Correct Answer is. directionally stable. Explanation. NIL.
Explanation. NIL.

Question Number. 319. If the angle of

Question Number. 315. Stability of a attack is increased on a main rotor blade.
helicopter is its. Option A. there is no change in drag.
Option A. ability to hover at a fixed point Option B. there is an increase in drag.
above the ground. Option C. there is a reduction in drag.
Option B. ability to move in all 3 axis where Correct Answer is. there is an increase in
and when required. drag.
Explanation. NIL.

72
 Question Number. 324. When the rotor
blade is flapping up, the angle of attack.
Question Number. 320. A helicopter main Option A. remains the same as the pitch
rotor blade may be tapered from root to tip to. angle.
Option A. equalise lift along the blade. Option B. is less than the pitch angle.
Option B. reduce induced drag. Option C. is greater than the pitch angle.
Option C. reduce the blade weight. Correct Answer is. is less than the pitch
Correct Answer is. equalise lift along the angle.
blade. Explanation. NIL.
Explanation. NIL.

Question Number. 325. When the rotor

Question Number. 321. A helicopter main blade is flapping down, the pitch angle.
rotor blade is twisted from root to tip to. Option A. is less than the angle of attack.
Option A. permit the blade to straighten Option B. remains the same.
under aerodynamic load. Option C. is greater than the angle of attack.
Option B. equalise lift along the blade. Correct Answer is. is less than the angle of
Option C. give the blade additional strength. attack.
Correct Answer is. equalise lift along the Explanation. NIL.
blade.
Explanation. NIL.
Question Number. 326. The tropopause
exists at about.
Question Number. 322. Translational drift Option A. 18,000 ft.
is. Option B. 30,000 ft.
Option A. the tendency for the aircraft to Option C. 36,000 ft.
drift laterally. Correct Answer is. 36,000 ft.
Option B. the tendency for the aircraft to Explanation. NIL.
turn to port.
Option C. the tendency for the aircraft to
pitch nose up. Question Number. 327. The rotor blades
Correct Answer is. the tendency for the operate at the best Lift/Drag ratio when their.
aircraft to drift laterally. Option A. angle of attack is 0 degrees.
Explanation. NIL. Option B. pitch angles closely approach the
stall angle.
Option C. angle of attack is about +3
Question Number. 323. The choice of degrees.
aerofoil section for a rotor blade is such that. Correct Answer is. angle of attack is about +3
Option A. it has a stable centre of pressure. degrees.
Option B. the CofP moves very slowly. Explanation. NIL.
Option C. the CofP moves rapidly in
response to pitch changes.
Correct Answer is. it has a stable centre of Question Number. 328. The centre of
pressure. pressure of an aerofoil is that point on the cord
Explanation. NIL. line.
Option A. which moves most, with changes
in angle of attack, if the section is symmetrical.

73
Option B. at which the highest pressure is
said to act. Question Number. 332. The aerofoil shape
Option C. at which the lift forces resultant is of a main rotor blade is symmetrical in order to
said to act. make the blade have.
Correct Answer is. at which the lift forces Option A. the highest possible lift co-
resultant is said to act. efficient when hovering.
Explanation. NIL. Option B. the best possible autorotative
characteristics.
Option C. a relatively stable centre of
Question Number. 329. The main rotor pressure position with changes in angle of
assembly of a helicopter provides. attack.
Option A. both lift and horizontal thrust. Correct Answer is. a relatively stable centre
Option B. lift, a component of which is of pressure position with changes in angle of
horizontal so thrust is obtained. attack.
Option C. lift, but an unbalanced Explanation. NIL.
component in the direction of flight moves the
aircraft forward.
Correct Answer is. lift, a component of which Question Number. 333. Aspect ratio is the
is horizontal so thrust is obtained. ratio of the.
Explanation. NIL. Option A. disc diameter to the chord.
Option B. blade chord to the disc area.
Option C. blade span to the chord.
Question Number. 330. An advantage of Correct Answer is. blade span to the chord.
the symmetrical section blades used on Explanation. NIL.
helicopters is that.
Option A. the movement of the centre of
pressure with changes of the angle of attack is Question Number. 334. Disc loading is
greater than that of a fixed wing. defined as the.
Option B. the centre of pressure moves Option A. ratio of gross weight to disc area.
forward with changes in angle of attack. Option B. ratio of blade area to disc area.
Option C. the position of the feather axis Option C. ratio of gross weight to total
and the centre of pressure and centre of gravity blade area.
coincide, providing stability. Correct Answer is. ratio of gross weight to
Correct Answer is. the position of the feather disc area.
axis and the centre of pressure and centre of Explanation. NIL.
gravity coincide, providing stability.
Explanation. NIL.
Question Number. 335. A helicopter has a
main rotor which rotates anticlockwise viewed
Question Number. 331. Which part of the from above. What happens if a loss of anti-
rotor disc produces the most lift during forward torque device at cruise speed in flight?.
flight?. Option A. Nose pitches up slightly + yaw to
Option A. The mid-span portion. right.
Option B. The front portion. Option B. Nose pitches up slightly + yaw to
Option C. The rear portion. left.
Correct Answer is. The front portion. Option C. No appreciable change.
Explanation. NIL. Correct Answer is. Nose pitches up slightly +
yaw to right.

74
Explanation. NIL. which increases lift,straightens the aircraft and
stops the side-slip.

Question Number. 336. Over pitch causes.

Option A. an increase in RPM. Question Number. 2. An aircraft, which
Option B. a reduction in RPM. is longitudinally stable, will tend to return to
Option C. blades to cone up. level flight after a movement in which axis?.
Correct Answer is. blades to cone up. Option A. Pitch.
Explanation. NIL. Option B. Yaw.
Option C. Roll.
Correct Answer is. Pitch.
Question Number. 337. A shrouded tail Explanation. Longitudinal stability is stability
rotor. about the pitch axis.
Option A. reduces need for cyclic
feathering.
Option B. gives control in pitch and yaw. Question Number. 3. The normal axis of
Option C. has increased airflow so yaw can an aircraft passes through.
be controlled by the rudder. Option A. the centre of gravity.
Correct Answer is. reduces need for cyclic Option B. a point at the centre of the wings.
feathering. Option C. at the centre of pressure.
Explanation. NIL. Correct Answer is. the centre of gravity.
Explanation. All the axis of the aircraft
(normal, longitudinal and lateral) pass through
Question Number. 338. In a helicopter the centre of gravity.
with its main rotor turning anti-clockwise, which
way does the aircraft tend to drift?.
Option A. Port if tail rotor is mounted on the Question Number. 4. Due to the change
right. in downwash on an untapered wing (i.e. one of
Option B. Starboard, irrespective of which constant chord length) it will.
side the tail rotor is mounted on. Option A. not provide any damping effect
Option C. Port if tail rotor is mounted on the when rolling.
left. Option B. not suffer adverse yaw effects
Correct Answer is. Starboard, irrespective of when turning.
which side the tail rotor is mounted on. Option C. tend to stall first at the root.
Explanation. NIL. Correct Answer is. tend to stall first at the
root.
08.4. Flight Stability and Dynamics. Explanation. The change in downwash is
caused by the wingtip vortices, which has a
lesser affect inboard than it does at the tip. The
Question Number. 1. Dihedral wings downwash reduces the effective angle of attack
combat instability in. (more so at the tip). This causes the root of the
Option A. yaw. wing to stall before the tip.
Option B. side-slip.
Option C. pitch.
Correct Answer is. side-slip. Question Number. 5. Correcting for a
Explanation. As the aircraft side-slips, there is disturbance which has caused a rolling motion
a greater angle of attack on the lower wing about the longitudinal axis would re-establish
which of the following?.

75
Option A. Lateral stability. Correct Answer is. the wing dihedral.
Option B. Longitudinal stability. Explanation. The wing dihedral provides
Option C. Directional stability. lateral stability.
Correct Answer is. Lateral stability.
Explanation. The aircraft's response to rolling
is lateral stability. Question Number. 10. Stability about the
lateral axis is given by.
Option A. the ailerons.
Question Number. 6. Porpoising is an Option B. the horizontal tailplane.
oscillatory motion in the. Option C. wing dihedral.
Option A. yaw plane. Correct Answer is. the horizontal tailplane.
Option B. roll plane. Explanation. Stability about the lateral axis is
Option C. pitch plane. longitudinal stability. The horizontal stabilizer
Correct Answer is. pitch plane. (tailplane) provides longitudinal stability.
Explanation. Porpoising is an oscillatory
motion in pitch, about the lateral axis.
Question Number. 11. Sweepback of the
wings will.
Question Number. 7. Directional Option A. decrease lateral stability.
stability is maintained. Option B. not affect the lateral stability.
Option A. by the tailplane, and controlled by Option C. increase lateral stability.
the elevators. Correct Answer is. increase lateral stability.
Option B. by the keel surface and fin, and Explanation. When an aircraft rolls, it sideslips.
controlled by the rudder. A sideslipping aircraft with sweepback has a
Option C. by the mainplanes, and controlled higher AR on the leading wing than than it has
by the ailerons. on the trailing wing. The lift is greater on a
Correct Answer is. by the keel surface and higher AR wing, so it corrects the roll. (10
fin, and controlled by the rudder. degrees of sweepback has the same effect as 1
Explanation. Directional stability is maintained degree of dihedral).
by the keel surface and the fin and controlled
by the rudder.
Question Number. 12. Dutch Roll is.
Option A. primarily a pitching instability.
Question Number. 8. Longitudinal Option B. a combined rolling and yawing
stability is given by. motion.
Option A. the fin. Option C. a type of slow roll.
Option B. the wing dihedral. Correct Answer is. a combined rolling and
Option C. the horizontal tailplane. yawing motion.
Correct Answer is. the horizontal tailplane. Explanation. Dutch role is a combination of
Explanation. The horizontal stabilizer role and yaw.
(tailplane) provides longitudinal stability.

Question Number. 13. A high wing

Question Number. 9. Lateral stability is position gives.
given by. Option A. more lateral stability than a low
Option A. the horizontal tailplane. wing.
Option B. the ailerons. Option B. less lateral stability than a low
Option C. the wing dihedral. wing.

76
Option C. the same lateral stability as a low Option C. normal axis.
wing. Correct Answer is. normal axis.
Correct Answer is. more lateral stability than Explanation. Directional stability is stability
a low wing. about the normal axis.
Explanation. The pendulum effect produced
by the fuselage of a high wing aircraft provides
more lateral stability. Question Number. 18. Lateral stability is
about the.
Option A. longitudinal axis.
Question Number. 14. Directional Option B. normal axis.
stability may be increased with. Option C. vertical axis.
Option A. pitch dampers. Correct Answer is. longitudinal axis.
Option B. horn balance. Explanation. Lateral stability is stability about
Option C. yaw dampers. the longitudinal axis.
Correct Answer is. yaw dampers.
Explanation. Yaw dampers increase directional
stability. Question Number. 19. Longitudinal
stability is provided by the.
Option A. horizontal stabilizer.
Question Number. 15. Lateral stability Option B. vertical stabilizer.
may be increased with. Option C. mainplane.
Option A. increased lateral dihedral. Correct Answer is. horizontal stabilizer.
Option B. increased lateral anhedral. Explanation. Longitudinal stability is provided
Option C. increased longitudinal dihedral. by the horizontal stabiliser (tailplane).
Correct Answer is. increased lateral dihedral.
Explanation. Lateral dihedral increases lateral
stability. (BTW : Longitudinal dihedral is the Question Number. 20. If the aircraft turns
difference between mainplane and tailplane and side-slips.
angles of incidence). Option A. the sweepback of the wing will
correct the sideslip.
Option B. the keel surface will correct the
Question Number. 16. Longitudinal sideslip.
stability is increased if the. Option C. the dihedral of the wing will
Option A. CG is forward of the CP. correct the sideslip.
Option B. Thrust acts on a line below the Correct Answer is. the dihedral of the wing
total drag. will correct the sideslip.
Option C. CP moves forward of the CG. Explanation. http :
Correct Answer is. CG is forward of the CP. //www.allstar.fiu.edu/aero/axes33.htm
Explanation. If the CG is forward of the CP it
will have a nose-down tendency which makes
the aircraft less likely to stall and therefore it Question Number. 21. An aircraft
will have more longitudinal stability. disturbed from its normal flight path, and
automatically returns to that normal flight path,
without any action on the part of the pilot is
Question Number. 17. Directional known as.
stability is about the. Option A. aircraft stall.
Option A. lateral axis. Option B. aircraft instability.
Option B. longitudinal axis. Option C. aircraft stability.

77
Correct Answer is. aircraft stability. Explanation. yawing' is movement of the
Explanation. Stability is the aircraft's ability for aircraft about its normal axis.
the aircraft to return to its normal flightpath
after being disturbed.
Question Number. 26. If, after a
disturbance, an aeroplane initially returns to its
Question Number. 22. The fin gives equilibrium state.
stability about which axis?. Option A. it has neutral stability.
Option A. Longitudinal axis. Option B. it has static stability and may be
Option B. Lateral axis. dynamically stable.
Option C. Normal axis. Option C. it is neutrally unstable.
Correct Answer is. Normal axis. Correct Answer is. it has static stability and
Explanation. The fin gives stability about the may be dynamically stable.
normal axis. Explanation. Static stability is when an aircraft
returns to its equilibrium (trimmed) state.
Dynamic stability is the ability of the aircraft to
Question Number. 23. If the nose of the oppose the disturbance.
aircraft is rotated about its lateral axis, what is
its directional movement?.
Option A. Rolling or banking to the left or Question Number. 27. Stability of an
right. aircraft is.
Option B. Turning to the left or right. Option A. the tendency of the aircraft to
Option C. Climbing or diving. return to its original trimmed position after
Correct Answer is. Climbing or diving. having been displaced.
Explanation. For an aircraft to climb or dive it Option B. the tendency of the aircraft to
must be rotated about ts lateral axis. stall at low airspeed.
Option C. the ability of the aircraft to rotate
about an axis.
Question Number. 24. The function of an Correct Answer is. the tendency of the
aircraft fin. aircraft to return to its original trimmed position
Option A. is to provide directional control. after having been displaced.
Option B. is to provide straight airflow Explanation. Stability is the tendency for the
across the rudder. aircraft to return to its original position after
Option C. is to provide stability about the being displaced.
normal axis.
Correct Answer is. is to provide stability
about the normal axis. Question Number. 28. The three axes
Explanation. The function of the aircraft fin is concerned with stability of an aircraft have.
to provide stability about the normal axis. Option A. normal axis through C of G.
Lateral axis - wing tip to wing tip. Longitudinal
axis - nose to tail but not through C of G.
Question Number. 25. Movement of an Option B. longitudinal, lateral and normal
aircraft about its normal axis. axis all passing through aircraft centre of
Option A. is rolling. gravity.
Option B. is yawing. Option C. longitudinal axis nose to tail,
Option C. is pitching. lateral axis at furthest span point, normal axis
Correct Answer is. is yawing. through centre of pressure.

78
Correct Answer is. longitudinal, lateral and Correct Answer is. decreasing tailplane
normal axis all passing through aircraft centre of incidence.
gravity. Explanation. To make the nose pitch-up, the
Explanation. The longitudinal, lateral and tailplane down load must be increased. This is
normal axis all pass through the aircraft's centre done by decreasing its incidence (or increasing
of gravity. its negative incidence).

Question Number. 29. If an aircraft Question Number. 33. What gives the
returns to a position of equilibrium it is said to aircraft directional stability?.
be. Option A. Vertical stabiliser.
Option A. positively stable. Option B. Elevators.
Option B. neutrally stable. Option C. Horizontal stabiliser.
Option C. negatively stable. Correct Answer is. Vertical stabiliser.
Correct Answer is. positively stable. Explanation. The vertical stabiliser gives the
Explanation. If an aircraft is positively stable it aircraft directional stability.
will return to its trimmed position.

Question Number. 34. In flight if the

Question Number. 30. The pendulum aircraft nose gets an upward gust of wind, what
effect on a high wing aircraft. characteristic will have the greatest effect to
Option A. has no effect on lateral stability. counteract it?.
Option B. increases lateral stability. Option A. Wing Sweep.
Option C. decreases lateral stability. Option B. Horizontal stabiliser and fuselage
Correct Answer is. increases lateral stability. length.
Explanation. Pendulum effect on a high wing Option C. Position of the centre of pressure
aircraft increases lateral stability. relative to the centre of gravity.
Correct Answer is. Horizontal stabiliser and
fuselage length.
Question Number. 31. After a Explanation. Longitudinal stability is effected
disturbance in pitch, an aircraft continues to mainly by the stabiliser and length of fuselage
oscillate at constant amplitude. It is. behind the C of G.
Option A. longitudinally unstable.
Option B. longitudinally neutrally stable.
Option C. laterally unstable. Question Number. 35. To correct dutch
Correct Answer is. longitudinally neutrally roll you must damp oscillation around : .
stable. Option A. the longitudinal axis.
Explanation. If an aircraft oscillates in pitch Option B. the lateral axis.
without the oscillations increasing or decreasing Option C. the vertical axis.
it is longitudinally neutrally stable. Correct Answer is. the vertical axis.
Explanation. Dutch Roll is a figure of eight
oscillation around the vertical axis.
Question Number. 32. On an aircraft with
an all-moving tailplane nose up pitch is caused
by. Question Number. 36. An elevator trim
Option A. decreasing tailplane incidence. tab is used to.
Option B. increasing tailplane incidence. Option A. counteract propeller torque.
Option C. up movement of the trim tab.

79
Option B. prevent the control surface from Option C. None.
stalling the airflow. Correct Answer is. Increased.
Option C. reduce control column forces on Explanation. Flight forces (and hence
the pilot. aerodynamic dampening) are all increased with
Correct Answer is. reduce control column increasing density.
forces on the pilot.
Explanation. See AC Kermode Chapter 9.
Question Number. 40. Yawing is a
rotation around.
Question Number. 37. A high wing Option A. the lateral axis obtained by the
aircraft will be more. rudder.
Option A. laterally stable than a low wing Option B. the normal axis obtained by the
aircraft. rudder.
Option B. longitudinally stable than a low Option C. the normal axis obtained by the
wing aircraft. elevator.
Option C. directionally stable than a low Correct Answer is. the normal axis obtained
wing aircraft. by the rudder.
Correct Answer is. laterally stable than a low Explanation. Yawing is rotation around the
wing aircraft. normal axis obtained by the rudder.
Explanation. Due to pendulum effect of the
fuselage, a high wing aircraft will be more
laterally stable than a low wing aircraft. Question Number. 41. Lateral stability is
reduced by increasing.
Option A. dihedral.
Question Number. 38. After an aircraft Option B. sweepback.
has been disturbed from its straight and level Option C. anhedral.
flight, it returns to its original attitude with a Correct Answer is. anhedral.
small amount of decreasing oscillation.The Explanation. Anhedral is a downward and
aircraft is. outward inclination of the wing. It is opposite to
Option A. statically stable but dynamically dihedral.
unstable.
Option B. statically unstable but dynamically
stable. Question Number. 42. Azimuth stability is
Option C. statically stable and dynamically dependent on.
stable. Option A. dihedral.
Correct Answer is. statically stable and Option B. keel and fin.
dynamically stable. Option C. tailplane.
Explanation. Static stability is the ability of the Correct Answer is. keel and fin.
aircraft to return to its untrimmed position. Explanation. Azimuth is a fancy word for
Dynamic stability is the ability of the aircraft to 'direction'.
not oscillate about the trimmed position.

Question Number. 43. Sweepback of the

Question Number. 39. If there is an wings will.
increase of density, what effect would there be Option A. increase lateral stability at high
in aerodynamic dampening?. speeds only.
Option A. Decreased. Option B. not affect lateral stability.
Option B. Increased.

80
Option C. increase lateral stability at all
speeds. Question Number. 47. Which control
Correct Answer is. increase lateral stability at surfaces provide lateral control , also
all speeds. longitudinal control and stability?.
Explanation. 10 degrees of sweepback Option A. Ruddervators.
provides the same effect as 1 degree of Option B. Tailerons.
dihedral. Option C. Flapperons.
Correct Answer is. Tailerons.
Explanation. Tailerons are all moving
Question Number. 44. If you have an tailplanes as fitted to the Tornado".
aircraft that is more laterally stable then
directionally stable it will tend to : .
Option A. bank. Question Number. 48. If, after a
Option B. slip. disturbance, an aeroplane initially returns to its
Option C. skid. equilibrium state.
Correct Answer is. skid. Option A. it has neutral stability.
Explanation. Skidding out of turns is Option B. it has static stability and may be
symptomatic of dutch roll, extra vertical dynamically stable.
stabilisers are often added to correct this Option C. it is neutrally unstable.
(Nimrod MR2). Correct Answer is. it has static stability and
may be dynamically stable.
Explanation. Question says nothing about
Question Number. 45. A centre of gravity overshooting and oscillating, so it could be
position close to its aft limit will cause the dynamically unstable, even though it is statically
aircraft to. stable.
Option A. pitch nose down and increase its
longitudinal stability.
Option B. pitch nose up and decrease its Question Number. 49. Yaw dampers are
longitudinal stability. designed to.
Option C. pitch nose up and increase its Option A. prevent dutch roll.
longitudinal stability. Option B. assist the pilot to move the
Correct Answer is. pitch nose up and rudder.
decrease its longitudinal stability. Option C. reduce the effect of crabbing due
Explanation. AC Kermode page 145 states that to cross winds.
a pitch up will increase AOA and further Correct Answer is. prevent dutch roll.
destabilise the aircraft. Explanation. NIL.

Question Number. 46. A sharply swept Question Number. 50. Tuck under occurs
wing will promote. when.
Option A. excessive lateral instability. Option A. a shock stall occurs on the
Option B. excessive longitudinal stability. outboard portion of swept wing.
Option C. excessive lateral stability. Option B. a shock stall warning occurs on
Correct Answer is. excessive lateral stability. the inboard position of a straight wing.
Explanation. Swept wing fighter aircraft often Option C. the aircraft reaches Mcrit.
have anhedral to promote greater roll rate, Correct Answer is. the aircraft reaches Mcrit.
which is needed due to excessive stability. Explanation. NIL.

81
 Question Number. 55. When a aircraft is
Question Number. 51. The lateral axis is. in a slideslip and is yawing the.
Option A. a straight line through the CG at Option A. the fin will correct the yawing
right angles to the longitudinal and lateral axis. motion.
Option B. a straight line through the CG Option B. the effective keel area will make
from nose to tail. the ac yaw further into the direction of the
Option C. a straight line through the CG sideslip.
parallel to a line joining the wingtips. Option C. the dihedral will prevent the yaw
Correct Answer is. a straight line through the motion.
CG parallel to a line joining the wingtips. Correct Answer is. the effective keel area will
Explanation. A straight line through the CG make the ac yaw further into the direction of
parallel to a line joining the wingtip. the sideslip.
Explanation. Page 290 Mechanics of Flight
Kermode.
Question Number. 52. The main factors
which affect longitudinal stability are.
Option A. design of the fuselage and Question Number. 56. As a consequence
position of the CG. of the C of G being close to its aft limit.
Option B. design of the mainplane and Option A. the stick forces to manoeuvre
position of the CG. longitudinally will be low due to low stability.
Option C. design of the tailplane and Option B. the stick forces will be high in fore
position of the CG. and aft pitch, due to the high longitudinal
Correct Answer is. design of the tailplane and stability.
position of the CG. Option C. the stick forces when pitching the
Explanation. NIL. nose down will be very high.
Correct Answer is. the stick forces when
pitching the nose down will be very high.
Question Number. 53. A yawing motion Explanation. NIL.
provides what kind of Stability?.
Option A. Directional.
Option B. Lateral. Question Number. 57. With the C of G on
Option C. Longitudinal. its forward limit.
Correct Answer is. Directional. Option A. the change in control loading is
Explanation. Yawing is directional stability. dependant on the position of the CofP.
Option B. control loading decreases.
Option C. control loading increases.
Question Number. 54. Where would you Correct Answer is. control loading increases.
find the normal axis?. Explanation. NIL.
Option A. Through C of G at right angles to
longitudinal and lateral axis. 08.5.
Option B. Vertically through CofP.
Option C. In line with the wing tips through
C of G. Question Number. 1. A 'slug' is a unit of.
Correct Answer is. Through C of G at right Option A. mass.
angles to longitudinal and lateral axis. Option B. density.
Explanation. NIL. Option C. volume.
Correct Answer is. mass.
Explanation. NIL.

82
 Option B. lift Increases.
Option C. lift decreases.
Question Number. 2. An undercarriage Correct Answer is. lift decreases.
leg in flight produces 3 lbs of drag at 100kts. If Explanation. That is why a greater angle of
speed is increased to 200kts the drag would be. attack is required at higher altitude.
Option A. 12 lbs.
Option B. 9 lbs.
Option C. 6 lbs.
Correct Answer is. 12 lbs.
Explanation. Profile drag rises with V squared.

Question Number. 3. A stall warning

device must be set to operate.
Option A. at a speed just above stalling
speed.
Option B. at a speed just below stalling
speed.
Option C. at the stalling speed.
Correct Answer is. at a speed just above
stalling speed.
Explanation. NIL.

Question Number. 4. In cruise the

weight of an aeroplane is decreasing as fuel is
used. A stall would occur.
Option A. at a lower speed.
Option B. at the same speed.
Option C. at a higher speed.
Correct Answer is. at a lower speed.
Explanation. Stall speed increases with
increasing weight.

Question Number. 5. The purpose of

'streamlining' is to reduce.
Option A. profile drag.
Option B. skin friction drag.
Option C. induced drag.
Correct Answer is. profile drag.
Explanation. NIL.

Question Number. 6. As height

increases, with angle of attack and speed
constant.
Option A. lift will remain constant.

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