Structs and Design

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

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

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

Wing spoilers, when used asymmetrically, are associated with. Rudder. Elevators. Ailerons. Flaps.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

A device used do dump lift from an aircraft is. Leading edge flaps. Trailing edge flaps. Winglet. Spoiler.

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

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

Which part of the wing of a swept-wing aircraft stalls first?. Tip stalls first. Both stall together. Root stalls first. None of the above.

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

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

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

With a drop in ambient temperature, an aircraft service ceiling will. Rise. Not be affected. Lower. Slightly rise.

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

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

Extending a leading edge slat will have what effect on the angle of attack of a wing?. Increase the angle of attack. Decrease the angle of attack. No effect on angle of attack. None of the above.

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

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

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

Dutch role is movement in. yaw and pitch. yaw and roll. pitch and roll. none of the above.

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

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

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

If an aircraft is aerodynamically stable. aircraft returns to trimmed attitude. Center of Pressure moves back. aircraft becomes too sensitive. Center of lift moves rearward.

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

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

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

Angle of Attack is the angle between cord line and. horizontal axis. relative air flow. tip path plane. vertical axis.

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

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

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

Earth’s atmosphere is. 3/5 oxygen, 2/5 nitrogen. 4/5 oxygen, 1/5 nitrogen. 1/5 oxygen, 4/5 nitrogen. 2/5 oxygen, 3/5 nitrogen.

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

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

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

What effect does lowering the flaps for take-off have?. Increases lift & reduces drag. Increases lift and drag. Increase lift only. None of the above.

What effect does lowering flaps for takeoff have?. Reduces takeoff speeds only. Reduces landing speeds only. Reduces takeoff and landing speeds. None of the above.

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

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

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

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

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

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

A split flap. forms part of the trailing edge's lower surface when retracted. forms part of the leading edge's lower surface when retracted. forms part of the trailing edge's upper surface when retracted. forms part of the leading edge's upper surface when retracted.

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

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

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

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

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

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

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

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

Elevons combine the functions of both. rudder and elevator. elevator and aileron. rudder and aileron. none of the above.

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

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

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

Which wing increases drag when the ailerons are moved?. Both wings increase drag but the wing with the up-going aileron increases more. Both wings have an equal increase in drag. Both wings increase drag but the wing with the down-going aileron increases more. None of the above.

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

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

An automatic slat will lift by itself when the angle of attack is. high. high or low. low. none of the above.

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

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

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

In aileron control. the up going aileron moves further than down going aileron. the down going aileron moves further than up going aileron. it is assisted by the rudder. does not affect other control.

The aircraft is controlled about the lateral axis by the. Ailerons. Elevator. Rudder. Flaps.

The aircraft is controlled about the normal axis by the. Ailerons. Elevator. Rudder. Flaps.

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

The aircraft is controlled about the longitudinal axis by the. Ailerons. Elevator. Rudder. Flaps.

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

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

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

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

A servo tab is operated. directly by the pilot to produce forces which in turn move the main control surfaces. automatically, and moves in the same direction as the main control surfaces. by a trim wheel and moves in the opposite direction to the main control surfaces when moved. None of the above.

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

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

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

A flying control mass balance weight. keeps the control surface CG as close to the trailing edge as possible. tends to move the control surface CG close to the hinge line. ensures that the CG always acts to aid the pilot thus relieving control column load. balances the loadings acting on the control surfaces.

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

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

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

A leading edge slat is a device for. increasing the stalling angle of the wing. decreasing the stalling angle of the wing. decreasing wing drag. controlling constant lift distribution along the wings.

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

A tab which assists the pilot to move a flying control by moving automatically in the opposite direction to the control surface is called a. Servo tab. Geared balance tab. Trim tab. Spring tab.

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

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

When spoilers are used asymmetrically, they combine with. Ailerons. Rudder. Elevators. Flaps.

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

The layer of air over the surface of an airfoil which is slower moving, in relation to the rest of the airflow, is known as. Camber layer. Turbulent flow. Boundary layer. Airflow.

A control surface which forms a slot when deployed is called a. Slat. Slot. Flap. Tabs.

Asymmetric flaps will cause. the aircraft to descend. the aircraft to ascend. one wing to rise. none of the above.

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

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

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

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

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

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

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

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

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

A differential aileron control system results in. aileron drag being reduced on the inner wing in a turn. aileron drag being reduced on the outer wing in a turn. aileron drag being compensated by small rudder movements. none of the above.

The primary function of a flap is. to trim the aircraft longitudinally. to alter the position of the center of gravity. to alter the lift of an airfoil. to decrease drag of the airfoil.

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

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

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

With an increase in the amount of flap deployment, the stalling angle of a wing. remains the same. increases. decreases. none of the above.

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

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

Downward displacement of an aileron. increases the angle at which its wing stalls. decreases the angle at which its wing will stall. has no effect on its wing stalling angle, it only affects the stalling speed on that wing. none of the above.

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

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

The extension to the rudder, is provided to. make the pilot aware of the aerodynamic forces encountered when moving the control. provide aerodynamic assistance for the pilot when moving the rudder. prevent control surface flutter. all of the above.

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

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

The balance tab is an auxiliary surface fitted to a main control surface. operating automatically to assist the pilot in moving the controls. operated independently at which point in the length of cable the tensiometer is applied. operating automatically to provide feel to the controls. none of the above.

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

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

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

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

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

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

The tropopause exists at about. 18,000 ft. 30,000 ft. 36,000 ft. 36,060 ft.

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

If an aircraft is yawing left, the trim tab on the rudder would be positioned. to the right, moving the rudder left. to the center. to the left, moving the rudder right. all of the above.

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

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

Leading edge flaps. increase stalling angle of the wing. decrease stalling angle of the wing. do not change the stalling angle. none of the above.

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

Sweepback will. decrease lateral stability. not affect lateral stability. increase lateral stability. It will depend on the configuration of the aircraft.

A plain flap. does not increase the wing area on deployment. is attached to the leading edge of the wing. forms part of lower trailing edge. increases lift as it extends in the trailing edge.

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

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

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

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

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

An aircraft flying below the tropopause descends at a constant True Airspeed. Its Mach. No. will. not change. decrease. increase. all of the above.

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

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

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

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

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

Before an aircraft reaches critical mach. the nose pitches up because the CP moves Forward. the aircraft buffets because the CP moves to the shock wave. the nose pitches down because the CP moves rear. none of the above.

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

Which of the following will increase the Critical Mach Number of an airfoil?. Using a thin airfoil and sweeping the wings back. Decreasing the fineness ratio of the wings. Increasing the aspect ratio of the wings. using a thick airfoil and tapering the wing at the leading edge.

As an aircraft accelerates through the transonic region, the CP tends to. turn into a shock wave. move rearward. move forward. remains constant.

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

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

At speeds above Mach 1, shockwaves will form above and below the wing. at the trailing edge. at both the leading edge and the trailing edge. at the leading edge. none of the above.

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

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

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

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

To increase critical mach number. the wings are swept. Elevons are fitted. Tailerons are fitted. the wings are tapered.

When approaching the speed of sound the. pressure above the wing exceeds the pressure below the wing in places. pressure above the wing can never exceed the pressure below the wing. pressure above the wing equals the pressure below the wing. none of the above.

Airspeeds above the speed of sound, but not exceeding 4 times the speed of sound are. Supersonic. Hypersonic. Hyposonic. Transonic.

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

A Mach Trimmer is a device which. Prevents the aircraft from exceeding its critical Mach No. Automatically compensates for trim changes in the transonic region. Switches out trim control to prevent damage in the transonic speed range. Provides stability along the longitudinal axis.

Mach trim usually operates between. 0.9 mach and 0.99 mach. 0.7 and 0.8 mach. 0.6 mach 0.7 mach. 0.5 mach to 0.6 mach.

Mach trimming is initiated by an input signal from the. IRS. Vertical Gyro. CADC. Anti Servos.

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

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

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

Mach Number is defined as. speed of sound at sea level divided by local speed of sound. Indicated Airspeed divided by the local speed of sound. True Airspeed divided by local speed of sound. Velocity divided by speed of sound.

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

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

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

Immediately downstream of an oblique shockwave is always. Supersonic. The same as upstream. Subsonic. Sonic.

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

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

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

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

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

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

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

A wing of low thickness/chord ratio, the Critical Mach No. will be. lower than a wing of high thickness/chord ratio. higher than a wing of high thickness/chord ratio. the same as a wing of high thickness/chord ratio. none of the above.

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

Tuck-under can be counteracted by. Mach trim. Aileron reversal. Trim tabs. Servo tabs.

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

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

With an increase in altitude under I.S.A. conditions, the temperature in the troposphere. increases. remains constant. decreases. none of the above.

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

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

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

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

Increased sweepback. improves tip stall characteristics. raises Mcrit. decreases stability. all of the above.

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

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

An aircraft flying below the tropopause descends at a constant True Airspeed, its Mach. No. will. remain the same. increase. decrease. none of the above.

To counter the effect of a shift of center of pressure as an aircraft flies through the transonic region, fuel is pumped. Forwards. Backwards. Sideways. Downward.

An aircraft flying above the tropopause descends at a constant True Airspeed, its Mach. No. will. remain the same. decrease. increase. none of the above.

The velocity of sound with an increase in altitude will. remain constant. increase. decrease. none of the above.

Mach number equals the ratio of. altitude to airspeed. sonic speed to indicated airspeed. true airspeed to local sonic speed. Indicated airspeed to local mach No.

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

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

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

In the transonic speed range. the position of the wing center of pressure remains constant. the center of pressure movement may become oscillatory. the center of pressure initially moves forward, then back. the position of the wing center of pressure moves initially rearward.

What kind of seal is used on firewall bulkheads?. None is required. Fire‐proof grommets. Soft rubber. Stainless steel.

The two stages in a good adhesive bond are. wetting and gripping. wetting and setting. spreading and setting. spreading and gripping.

Prior to aluminium alloy bonding, we use. acid etch. alkaline etch. solvent etch. mineral etch.

The purpose of a primer is to. provide flexible surface for the top coat. help bonding of the topcoat. provide shiny surface for the topcoat. help prevent any contaminations to the material.

In semi‐monocoque construction, compression loads are taken by. stringers. bulkheads. frames. longerons.

Most large transport aircraft skins are. 7075. 5056. 2024. 3036.

Which of the following statements is correct, in relation to PLI washers used in critical bolted joints?. PLI washers can only be used with self locking nuts and the washers should be used once. PLI washers can be affected by thread or nut friction or by lubrication. PLI washers can be used more than once, providing they are used in critical bolted joints. All of the above.

What opposes buckling in a semi‐monocoque structure?. Bulkheads. Frames. Stringers. Longerons.

In a monocoque structure, which component carries the majority of the loads?. Longerons. Stringers. Bulkhead. Skin.

Which anti‐corrosive treatment is found on alloy steels?. Nickel plating. Zinc plating. Cadmium plating. Bronze plating.

What material can be chromated as a protection against corrosion?. Aluminium alloys. Ferrous alloys. Magnesium alloys. Titanium alloys.

When carrying out a symmetry check on a large aircraft, what method of measurement is normally used?. Lateral alignment method. Longitudinal alignment method. Steel tape and spring balance. Lateral alignment method.

A spar web will take loads in. bending. tension. shear. torsion.

Wing bending and shear loads are taken by. spar cap. skin. main spar. rear spar.

An aspect ratio of 8 could mean. span 64 ft. , mean chord 8 ft. span squared 64 ft. , chord 8 ft. mean chord 64 ft. , span 8 ft. none of the above.

A cantilever wing is a. usual airliner wing. top wing of a biplane. swept‐back wing. Tapered wing.

On a mono‐spar wing, what gives the wing its profile contour?. Milled stringers. The position of the spars. Ribs. shape of spars.

A wing's leading edge would have provisions and linkages for slats and. leading edge flaps. trailing edge flaps. slots. krugger flaps.

The mid‐spar is fitted in large aircraft to. support fitting the engine mount & landing gear mount. assist the main spar with operational loads. provide redundant design. provide structural strength during heavy operations.

The main undercarriage is attached to the. Aircraft structure. Rear main spar. Front main spar. Rear aircraft structure.

The final coat of sealing in a integral fuel tank is called. Fillet. interfay. brush coat. sealant.

The principle load bearing members of the wing are. spars. struts. ribs. all of the above.

One purpose of a rib is to. support the bending loads on a fuselage. counteracts pitching moment of the aircraft. form the main lateral member in an airfoil. maintain the correct contour of an airfoils covering.

What is a cantilever wing?. One that folds for access to limited space. One that has external supporting struts. One that has no external supporting struts. One that has limited external supporting struts.

A spar is tapered from root to tip because. shear forces are greatest at the root. bending moment is greatest at the root. center of lift occurs close to the root. Tensile stresses are great at the root.

A spar web is. a member between the spar and wing/fuselage connection. an area between two spar caps. a rib/spar joint. none of the above.

A leading edge slat is attached to the. slat track. wing upper skin. front spar. slot spar.

The web of an 'I' beam takes mainly which type of load?. Shear. Tension. Bending. Torsion.

The term 'empennage' incorporates. rudder, ailerons, spoilers. elevators, stabilizer, ailerons. elevators, stabilizer, rudder. elevators, ailerons, rudder.

The four main structural items making up a horizontal stabilizer are. spar, rib, bulkheads, skin panels. spar, rib, stringers, skin panels. spar, rib, longerons, skin panels. spar, rib, skin panels.

To correct for nose heaviness on an aircraft fitted with a variable incidence tailplane, the incidence of the tailplane would be. decreased, which is done by lowering the leading edge. decreased, which is done by lowering the trailing edge. increased, which is done by lowering the leading edge. increased, which is done by lowering the trailing edge.

An upward elevator deflection on the reverse camber tailplane. may increase or decrease download depending upon the aircraft C of G position. will decrease tailplane download. will increase tailplane download. none of the above.

Variable incidence tailplanes. move rapidly when trimming the aircraft during climb. out and landing approach and slowly during cruise always move slowly. move rapidly when trimming the aircraft during the landing approach and slowly at all other times. all of the above.

The direction of travel of an electrically operated variable incidence tailplane is determined by. a gear box. solenoid operated clutches. direction of rotation of the electric motor. none of the above.

On an aircraft with a variable incidence trimming tailplane, the tailplane incidence changes. if the control column is moved back or forward. automatically if the elevator moves. if the trim wheel is turned back or forward. if the control wheel is moved back or forward.

Construction such as horn balance and inset hinge balance installed on control surface assembly. serves as a 'servo' system of balance. has same effect of the balance tab. is meant to trim CG of control surfaces. provides feel to the control surfaces.

Jet engines are usually mounted by. aluminium castings. forged mounts and bolted to aircraft forged structure. welded steel tubing. titanium alloyed pylons.

A pylon structural member supports the. center section. engine. empennage. wings.

Wing mounted podded engines and integral fuel tanks. provide wing bending relief. provides additional section for engine cooling. provide increased safety if the undercarriage collapses on landing. reduce tailplane download.

As an aircraft descends from cruising altitude (34,000ft), the cabin altitude must. stay the same. increase. decrease. none of the above.

A refrigerant is used in which of the following?. Vapor cycle. Air cycle machine. Pneumatic pump. gust pumps.

The signal line between the controller and discharge valve is leaking. This will cause. the cabin pressure to increase. the cabin pressure to decrease. it will not effect on cabin pressure. none of the above.