- •Textbook Series
- •Contents
- •1 Overview and Definitions
- •Overview
- •General Definitions
- •Glossary
- •List of Symbols
- •Greek Symbols
- •Others
- •Self-assessment Questions
- •Answers
- •2 The Atmosphere
- •Introduction
- •The Physical Properties of Air
- •Static Pressure
- •Temperature
- •Air Density
- •International Standard Atmosphere (ISA)
- •Dynamic Pressure
- •Key Facts
- •Measuring Dynamic Pressure
- •Relationships between Airspeeds
- •Airspeed
- •Errors and Corrections
- •V Speeds
- •Summary
- •Questions
- •Answers
- •3 Basic Aerodynamic Theory
- •The Principle of Continuity
- •Bernoulli’s Theorem
- •Streamlines and the Streamtube
- •Summary
- •Questions
- •Answers
- •4 Subsonic Airflow
- •Aerofoil Terminology
- •Basics about Airflow
- •Two Dimensional Airflow
- •Summary
- •Questions
- •Answers
- •5 Lift
- •Aerodynamic Force Coefficient
- •The Basic Lift Equation
- •Review:
- •The Lift Curve
- •Interpretation of the Lift Curve
- •Density Altitude
- •Aerofoil Section Lift Characteristics
- •Introduction to Drag Characteristics
- •Lift/Drag Ratio
- •Effect of Aircraft Weight on Minimum Flight Speed
- •Condition of the Surface
- •Flight at High Lift Conditions
- •Three Dimensional Airflow
- •Wing Terminology
- •Wing Tip Vortices
- •Wake Turbulence: (Ref: AIC P 072/2010)
- •Ground Effect
- •Conclusion
- •Summary
- •Answers from page 77
- •Answers from page 78
- •Questions
- •Answers
- •6 Drag
- •Introduction
- •Parasite Drag
- •Induced Drag
- •Methods of Reducing Induced Drag
- •Effect of Lift on Parasite Drag
- •Aeroplane Total Drag
- •The Effect of Aircraft Gross Weight on Total Drag
- •The Effect of Altitude on Total Drag
- •The Effect of Configuration on Total Drag
- •Speed Stability
- •Power Required (Introduction)
- •Summary
- •Questions
- •Annex C
- •Answers
- •7 Stalling
- •Introduction
- •Cause of the Stall
- •The Lift Curve
- •Stall Recovery
- •Aircraft Behaviour Close to the Stall
- •Use of Flight Controls Close to the Stall
- •Stall Recognition
- •Stall Speed
- •Stall Warning
- •Artificial Stall Warning Devices
- •Basic Stall Requirements (EASA and FAR)
- •Wing Design Characteristics
- •The Effect of Aerofoil Section
- •The Effect of Wing Planform
- •Key Facts 1
- •Super Stall (Deep Stall)
- •Factors that Affect Stall Speed
- •1g Stall Speed
- •Effect of Weight Change on Stall Speed
- •Composition and Resolution of Forces
- •Using Trigonometry to Resolve Forces
- •Lift Increase in a Level Turn
- •Effect of Load Factor on Stall Speed
- •Effect of High Lift Devices on Stall Speed
- •Effect of CG Position on Stall Speed
- •Effect of Landing Gear on the Stall Speed
- •Effect of Engine Power on Stall Speed
- •Effect of Mach Number (Compressibility) on Stall Speed
- •Effect of Wing Contamination on Stall Speed
- •Warning to the Pilot of Icing-induced Stalls
- •Stabilizer Stall Due to Ice
- •Effect of Heavy Rain on Stall Speed
- •Stall and Recovery Characteristics of Canards
- •Spinning
- •Primary Causes of a Spin
- •Phases of a Spin
- •The Effect of Mass and Balance on Spins
- •Spin Recovery
- •Special Phenomena of Stall
- •High Speed Buffet (Shock Stall)
- •Answers to Questions on Page 173
- •Key Facts 2
- •Questions
- •Key Facts 1 (Completed)
- •Key Facts 2 (Completed)
- •Answers
- •8 High Lift Devices
- •Purpose of High Lift Devices
- •Take-off and Landing Speeds
- •Augmentation
- •Flaps
- •Trailing Edge Flaps
- •Plain Flap
- •Split Flap
- •Slotted and Multiple Slotted Flaps
- •The Fowler Flap
- •Comparison of Trailing Edge Flaps
- •and Stalling Angle
- •Drag
- •Lift / Drag Ratio
- •Pitching Moment
- •Centre of Pressure Movement
- •Change of Downwash
- •Overall Pitch Change
- •Aircraft Attitude with Flaps Lowered
- •Leading Edge High Lift Devices
- •Leading Edge Flaps
- •Effect of Leading Edge Flaps on Lift
- •Leading Edge Slots
- •Leading Edge Slat
- •Automatic Slots
- •Disadvantages of the Slot
- •Drag and Pitching Moment of Leading Edge Devices
- •Trailing Edge Plus Leading Edge Devices
- •Sequence of Operation
- •Asymmetry of High Lift Devices
- •Flap Load Relief System
- •Choice of Flap Setting for Take-off, Climb and Landing
- •Management of High Lift Devices
- •Flap Extension Prior to Landing
- •Questions
- •Annexes
- •Answers
- •9 Airframe Contamination
- •Introduction
- •Types of Contamination
- •Effect of Frost and Ice on the Aircraft
- •Effect on Instruments
- •Effect on Controls
- •Water Contamination
- •Airframe Aging
- •Questions
- •Answers
- •10 Stability and Control
- •Introduction
- •Static Stability
- •Aeroplane Reference Axes
- •Static Longitudinal Stability
- •Neutral Point
- •Static Margin
- •Trim and Controllability
- •Key Facts 1
- •Graphic Presentation of Static Longitudinal Stability
- •Contribution of the Component Surfaces
- •Power-off Stability
- •Effect of CG Position
- •Power Effects
- •High Lift Devices
- •Control Force Stability
- •Manoeuvre Stability
- •Stick Force Per ‘g’
- •Tailoring Control Forces
- •Longitudinal Control
- •Manoeuvring Control Requirement
- •Take-off Control Requirement
- •Landing Control Requirement
- •Dynamic Stability
- •Longitudinal Dynamic Stability
- •Long Period Oscillation (Phugoid)
- •Short Period Oscillation
- •Directional Stability and Control
- •Sideslip Angle
- •Static Directional Stability
- •Contribution of the Aeroplane Components.
- •Lateral Stability and Control
- •Static Lateral Stability
- •Contribution of the Aeroplane Components
- •Lateral Dynamic Effects
- •Spiral Divergence
- •Dutch Roll
- •Pilot Induced Oscillation (PIO)
- •High Mach Numbers
- •Mach Trim
- •Key Facts 2
- •Summary
- •Questions
- •Key Facts 1 (Completed)
- •Key Facts 2 (Completed)
- •Answers
- •11 Controls
- •Introduction
- •Hinge Moments
- •Control Balancing
- •Mass Balance
- •Longitudinal Control
- •Lateral Control
- •Speed Brakes
- •Directional Control
- •Secondary Effects of Controls
- •Trimming
- •Questions
- •Answers
- •12 Flight Mechanics
- •Introduction
- •Straight Horizontal Steady Flight
- •Tailplane and Elevator
- •Balance of Forces
- •Straight Steady Climb
- •Climb Angle
- •Effect of Weight, Altitude and Temperature.
- •Power-on Descent
- •Emergency Descent
- •Glide
- •Rate of Descent in the Glide
- •Turning
- •Flight with Asymmetric Thrust
- •Summary of Minimum Control Speeds
- •Questions
- •Answers
- •13 High Speed Flight
- •Introduction
- •Speed of Sound
- •Mach Number
- •Effect on Mach Number of Climbing at a Constant IAS
- •Variation of TAS with Altitude at a Constant Mach Number
- •Influence of Temperature on Mach Number at a Constant Flight Level and IAS
- •Subdivisions of Aerodynamic Flow
- •Propagation of Pressure Waves
- •Normal Shock Waves
- •Critical Mach Number
- •Pressure Distribution at Transonic Mach Numbers
- •Properties of a Normal Shock Wave
- •Oblique Shock Waves
- •Effects of Shock Wave Formation
- •Buffet
- •Factors Which Affect the Buffet Boundaries
- •The Buffet Margin
- •Use of the Buffet Onset Chart
- •Delaying or Reducing the Effects of Compressibility
- •Aerodynamic Heating
- •Mach Angle
- •Mach Cone
- •Area (Zone) of Influence
- •Bow Wave
- •Expansion Waves
- •Sonic Bang
- •Methods of Improving Control at Transonic Speeds
- •Questions
- •Answers
- •14 Limitations
- •Operating Limit Speeds
- •Loads and Safety Factors
- •Loads on the Structure
- •Load Factor
- •Boundary
- •Design Manoeuvring Speed, V
- •Effect of Altitude on V
- •Effect of Aircraft Weight on V
- •Design Cruising Speed V
- •Design Dive Speed V
- •Negative Load Factors
- •The Negative Stall
- •Manoeuvre Boundaries
- •Operational Speed Limits
- •Gust Loads
- •Effect of a Vertical Gust on the Load Factor
- •Effect of the Gust on Stalling
- •Operational Rough-air Speed (V
- •Landing Gear Speed Limitations
- •Flap Speed Limit
- •Aeroelasticity (Aeroelastic Coupling)
- •Flutter
- •Control Surface Flutter
- •Aileron Reversal
- •Questions
- •Answers
- •15 Windshear
- •Introduction (Ref: AIC 84/2008)
- •Microburst
- •Windshear Encounter during Approach
- •Effects of Windshear
- •“Typical” Recovery from Windshear
- •Windshear Reporting
- •Visual Clues
- •Conclusions
- •Questions
- •Answers
- •16 Propellers
- •Introduction
- •Definitions
- •Aerodynamic Forces on the Propeller
- •Thrust
- •Centrifugal Twisting Moment (CTM)
- •Propeller Efficiency
- •Variable Pitch Propellers
- •Power Absorption
- •Moments and Forces Generated by a Propeller
- •Effect of Atmospheric Conditions
- •Questions
- •Answers
- •17 Revision Questions
- •Questions
- •Answers
- •Explanations to Specimen Questions
- •Specimen Examination Paper
- •Answers to Specimen Exam Paper
- •Explanations to Specimen Exam Paper
- •18 Index
Questions
Questions
1.An elevon is:
a.an all moving tailplane that has no elevator.
b.the correct name for a V - tail.
c.a surface that extends into the airflow from the upper surface of the wing to reduce the lift.
d.a combined aileron and elevator fitted to an aircraft that does not have conventional horizontal stabilizer (tailplane).
2.When rolling at a steady rate the:
a.up-going wing experiences an increase in effective angle of attack.
b.rate of roll depends only on aileron deflection.
c.down-going wing experiences an increase in effective angle of attack.
d.effective angle of attack of the up-going and down-going wings are equal.
3.The control surface which gives longitudinal control is:
a.the rudder.
b.the ailerons.
c.the elevators.
d.the flaps.
4.Ailerons give:
a.lateral control about the lateral axis.
b.longitudinal control about the lateral axis.
c.lateral control about the longitudinal axis.
d.directional control about the normal axis.
5.Aileron reversal would be most likely to occur:
a.with a rigid wing at high speed.
b.with a flexible wing at high speed.
c.with a rigid wing at low
d.with a flexible wing at low speed.
6.If the ailerons are deflected to 10°, compared to 5°, this will cause:
a.an increased angle of bank.
b.an increased rate of roll.
c.no change to either bank angle or roll rate.
d.a reduction in the adverse yawing moment.
7.Yawing is a rotation around:
a.the normal axis controlled by elevator.
b.the lateral axis controlled by rudder.
c.the longitudinal axis controlled by ailerons.
d.the normal axis controlled by rudder.
11
Questions 11
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11 Questions
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8. |
If the control column is moved forward and to the left: |
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a. |
the left aileron moves up, right aileron moves down, elevator moves up. |
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b. |
the left aileron moves down, right aileron moves up, elevator moves down. |
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c. |
the left aileron moves up, right aileron moves down, elevator down. |
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d. |
the left aileron moves down, right aileron moves up, elevator moves up. |
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9. |
The secondary effect of yawing to port is to: |
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a. |
roll to starboard. |
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b. |
pitch nose-up. |
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c. |
roll first to starboard and then to port. |
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d. |
roll to port. |
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10. |
Due to the AC of the fin being above the longitudinal axis, if the rudder is moved to |
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the right, the force acting on the fin will give: |
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a. |
a yawing moment to the left but no rolling moment. |
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b. |
a rolling moment to the left. |
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c. |
a rolling moment to the right. |
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d. |
a yawing moment to the right but no rolling moment. |
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11. |
What should be the feel on a ‘full and free’ check of the controls? |
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a. |
A gradual stiffening of the controls. |
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b. |
Rebound on reaching the stops. |
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c. |
A solid stop. |
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d. |
Controls should not be moved to the stops. |
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12. |
The purpose of control locks on a flying control system is: |
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a. |
to enable any free movement in the control system to be detected. |
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b. |
to prevent structural damage to the controls in gusty conditions when the |
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aircraft is on the ground. |
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c. |
to keep the control surface rigid to permit ground handling. |
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d. |
as a security measure. |
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13. |
An irreversible control: |
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a. |
may be moved by operating the cockpit control but not by the aerodynamic |
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loads acting on the control surface. |
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b. |
has less movement in one direction than the other. |
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c. |
may be moved either by the cockpit control or by a load on the control |
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surface. |
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d. |
is when the control locks are engaged. |
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14. |
Ailerons may be rigged slightly down (drooped): |
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a. |
to increase the feel in the control circuit. |
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b. |
to correct for adverse aileron yaw. |
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c. |
to allow for up-float in flight to bring the aileron into the streamlined position. |
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d. |
to give a higher CLMAX for take-off. |
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11 |
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15. |
The tailplane shown has inverted camber. |
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To cause the aircraft to pitch nose-up: |
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a. |
the control column must be pushed forward. |
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b. |
the control column must be pulled backwards. |
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c. |
the control wheel must be rotated. |
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d. |
the incidence of the tailplane must be decreased because the negative camber |
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will make it effective in the reverse sense. |
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16. |
If an aileron is moved downward: |
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a. |
the stalling angle of that wing is increased. |
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b. |
the stalling angle of that wing is decreased. |
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c. |
the stalling angle is not affected but the stalling speed is decreased. |
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17. |
When rudder is used to give a coordinated turn to the left: |
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a. |
the left pedal is moved forward, and the rudder moves right. |
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b. |
the right pedal is moved forward and the rudder moves left. |
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c. |
the left pedal is moved forward and the rudder moves left. |
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18. |
The higher speed of the upper wing in a steady banked turn causes it to have more |
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lift than the lower wing. This may be compensated for by: |
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a. |
use of the rudder control. |
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b. |
operating the ailerons slightly in the opposite sense once the correct angle of |
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bank has been reached. |
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c. |
increasing the nose-up pitch by using the elevators. |
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19. |
The purpose of a differential aileron control is to: |
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a. |
give a yawing moment which opposes the turn. |
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b. |
reduce the yawing moment which opposes the turn. |
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c. |
give a pitching moment to prevent the nose from dropping in the turn. |
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d. |
improve the rate of roll. |
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20. |
When displacing the ailerons from the neutral position: |
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a. |
the up-going aileron causes an increase in induced drag. |
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b. |
the down-going aileron causes an increase in induced drag. |
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c. |
both cause an increase in induced drag. |
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d. |
induced drag remains the same, the up-going aileron causes a smaller increase |
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in profile drag than the down-going aileron. |
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21. |
The purpose of aerodynamic balance on a flying control is: |
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to get the aircraft into balance. |
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b. |
to prevent flutter of the flying control. |
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c. |
to reduce the control load to zero. |
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d. |
to make the control easier to move. |
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357
11 Questions
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22. |
A horn balance on a control surface is: |
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a. |
an arm projecting upward from the control surface to which the control cables |
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are attached. |
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b. |
a projection of the outer edge of the control surface forward of the hinge |
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line. |
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c. |
a rod projecting forward from the control surface with a weight on the end. |
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d. |
a projection of the leading edge of the control surface below the wing |
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undersurface. |
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23. |
An aileron could be balanced aerodynamically by: |
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a. |
making the up aileron move through a larger angle than the down aileron. |
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b. |
attaching a weight to the control surface forward of the hinge. |
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c. |
having the control hinge set back behind the control surface leading edge. |
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d. |
having springs in the control circuit to assist movement. |
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24. |
Control overbalance results in: |
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a sudden increase in stick force. |
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a sudden reduction then reversal of stick force. |
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c. |
a sudden loss of effectiveness of the controls. |
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d. |
a gradual increase in stick force with increasing IAS. |
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25. |
A control surface is mass balanced by: |
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a. |
fitting a balance tab. |
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b. |
attaching a weight acting forward of the hinge line. |
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c. |
attaching a weight acting on the hinge line. |
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d. |
attaching a weight acting behind the hinge line. |
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26. |
If the control wheel is turned to the right, a balance tab on the port aileron should: |
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a. |
move up relative to the aileron. |
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b. |
move down relative to the aileron. |
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c. |
not move unless the aileron trim wheel is turned. |
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d. |
move to the neutral position. |
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27. |
The purpose of an anti-balance tab is to: |
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a. |
trim the aircraft. |
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b. |
reduce the load required to move the controls at all speeds. |
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c. |
reduce the load required to move the controls at high speeds only. |
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d. |
give more feel to the controls. |
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28. |
When the control column is pushed forward a balance tab on the elevator: |
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a. |
will move up relative to the control surface. |
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b. |
will move down relative to the control surface. |
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c. |
will only move if the trim wheel is operated. |
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d. |
moves to the neutral position. |
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Questions |
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11 |
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29. |
The purpose of a spring tab is: |
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a. |
to maintain a constant tension in the trim tab system. |
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b. |
to increase the feel in the control system. |
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c. |
to reduce the pilot’s effort required to move the controls against high air |
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loads. |
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d. |
to compensate for temperature changes in cable tension. |
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30. |
The purpose of a trim tab is: |
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a. |
to assist the pilot in initiating movement of the controls. |
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b. |
to zero the load on the pilots controls in the flight attitude required. |
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c. |
to provide feel to the controls at high speed. |
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d. |
to increase the effectiveness of the controls. |
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31. |
To re trim after failure of the right engine on a twin engine aircraft: |
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the rudder trim tab will move right and the rudder left. |
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b. |
the trim tab will move left and the rudder right. |
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c. |
the trim tab will move left and the rudder remain neutral. |
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d. |
the trim tab will move right and the rudder remain neutral. |
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Questions |
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32. |
To trim an aircraft which tends to fly nose heavy with hands off, the top of the |
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elevator trim wheel should be: |
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a. |
moved forward to raise the nose and this would cause the elevator trim tab to |
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move down, and the elevator to move up. |
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b. |
moved backwards to raise the nose, and this would cause the elevator trim |
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tab to move down, and the elevator to move up. |
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c. |
moved backwards to raise the nose, and this would cause the elevator trim |
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tab to move up, and the elevator to move up. |
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d. |
be moved backwards to raise the nose, and this would cause the elevator trim |
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tab to move up and cause the nose to rise. |
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33. |
To achieve the same degree of longitudinal trim, the trim drag from a variable |
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incidence trimming tailplane would be: |
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a. |
greater than that from an elevator. |
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b. |
the same as that from an elevator. |
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c. |
less than that from an elevator. |
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34. |
Following re-trimming for straight and level flight because of forward CG |
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movement: |
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nose-up pitch authority will be reduced. |
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b. |
nose-down pitch authority will be reduced. |
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c. |
longitudinal stability will be reduced. |
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d. |
tailplane down load will be reduced. |
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35. |
An aircraft has a tendency to fly right wing low with hands off. It is trimmed with a |
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tab on the left aileron. The trim tab will: |
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move up, causing the left aileron to move up and right aileron to move down. |
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b. |
move down, causing the left aileron to move up, right aileron remains neutral. |
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c. |
move down causing the left aileron to move up, and right aileron to move |
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down. |
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d. |
move up causing the left wing to move down, ailerons remain neutral. |
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11 Questions
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36. |
An aircraft takes off with the elevator control locks still in position. It is found to be |
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nose heavy and: |
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a. |
backward movement of the trim wheel would increase nose heaviness. |
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b. |
it would not be possible to move the trim wheel. |
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c. |
backward movement of the trim wheel would reduce nose heaviness. |
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d. |
operating the trim wheel would have no effect. |
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37. |
On a servo tab operated elevator, if the pilot’s control column is pushed forward in |
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flight: |
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a. |
the servo tab will move down causing the elevator to move up. |
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b. |
the elevator will move down causing the servo tab to move up. |
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c. |
the elevator will move up causing the servo tab to move down. |
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d. |
the servo tab will move up causing the elevator to move down. |
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38. |
If a cockpit control check is made on an aircraft with servo operated controls, and it |
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is found that the cockpit controls move fully and freely in all directions: |
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11 |
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a. |
the control surfaces and servo tabs are free. |
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b. |
the control surfaces are free but there could be locks on the servo tabs. |
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c. |
there could be locks on the control surfaces and on the servo tabs. |
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d. |
the servo tabs are free but there could be locks on the control surfaces. |
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39. |
In a servo operated aileron control system, turning the cockpit control wheel to the |
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right in flight will cause the servo tab on the left aileron: |
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a. |
to move up and the left aileron to move down. |
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b. |
to move down and the left aileron to move down. |
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c. |
to move down and the left aileron to move up. |
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d. |
to move up and the right aileron to move down. |
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40. |
Spoilers on the upper surface of the wing may be used on landing: |
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a. |
to give a nose-down pitching moment. |
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b. |
to reduce the lift and so put more weight on the wheels, making the brakes |
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more effective. |
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c. |
to cause drag and increase the lift from the flaps. |
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d. |
to reduce the touchdown speed. |
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41. |
Wing mounted spoiler surfaces may be used as: |
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a. |
air brakes. |
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b. |
lift dumpers. |
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c. |
lateral control. |
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d. |
all of the above. |
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42. |
Spoilers, when used for roll control, will: |
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a. |
reinforce the boundary layer. |
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b. |
create turbulence at the wing root. |
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c. |
increase the camber at the wing root. |
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d. |
decrease lift on the upper wing surface when deployed asymmetrically. |
360
Questions 11
43.On an aircraft fitted with roll control spoilers, a roll to port is achieved by:
a.deflecting the port spoiler up and starboard down.
b.deflecting the starboard spoiler down.
c.deflecting the port spoiler up.
d.deflecting the port spoiler down.
44.In a fully power operated flying control system control feel is provided by:
a.the friction in the control cable system.
b.an artificial feel unit (Q - Feel).
c.the aerodynamic loads on the control surface.
d.the mass balance weights.
Questions 11
361