easa 8.1

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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.

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With an increase in aircraft weight

• md will !e at a higher speed.

• md will !e at the same speed.

• md will !e at a lower speed.


"f the aircraft is slipping in turn

• the !ank angle is too great.

• the !ank angle is too small.

• the nose of the aircraft is too low.


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#s the airspeed o$er a cam!ered wing is increased, a shock wa$e will appearinitially

• at the leading edge.

• at the trailing edge.

• near the point of ma%imum cur$ature.


&le%ure of a rearward swept wing will

• increase the lift and hence increase the fle%ure.

• increase the lift and hence decrease the fle%ure.

• decrease the lift and hence decrease the fle%ure.

'he stagnation point consists of dynamic and static air pressure.

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static air pressure.

dynamic air pressure.

#t stall, the wingtip stagnation point doesn(t mo$e.

mo$es toward the lower surface of the wing.

mo$es toward the upper surface of the wing.

'he stagnation point consists of

• dynamic and static air pressure.

• static air pressure.

• dynamic air pressure.


Wing loading of an aircraft

• $aries with dynamic loading due to air currents.

• is independent of altitude.

• decreases with density.


# wing mounted stall sensing de$ice is located

• usually on the under surface.

• always at the wing tip.

• always on the top surface.








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Dutch )oll affects

• pitch and yaw simultaneously.

• yaw and roll simultaneously.

• pitch and roll simultaneously.


"f the aircraft turns and side-slips

• the sweep!ack of the wing will correct the sideslip.

• the keel surface will correct the sideslip.

• the dihedral of the wing will correct the sideslip.


# ser$o ta! is operated

• automatically, and mo$es in the same direction as the main control surfaces.

• directly !y the pilot to produce forces which in turn mo$e the main control surfaces.

• !y a trim wheel and mo$es in the opposite direction to the main control sufraces when

mo$ed.


"nduced downwash

• reduces the effecti$e angle of attack of the wing.

• increases the effecti$e angle of attack of the wing.

• has no effect on the angle of attack of the wing.

When the trailing edge flaps are lowered, the aircraft will pitch nose up.

pitch nose down.

sink.

"nterference drag can !e reduced !y the use of







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fairings at *unctions !etween fuselage and wings.

high aspect ratio wings.

streamlining.

Dutch roll is mo$ement in

• pitch and roll.

• yaw and roll.

• yaw and pitch.


Stall commencing at the root is preferred !ecause

• it pro$ides the pilot with a warning of complete loss of lift.

• the ailerons !ecome ineffecti$e.

• it will cause the aircraft to pitch nose up.


#s a su!sonic aircraft speeds-up, its +entre of Pressure• mo$es aft.

• mo$es forward.

• is unaffected.



Wa$e drag• increases in the supersonic region.

• increases at the low speed stall.

• increases in the transonic region.












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'o correct dutch roll you must damp oscillation around

• the longitudinal a%is.

• the lateral a%is.

• the $ertical a%is.

'he )ams orn orte% on a forward swept wing will !e more than a rearward swept wing.

less than a rearward swept wing.

the same as a rearward swept wing.

With a trailing edge flap !eing lowered, due to rising gusts, whatwill happen to the angle of attack?

'end to decrease.

Stay the same.

'end to increase.

What causes tuckunder? &lap !ack effect.

Shock stall.

#ileron re$ersal.

"nduced drag cur$e characteristics of a slender delta wing aresuch that there is

an increase in gradient with wing speed.

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no change in gradient with wing speed.

decrease in gradient with wing speed.

efore an aircraft reaches critical mach the nose pitches up !ecause the +P mo$es &orward.

the aircraft !uffets !ecause the +P mo$es to the shock wa$e.

the nose pitches down !ecause the +P mo$es rear.

Slats

keep the !oundary layer from separating for longer.

increase the o$erall surface area and lift effect of wing.

act as an air !rake.

"f the weight of an aircraft is increased, the induced drag at agi$en speed

will increase.

will decrease.

will remain the same.

# delta wing aircraft flying at the same speed su!sonic/ and

angle of attack as a swept wing aircraft of similar wing area willproduce more lift.

less lift.

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the same lift.

'he amount of lift generated !y a wing is greatest at the tip.

constant along the span.

greatest at the root.

'uck-under can !e counteracted !y mach trim.

aileron re$ersal.

trim ta!s.

'he lift drag ratio is higher at mach num!ers a!o$e supersonic.

higher at su! sonic mach num!ers.

the same.

'he trailing $orte% on a pointed wing taper ratio 0 1/ is at the tip.

equally all along the wing span.

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at the root.

'he stalling speed of an aircraft is increased when it is hea$ier.

does not change.

is increased when it is lighter.

'ranslational drift is the tendency for the aircraft to drift laterally.

the tendency for the aircraft to turn to port.

the tendency for the aircraft to pitch nose up.

2ateral sta!ility is reduced !y increasing dihedral.

sweep!ack.

anhedral.

n aircraft flying !elow the tropopause descends at a constant 'rue#irspeed, its 3ach. 4o. will

remain the same.

increase.

decrease.

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# delta wing aircraft flying at the same speed su!sonic/ and angle of attack as a

swept wing aircraft of similar wing area will produce

• more lift.

• less lift.

• the same lift.


'he stalling speed of an aircraft

• is increased when it is hea$ier.

• does not change.

• is increased when it is lighter.

Sweep!ack increases 3crit !y decreasing the amount of airflow o$er the lowest point on the aerofoil

section.

decreasing the amount of airflow o$er the highest point on the aerofoil

section.

increasing the amount of airflow o$er the highest point on the aerofoil

section.

#s 3ach num!er increases, what is the effect on !oundary layer?

ecomes more tur!ulent.

Decreases in thickness.

ecomes less tur!ulent.



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When does a shock stall occur?

• When the aircraft forward speed is a!o$e 3ach 5ne.

• #t the critical 3ach num!er of the aeroplane.

• When the aircraft reaches speed of sound in a di$e.


With the + of 6 on its forward limit

• the change in control loading is dependant on the position of the +ofP.

• control loading decreases.

• control loading increases.


#n aircraft will ha$e

• less gliding distance if it has more payload.

• more gliding distance if it has more payload.

• the same gliding distance if it has more payload.



Symptoms of shock stall are

• decrease in speed, !uffet and mo$ement of the centre of pressure.

• !uffet, loss of control, and insta!ility.

• compressi!ility effects, !uffet and loss of control.

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easa 8.1