QDB 15 = POF

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1. The angle of attack of an aerofoil section is the angle between the:

Chord line and the relative undisturbed airflow

2. The units of the density of the air (I) and the force (II) are:

(I) kg / m3, (II) N

3. The units of wing loading (I) W / S and (II) dynamic pressure q are:

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

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

F=m. a

5. The static pressure acts:

In all directions

6. Lift is generated when:

A certain mass of air is accelerated downwards

7. Consider a steady flow through a stream tube at a given constant velocity. An increase in the flow's

temperature will:

Lower the mass flow

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

The dynamic pressure increases as static pressure decreases

9. If, in a two-dimensional incompressible and subsonic flow, the streamlines converge the static pressure in the

flow will:

Decrease

10. Bernoulli's equation can be written as:

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

pt = ps + q

11. Which of these statements about boundary layers is correct?

A laminar boundary layer is thinner than a turbulent one

12. As angle of attack is increased on a conventional low speed aerofoil at low subsonic speeds, flow separation

normally starts on the:

Upper surface near the trailing edge

13. On an asymmetrical, single curve aerofoil, in subsonic airflow, at low angle of attack, when the angle of attack

is increased, the centre of pressure will (assume a conventional transport aeroplane):

Move forward

14. The Cl - alpha curve of a positive cambered aerofoil intersects with the vertical axis of the Cl - alpha graph:

Above the origin

15. The angle of attack of a two dimensional wing section is the angle between:

The chord line of the aerofoil and the free stream direction

16. The angle between the airflow (relative wind) and the chord line of an aerofoil is:

Angle of attack

17. The angle between the aeroplane longitudinal axis and the chord line is the:

Angle of incidence

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18. With increasing angle of attack, the stagnation point will move (I) ...and the point of lowest pressure will move

(II) ...Respectively (I) and (II) are:

(I) down, (II) forward

19. On a swept wing aeroplane at low airspeed, the "pitch up" phenomenon:

Is caused by wingtip stall

20. Low speed pitch up is caused by the:

Spanwise flow on a swept back wing

21. The aeroplane drag in straight and level flight is lowest when the:

Parasite drag is equal to the induced drag

22. Considering a positive cambered aerofoil, the pitch moment when Cl=0 is:

Negative (pitch-down).

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

Zero

24. An aeroplane maintains straight and level flight while the IAS is doubled. The change in lift coefficient will be:

x 0.25

25. When "spoilers" are used as speed brakes:

At same angle of attack, CD is increased and CL is decreased

26. In a turn, the load factor n and the stalling speed VS will be:

N greater than 1, VS higher than in straight and level flight

27. On a wing fitted with a "fowler" type trailing edge flap, the "Full extended" position will produce:

An increase in wing area and camber

28. When flaps are extended in a straight and level flight at constant IAS, the lift coefficient will eventually:

Remain the same

29. When flaps are deployed at constant angle of attack the lift coefficient will:

Increase

30. Trailing edge flap extension will:

Decrease the critical angle of attack and increase the value of CLmax

31. Which of the following statements about the difference between Krueger flaps and slats is correct?

Deploying a slat will form a slot, deploying a Krueger flap does not

32. What is the most effective flap system?

Fowler flap

33. Deploying a Fowler flap, the flap will:

Move aft, and then turn down

34. A slotted flap will increase the CLMAX by:

Increasing the camber of the aerofoil re-energising the airflow

35. In order to maintain straight and level flight at a constant airspeed, whilst the flaps are being retracted, the

angle of attack will:

Increase

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36. What is the purpose of an auto-slat system?

Extend automatically when a certain value of angle of attack is exceeded

37. The function of the slot between an extended slat and the leading edge of the wing is to:

Cause a venturi effect which energizes the boundary layer

38. Which of the following series of configurations has an increasing critical angle of attack?

Flaps only extended, clean wing, slats only extended

39. An aeroplane with swept back wings is equipped with slats and/or leading edge (L.E.) flaps. One possible

efficient way to arrange the leading edge devices on the wings is:

Wing roots: L.E. flaps, Wing tips: slats

40. A deployed slat will:

Increase the boundary layer energy, move the suction peak from the fixed part of the wing to the slat, so that

the stall is postponed to higher angles of attack

41. An aeroplane has the following flap settings: 0, 15, 30 and 45. Slats can be selected too. Which of the

above selections will produce the greatest negative influence on the CL/CD ratio?

Flaps from 30 to 45

42. After take-off the slats (when installed) are always retracted later than the flaps. Why?

Because SLATS EXTENDED gives a large decrease in stall speed with relatively less drag

43. Upon wing spoiler extension in straight and level flight, if the speed and load factor remain constant:

CD increases but CL remains unaffected

44. A jet aeroplane cruises buffet free at high constant altitude in significant turbulence. Which type of stall can

occur if this aeroplane decelerates?

Accelerated stall

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

Deep stall

46. When considering a swept-back wing, without corrective design features, at the stall:

Tip stall will occur first, which produces a nose-up pitching moment

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

Newton

48. Excluding constants, the coefficient of induced drag (CDi) is the ratio of:

CL and AR (aspect ratio)

49. One important advantage a turbulent boundary layer has over a laminar layer is that the turbulent boundary

layer:

Has less tendency to separate from the surface

50. In straight and level flight at a speed of 1.3 VS, the lift coefficient, expressed as a percentage of its maximum

CLMAX, would be:

59%

Lift is constant, i.e. it is the same in both cases.

Lift 1= 1/2 x density x S x VS2 x CLmax

Lift 2= 1/2 x density x S x (1.3xVS)2 x CL

Lift 1 = Lift 2

1/2 x density x S x VS2 x CLmax = 1/2 x density x S x (1.3xVS)

2 x CL VS

2 x CLmax = (1.3xVS)

2 x CL VS

2 x CLmax =

1.32 x VS

2 x CL; CL = VS

2 x CLmax /(1.3

2) x VS

2; CL = CLmax / 1.3

2; CL = CLmax x 0.59

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51. The lift formula can be written as:

(Rho = density)

L= CL 1/2 RHO V S

52. Which one of the following statements about the lift-to-drag ratio in straight and level flight is correct?

At the highest value of the lift/drag ratio the total drag is lowest

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

Relative wind/airflow

54. At a load factor of 1 and the aeroplane's minimum drag speed, what is the ratio between induced drag Di and

parasite drag Dp?

Di/Dp = 1

55. The correct drag formula can be written as:

(Rho = density)

D= CD 1/2 RHO V S

56. The value of the parasite drag in straight and level flight at constant weight varies linearly with the:

Square of the speed

57. An aeroplane accelerates from 80 kt to 160 kt at a load factor equal to 1. The induced drag coefficient (i) and

the induced drag (ii) alter with the following factors:

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

58. What is the effect on induced drag of an increase in aspect ratio?

Induced drag decreases, because the effect of tip vortices decreases

59. In what way do (1) induced drag and (2) parasite drag alter with increasing speed?

(1) decreases and (2) increases

60. Which of the following wing planforms produces the lowest induced drag? (assume zero wing twist)

Elliptical

61. If flaps are deployed at constant IAS in straight and level flight, the magnitude of tip vortices will eventually:

(flap span less than wing span)

Decrease

62. The value of the induced drag of an aeroplane in straight and level flight at constant mass varies linearly with:

1/V

63. Assuming no compressibility effects, induced drag at constant IAS is affected by:

Aeroplane mass

64. Which of the following will reduce induced drag?

Elliptical lifts distribution

65. Induced drag is the result of:

Downwash generated by tip vortices

66. Vortex generators:

Transfer energy from the free airflow into the boundary layer

67. How does the total drag vary as speed is increased from stalling speed (VS) to maximum IAS (VNE) in a

straight and level flight at constant weight?

Decreasing, then increasing

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68. A boundary layer fence on a swept wing will improve:

The low speed characteristics

69. Extension of FOWLER type trailing edge lift augmentation devices will produce:

A nose-down pitching moment

70. Compared with level flight prior to the stall, the lift (1) and drag (2) in the stall change as follows:

(1) decreases (2) increases

71. Entering the stall the centre of pressure of a straight (1) wing and of a strongly swept back wing (2) will:

(1) move aft, (2) move forward

72. Which of these statements about stall speed is correct?

Increasing sweepback increases stall speed

73. Which of the following statements about the spin is correct?

During spin recovery the ailerons should be kept in the neutral position

74. During an normal spin recovery:

The ailerons are held in the neutral position

75. Which of the following statements about the stall of a straight wing aeroplane is correct?

Just before the stall the aeroplane will have a nose-down tendency

76. Which of the following are used as stall warning devices?

Stick shaker and angle of attack indicator

77. The vane of a stall warning system with a flapper switch is activated by the change of the:

Stagnation point

78. The normal stall recovery procedure for a light single engined aeroplane is:

Full power and stick roll-neutral nose-down, correcting for angle of bank with rudder

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

Swept back wings and a T-tail

80. A strongly swept back wing stalls. If the wake of the wing contacts the horizontal tail, the effect on the stall

behaviour can be:

Nose up tendency and/or lack of elevator response

81. The function of the stick pusher is:

To activate and push the stick forward at or beyond a certain value of angle of attack

82. Dangerous stall characteristics, in large transport aeroplanes that require stick pushers to be installed, include:

Excessive wing drop and deep stall

83. The most important problem of ice accretion on an aeroplane during flight is:

Reduction in CLmax

84. The effects of very heavy rain (tropical rain) on the aerodynamic characteristics of an aeroplane are:

Decrease of CLmax and increase of drag

85. The frontal area of a body, placed in a certain airstream is increased by a factor 3. The shape will not alter.

The aerodynamic drag will increase with a factor:

3

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86. The aerodynamic drag of a body, placed in a certain airstream depends amongst others on:

The airstream velocity

87. A body is placed in a certain airstream. The airstream velocity increases by a factor 4. The aerodynamic drag

will increase with a factor:

16

88. A body is placed in a certain airstream. The density of the airstream decreases to half of the original value.

The aerodynamic drag will decrease with a factor:

2

89. The point, where the aerodynamic lift acts on a wing is:

The centre of pressure

90. The location of the centre of pressure of a positively cambered aerofoil at increasing angle of attack will:

Shift forward until approaching the critical angle of attack

91. The unit of density is:

kg/m

92. The unit of measurement of pressure is:

psi

93. The boundary layer of a wing is:

A layer on the wing in which the stream velocity is lower than the free stream velocity

94. A laminar boundary layer is a layer, in which:

No velocity components exist, normal to the surface

95. Total pressure is (rho = density):

Static pressure plus the dynamic pressure

96. The (subsonic) static pressure:

Decreases in a flow in a tube when the diameter decreases

97. The true airspeed (TAS) is:

Lower than the indicated airspeed (IAS) at ISA conditions and altitudes below sea level

98. The lift- and drag forces, acting on an aerofoil:

Depend on the pressure distribution around the aerofoil

99. The lift force, acting on an aerofoil:

Is mainly caused by suction on the upperside of the aerofoil

100. The relative thickness of an aerofoil is expressed in:

% chord

101. The aerofoil polar is:

A graph of the relation between the lift coefficient and the drag coefficient

102. The aspect ratio of the wing:

Is the ratio between the wing span and the mean geometric chord

103. Dihedral of the wing is:

The angle between the 0.25 chord line of the wing and the lateral axis

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104. The induced drag:

Increases as the lift coefficient increases

105. Flap extension at constant IAS whilst maintaining straight and level flight will increase the:

Maximum lift coefficient (CLMAX) and the drag

106. During flap down selection in a continuous straight and level flight at constant IAS and weight:

The centre of pressure moves aft

107. Which of the following situations leads to a decreasing stall speed (IAS)?

Decreasing weight

108. The difference between IAS and TAS will:

Decrease at decreasing altitude

109. An increase in wing loading will:

Increase the stall speeds

110. Which statement is correct?

The flow on the upper surface of the wing has a component in wing root direction

111. Compared with stalling airspeed (VS) in a given configuration, the airspeed at which stick shaker will be

triggered is:

Greater than VS

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

The angle between the wing chord line and the direction of the relative wind/airflow

113. The terms "q" and "S" in the lift formula are:

Dynamic pressure and the area of the wing

114. The critical angle of attack:

Remains unchanged regardless of gross weight

115. Comparing the lift coefficient and drag coefficient at normal angle of attack:

CL is much greater than CD

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

For a symmetric aerofoil, if angle of attack = 0, Cl =0

117. The polar curve of an aerofoil is a graphic relationship between:

Lift coefficient CI and drag coefficient Cd

118. The Mean Aerodynamic Chord (MAC) for a given wing of any planform is basically:

The chord of an equivalent untwisted, rectangular wing with the same pitching moment and lift

characteristics as the actual wing

119. The span-wise flow on an unswept wing is from the:

Lower to the upper surface via the wing tip

120. Induced drag may be reduced by:

An increase in aspect ratio

121. The relationship between induced drag and the aspect ratio is:

A decrease in the aspect ratio increases the induced drag

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122. Increasing the aspect ratio of a wing:

Decreases induced drag

123. What is the effect on induced drag of mass and speed changes (all other factors of importance remaining

constant)?

Decreases with increasing speed and decreasing mass

124. What will happen in ground effect?

The induced angle of attack and induced drag decreases

125. Floating due to ground effect during an approach to land will occur:

When the height is less than halve of the length of the wing span above the surface

126. Which statement is correct about the laminar and turbulent boundary layer:

Friction drag is lower in the laminar layer

127. Behind the transition point in a boundary layer:

The mean speed and friction drag increases

128. The stall speed:

Increases with an increased weight

129. During a steady horizontal turn, the stall speed:

Increases with the square root of load factor

130. The stall speed in a 60 banked turn increases by the following factor:

1.41

131. Trailing edge flaps once extended:

Degrade the minimum glide angle

132. When the trailing edge flaps are deflected in level flight, the change in pitch moment will be:

Nose down

133. Extension of leading edge flaps will:

Increase critical angle of attack

134. Slat extension will:

Increase critical angle of attack

135. High Aspect Ratio, as compared with low Aspect Ratio, has the effect of:

Decreasing induced drag and critical angle of attack

136. "A line connecting the leading- and trailing edge midway between the upper and lower surface of an aerofoil".

This definition is applicable for:

The camber line

137. An aeroplane has a stall speed of 78 KCAS at its mass of 6850 kg. What is the stall speed when the mass is

5000 kg?

67 KCAS

138. What increases the stalling angle of attack? Use of:

Slats

139. What is the unit of measurement for power?

Nm/s

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140. The use of a slot in the leading edge of the wing enables the aeroplane to fly at a slower speed because:

It delays the stall to a higher angle of attack


As the angle of attack increases, the stagnation point on the wing's profile moves downwards

142. Compared with the clean configuration, the angle of attack at CLMAX with trailing edge flaps extended is:

Smaller

143. A slat will

Increase the boundary layer energy and prolongs the stall to a higher angle of attack

144. The sensor of a stall warning system can be activated by a change in the location of the

Stagnation point

145. Which aeroplane design has the highest probability of a super stall?

Swept wings

146. Assuming zero wing twist, the wing planform that gives the highest local lift coefficient at the wing root is:

Rectangular

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147. Which of the following statements, about a venturi in a sub-sonic airflow are correct?

1. The dynamic pressure in the undisturbed flow and in the throat is equal.

2. The total pressure in the undisturbed flow and in the throat is equal.

1 is incorrect and 2 is correct.

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

The undisturbed airflow and the chordline

149. For a subsonic flow the continuity equation states that if the cross-sectional area of a tube increases, the

speed of the flow:

Decreases

150. If the continuity equation is applicable, what will happen to the air density (rho) if the cross sectional area of a

tube changes? (low speed, subsonic and incompressible flow)

rho1 = rho2

151. Bernoulli's equation can be written as:

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

pt - q = ps

152. Which boundary layer, when considering its velocity profile perpendicular to the flow, has the greatest change

in velocity close to the surface?

Turbulent boundary layer

153. Which one of the bodies in motion (all bodies have the same cross section area) will have lowest drag?

Body C

154. Increasing dynamic pressure will have the following effect on the drag of an aeroplane:

At speeds above the minimum drag speed, total drag increases

155. Increasing air pressure will have the following effect on the drag of an aeroplane (angle of attack, OAT and

TAS are constant):

The drag increases

156. Which location on the aeroplane has the largest effect on the induced drag?

Wing tip

157. Winglets

Decrease the induced drag

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158. The interference drag is the result of:

Aerodynamic interaction between aeroplane parts (e.g. wing/fuselage)

159. Which line represents the total drag line of an aeroplane?

Line c

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160. The diagram shows the parameter Y against TAS. If horizontal flight is considered axis Y represents:

The induced drag

161. How are the speeds (shown in the figure) at point 1 and point 2 related to the relative wind/airflow V?

V1 = 0 and V2 > V

162. Consider an aerofoil with a certain camber and a positive angle of attack. At which location will the highest

flow velocities occur?

Upper side

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


164. When an aeroplane enters ground effect:

The lift is increased and the drag is decreased

165. Ground effect has the following influence on the landing distance:

Increases

166. An aeroplane performs a straight and level horizontal flight at the same angle of attack at two different

altitudes. (all other factors of importance being constant, assume ISA conditions and no compressibility effects)

The TAS at the higher altitude is higher

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167. Which point shown in the figure corresponds with CL for minimum horizontal flight speed?

Point a


The lift to drag ratio provides directly the

Glide distance from a given altitude at zero wind

169. Which type of flap is shown in the figure?

Fowler flap

170. Which type of flap is shown in the picture?

Split flap

171. The high lift device shown in the figure is a

Slat

172. The high lift device shown in the figure below is a

Krueger flap

173. A plain flap will increase CLMAX by

Increasing the camber of the aerofoil

174. During the retraction of the flaps at a constant angle of attack the aeroplane starts to (all other factors of

importance being constant)

Sink suddenly

175. During the extension of the flaps at a constant angle of attack the aeroplane starts to (all other factors of

importance being constant)

Climb

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176. The pitch up tendency of an aeroplane with swept back wings during a stall is caused by the:

Forward movement of the centre of pressure

177. The wing of an aeroplane will never stall at low subsonic speeds as long as....

The angle of attack is smaller than the value at which the stall occurs

178. The induced drag coefficient, CDi is proportional with:

CL

179. The stall speed increases, when: (all other factors of importance being constant)

Pulling up from a dive

180. By what approximate percentage will the stall speed increase in a horizontal coordinated turn with a bank

angle of 45?

19%

181. An aeroplane has a stall speed of 100 kt. When the aeroplane is flying a level co-ordinated turn with a load

factor of 1.5, the aeroplane will stall in this turn at:

122 kt


Flap extension causes a reduction in stall speed and the maximum glide distance

183. In which phase of the take-off is the aerodynamic effect of ice located on the wing leading edge most critical?

The rotation

184. An aeroplane has a stall speed of 100 kt at a load factor n=1. In a turn with a load factor of n=2, the stall

speed is:

141 kt

185. The induced angle of attack is:

The angle by which the relative airflow is deflected due to downwash

186. The following factors increase stall speed:

An increase in load factor, a forward CG shift, decrease in thrust

187. The stalling speed in IAS will change according to the following factors:

May increase with altitude, especially high altitude, will increase during icing conditions and will increase

when the CG moves forward


Increase during turn, increased mass and forward CG location


May increase during turbulence and will always increase when banking in a turn

190. Which ratio is defined as the "aspect ratio" of a wing?

Ratio between span and mean chord

191. Induced drag on a wing is:

Greatest at the wing tip

192. The characteristic of a high aspect ratio wing has are:

Short chord, long span

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193. Bernoulli's theorem states that in a perfect and constant airstream:

The sum of static and dynamic pressure is constant

194. The wing area divided by the span of a wing is called:

"Mean chord"

195. A line drawn from the leading edge to the trailing edge of an airfoil and equidistant at all points from the upper

and lower contours is called the

Mean chamber line

196. The angle between the chord line of the wing and the longitudinal axis of the airplane is known as the angle of

Incidence

197. Aspect ratio of a wing is the ratio between:

Wing span squared and wing area

198. The resistance, or skin friction, due to the viscosity of the air as it passes along the surface of the wing is part

of the:

Parasite drag

199. When are wing tip vortex created?

When the wing produces lift

200. That portion of the aircraft's total drag created by the production of lift is called:

Induced drag, and is greatly affected by changes in airspeed

201. At constant velocity airflow, a high aspect ratio wing will have (in comparison with a low aspect ratio wing)

Decreased drag, especially at a high angle of attack

202. The most common stall sensing devices are normally located:

At or near the wing leading edge

203. The aerodynamic characteristic of an aircraft in a spin is that the:

Outer wing is partially stalled

204. With increasing altitude the following occurs:

Drag remains the same for a given indicated airspeed

205. How does stalling speed vary with load factor?

It increases proportionally with the square root of the load factor

206. The following take place at the transition point on a wing:

The boundary layer makes the transition from laminar flow to the turbulent boundary layer

207. Which relationship is correct when comparing drag and airspeed?

If you double the airspeed the induced drag is reduced to 1/4

208. The angle between the chord line of an airfoil and the relative wind is known as the angle of

Attack

209. As it applies to airfoils, which statement is in agreement with Bernoulli's Principle?

The static pressure of a fluid decreases at points where the speed of the fluid increases

210. An aerofoil at its stalling angle will have a Lift/Drag ratio which is:

Low

POF - P a g e | 16

211. If density is kept constant, the dynamic pressure increases proportionally with:

The square of the velocity

212. If velocity and angle of attack is kept constant and density decreases, the lift

Decreases

213. An increase in the speed at which an airfoil passes through the air increases lift because

The increased speed of air passing over the airfoil's upper surface decreases the pressure, thus creating a

greater pressure differential between upper and lower surface

214. The angle of attack of a wing controls the

Distribution of positive and negative pressure acting on the wing

215. You are flying near sea level with a true air speed of 200 knots. You then climb to 10000 feet and keep the

same true speed. The drag and IAS

Are both smaller

216. How does pressure affect lift?

Lift decreases with decreasing pressure

217. An increase in angle of attack (below the stalling angle of attack) increases lift because

The lift coefficient increases

218. How does the wing's centre of pressure move with increasing angle of attack?

Forward

219. The angle of attack at which an aircraft stalls:

Remains constant regardless of gross weight

220. What changes in angle of attack must be made to maintain altitude while the airspeed is being increased?

Decrease the angle of attack to compensate for the increasing lift

221. Compared to a cambered airfoil, the zero lift angle of attack of a symmetrical airfoil is

Higher

222. Indicated stalling speed varies with varying temperature.

FALSE

223. The dynamic pressure increases proportionally with:

Density and the square of the velocity

224. Geometric washout means that

The tip of the wing has less angle of attack than the root

225. If indicated air speed and angle of attack are kept constant and density decreases, the lift

Remains constant

226. If pressure is kept constant and temperature increases, the density

Decreases

227. With increasing altitude flying at a constant IAS will result in:

No change in the stalling angle

228. If you want to maintain a constant TAS during a climb, you should during the climb

Reduce to a lower IAS

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229. Under what circumstances is TAS equivalent to GS?

No wind

230. Flying at the maximum rate of climb speed (Vy) you will obtain maximum:

Altitude in the shortest time

231. In flight the C of P by increasing angle of attack, will reach its most forward point on an airfoil:

Just below the stalling angle

232. Increasing the angle of attack in flight will cause the:

Stagnation point to move down and aft

233. What changes in aircraft control must be made to maintain altitude while the airspeed is being decreased?

Increase the angle of attack to compensate for the decreasing lift

234. A chambered airfoil with zero angle of attack will in flight produce:

Some lift and some drag

235. The construction feature of a wing called "wash out" is:

A decrease in the angle of incidence from root to tip

236. One feature of a wing is the "Mean Chord" which is the:

Wing area divided by the span

237. Dynamic pressure is expressed as

(rho/2)* V^2

238. The speed in flight at which the power required is at a minimum, is:

Below Vmd

239. Compared to a "high aspect ratio" wing a "low aspect ratio" wing will produce:

More induced drag and have a higher stalling angle

240. A wing has a "Fineness Ratio" which is the ratio of:

Thickness to the chord

241. In order to remain in level balanced flight:

The wing lift must be greater than weight, if the tailplane is giving a download for balance

242. At the tip of the wing in level flight, the air flows

From the lower surface to the upper surface and then down at the trailing edge

243. When looking at the airflow over the wing, from the wing surface and up, the air is

Accelerated to the transition point

244. Balancing of the weight component along the flight path in a glide is achieved by:

Drag

245. In a level turn with 60 lateral bank, the load factor is 2.0 and the stall speed increases by:

40 %

246. Wing tip vortices have the highest intensity during:

Take off

247. Speedbrakes are a device used on large transport category aircraft:

To increase drag in order to maintain a steeper gradient of descent

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248. Given an initial condition in straight and level flight with a speed of 1.4 VS. The maximum bank angle

attainable without stalling in a steady co-ordinated turn, whilst maintaining speed and altitude, is approximately:

60

249. To maintain level flight, if the angle of attack is increased, the speed must be:

Reduced

250. The boundary layer is considered to be turbulent...

Between the transition and separation points

251. When comparing the properties of laminar and turbulent boundary layers, which of the following statements is

correct?

Friction drag is lower in the laminar layer

252. The transition point is where the boundary layer changes from:

Laminar into turbulent

253. When considering the properties of a laminar and turbulent boundary layer, which of the following statements

is correct?

Friction drag is higher in a turbulent layer

254. Which point shown in the figure corresponds with CL for minimum horizontal flight speed?

Point D


Spoiler extension increases the stall speed, the minimum rate of descent and the minimum angle of descent

256. The result of spoiler surfaces deploying are:

Drag increases and lift decreases

257. CL varies with:

Angle of attack

258. Given the following aeroplane configurations:

1) Clean wing.

2) Slat only extended.

3) Flaps only extended.

Place these configurations in order of increasing critical angle of attack:

3, 1, 2

259. The difference between the effects of slat and flap asymmetry is that ("large" in the context of this question

means not or hardly controllable by normal use of controls):

d) Flap asymmetry causes a large rolling moment at any speed whereas slat asymmetry causes a large

difference in CLMAX

POF - P a g e | 19

260. From EAS and density altitude you can derive:

TAS

261. Assuming no flow separation and no compressibility effects, the location of the centre of pressure of a

positively cambered aerofoil section:

Moves forward when the angle of attack increases

262. Assuming no flow separation, when speed is decreased in straight and level flight on a positively cambered

aerofoil, what happens to the:

1) Centre of pressure and

2) The magnitude of the total lift force?

1) moves forward and 2) remains constant

263. The stagnation point is the point:

Where the velocity of the relative airflow is reduced to zero

264. An aeroplane in straight and level flight is subjected to a strong vertical gust. The point on the wing, where the

instantaneous variation in wing lift effectively acts is known as the:

Aerodynamic centre of the wing

265. The point, where the single resultant aerodynamic force acts on an aerofoil is called:

Centre of pressure

266. When speed is increased in straight and level flight on a positively cambered aerofoil, what happens to the:

1) Centre of pressure and

2) The magnitude of the total lifts force?

1) moves aft and 2) remains constant


symmetrical aerofoil section:

Is independent of angle of attack

268. Assuming no flow separation, which of these statements about the flow around an aerofoil as the angle of

attack increases are correct or incorrect?

1) The stagnation point moves up

2) The point of lowest static pressure moves forward

1) is incorrect 2) is correct

269. Which of these statements about a stationary subsonic airflow are correct or incorrect?

1) The static pressure decreases as the streamlines converge

2) The velocity increases as the streamlines converge

1) is correct 2) is correct

270. The SI units of air density (I) and force (II) are:

(I) kg/m3, (II) N

271. The SI unit of measurement for density is:

kg/m3

272. One SI unit of measurement for pressure is:

N/m2

POF - P a g e | 20

273. Given:

p = pressure

rho = density

T = absolute temperature

The relationship between pressure, density and absolute temperature of a given mass of air can be expressed as

follows:

p/ (rho * T) = constant

274. Which of these statements about weight or mass is correct?

Weight is a force

275. What is the SI unit of measurement for power?

Nm/s

276. Assuming subsonic incompressible flow, how will air density change as air flows through a tube of increasing

cross-sectional area? The air density:

Does not vary

277. Bernoulli's equation is:

Note:

rho = actual density

pstat = static pressure

pdyn = dynamic pressure

ptot = total pressure

pstat + 1/2 rho * TAS2 = constant

278. Given that:

pstat = static pressure

rho = density

pdyn = dynamic pressure

p tot = total pressure

Bernoulli's equation reads as follows:

pstat + 1/2 rho * TAS2 = constant

279. Considering subsonic incompressible airflow through a venturi, which statement is correct?

1) The dynamic pressure in the undisturbed airflow is the same as in the throat

2) The total pressure in the undisturbed airflow and in the throat is the same



1) The dynamic pressure in the undisturbed airflow is higher than in the throat

2) The total pressure in the undisturbed airflow is higher than in the throat

1) is incorrect 2) is incorrect

281. In a convergent tube with an incompressible sub-sonic airflow, the following pressure changes will occur:

Ps = static pressure

Pdyn = dynamic pressure

Ptot = total pressure

Ps decreases, Pdyn increases, Ptot remains constant


1) The dynamic pressure in the undisturbed airflow is lower than in the throat

2) The total pressure in the undisturbed airflow and in the throat is the same


POF - P a g e | 21


1) The dynamic pressure in the undisturbed airflow is lower than in the throat

2) The total pressure in the undisturbed airflow is higher than in the throat

1) is correct 2) is incorrect


1) The dynamic pressure in the undisturbed airflow is the same than in the throat

2) The total pressure in the undisturbed airflow is lower than in the throat




2) The total pressure in the undisturbed airflow is lower than in the throat




2) The total pressure in the undisturbed airflow is the same than in the throat



1) The static pressure in the undisturbed airflow is lower than in the throat

2) The speed in the undisturbed airflow is lower than in the throat




2) The speed in the undisturbed airflow is the same than in the throat




2) The speed in the undisturbed airflow is higher than in the throat



1) The static pressure in the undisturbed airflow is the same than in the throat

2) The speed in the undisturbed airflow is lower than in the throat



1) The static pressure in the undisturbed airflow is the same than in the throat




1) The static pressure in the undisturbed airflow is higher than in the throat

2) The speed in the undisturbed airflow is the same than in the throat



1) The static pressure in the undisturbed airflow is higher than in the throat



POF - P a g e | 22


1) The dynamic pressure in the throat is lower than in the undisturbed airflow

2) The total pressure in the throat is lower than in the undisturbed airflow



1) The dynamic pressure in the throat is lower than in the undisturbed airflow

2) The total pressure in the throat is higher than in the undisturbed airflow



1) The dynamic pressure in the throat is the same as in the undisturbed airflow




1) The dynamic pressure in the throat is higher than in the undisturbed airflow





2) The total pressure in the throat is the same as in the undisturbed airflow


POF - P a g e | 23



2) The total pressure in the throat is higher than in the undisturbed airflow



1) The static pressure in the throat is lower than in the undisturbed airflow

2) The speed of the airflow in the throat is lower than in the undisturbed airflow



1) The static pressure in the throat is lower than in the undisturbed airflow

2) The speed of the airflow in the throat is higher than in the undisturbed airflow



1) The static pressure in the throat is the same as in the undisturbed airflow




1) The static pressure in the throat is the same as in the undisturbed airflow




1) The static pressure in the throat is higher than in the undisturbed airflow





2) The speed of the airflow in the throat is the same as in the undisturbed airflow







The weight of an object depends on the acceleration due to gravity


The mass of an object is independent of the acceleration due to gravity


In the SI system the unit of measurement for mass is the kilogram


The mass of a body can be determined by dividing its weight by the acceleration due to gravity

POF - P a g e | 24


The weight of a body can be determined by multiplying its mass by the acceleration due to gravity

312. The angle between the direction of the undisturbed airflow (relative wind) and the chord line of an aerofoil is

the:

Angle of attack

313. When the lift coefficient CI of a positively cambered aerofoil section is zero, the pitching moment is:

Nose down (negative)

314. When the lift coefficient CI of a symmetrical aerofoil section is zero, the pitching moment is:

Zero

315. The forces of lift and drag on an aerofoil are, respectively, normal and parallel to the:


316. Lift is the:

Component of the total aerodynamic force, perpendicular to the undisturbed airflow

317. The angle of attack of an aerofoil section is defined as the angle between the:

Undisturbed airflow and the chord line

318. A flat plate, when positioned in the airflow at a small angle of attack, will produce:

Both lift and drag

319. When the lift coefficient CI of a negatively cambered aerofoil section is zero, the pitching moment is:

Nose up (positive)

320. An aerofoil is cambered when:

The line, which connects the centres of all inscribed circles, is curved

321. Dihedral of a wing is the angle between:

The wing plane and the horizontal with the aeroplane in an unbanked, level condition

322. Wing sweep angle is the angle between:

The quarter-chord line of the wing and the lateral axis

323. The aeroplane's angle of incidence is defined as the angle between the:

Longitudinal axis and the wing root chord line

324. The mean geometric chord of a wing is the:

Wing area divided by the wing span

325. Taper ratio of a wing is the ratio between:

Tip chord and root chord

326. An aerofoil with positive camber at a positive angle of attack will have the highest flow velocity:

On the upper side

327. The aerodynamic centre of a wing is the point relative to which:

Assuming no flow separation, the pitching moment coefficient does not change with varying angle of attack

POF - P a g e | 25


positively cambered aerofoil section:

Moves backward when the angle of attack decreases

329. Assuming no flow separation and no compressibility effects, the location of the aerodynamic centre of an

aerofoil section:

Is at approximately 25 % chord irrespective of angle of attack


symmetrical aerofoil section:

Is at approximately 25 % chord irrespective of angle of attack


attack decreases are correct or incorrect?

1) The stagnation point moves down






2) The point of lowest static pressure moves aft







334. The lift coefficient CI versus angle of attack curve of a positive cambered aerofoil section intersects the

vertical axis of the graph:

Above the origin

335. An aeroplane in straight and level flight at 300 kt is subjected to a sudden disturbance in speed. Assuming the

angle of attack remains constant initially and the load factor reaches a value of approximately 1.2:

The speed will have increased by 30 kt

336. Which of the following variables are required to calculate lift from the lift formula?

Dynamic pressure, lift coefficient and wing area

337. A positively cambered aerofoil will generate zero lift:

At a negative angle of attack

338. Assuming ISA conditions and no compressibility effects, if an aeroplane maintains straight and level flight at

the same angle of attack at two different altitudes, the:

TAS is higher at the higher altitude

POF - P a g e | 26

339. The point in the figure corresponding to CL for minimum horizontal flight speed is:

Point c

340. Regarding a positively cambered aerofoil section, which statement is correct?

1) The angle of attack has a negative value when the lift coefficient equals zero

2) A nose down pitching moment exists when the lift coefficient equals zero


341. The lift coefficient of a symmetrical aerofoil section at zero angle of attack is:

Zero

342. An aeroplane flying at 100 kt in straight and level flight is subjected to a disturbance that suddenly increases

the speed by 20 kt assuming the angle of attack remains constant, the load factor will initially:

Increase to 1.44

343. Assuming standard atmospheric conditions, in order to generate the same amount of lift as altitude is

increased, an aeroplane must be flown at:

A higher TAS for any given angle of attack

344. Regarding the lift formula, if density doubles, lift will:

Also double

345. Regarding the lift formula, if airspeed doubles, lift will:

Be 4 times greater

346. If the lift generated by a given wing is 1000 kN, what will be the lift if the wing area is doubled?

2000 kN

347. If the wing area is increased, lift will:

Increase because it is directly proportional to wing area

348. If the airspeed is doubled, whilst maintaining the same control surface deflection the aerodynamic force on

this control surface will:

Become four times greater

POF - P a g e | 27

349. The lift coefficient CI versus angle of attack curve of a symmetrical aerofoil section intersects the vertical axis

of the graph:

At the origin

350. The lift coefficient CI versus angle of attack curve of a positively cambered aerofoil section intersects the

horizontal axis of the graph:

To the left of the origin

351. The lift coefficient CI versus angle of attack curve of a negatively cambered aerofoil section intersects the

horizontal axis of the graph:

To the right of the origin


1) The angle of attack has a positive value when the lift coefficient equals zero

2) A nose up pitching moment exists when the lift coefficient equals zero






354. Regarding a symmetric aerofoil section, which statement is correct?

1) The angle of attack is zero when the lift coefficient equals zero

2) The pitching moment is zero when the lift coefficient equals zero







1) The angle of attack has a negative value when the lift coefficient equals zero

2) A nose up pitching moment exists when the lift coefficient equals zero




2) The pitching moment is zero when the lift coefficient equals zero


POF - P a g e | 28

358. The point in the figure showing zero lift is:

Point a



IAS at both altitudes is the same



TAS is lower at the lower altitude

361. Assuming all bodies have the same cross-sectional area and are in motion, which body will have the lowest

pressure drag?

Body 3

POF - P a g e | 29

362. Increasing air density will have the following effect on the drag of a body in an airstream (angle of attack and

TAS are constant):

The drag increases

363. Minimum drag of an aeroplane in straight and level flight occurs at the:

Maximum CL-CD ratio

364. Assuming all bodies have the same cross-sectional area and are in motion, which body will have the highest

pressure drag?

Body 2

365. Assuming all bodies have the same cross-sectional area and are in motion, place these bodies in order of

increasing pressure drag. The correct answer is:

3, 4, 1, 2

366. Which of these statements about the strength of wing tip vortices are correct or incorrect?

1) Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack increases

2) The strength of wing tip vortices increases as the aspect ratio decreases


POF - P a g e | 30


1) Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack increases

2) The strength of wing tip vortices increases as the aspect ratio increases







1) Assuming no flow separation, the strength of wing tip vortices is not affected by angle of attack





2) The strength of wing tip vortices is not affected by aspect ratio







1) Assuming no flow separation, the strength of wing tip vortices decreases as the angle of attack decreases




1) Assuming no flow separation, the strength of wing tip vortices increases as the angle of attack decreases











POF - P a g e | 31















2) The strength of wing tip vortices decreases as the aspect ratio increases



1) Assuming no flow separation, the strength of wing tip vortices is not affected by the angle of attack













2) The strength of wing tip vortices decreases as the aspect ratio decreases










POF - P a g e | 32





387. Which statement concerning the local flow pattern around a wing is correct?

By fitting winglets to the wing tip, the strength of the wing tip vortices is reduced which in turn reduces

induced drag

388. An aeroplane transitions from steady straight and level flight into a horizontal co-ordinated turn with a load

factor of 2, the speed remains constant and the:

Induced drag increases by a factor of 4

389. What is the effect of winglets on the drag of the wing?

Increase parasite drag, decrease induced drag

390. The induced angle of attack is the result of:

Downwash due to tip vortices

391. If the aspect ratio of a wing increases whilst all other relevant factors remain constant, the critical angle of

attack will:

Decrease

392. When wing lift is zero, its induced drag is:

Zero

393. Which statement, about the effects on drag of fitting external tip tanks to the wings of an aeroplane, is correct?

1) Parasite drag increases

2) Induced drag increases



1) Parasite drag decreases





2) Induced drag decreases


396. Which statement, about the effects on drag of removing external tip tanks from the wings of an aeroplane, is

correct?





correct?




POF - P a g e | 33


correct?

1) Parasite drag decreases



399. Which statements about induced drag are correct or incorrect?

1) An elliptical spanwise lift distribution generates less induced drag than a rectangular lift distribution

2) Induced drag increases with decreasing aspect ratio


400. Which of these statements about induced drag are correct or incorrect?

1) An elliptical spanwise lift distribution generates more induced drag than a rectangular lift distribution

2) Induced drag decreases with decreasing aspect ratio



1) An elliptical spanwise lift distribution generates more induced drag than a rectangular lift distribution

2) Induced drag increases with decreasing aspect ratio



1) An rectangular spanwise lift distribution generates less induced drag than an elliptical lift distribution

2) Induced drag increases with increasing aspect ratio



1) An rectangular spanwise lift distribution generates more induced drag than an elliptical lift distribution

2) Induced drag decreases with increasing aspect ratio



1) An rectangular spanwise lift distribution generates less induced drag than an elliptical lift distribution

2) Induced drag decreases with increasing aspect ratio



1) Induced drag increases as angle of attack increases

2) At constant load factor, induced drag increases with increasing aeroplane mass



1) Induced drag decreases as angle of attack increases

2) At constant load factor, induced drag decreases with increasing aeroplane mass



1) Induced drag increases as angle of attack increases

2) At constant load factor, induced drag decreases with increasing aeroplane mass


POF - P a g e | 34

408. Which statements about induced drag are correct or incorrect?

1) Induced drag increases as angle of attack decreases

2) At constant load factor, induced drag increases with decreasing aeroplane mass



1) Induced drag decreases as angle of attack decreases

2) At constant load factor, induced drag decreases with decreasing aeroplane mass



1) Induced drag increases as angle of attack decreases

2) At constant load factor, induced drag decreases with decreasing aeroplane mass



1) Induced drag decreases as angle of attack decreases

2) At constant load factor, induced drag increases with decreasing aeroplane mass


412. Decreasing the aspect ratio of a wing:

Increases induced drag

413. How does the total drag change, in straight and level flight at constant mass, as speed is increased from the

stall speed (VS) to maximum IAS (VNE or VMO)?

Initially decreases, then increases

414. Total drag is the sum of:

Parasite drag and induced drag

415. Which drag components make up parasite drag?

1) pressure drag

2) friction drag

3) induced drag

4) interference drag

The combination that regroups all of the correct statements is:

1, 2, 4

416. The total drag of an aerofoil in two dimensional flows comprises:

Pressure drag and skin friction drag

417. Which component of drag increases most when an aileron is deflected upwards?

Form drag

418. An aeroplane, being manually flown in the speed unstable region, experiences a disturbance that causes a

speed reduction. If the altitude is maintained and thrust remains constant, the aeroplane speed will:

Further decrease

419. If the airspeed reduces in level flight below the speed for maximum L/D, the total drag of an aeroplane will:

Increase because of increased induced drag

420. The total drag of a three dimensional wing consists of:

Induced drag and parasite drag

POF - P a g e | 35

421. Which statement, about an aeroplane entering ground effect at constant angle of attack, is correct?

1) The lift coefficient CL increases

2) The induced drag coefficient CDi decreases



1) The lift coefficient CL remains constant





2) The induced drag coefficient CDi remains constant




2) The induced drag coefficient CDi increases







1) The lift coefficient CL decreases



427. Which statement, about an aeroplane leaving ground effect at constant angle of attack, is correct?














2) The induced drag coefficient CDi remains constant


POF - P a g e | 36













434. Which statement about an aeroplane entering ground effect is correct?

1) The downwash angle increases

2) The induced angle of attack decreases



1) The downwash angle remains constant




1) The downwash angle decreases





2) The induced angle of attack remains constant




2) The induced angle of attack increases



1) The downwash angle remains constant







POF - P a g e | 37

441. Which statement about an aeroplane leaving ground effect is correct?










2) The induced angle of attack remains constant










446. Assuming constant IAS, when an aeroplane enters ground effect:

The induced angle of attack reduces

447. Assuming constant IAS, when an aeroplane enters ground effect:

Downwash reduces

448. Assuming constant IAS, when an aeroplane leaves ground effect:

The effective angle of attack decreases


The induced angle of attack increases


Induced drag increases


Downwash increases

452. Whilst maintaining straight and level flight with a lift coefficient CL=1, what will be the new value of CL after

the speed has doubled?

0.25

453. Whilst maintaining straight and level flight with a lift coefficient CL=1, what will be the new value of CL after

the speed is increased by 41 %?

0.50

POF - P a g e | 38

454. Which of these statements about the effect of wing sweep on centre of pressure location are correct or

incorrect?

1) The centre of pressure on a straight wing moves aft after the angle of attack approaches and exceeds the critical

angle of attack

2) The centre of pressure on a strongly swept back wing moves forward as the angle of attack approaches and

exceeds the critical angle of attack


455. Which of these statements about the effect of wing sweep on centre of pressure location are correct or

incorrect?

1) The centre of pressure on an unswept wing moves forward as the angle of attack approaches and exceeds the

critical angle of attack

2) When sweep back increases the centre of pressure has an increased tendency to move aft as the angle of attack

approaches and exceeds the critical angle of attack


456. Which of these statements about boundary layers is correct?

A turbulent boundary layer produces more friction drag than a laminar one

457. Given an aeroplane in steady, straight and level flight at low speed and considering the effects of CG location

and thrust, the highest value of wing lift occurs at:

Forward CG and idle thrust

458. Stall speed (IAS) varies with:

Weight

459. Dividing lift by weight gives:

Load factor

460. The load factor is greater than 1 (one):

When lift is greater than weight


1) Stall speeds are determined with the CG at the aft limit

2) Minimum control speeds are determined with the CG at the forward limit


462. The stall speed decreases:

(All other factors of importance being constant)

When, during a manoeuvre, the aeroplane nose is suddenly pushed firmly downwards (e.g. as in a push over)

463. An aeroplane has a stall speed of 100 kt at a mass of 1000 kg. If the mass is increased to 2000 kg, the new

value of stall speed will be:

141 kt

464. Wing loading is the ratio between:

Aeroplane weight and wing area


1) Stall speeds are determined with the CG at the forward limit

2) Minimum control speeds are determined with the CG at the aft limit



1) Stall speeds are determined with the CG at the forward limit

2) Minimum control speeds are determined with the CG at the forward limit


POF - P a g e | 39

467. Given an aeroplane in steady, straight and level flight at low speed and considering the effects of CG location

and thrust, the lowest value of wing lift occurs at:

Aft CG and take-off thrust

468. Wing twist (geometric and aerodynamic) is used to:

1) improve stall characteristics

2) reduce induced drag

3) reduce interference drag

4) increase VMO

The combination that regroups all of the correct statements is:

1, 2

469. The main purpose of a boundary layer fence on a swept wing is to:

Improve the low speed handling characteristics

470. Regarding deep stall characteristics, identify whether the following statements are correct or incorrect:

1) The combination of a wing with sweepback and a T-tail make an aeroplane prone to deep stall

2) A stick pusher system can be fitted to an aeroplane that exhibits abnormal stall characteristics


471. The pitch up effect of an aeroplane with swept back wing during a stall is due to the:

Wing tip stalling first

472. During a climbing turn to the right the:

Angle of attack of the left wing is larger than the angle of attack of the right wing

473. One disadvantage of wing sweepback is:

The tendency of the wingtip section to stall prior to the wing root section


1) A wing with forward sweep and a low horizontal tail makes an aeroplane prone to deep stall

2) A stick shaker system can be fitted to an aeroplane to resolve deep stall problems



1) An aeroplane with a low horizontal tail and wings with sweepback is normally prone to deep stall

2) An aeroplane with a canard is normally prone to deep stall



1) A stick pusher activates at a higher angle of attack than a stick shaker

2) A stick pusher prevents the pilot from increasing the angle of attack further



1) A stick pusher activates at a lower angle of attack than a stick shaker

2) A stick shaker prevents the pilot from increasing the angle of attack further



1) A stick pusher activates at a lower angle of attack than a stick shaker

2) A stick pusher prevents the pilot from increasing the angle of attack further


479. Negative tail stall is:

A sudden reduction in the downward aerodynamic force on the tailplane

POF - P a g e | 40

480. Which statement about negative tail stall is correct?

When negative tail stall occurs, the aeroplane will show an uncontrollable pitch-down moment


Decreasing sweepback decreases stall speed


Decreasing forward sweep decreases stall speed


Increasing forward sweep increases stall speed

484. Ignoring downwash effects on the tailplane, extension of Fowler flaps, will produce:

A nose down pitching moment

485. Upon extension of Fowler flaps whilst maintaining the same angle of attack:

CL and CD increase

486. The main function of a trailing edge flap is to:

Increase the maximum lift coefficient of the wing

487. What is the effect on an aeroplane's characteristics of extending Fowler flaps to their fully extended position?

Wing area and camber increase

488. When trailing edge flaps are extended whilst maintaining straight and level flight at constant IAS:

The centre of pressure moves aft

489. From an initial condition of level flight the flaps are retracted at a constant pitch attitude. The aeroplane will

subsequently:

Start to sink

490. From an initial condition of level flight the flaps are extended at a constant pitch attitude. The aeroplane will

subsequently:

Start to climb

491. When Fowler type trailing edge flaps are extended at a constant angle of attack, the following changes will

occur:

CL and CD increase

492. Slat extension:

Delays the stall to a higher angle of attack

493. For most jet transport aeroplanes, slat extension has:

A greater effect on stall speed than flap extension

494. Upon extension of a wing spoiler, if the angle of attack remains constant:

CD increases

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QDB 15 = POF