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

Vmd will be at a higher speed.

Vmd will be at the same speed.
Vmd will be at a lower speed.

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If the aircraft is slipping in turn

the bank angle is too great.

the bank angle is too small.
the nose of the aircraft is too low.

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As the airspeed over a cambered wing is increased, a shock wave will appear
initially

at the leading edge.

at the trailing edge.
near the point of maximum curvature.

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Flexure of a rearward swept wing will

increase the lift and hence increase the flexure.

increase the lift and hence decrease the flexure.
decrease the lift and hence decrease the flexure.

The stagnation point consists of

dynamic and static air pressure.

static air pressure.

dynamic air pressure.

At stall, the wingtip stagnation point

doesnt move.
moves toward the lower surface of the wing.
moves toward the upper surface of the wing.

The stagnation point consists of

dynamic and static air pressure.

static air pressure.
dynamic air pressure.

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Wing loading of an aircraft

varies with dynamic loading due to air currents.

is independent of altitude.
decreases with density.

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A wing mounted stall sensing device is located

usually on the under surface.

always at the wing tip.
always on the top surface.

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Dutch Roll affects

pitch and yaw simultaneously.

yaw and roll simultaneously.
pitch and roll simultaneously.

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If the aircraft turns and side-slips

the sweepback of the wing will correct the sideslip.

the keel surface will correct the sideslip.
the dihedral of the wing will correct the sideslip.

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A servo tab is operated

automatically, and moves in the same direction as the main control surfaces.
directly by the pilot to produce forces which in turn move the main control surfaces.
by a trim wheel and moves in the opposite direction to the main control sufraces when

moved.

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Induced downwash

reduces the effective angle of attack of the wing.

increases the effective 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.

Interference drag can be reduced by the use of

fairings at junctions between fuselage and wings.

high aspect ratio wings.
streamlining.
Dutch roll is movement in

pitch and roll.

yaw and roll.
yaw and pitch.

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Stall commencing at the root is preferred because

it provides the pilot with a warning of complete loss of lift.

the ailerons become ineffective.
it will cause the aircraft to pitch nose up.

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As a subsonic aircraft speeds-up, its Centre of Pressure

moves aft.
moves forward.
is unaffected.

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Wave drag

increases in the supersonic region.

increases at the low speed stall.
increases in the transonic region.

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To correct dutch roll you must damp oscillation around

the longitudinal axis.

the lateral axis.
the vertical axis.

The Rams Horn Vortex on a forward swept wing will be

more than a rearward swept wing.
less than a rearward swept wing.
the same as a rearward swept wing.

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

What causes tuckunder?

Flap back effect.
Shock stall.
Aileron reversal.

Induced drag curve characteristics of a slender delta wing are

such that there is
an increase in gradient with wing speed.

no change in gradient with wing speed.

decrease in gradient with wing speed.

Before an aircraft reaches critical mach

the nose pitches up because the CP moves Forward.
the aircraft buffets because the CP moves to the shock wave.
the nose pitches down because the CP moves rear.

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

If the weight of an aircraft is increased, the induced drag at a

given speed
will increase.
will decrease.
will remain the same.

A delta wing aircraft flying at the same speed (subsonic) and

angle of attack as a swept wing aircraft of similar wing area will
produce
more lift.
less lift.

the same lift.

The amount of lift generated by a wing is

greatest at the tip.
constant along the span.
greatest at the root.

Tuck-under can be counteracted by

mach trim.
aileron reversal.
trim tabs.

The lift drag ratio is

higher at mach numbers above supersonic.
higher at sub sonic mach numbers.
the same.

The trailing vortex on a pointed wing (taper ratio = 0) is

at the tip.
equally all along the wing span.

at the root.

The stalling speed of an aircraft

is increased when it is heavier.
does not change.
is increased when it is lighter.

Translational 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.

Lateral stability is reduced by increasing

dihedral.
sweepback.
anhedral.

n aircraft flying below the tropopause descends at a constant True

Airspeed, its Mach. No. will
remain the same.
increase.
decrease.

A delta wing aircraft flying at the same speed (subsonic) and angle of attack as a
swept wing aircraft of similar wing area will produce

more lift.
less lift.
the same lift.

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The stalling speed of an aircraft

is increased when it is heavier.

does not change.
is increased when it is lighter.

Sweepback increases Mcrit by

decreasing the amount of airflow over the lowest point on the aerofoil
section.
decreasing the amount of airflow over the highest point on the aerofoil
section.
increasing the amount of airflow over the highest point on the aerofoil
section.

As Mach number increases, what is the effect on boundary layer?

Becomes more turbulent.
Decreases in thickness.
Becomes less turbulent.

When does a shock stall occur?

When the aircraft forward speed is above Mach One.

At the critical Mach number of the aeroplane.
When the aircraft reaches speed of sound in a dive.

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With the C of G on its forward limit

the change in control loading is dependant on the position of the CofP.

control loading decreases.
control loading increases.

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An aircraft will have

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.

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Symptoms of shock stall are

decrease in speed, buffet and movement of the centre of pressure.

buffet, loss of control, and instability.
compressibility effects, buffet and loss of control.

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