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What are the components of Wave Drag above MCRIT?

Shock drag

Energy drag and boundary layer separation

Induced and Parasite drag

MCRIT drag and wave drag

Which of the following formulas is correct ONLY for small angles of climb (γ)?

Sin(γ) = (T - D) / W

L = W * cos(γ)

T = D + W * sin(γ)

Gradient (%) = ((T - D) / W) * 100

Whilst in the cruise at cruising speed, ATC asks the pilot to reduce their speed. The efficiency of a fixed pitch propeller will (1) _____ and the efficiency of a constant speed propeller will (2) _____.

(1) decrease; (2) be maintained.

(1) increase; (2) be maintained.

(1) be maintained; (2) decrease.

(1) be maintained; (2) increase.

Refer to figure (The buffet onset boundary chart). A jet transport aeroplane with a mass of 100 tons carries out a steady level 50 degree bank turn at FL350. The buffet free speed range extends from:

M = 0.65 to M > 0.84.

M = 0.72 to M > 0.84.

M = 0.74 to M = 0.84.

M = 0.69 to M > 0.84.

Examples of aerodynamic balancing of control surfaces are:

mass in the nose of the control surface, horn balance and mass balance.

servo tab, spring tab, seal between the wing trailing edge and the leading edge of control surface.

balance tab, horn balance, and mass balance.

spring tab, servo tab, and power assisted control.

During normal operations, when slats are extended, but only the port side slats are operational, what will be the effect on the aeroplane?

A roll to starboard.

A roll to port.

There should be no effect in normal operations.

A yaw to port.

Wing sweep angle is the angle between:

the leading edge of the wing and the lateral axis.

the quarter-chord line of the wing and the normal axis.

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

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

During a straight, steady climb and with constant RPM and climb angle...

lift is greater than weight.

lift is equal to weight.

thrust is equal to drag.

lift is the same as during a descent at the same angle and mass.

Which of these statements about "tuck under" are correct or incorrect? I. A contributing factor to "tuck under" is an aft movement of the centre of pressure of the wing. II. A contributing factor to "tuck under" is an increase in the downwash angle at the location of the horizontal stabiliser.

I is correct, II is incorrect.

I is correct, II is correct.

I is incorrect, II is correct.

I is incorrect, II is incorrect.

In order to reduce friction drag, some wings are designed so that, compared to a conventional aerofoil...

the transition point is further forward to have more area with turbulent flow.

the transition point is further aft to have more area with laminar flow.

the separation point is further aft to keep the boundary layer attached to the wing.

the separation point is further forward, to keep the boundary layer off the wing.

You are cruising at FL250, maintaining a constant CAS of 300 kt. The indicated Mach number is 0.7, with a static air temperature (SAT) of -35°C. If the SAT increases to -30°C and all other variables remain the same, the Mach number will...

decrease but, after some time, increases once again because of increasing TAT.

increase because Mach number is a function of the local speed of sound, which increases with ambient temperature.

decrease because LSS will increase with increases in temperature.

remain constant because at a constant CAS and pressure altitude, Mach is independent of temperature.

Which of the following statements are correct about clamshell speed brakes?Clamshell speed brakes allow the turbine engine RPM to not reduce as much during the approach, making go-arounds easierClamshell speed brakes can disrupt airflow over the tailplane, making them a less common design choiceClamshell speed brakes are often designed as a convenient housing for the APU exhaustClamshell speed brakes increase parasite drag, which reduces VMD and improves speed stabilityClamshell speed brakes increase total drag, providing greater speed control during the approach

2, 3 and 4.

1, 2 and 3.

1, 4 and 5.

3, 4 and 5.

VS1G is:

the maximum speed at which the aeroplane can develop a lift force (normal to the flight path) equal to its weight.

the minimum speed at which the aeroplane can develop a lift force equal to its mass.

the maximum speed at which the aeroplane can develop a lift force equal to its mass.

the minimum speed at which the aeroplane can develop a lift force (normal to the flight path) equal to its weight.

Your aircraft weight is reduced from 70 000 kg to 30 000 kg, how will this affect the gust load?

It remains the same.

Initially increases and then decreases.

It decreases.

It increases.

An aircraft is maintaining straight and level flight with constant power and no flaps deployed. In this condition the CL = 0.29. What will happen to CL, if the pilot extends the flaps and decreases the speed to maintain straight and level flight?

The new CL must be greater than 0.29 due to the higher angle of attack to maintain the altitude because of the change in the speed.

The new CL is greater than 0.29 due to the increased camber from flap deployment vs a clean wing.

The new CL is 0.29 because you're still at the same altitude.

The new CL is less than 0.29.

On the rear part of the upper surface of an asymmetrical aerofoil, when the angle of attack increases, the area covered by an adverse pressure gradient (1) _____ and the speed of the airflow in that area (2) _____.

(1) increases; (2) decreases

(1) increases; (2) increases

(1) decreases; (2) decreases

(1) decreases; (2) increases

An aeroplane is cruising at a constant Mach number. It then encounters turbulence. What is the most likely consequence in these conditions?Speed: VRABuffet margin: 1.3g

exceed the design limit load factor

exceed the ultimate load factor

structural failure of the airframe

high or low speed buffet

The strength of the yawing moment caused by an engine failure on a twin-engine aeroplane...

will be greater when the CG is located at the forward CG limit.

will be greater when the CG is located at the aft CG limit.

is independent of the location (fore or aft) of the CG.

will be greater when the CG is located halfway between the forward and aft CG limits.

In the transonic region, the coefficient of drag:

Increases with increasing Mach number.

First decreases and then increases.

Varies depending on Mach number.

Decreases with increasing Mach number.

Compared to the 1g stall speed with idle power, the stall speed in a propeller driven aircraft that generates a slipstream over the wings is (1) _____ when power is applied. For an aircraft with low wing-mounted jet engines, the stall speed is (2) _____ when power is applied in straight and level flight.

(1) reduced; (2) reduced

(1) reduced; (2) the same

(1) increased; (2) the same

(1) the same; (2) increased

When leading edge flaps are extended, the stall speed (1) _____ and the critical angle of attack (2) _____.

(1) increases; (2) increases

(1) decreases; (2) increases

(1) decreases; (2) decreases

(1) increases; (2) decreases

Behind a normal shock wave, the downwash is greatly reduced. As a consequence, this causes...

a reduction in CD.

an increase in CL.

tuck under.

an increase in critical AoA.

Constant IAS in a climb, what will happen?

Coefficient of lift increases due to decreasing Mach number

Maximum coefficient of lift increases due to increasing Mach number

Coefficient of lift decrease due to increasing Mach number

Maximum coefficient of lift decreases due to increasing Mach number

Considering low and high speed airflow regimes, what is the effect of flow speed on the use of Bernoulli's Principle?

The effects of high speed are visible, as compressibility starts to be promoted.

Bernoulli's principle can be used at all speeds, but compressibility is promoted at speeds above Mach 0.3 - 0.4.

Bernoulli's principle applies at subsonic speeds, but not supersonic speeds.

Bernoulli's principle can be used between Mach 0.4 up to Mach 0.8.

What happens following the deployment of leading edge devices, while the trailing edge flaps remain retracted? Compared to the clean configuration...

CLMAX is decreased, approach and landing speeds are increased, but the nose down attitude gives the pilot a better view of the runway.

CLMAX is increased, approach and landing speeds are decreased, and the nose down attitude gives the pilot a better view of the runway.

CLMAX is decreased, approach and landing speeds are decreased, but the nose up attitude gives the pilot a poorer view of the runway.

CLMAX is increased, approach and landing speeds are decreased, but the nose-up attitude will give the pilot a poorer view of the runway.

Consider a low subsonic flow through a stream tube. An increase in the temperature of the airflow will...

increase the mass flow when the tube is divergent in the direction of the flow.

increase the mass flow.

decrease the mass flow.

not affect the mass flow.

Which statement about a propeller is correct? I. Asymmetric blade effect increases when engine power is increased. II. Asymmetric blade effect increases when the angle between the propeller axis and airflow through the propeller disc increases.

I is correct, II is incorrect.

I is incorrect, II is incorrect.

I is incorrect, II is correct.

I is correct, II is correct.

An aircraft decelerates from 1.4 VS to 1.05 VS. What is the percentage increase in the lift coefficient (CL)?

51 %

40 %

75 %

78 %

An historical single-engine aeroplane which has a left-hand rotating propeller (ANTI-CLOCKWISE from the pilot's perspective) is on final approach, when the pilot decides to perform a go-around, applying full THRUST and a large PITCH-UP. Which of the following would occur: 1. Spiralling slipstream generates a yaw to the left. 2. Torque reaction makes the aircraft roll to the right. 3. Gyroscopic precession generates a yaw to the right. 4. Asymmetric blade makes the aircraft yaw to the right.

2 and 4.

1, 3 and 4.

3 and 4.

1 and 2.

Using conventional flight controls, you are manually piloting a jet transport aircraft as you accelerate from M 0.60 to MMO of M 0.81. A supercritical wing design is used on the aircraft. To maintain altitude as the plane accelerates, you must continuously apply a small nose-down trim. As you increase your speed through M 0.74, you'll see that the aeroplane gradually needs less nose-down trim to maintain altitude. This could have several causes, including...

that the aeroplane is designed to be statically unstable in transonic flight to help accelerate through the increased drag from shock waves.

that shock waves form, resulting in greater rear loading of the aerofoil, and creating a slightly increasing nose-down pitching moment.

that the aeroplane is entering a state of overspeed and the shock waves have resulted in a shock stall, making the aeroplane dive.

reaching the maximum of nose-down trim that is available, making the horizontal-stabiliser stall, which results in the nose dropping.

If the elevator becomes jammed, then the:

Elevator trim tab's effect will be reversed.

Aeroplane can only be controlled by the use of a stabiliser trim.

Static longitudinal stability is reduced.

Elevator trim will become inoperative.

Refer to figure. The annex shows a transport category aircraft in two situations. The aeroplane's mass may be considered constant. On the speed scale, the top of the red and black strip shows the stall speed for a given situation. In Situation 1, the stall warning has just started to sound. In Situation 2, the stall warning does NOT sound, and the first sign of an approaching stall is likely to be...

lack of pitch authority, due to the shock waves forming across the upper surface of the wing, reducing the airflow over the horizontal stabiliser.

buffet caused by a high angle of attack, since at high altitude the CAS is unreliable as a reference due to compressibility.

an uncommanded pitch-down motion, as the stall develops at the wing tips first for aeroplanes with swept-back wings.

an uncommanded pitch-up motion, when the stall develops in the area of greatest camber due to the formation of shock waves at high altitude.

Which of the following may cause buffeting when flying through Clear Air Turbulence? 1. Mach variations, 2. Precipitation distorting the airflow, 3. Reduced mach margins at altitude, 4. Autopilot disengagement.

3 and 4

1 and 3

1 and 2

2 and 4

Which of these statements about the equilibrium of forces and moments at VMCA are correct or incorrect?I. Equilibrium of moments about the normal axis is provided by rudder deflection.II. Equilibrium of forces along the lateral axis does not require any side slip during a wings level condition.

I is correct, II is correct.

I is incorrect, II is incorrect.

I is correct, II is incorrect.

I is incorrect, II is correct.

For a fixed-pitch propeller, the blade angle of attack:

is always positive during idling descent.

decreases when the aeroplane speed decreases (with constant engine RPM).

is lower in ground run than in flight (with constant engine RPM).

can become negative during high-speed idle descent.

Consider an aircraft equipped with roll spoilers during a turn. Which spoilers are most likely to extend, and on which wing?

The inboard spoilers on the downgoing wing

The outboard spoilers on the downgoing wing.

The inboard spoilers on the up-going wing

The outboard spoilers on the upgoing wing

CS-23 and CS-25 specify the requirements for an aircraft's design manoeuvring speed (VA). Given that VA is an equivalent airspeed (EAS), it should remain relevant at most altitudes. However, for jet aeroplanes with conventional flight controls, its value may become unreliable at high altitude because the...

higher stall speed and low control forces make it easier to produce a high load factor.

airspeed indication is based on a Mach number at high altitude, making VA as an EAS irrelevant.

the wings may enter a shock stall if flying at the low-altitude VA since the aeroplane will exceed MCRIT.

airspeed indication is invalid due to the compressibility effects at high subsonic Mach numbers.

Which of the following conditions could result in the absence of a stall warning on a commercial air transport jet aeroplane?

Ice on the wings causing a stall at a lower angle of attack than the normal critical angle of attack.

Ice on the fuselage increasing the aeroplane's mass and leading to a stall at a higher speed.

Ice on the tailplane causing premature boundary layer separation on the stabiliser.

Icing of the pitot tubes causing erroneous speed indications and leading to a stall at a higher indicated speed.

A horn balance in a control system has the following purpose:

to decrease the static longitudinal stability of the aeroplane.

to obtain mass balancing.

to decrease stick forces.

to prevent flutter.

What is the position of the Centre of Pressure (CP) in relation to the Aerodynamic Centre (AC) on a positively cambered aerofoil?

The CP is ahead of the AC.

The CP is above the AC.

The position of the AC is independent of the position of the CP.

The CP is behind the AC.

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