Flying Controls

Item # Question Answer

1. The deflection of the airspeed indicator pointer is The DYNAMIC Pressure.

proportional to:

2. At a constant indicated airspeed, the dynamic Will be the same at High Altitude as at Sea Level.
pressure:

3. An aircraft is flying at an altitude where density is 140kts.

half the sea level standard value. If the IAS is
100kts., the TAS. Will be approximately:

4. The airspeed indicator is calibrated for: Sea level ISA density.

5. Dynamic pressure is equal to: Half density X speed2.

6. A pitot tube facing into the airstream will The static PLUS dynamic pressure.
measure a pressure equal to:

7. An aircraft is flying at Sea level, pressure is More than true airspeed.

standard, temperature below standard. The
Airspeed indicator will read:

8. To obtain EAS from LAS a correction must be Position error & compressibility error.
made for:

9. A stagnation point is a point where: The airspeed is reduced to zero and pressure is higher than
ambient atmosphere pressure.

10. At a constant airspeed, the dynamic pressure: Will be greatest at sea level.

11. The wing span is the distance: From wing tip to wing tip.

12. The angle of attack is: The angle between the chord & the direction of the
airflow.
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Item # Question Answer

13. An aircraft has a span of 30 feet & a wing area of Answer = 3. Calculated as follows:
300 feet. Its aspect ratio is: i.e.: span2 / wing area
: 302 / 300
: 900 / 300
: 3

14. The taper ratio is: The ratio of the tip chord to root chord.

15. A wing of 40 inch chord has a thickness / chord Answer = 4 inches. Calculated as follows:
ratio of 10%. The thickness would be: i.e.: 10% of 40 inches = 4 inches.

16. A wing has a span of 50 feet & an area of 200 Answer = 4. Calculated as follows:
square feet. Its mean chord would be: I.e.: area / wing span
: 200 / 50
: 4 feet

17. Wash out is: A decrease in incidence from the root to tip.

18. The dihedral angle is: The upward inclination of the wing to the lateral axis.

19. The chord line is: A straight line from the leading edge to the trailing edge.

20. Directional control is obtained by: The rudder.

21. Wing loading is: The ratio of the total aircraft weight to the wing area.

22. When the aircraft is in straight & level flight, the Vertical.
normal axis is:

23. Yawing is caused by: The rudder.

24. Rolling is a rotation about: The longitudinal axis.

25. Longitudinal control is obtained by: Elevators.

(i.e. movement about the lateral axis)
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Item # Question Answer

26. A wing whose tips are lower than the root would Anhedral.
be described as having:

27. In a symmetrical aerofoil section, the mean A straight line coincident with the chord.
camber line is:

28. The aspect ratio is: The ratio between the span & the mean chord.

29. Yawing is a rotation about: The normal axis. (vertical axis)

30. The thickness / chord ratio is: The ratio of the maximum wing thickness to the chord.

31. For a glider having a maximum L/D ratio of 20, the 1 ft. in 20 ft.
flattest glide angle that could be achieved in still
air would be:

32. Horse power is measured in units of: Foot pounds per minute.

33. When an aircraft is climbing the requirements to Thrust equals the sum of the drag & the weight component
maintain equilibrium are: along the flight path, & lift equals the weight component
perpendicular to the flight path.

34. An aircraft has a stalling speed of 100KIAS. In a At a speed greater than 100KIAS.
steady turn, it would stall:

35. If an aircraft maintains a constant radius turn, but The bank angle must be INCREASED.
the speed increases:

36. An aircraft flying at 150 KIAS at 10000Ft The same angle of attack.
compared to an aircraft of the same weight at the
same IAS at sea level will have:

37. In straight & level flight the following forces act Thrust, Lift, Drag, Weight.
on an aircraft:

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Item # Question Answer

38. For an aircraft in straight & level balanced flight, Forward of the C of G.
if the tailplane is producing a down load, the
centre of pressure must be:

39. In a “power on” glide at a steady speed, thrust is: Less than the drag.

40. If the temperature is above ISA, the service Lower than in ISA conditions.
ceiling will be:

41. In a climb, the lift force is: Greater than the weight. My answer
Less than the weight. Book’s answer.

42. An aircraft flying straight & level at a constant IAS The drag will increase (also stall speed increases).
begins a banked turn, keeping IAS constant:

43. As height increases, if the angle of attack & IAS The lift remains constant.
are kept constant:

44. In a climb at a steady speed the thrust is: Greater than drag.

45. During a glide the following forces act on an Lift, Drag, Weight.
aircraft:

46. During a turn the lift force is resolved Into two Centripetal force & a force equal & opposite Weight.
forces. These are:

47. An aircraft flies at 150 KIAS at sea level. If it then The same.
flies at 150KIAS at 10000 FT, the drag will be:

48. To maintain steady level flight, as the angle of Be DECREASED.

attack is increased, the airspeed must:

49. In a glide the lift force is: Less than the weight.

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Item # Question Answer

50. Thrust is measured in units of: Foot pounds per minute (same as horse power).

51. A high wing position gives: More LATERAL stability than a low wing.

52. Stability about the longitudinal axis is given by: Wing dihedral.

53. Increasing the size of the fin will: Increase lateral stability.

54. After a disturbance in pitch, an aircraft oscillates Dynamically unstable longitudinally.

with increasing amplitude, it is:

55. To ensure longitudinal stability in flight, the Should not be AFT of the neutral point.
position of the C of G:

56. Moving the centre of gravity aft will: Reduce longitudinal stability.

57. After a disturbance in pitch, an aircraft continues Longitudinally neutrally stable.

to oscillate at a constant amplitude, it is:

58. Sweepback wings will: INCREASE lateral stability.

59. Dutch roll is: A Combined rolling & yawing motion.

60. Longitudinal stability is given by: The horizontal tailplane.

61. Lateral stability is given by: The wing dihedral.

62. The static margin is equal to the distance The C of G & the C of P.
between:

63. An aircraft is constructed with a dihedral to Lateral stability about the longitudinal axis.
provide:

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Item # Question Answer

64. Stability about the lateral axis is given by: The Horizontal tailplane.

65. The fin gives: Directional stability about the normal axis.

66. If the angle of attack is increased, the centre of Move forward.

pressure will:

67. The lift / drag ratio of a wing section at its stalling Low.
angle of attack is:

68. For the same angle of attack, a cambered wing Give more lift than one with no camber.
will:

69. The Centre of Pressure is: The point on the chord line at which the resultant lift force
may be said to act.

70. For a cambered wing section, the zero angle will Negative.
be:

71. The airflow over the top surface of an aerofoil A greater proportion of the total lift than the airflow past
produces: the lower surface.

72. The optimum angle of attack of an airfoil is the The highest lift / drag ratio is produced.
angle at which:

73. All the factors that affect the lift produced by an Angle of attack, velocity, wing area, aerofoil shape, air
aerofoil are: density.

74. The airflow over a wing causes: An increase in speed & a decrease in pressure over the
upper surface, & a decrease in speed & and increase in
pressure over the lower surface.

75. A wing section suitable for high seed would be: Thin with little or no camber.

76. If the density of the air is increased, the lift will: Increase.
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Item # Question Answer

77. A cambered aerofoil section set at zero angle of Produce lift.

attack will:

78. The stalling angle of attack of a typical aerofoil is 150.

approximately:

79. If the airspeed over a wing at a constant angle of The lift will increase four times.
attack is doubled:

80. The maximum lift / drag ratio of an average 15.

transport aircraft would be about:

81. A high aspect ratio wing: Decreases induced drag.

82. The boundary layer of a body in a moving A layer of air over the surface where the airspeed is
airstream is: changing from free stream to zero speed.

83. As the speed of an aircraft increases, the profile Increases.

drag:

84. Minimum total drag of an aircraft occurs: When profile drag equals induced drag.

85. For a wing in a constant speed airflow, if the angle Increase.

of attack is increased, the drag will:

86. The induced drag of an aircraft: Decreases with increasing speed.

87. Two geometrically similar streamlined bodies A & A would have the same drag co-efficient as B.
B have the same fineness ratio, but A is larger
than B:

88. If the weight of an aircraft is increased, the profile Will remain the same.
drag at a given speed:

89. The purpose of streamlining is to reduce: Profile drag.

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Item # Question Answer

90. A symmetrical aerofoil section set at zero angle Drag but no lift.
of attack in an airstream will produce:

91. At high speed, an aircraft will produce: More profile drag than induced drag.

92. The induced drag of an aircraft is: The drag due to lift being produced.

93. When the boundary layer changes from laminar Increase.

to turbulent, its depth will:

94. If the weight of an aircraft is increased, the Will increase.

induced drag at a given speed:

95. Would the greatest gliding range be obtained A wing at a small angle of attack at max L/D ratio.
from:

96. At minimum drag speed (VMD): Profile drag is equal to induced drag.

97. A laminar boundary layer will produce: Less skin friction drag than a turbulent one.

98. The transition point on a wing is the point where: The boundary layer flow changes from laminar to
turbulent.

99. For a symmetrical wing section at zero angle of Profile drag only.
attack, the drag will consist of:

100. The stagnation point on an aerofoil is the point The airflow is brought completely to rest.
where:

101. Aspect ratio is: The span divided by the mean chord.

102. A high aspect ratio will cause: Low induced drag.

103. Sweepback on a wing will: Cause the stall to occur at lower angles of attack.
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Item # Question Answer

104. On a highly tapered wing without wing twist, the At the tip.
stall will commence:

105. The effect of sweepback on a wing will be: To increase the critical Mach no.

106. A swept back wing which is bent upward will: Have the tip incidence reduced.

107. Taper ratio is: The ratio of root chord to tip chord.

108. Tip stall on a swept wing will cause: The nose to pitch up.

109. A swept wing compared to the same wing Less lift.

without sweep will produce:

110. For maximum aerodynamic efficiency the wing Elliptical.

plan shape should be:

111. Controls are mass balanced in order to: Eliminate control flutter.

112. On an aircraft fitted with spoilers for lateral Right spoiler extending, left spoiler remaining retracted.
control, roll to the right is caused by:

113. A control surface is mass balanced by: The attachment of weights acting forward of the hinge
line.

114. A horn balance is: A projection of the outer edge of the control surface
forward of the hinge line.

115. If the control column is moved forward & to the Left aileron moves up, right aileron moves down, elevator
left: moves down.

116. An aircraft would be fitted with a differential A reduction in the yawing movement which opposes the
aileron control to give: turn.

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Item # Question Answer

117. Aerodynamic balance is used to: Make the flying controls easier to move.

118. On an aircraft with an all moving tailplane nose Decreasing tailplane incidence.
up pitch is caused by:

119. A “Frise” aileron is an aileron designed: To correct for adverse aileron yaw.

120. In a differential aileron system: The aileron moves further up than down.

121. If the control column is moved forward & to the The right aileron will move up & the left aileron down,
right: elevator down.

122. The purpose of a turnbuckle in a flying control To enable the cable tension to be adjusted.
system is:

123. With differential aileron control system: The aileron moves further up than down.

124. A duplicate inspection is required: On both flying control & engine control systems.

125. Locking of a turnbuckle in a flying control run is Locking wire through the turnbuckle & the end fittings.
normally achieved by:

126. A pilot or flight engineer licensed for an aircraft Only if a minor adjustment of the flying control system has
type may perform the second part of a duplicate been carried out when the aircraft is away from base.
inspection of flying controls:

127. Over tension of cables of a flying control system Excessive friction in the system.
could result in:

128. A turnbuckle without inspection holes would be That not more than three threads are exposed outside the
checked for safety by checking: central barrel.

129. The purpose of control locks on a flying control To prevent structural damage to the controls in gusty
system is: conditions.

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Item # Question Answer

130. A control surface is mass balanced by: The attachment of weights acting forward of the hinge
line.

131. The purpose of a drooped aileron is: To compensate for upfloat in flight.

132. The check for safety of a turnbuckle is: To check that the inspection hole is blocked by the thread.

133. A Frise aileron is one in which: The leading edge protrudes below the wing when the
aileron is raised.

134. To limit the range of control surface movement: Control stops are used.

135. When the rudder bar is moved for a turn to the The left side of the rudder moves forward & the rudder
left: moves to port.

136. Controls are mass balanced in order to: Eliminate control flutter.

137. For an aircraft without a temperature Cable tension to decrease.

compensator in the flying control system, an
increase in temperature will cause:

138. A duplicate inspection of flying controls by a pilot That full, free & correct movement of control surfaces
or flight engineer must cover the checking of relative to the movement of their controls is obtained.
several different aspects of the appropriate flying
control system. Amongst these are checks to
verify:

139. A duplicate inspection of the flying controls is On ALL aircraft.

essential in certain circumstances:

140. When the primary stops fitted to a control run A clearance exists at the secondary stops.
have been contacted:

141. Lowering a flap to its landing setting will: Give a lower unstick speed but longer distance to unstick.

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Item # Question Answer

142. If flaps are raised while speed & attitude are kept The aircraft will sink.
constant:

143. The principal purpose of a flap is: To cause the wing to give more lift at a given angle of
attack & airspeed.

144. A split flap is: A flap where the upper wing surface is fixed & the lower
surface lowers to form the flap.

145. The type of flap which extends backwards from A Fowler Flap.
the training edge as it is lowered is:

146. Lowering a flap to its take-off setting will: Cause an increase in drag.

147. If a flap is lowered from its take-off position to its There will be a small increase in lift & a large increase in
landing position: drag.

148. If the flaps are lowered but airspeed is kept The nose must be lowered.
constant, to maintain level flight:

149. With the flaps lowered, the stalling speed will: Decrease.

150. If an aircraft has an irreversible flying control The pilot can move the control surface by moving the
system then: control column, but aerodynamic loads cannot move the
control surface.

151. A balance tab is an auxiliary surface fitted to a Operating automatically to assist the pilot in moving the
main control surface. controls.

152. On take-off an aircraft is nose heavy & it is found Increase nose heaviness.
that the tail locks are still in position. Would
normal trim correction:

An aircraft keeps yawing to the left, you would Moving the fixed trimming bar on the rudder over to the
153. trim it by: left.

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Item # Question Answer

154. To trim an aircraft which tends to fly nose heavy Would be moved backwards to raise the nose & this would
with hand off, the top of an elevator trimmer cause an elevator trim tab to move down & the elevator to
wheel mounted on a shaft running laterally: move up.

155. Anti-balance tabs: Moves in the direction of the control surface & opposite in
direction to the trim tabs.

156. The purpose of a spring tab is to: Provide a reduction in the pilot’s effort to move the
controls against high air loads.

157. On a servo tab operated elevator system, if the The servo tabs will move up.
pilot’s control column is pushed forward:

158. To counteract a right wing low tendency, a fixed Be moved down causing the left aileron to come up.
tab on the port aileron would:

159. To retrim after failure of the starboard engine on The rudder trim will move right and the rudder left.
a twin engine aircraft:

160. When the control column is pushed forward, a Will move up.
balance tab on the elevator:

161. If the control column is moved to the right, a Move up relative to the aileron.
balance tab on the port aileron should:

162. On an aircraft with a variable incidence trimming If the trim wheel is turned back or forward.
tailplane, the tailplane incidence changes:

163. With the aircraft standing on the ground, if the Will remain in the neutral position relative to the elevator.
control column is pulled back, a spring tab on the
elevator:

164. Down movement of the elevator trimming tab Overcome a tendency to fly nose heavy.
will:

165. The purpose of anti-balance tabs is to: Relieve stick loads.

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Item # Question Answer

166. To correct for nose heaviness on an aircraft fitted Decreased & this can be done by a mechanism which
with a variable incidence tailplane, the incidence lowers the leading edge.
of the tailplane would have to be:

167. You have adjusted the elevator trim tab to The elevator trim tab has moved down.
correct for nose heavy, what was the direction of
travel of the trim tab? :

168. When an aileron trim control in the cockpit is Move up & this will cause the left aileron to move down
moved to counteract a tendency to fly left wing and the right aileron to move up.
low, an aileron trim tab fitted to the port aileron
will:

169. The purpose of the trim tab is: To zero the loads on the pilot’s controls in the flight
attitude required.

170. A free servo-tab is operated: Directly by the pilot to produce forces which in turn move
the main control surfaces.

171. A stall warning must be set to operate: At a speed above stalling speed.

172. In a steady turn an aircraft experiences 3g, the Above the normal stalling speed.
stalling speed will be:

173. At altitudes above sea level the IAS stalling speed The same as at sea level.
will be:

174. An aircraft wing stalls at: A constant angle of attack.

175. A typical stalling angle of attack is: 150.

176. With engine power on, an aircraft will stall: At a lower speed than with power off.

If the aircraft weight changes by 6%, the stalling 3%

177. speed will change by approximately:

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Item # Question Answer

178. A fixed spoiler on the leading edge of the wing at Induce a root stall.
the root will:

179. At angles of attack above the stalling angle: The lift decreases and the drag increases.

180. A wing is stalled when: The airflow has separated from most of the upper surface.

181. A leading edge slat is a device for: Increasing the stalling angle of the wing.

182. The purpose of a leading edge droop is: To increase the wing area for take-off & landing.

183. The type of flap which increases the wing area is: A Flower flap.

184. Lowering a flap to its landing setting will: Give a large increase in drag & a lower stalling speed.

185. Wing tip stalling may be prevented: Wash out on the wing.

186. Increasing the aircraft weight will: Increase the stalling speed.

187. A stick shaker is: A device to vibrate the control column to give a stall
warning.

188. The stalling speed is determined by: The maximum value of CL

189. A stick shaker is a device for: Preventing the aircraft from getting into a stall.

190. The point “X” on the diagram below represents: Minimum drag speed.

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Notes:

Highlighted items need clarification/confirmation.

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