1. Some airplanes have spring tabs mounted into the control system.

This is to provide:

1. Feel feedback in a control system.

2. A reduction in the pilots effort to move the controls against high air loads.

3. Constant spring tension to a trim system.

4. Reduced control surface loads at all speeds.

2. The four forces of lift, weight, thrust and drag in level flight act through:

1. The Aerodynamic Centre.

2. The C of G.

3. The Aft limit.

4. The C of P.

3. During the glide, the forces acting on an aircraft are:

1. Lift, weight and thrust.

2. Thrust, lift and drag.

3. Drag, thrust and weight.

4. Lift, drag and weight.

4. In a steady banked turn the lift will:

1. Equal the weight.

2. Equal the resultant of weight and centrifugal force.

3. Equal the centrifugal force minus the weight.

4. Equal the centrifugal force.

5. In a level banked turn, the stalling speed will:

1. very inversely with wing loading.

2. Increase.

3. Decrease.

4. Remain the same

6. The Mach number is the ratio between the:

1. TAS of the aeroplane and the speed of sound at sea level.

2. IAS of the aeroplane and the speed of sound at sea level.

3. IAS of the aeroplane and the speed of sound of the undisturbed flow.

4. TAS of the aeroplane and speed of sound of the undisturbed flow.

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

1. CL decreases, while the centre of lift shifts forward.

2. CL and CD increase.

3. CD decreases, while the centre of lift shifts aft.

4. CL increases, while CD remains unaffected.

8. Total pressure is: (rho = density)

1. static pressure minus dynamic pressure.

2. static pressure plus dynamic pressure.

3. measured at a small hole in a surface, parallel to the local stream.

4. ½ rho V².

9. The unit of measurement for density is:

1. bar.
2. psi.

3. kg/cm².

4. kg/m³.

10. The stall speed:

1. decreases with an increased weight.

2. does not depend on weight.

3. increases with the length of the wingspan.

4. increases with an increased weight.

11. Which statement is correct?

1. Flap extension has no effect on the minimum rate of descent as this is only affected by TAS.

2. Flap extension reduces the maximum lift/drag ratio thus reducing the minimum rate of descent.

3. Flap extension reduces the stallspeed, which increases the maximum glide distance.

4. Spoiler extension increases the stallspeed, the minimum rate of descent and the minimum angle of
descent.

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

velocities occur?

1. Upper side.

2. In the stagnation point.

3. Lower side.

4. In front of the stagnation point.

13. As the Mach number increases in straight and level flight, a shock wave on the upper surface of the
wing will:
1. move towards the trailing edge.

2. disappear.

3. move towards the leading edge.

4. not move.

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

1. at a speed approaching the stall.

2. when the height is less than twice the length of the wing span above the surface.

3. when the height is less than halve of the length of the wing span above the surface.

4. when a higher than normal angle of attack is used.

15. A normal shock wave is a discontinuity plane:

1. across which the pressure drops suddenly.

2. that is always normal to the local flow.

3. that is always normal to the surface.

4. across which the temperature drops suddenly

16. An aerofoil is cambered when:

1. the chord line is curved.

2. the upper surface of the aerofoil is curved.

3. the maximum thickness is large compared with the length of the chord.

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

17. A slat will

1. increase the camber of the aerofoil and divert the flow around the sharp leading edge.
2. provide a boundary layer suction on the upper surface of the wing.

3. prolongs the stall to a higher angle of attack.

4. increase the lift by increasing the wing area and the camber of the aft portion of the wing.

18. Mach buffet occurs:

1. at the Mach number at which shock wave induced boundary layer separation occurs.

2. when the stall angle of attack is exceeded.

3. when the Mach number has increased to Mcrit.

4. directly after exceeding Mcrit.

19. Load factor is:

1. Weight/Lift.

2. Lift/Weight.

3. Wing loading.

4. 1/Bank angle.

20. In twin engine aeroplanes with propellers turning clockwise as seen from behind:

1. the right engine is the critical engine.

2. the 'minimum control speed' is determined by the failure of the right engine.

3. the left engine produces a higher yaw moment if the right engine fails than vice versa.

4. the left engine is the critical engine.

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

1. minimum speed.

2. maximum CL-CD ratio.

3. minimum angle of attack.

4. minimum CD value.

22. In the transonic range the aeroplane characteristics are strongly determined by the:

1. CAS.

2. TAS.

3. IAS.

4. Mach number.

23. An aeroplane's angle of incidence is defined as the angle between the:

1. longitudinal axis and the wing root chord line.

2. longitudinal axis and the horizontal plane.

3. speed vector and the horizontal plane.

4. speed vector and longitudinal axis.

24. Assuming no flow separation and no compressibility effects the location of the aerodynamic
centre of an aerofoil

section:

1. moves backward when the angle of attack decreases.

2. is at approximately 25% chord irrespective of angle of attack.

3. moves backward when the angle of attack increases.

4. is at approximately 50% chord irrespective of angle of attack.

25. Assuming no flow separation and no compressibility effects the location of the aerodynamic centre
of an aerofoil section:

1. moves forward when the angle of attack increases.

2. is independent of angle of attack.

3. is at approximately 50% chord irrespective of angle of attack.

4. moves backward when the angle of attack increases.

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

1. Compared with a turbulent boundary layer, a laminar boundary layer is better able to resist a positive
pressure

gradient before it separates.

2. A turbulent boundary layer produces less friction drag than a laminar one.

3. A turbulent boundary layer turns into a laminar one at the transition point.

4. A laminar boundary layer is thinner than a turbulent one.

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

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

2. A laminar boundary layer is thicker than a turbulent one.

3. Compared with a turbulent boundary layer, a laminar boundary layer is better able to resist a positive
pressure

gradient before it separates.

4. A turbulent boundary layer turns into a laminar one at the transition point.

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

1. the effective angle of attack decreases.

2. induced drag increases.

3. the effective angle of attack does not change.

4. the induced angle of attack reduces.

29. The subsonic speed range:

1. ends at M = 1.

2. implies both subsonic and supersonic speeds exist in the flow around the aeroplane.

3. ends at Mcrit.

4. ends at a Mach number just above M = 1.

30. Which of these statements about the supersonic speed range is correct?

1. The airflow everywhere around the aeroplane is supersonic.

2. The supersonic speed range starts at M = 1 and ends at Mcrit.

3. The airflow around the aeroplane is transonic.

4. The supersonic speed range starts at a Mach number below M = 1 and extends to Mach numbers
above M = 1.

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

1. the aeroplane becomes longitudinally unstable when the CG is moved beyond it in an aft direction.

2. the velocity of the relative airflow is reduced to zero.

3. the boundary layer changes from laminar to turbulent.

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

32. An aeroplane's bank angle is defined as the angle between its:

1. speed vector and the horizontal plane.

2. longitudinal axis and the horizontal plane.

3. speed vector and longitudinal axis.

4. lateral axis and the horizontal plane.

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

graph:

1. at the origin.

2. nowhere.

3. above the origin.

4. below the origin.

34. The lift coefficient Cl versus angle of attack curve of a negatively cambered aerofoil section
intersects the vertical axis

of the graph:

1. below the origin.

2. above the origin.

3. nowhere.

4. at the origin.

35. The lift coefficient Cl versus angle of attack curve of a positively cambered aerofoil section
intersects the horizontal

axis of the graph:

1. to the left of the origin.

2. at the origin.

3. nowhere.

4. to the right of the origin.

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

1. A turbulent boundary layer turns into a laminar one at the transition point.

2. A laminar boundary layer is thinner than a turbulent one.

3. Compared with a turbulent boundary layer, a laminar boundary layer is better able to resist a positive
pressure

gradient before it separates.

4. A turbulent boundary layer produces less friction drag than a laminar one.

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

1. A laminar boundary layer is thicker than a turbulent one.

2. Compared with a turbulent boundary layer, a laminar boundary layer is better able to resist a positive
pressure

gradient before it separates.

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

4. A turbulent boundary layer turns into a laminar one at the transition point.

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

1. Compared with a turbulent boundary layer, a laminar boundary layer is better able to resist a positive
pressure

gradient before it separates.

2. A laminar boundary layer turns into a turbulent one at the transition point.

3. A laminar boundary layer is thicker than a turbulent one.

4. A turbulent boundary layer produces less friction drag than a laminar one.

39. Which aerodynamic design features can be used to reduce control forces?

1. Horn balance, balance tab, servo tab.

2. Balance tab, control surfaces with increased area behind the hinge, artificial feel system.

3. Mass balance, horn balance, artificial feel system.

4. Servo tab, bobweight, control surfaces with increased area.

40. What are the primary roll controls on a conventional aeroplane?

1. Asymmetrically extended leading edge flaps.

2. Symmetrically deflected spoilers.

3. The ailerons.

4. The rudder.

41. The four forces acting on an aeroplane in level flight are:

1. power, lift, gravity and drag.

2. thrust, lift, drag and mass.

3. power, velocity, weight and friction.

4. thrust, lift, drag and weight.

42. Compared with level flight, the angle of attack must be increased in a steady, co-ordinated,
horizontal turn:

1. to compensate for the increase in drag.

2. because stall speed increases in a turn.

3. to increase the horizontal component of lift to a value equal to the vertical component.

4. to compensate for the reduction in the vertical component of lift

43. One advantage of mounting the horizontal tailplane on top of the vertical fin is:

1. to decrease fuel consumption by creating a tail-heavy situation.

2. that it does not require a de-icing system.

3. to decrease the susceptibility to deep stall.

4. to improve the aerodynamic efficiency of the vertical fin.

44. The lift coefficient Cl versus angle of attack curve of a symmetrical aerofoil section intersects the
horizontal axis of the

graph:

1. at the origin.

2. to the left of the origin.

3. nowhere.

4. to the right of the origin.

45. The speed range from approximately M=1.3 to approximately M=5 is called the:

1. supersonic range.

2. hypersonic range.

3. subsonic range.

4. transonic range.

46. What is the highest speed possible without supersonic flow over the wing?

1. Initial Mach buffet speed.

2. Tuck under speed.

3. M = 1.

4. Critical Mach number.

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

1. laminar into turbulent.

2. separated flow into attached flow.

3. turbulent into laminar.

4. attached flow into separated flow.

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

starts on the:

1. upper surface near the trailing edge.

2. lower surface near the trailing edge.

3. lower surface near the leading edge.

4. upper surface near the leading edge.

49. Artificial feel is required:

1. when the flight control surfaces are fitted with control tabs or trim tabs.

2. when there is a trimmable stabiliser.

3. with power assisted flight controls.

4. with fully powered flight controls.

50. A statically stable aeroplane:

1. can show positive, neutral or negative dynamic longitudinal stability.

2. is always dynamically stable.

3. is never dynamically stable.

4. will never show positive dynamic longitudinal stability, but always neutral dynamic longitudinal
stability.

51. Static directional stability is mainly provided by:

1. the elevator.

2. wing dihedral.

3. wing anhedral.

4. the fin.
52. Longitudinal stability is directly influenced by:

1. elevator deflection only.

2. the vertical stabiliser.

3. centre of gravity position.

4. wing dihedral.

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

1. nose up (positive).

2. maximum.

3. zero.

4. nose down (negative).

54. When a turn is initiated, adverse yaw is:

1. the tendency of an aeroplane to yaw in the same direction of turn due to the different wing speeds.

2. a momentary yawing motion opposite to the turn due to an incorrect differential aileron movement.

3. the tendency of an aeroplane to yaw in the opposite direction of turn mainly due to the difference in
aileron form drag.

4. the tendency of an aeroplane to yaw in the opposite direction of turn mainly due to the difference
in induced drag on each wing.

55.

Question: One disadvantage of wing sweepback is:

1. that the critical Mach number is significantly lower.

2. the tendency of the wing root section to stall prior to the wingtip section.

3. the tendency of the wingtip section to stall prior to the wing root section.
4. a severe pitch down moment when the centre of pressure shifts forward.

Question: In comparison to a conventional aerofoil section, typical shape characteristics of a

supercritical aerofoil section are:

1. a sharper pointed nose, negative camber and a flatter upper surface.

2. a larger nose radius, flatter lower surface and negative as well as positive camber.

3. a sharper pointed nose, flatter lower surface and positive camber at the rear of the aerofoil section.

4. a larger nose radius, flatter upper surface and negative as well as positive camber.

56. Control surface flutter can be eliminated by:

1. increasing airspeed.

2. reducing structural stiffness of the control surface attachment structure.

3. mass balancing of the control surface.

4. aerodynamic balancing of the control surface.

57. The sonic boom of an aeroplane flying at supersonic speed is created by:

1. the expansion flow behind the aeroplane.

2. the centre of pressure, which is moving aft on the aerofoil.

3. shock waves around the aeroplane.

4. aerodynamic heating.

58. Induced drag is the result of:

1. downwash generated by tip vortices.

2. propeller slipstream over the wing.

3. aerodynamic interaction between aeroplane parts.

4. boundary layer separation on the aft portion of the wing.

59. A positively cambered aerofoil will generate zero lift:

1. it can never generate zero lift.

2. at a negative angle of attack.

3. at zero angle of attack.

4. at a positive angle of attack.

60. The lift coefficient Cl versus angle of attack curve of a negatively cambered aerofoil section
intersects the horizontal axis of the graph:

1. nowhere.

2. to the left of the origin.

3. at the origin.

4. to the right of the origin.

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

1. halve.

2. be 4 times greater.

3. remain the same.

4. also double.

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

1. centre of gravity.

2. aerodynamic centre.

3. centre of pressure.

4. neutral point.

63. Wing loading is the ratio between:

1. aeroplane weight and lift coefficient.

2. aeroplane weight and wing span.

3. chord and aeroplane weight.

4. aeroplane weight and wing area.

64. Increasing the aspect ratio of a wing:

1. increases induced drag.

2. decreases induced drag.

3. decreases gust load.

4. increases stall speed.

65. A forward CG shift:

1. decreases longitudinal manoeuvrability.

2. has no influence on static longitudinal stability.

3. increases longitudinal manoeuvrability.

4. decreases static longitudinal stability.

66. : Flutter of control surfaces is:

1. aileron reversal.

2. the accelerated stall of a wing.

3. divergent oscillatory motion of a control surface caused by the interaction of aerodynamic, inertia and
friction forces.

4. a divergent oscillatory motion of a control surface caused by the interaction of aerodynamic forces,
inertia forces and the stiffness of the structure.

67. Which of these statements about Mcrit is correct?

1. Flight at any speed above Mcrit causes severe vibration of the aeroplane.

2. As speed increases above Mcrit, parasite drag decreases rapidly.

3. Mcrit is always greater than 1.

4. Shock waves cannot occur at speeds below Mcrit.

68. Static stability means that:

1. the amplitude of the oscillatory motion of an aeroplane tends to increase over time.

2. following a disturbance from the equilibrium condition, a force and/or moment is generated that
tends to increase

the effects of that disturbance.

3. the amplitude of the oscillatory motion of an aeroplane tends to decrease over time.

4. following a disturbance from the equilibrium condition, a force and/or moment is generated that
tends to counter the effects of that disturbance.

69. The position of the centre of pressure on an aerofoil of an aeroplane cruising at supersonic speed
when compared with that at subsonic speed is:

1. further forward.

2. identical.

3. undetermined since there is no defined centre of pressure location at supersonic speeds.

4. further aft.

70. A windmilling propeller:

1. improves the glide performance of an aeroplane.

2. produces neither thrust nor drag.

3. has a greater blade angle than a feathered propeller.

4. produces drag instead of thrust.

71. Outboard ailerons (if present) are normally used:

1. at transonic and supersonic speeds only.

2. in high speed flight only.

3. when the landing gear is up.

4. in low speed flight only.

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

1. during a steady co-ordinated horizontal turn.

2. in steady wings level horizontal flight.

3. during a wings level stall before recovery.

4. when lift is greater than weight.

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

1. The weight of an object is independent of the acceleration due to gravity.

2. In the SI system the unit of measurement for weight is the kilogram.

3. The mass of an object depends on the acceleration due to gravity.

4. In the SI system the unit of measurement for weight is the Newton.

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

1. remain constant.

2. not change because the lift coefficient is constant.

3. increase with the square of the wing area.

4. increase because it is directly proportional to wing area.

75. Which statement with respect to the speed of sound is correct?

1. Is independent of altitude.

2. Doubles if the temperature increases from 9° to 36° Centigrade.

3. Varies with the square root of the absolute temperature.

4. Increases always if the density of the air decreases.

76. Total drag is the sum of:

1. friction drag and pressure drag.

2. parasite drag and induced drag.

3. induced drag and friction drag.

4. parasite drag, interference drag and pressure drag.

77. As the stability of an aeroplane increases:

1. there is no effect on its stability.

2. its manoeuvrability increases also.

3. its tendency to tuck under increases.

4. its manoeuvrability decreases.

78. The lift formula can be written as: (rho = density)

1. L = n * W.

2. L = CL * ½rho * V² * S.

3. L = CL * 2rho * V² * S.

4. L = W.

79. The function of ailerons is to rotate the aeroplane about the:

1. longitudinal axis.
2. lateral axis.

3. yaw axis.

4. normal axis.

80. Behind a normal shock wave on an aerofoil section the local Mach number is:

1. lower than before but still greater than 1.

2. higher than before.

3. equal to 1.

4. less than 1.

81. The contribution of wing sweep back to static directional stability is:

1. negative.

2. positive or negative depending on sweepback angle.

3. positive.

4. zero.

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

1. not change.

2. also double.

3. be 4 times greater.

4. halve.

83. Static lateral stability will be increased by:

1. the use of a low, rather than high, wing mounting.

2. reducing wing anhedral.

3. reducing wing sweepback.

4. reducing the size of the vertical tail.

84. Static lateral stability will be increased by:

1. reducing the size of the vertical tail.

2. reducing wing sweepback.

3. the use of a high, rather than low, wing mounting.

4. increasing wing anhedral.

85. Turning motion in a steady, level co-ordinated turn is created by:

1. the centripetal force.

2. the drag.

3. the centrifugal force.

4. the thrust.

86. During a short period oscillation, the altitude:

1. remains approximately constant, whereas during a phugoid it varies significantly.

2. varies significantly, whereas during a phugoid it remains approximately constant.

3. varies significantly, as it does during a phugoid.

4. remains approximately constant, as it does during a phugoid.

87. Which of these statements on shock stall is correct?

1. CLmax does not change as the Mach number increases.

2. Shock stall is caused by sudden loss of lift due to a rise in load factor.

3. Shock stall is a stall due to flow separation caused by a shock wave.

4. Shock stall is a stall due to flow separation at high angles of attack.

88.

Question: An example of a combined lateral and directional periodic motion is a:

1. Dutch roll.

Question: For shallow flight path angles in straight and steady flight, the following formula can be
used:

1. sin gamma = T/W - CD/CL.

89. The total drag of an aerofoil in two dimensional flow comprises:

1. interference drag and skin friction drag.

2. skin friction drag and induced drag.

3. induced drag and form drag.

4. pressure drag and skin friction drag.

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

1. Dynamic pressure, lift coefficient and wing area.

2. Total pressure and wing area only.

3. Angle of attack, aspect ratio and dynamic pressure.

4. Square root of wing area, density and wing loading.

91. The purpose of a dorsal fin is to:

1. stabilise forebody vortices.

2. maintain static directional stability at large sideslip angles.

3. provide pitch and yaw control.

4. reduce tendency for spiral instability.

92. An aeroplane is sensitive to Dutch roll when:

1. static lateral stability is much more pronounced than static directional stability.

2. static lateral stability is much less pronounced than static directional stability.

3. static stability is less pronounced than dynamic stability.

4. an aeroplane has anhedral.

93. For an aeroplane to possess dynamic stability, it needs:

1. sufficient damping only.

2. static stability and sufficient damping.

3. a large CG range.

4. static stability only.

94. Mcrit is increased by:

1. dihedral, thin aerofoils and supercritical aerofoil sections.

2. sweepback, dihedral and thin aerofoils.

3. sweepback, area ruling and high aspect ratio.

4. sweepback, thin aerofoils and area ruling.

95. Rotation about the longitudinal axis of an aeroplane can be achieved by:

1. aileron deflection and/or rudder deflection.

2. speed brake extension or wing flap deflection.

3. elevator deflection and/or slat extension.

4. symmetrical spoiler deflection and/or elevator deflection.

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

1. Mass = weight * volume.

2. Weight is a force.

3. The mass of an object depends on the acceleration due to gravity.

4. The weight of an object is independent of the acceleration due to gravity.

97. When an aeroplane enters ground effect:

1. the lift is increased and the drag is decreased.

2. the effective angle of attack is decreased.

3. drag and lift are reduced.

4. the induced angle of attack is increased.

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

1. the effective angle of attack decreases.

2. the effective angle of attack increases.

3. the induced angle of attack increases.

4. induced drag increases.

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

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

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

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

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

100. From a polar curve of the entire aeroplane one can read:
1. the minimum drag and the maximum lift.

2. the minimum CL/CD ratio and the minimum drag.

3. the maximum CL/CD ratio and maximum lift coefficient.

4. the minimum drag coefficient and the maximum lift.