Principles Of Flight

CONTROLS

When spinning to the left, which wing(s) are stalled?

1) Only the right wing is stalled.
2) Neither wing is stalled.
3) Only the left wing is stalled.
4) Both wings are stalled.

The flaperon is a control that operates simultaneously as:

1) flaps and ailerons.
2) flaps and elevators.
3) elevators and ailerons.
4) flaps and speed brakes.

The range of control surface movements is limited by:

1) high tension in the control cables.
2) normal tension in the control cables.
3) defined limits in the operations manual.
4) mechanical control stops.

The type of flap which extends rearward from the trailing edge of the wing as it is lowered is
called:
1) a Krueger flap.
2) a zap flap.
3) a fowler flap.
4) a split flap.

The sweepback on a wing will:

1) cause the stall to occur at lower angles of attack.
2) increase the possibility of a wing tip stall.
3) have no effect on the stall characteristics.
4) reduce the possibility for the wing tip to stall.

The axes of an aircraft by definition must all pass through the:

1) flight desk.
2) aircraft datum.
3) center of gravity.
4) center of pressure.

A control surface has its limitations in movement by:

1) primary stops at the surface.
2) primary stops at the control column.
3) secondary stops at the control column.
4) control cable tension.

What is the effect on the aeroplane's static longitudinal stability of a shift of the centre of
gravity to a more aft location and on the required control deflection for a certain pitch up or
down?
1) The static longitudinal stability is larger and the required control deflection is larger
2) The static longitudinal stability is smaller and the required control deflection is
smaller
3) The static longitudinal stability is larger and the required control deflection is smaller
4) The static longitudinal stability is smaller and the required control deflection is larger

The centre of gravity moving aft will:

1) increase or decrease the elevator up effectiveness, depending on wing location
2) increase the elevator up effectiveness
3) not affect the elevator up or down effectiveness
4) decrease the elevator up effectiveness

In a mechanically controlled aeroplane, the most forward allowable position of the centre of
gravity could be limited by the:
1) elevator capability, elevator control forces
2) engine thrust, engine location
3) wing surface, stabilizer surface
4) trim system, trim tab surface

When CG position is moved forward, the elevator deflection for a manoeuvre with a load
factor greater than 1 will be:
1) unchanged
2) dependent on trim position
3) smaller
4) larger

Which of the following devices is used to counter adverse yaw on rolling into or out of a
turn?
1) A dorsal fin.
2) A yaw damper.
3) Vortex generators.
4) Differential ailerons

An aircraft is approaching to land with its CG at the forward limit. It will be ... to flare and
VREF will be ... than normal.
1) difficult; higher
2) difficult; lower
3) easy; lower
4) easy; higher

When the control column is moved forward and to the right:

1) the elevator goes down, the starboard aileron moves down and the port aileron moves
up.
2) the elevator goes up, the starboard aileron moves down and the port aileron moves up.
3) the elevator goes down, the starboard aileron moves up and the port aileron
moves down.
4) the elevator goes up, the starboard aileron moves up and the port aileron moves down.

When the C.G. position is moved forward, the elevator deflection for a manoeuvre with a
load factor greater than 1 will be:
1) dependent on trim position.
2) larger.
3) unchanged.
4) smaller.

An advantage of locating the engines at the rear of the fuselage, in comparison to a location
beneath the wing, is:
1) easier maintanance of the engines
2) a wing which is less sensitive to flutter
3) lighter wing construction
4) less influence on longitudinal control of thrust changes

What happens during an engine failure with two similar aeroplanes with wing mounted
engines, one of them with jet engines, the other one with co-rotating propellers:
1) The same yaw tendency for both aeroplanes regardless of left or right engine failure
2) The same roll tendency for both aeroplanes
3) Less roll tendency for the propeller aeroplane
4) More roll tendency for the propeller aeroplane

When inner and outer ailerons are mounted, outer ailerons are used:
1) when flaps are in landing configuration only.
2) during take off only.
3) at high speeds.
4) at low speeds.

Flaperons are controls which are used simultaneously as

1) flaps and speed brakes
2) flaps and elevator
3) ailerons and flaps
4) ailerons and elevator

A jet aeroplane equipped with inboard and outboard ailerons is cruising at its normal cuise
Mach number. In this case
1) only the inboard ailerons are active
2) only the outboard aileron are active
3) the inboard and outboard ailerons are active
4) only the spoilers will be active, not the ailerons

When are outboard ailerons (if present) de-activated?

1) Landing gear retracted
2) Flaps (and slats) retracted or speed above a certain value
3) Landing gear extended
4) Flaps (and/or slats) extended or speed below a certain value

During initiation of a turn with speedbrakes extended, the roll spoiler function induces a
spoiler deflection:
1) upward on the upgoing wing and downward on the downgoing wing
2) on the upgoing wing only
3) on the downgoing wing only
4) downward on the upgoing wing and upward on the downgoing wing

Differential aileron deflection:

1) equals the drag of the right and left aileron
2) is required to keep the total lift constant when ailerons are deflected
3) increases the CLmax
4) is required to achieve the required roll-rate

An example of differential aileron deflection during initiation of left turn is:

1) Left aileron: 5° down; Right aileron: 2° up
2) Left aileron: 2° up; Right aileron: 5° down
3) Left aileron: 5° up; Right aileron: 2° down
4) Left aileron: 2° down; Right aileron: 5° up

One method to compensate adverse yaw is a

1) balance panel
2) antibalance tab
3) differential aileron
4) balance tab

Which phenomenon is counteracted with differential aileron deflection?

1) Sensitivity for spiral dive
2) Adverse yaw
3) Aileron reversal
4) Turn co-ordination

How is adverse yaw compensated for during entry into and roll out from a turn?
1) Horn-balanced controls
2) Servo tabs
3) Anti-balanced rudder control
4) Differential aileron deflection

Which of the following statements concerning control is correct?

1) In a differential aileron control system the control surfaces have a larger
upward than downward maximum deflection
2) Hydraulically powered control surfaces do not need mass balancing
3) On some aeroplanes, the servo tab also serves as a trim tab
4) In general the maximum downward elevator deflection is larger than upward

In order to reduce adverse aileron yaw, aircraft are fitted with:

1) frize ailerons.
2) offset rudder.
3) differential elevators.
4) horn balanced ailerons.

When an airplane is rotating about the longitudinal axis (roll), the down going wing:
1) creates a force to increase the roll rate.
2) creates a damping moments, which resists the rolling motion.
3) has a reduced angle of attack.
4) generates a higher lift compared to the up going wing.

Rolling means rotating about the:

1) longitudinal axis.
2) airplane axis.
3) normal axis.
4) lateral axis.

Differential aileron deflection:

1) is required to keep the total lift constant when ailerons are deflected.
2) equals the drag of the right and left aileron.
3) is required to achieve the required roll-rate.
4) increases the CLmax.

When ailerons are deployed:

1) induced drag increases on the down going wing.
2) induced drag does not increase on either wing.
3) induced drag increases on both wings.
4) induced drag increases on the up going wing.

Which motion occurs about the longitudinal axis?

1) Rolling.
2) Pitching.
3) Sideslip.
4) Yawing.

The ailerons on the wing of an aircraft are used for:

1) lateral control about the lateral axis.
2) longitudinal control about the normal axis.
3) lateral control about the longitudinal axis.
4) longitudinal control about the lateral axis.

Adverse aileron yaw can be countered by:

1) aileron reversal.
2) differential ailerons.
3) nothing (it is all a desirable flight characteristic).
4) aileron snatch.

When an aileron is deflected downward, it causes:

1) an increase in lift on that wing area without any drag penalty.
2) an increase in both induced drag and profile drag.
3) an increase in profile drag only.
4) an increase in induced drag only.

Roll is:
1) due to aileron deflection and is motion about the lateral axis.
2) rotation about the normal axis.
3) rotation about the longitudinal axis due to speed brake selection.
4) rotation about the longitudinal axis.

If the nose of an aeroplane yaws to port (left), this causes:

1) a decrease in relative airspeed on the starboard (right) wing
2) a roll to port (left)
3) a roll to starboard (right)
4) an increase in lift on the port (left) wing

Which moments or motions interact in a dutch roll?

1) Pitching and rolling
2) Pitching and adverse yaw
3) Pitching and yawing
4) Rolling and yawing

Dutch roll is:

1) a combined rolling and yawing motion.
2) a type of static instability.
3) primarily a pitching instability.
4) a type of slow roll.

When a jet aircraft enters a turn or straightens-up from a turn, what device ensures correct
response?
1) Dorsal fin.
2) Aileron - rudder coupling.
3) Vortex generators.
4) Yaw damper.

An aircrafts tendency to Dutch roll may be reduced by:

1) giving the wings an angle of anhedral.
2) reducing the size of the fin.
3) giving the aircraft longitudinal dihedral.
4) sweeping the wings.

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

1) to decrease stick forces
2) to prevent flutter
3) to obtain mass balancing
4) to decrease the effective longitudinal dihedral of the aeroplane

An aeroplane has a servo-tab controlled elevator. What will happen when only the elevator
jams during flight?
1) The pitch control forces double
2) Pitch control has been lost
3) The servo-tab now works as a negative trim-tab
4) Pitch control reverses direction

Examples of aerodynamic balancing of control surfaces are:

1) Fowler flaps, upper and lower rudder
2) weight in the nose of the control surface, horn balance
3) upper and lower rudder, seal between wing's trailing edge and leading edge of a control
surface
4) seal between wing's trailing edge and leading edge of a control surface, horn
balance

Which statement about a primary control surface controlled by a servo tab, is correct?
1) Due to the effectiveness of the servo tab the control surface area can be smaller
2) The control effectiveness of the primary surface is increased by servo tab deflection
3) The servo tab can also be used as a trimtab
4) The position is undetermined during taxiing, in particular with tailwind

Examples of aerodynamic balancing of control surfaces are:

1) servo tab, spring tab, seal between the wing trailing edge and the leading edge
of control surface
2) balance tab, horn balance and mass balance
3) mass in the nose of the control surface, horn balance and mass balance
4) spring tab, servo tab and power assisted control

Which statement is correct about a spring tab?

1) At low IAS it behaves like a servo tab
2) At high IAS it behaves like a fixed extension of the elevator
3) Its main purpose is to increase stick force per g
4) At high IAS it behaves like a servo tab

Which kind of "tab" is commonly used in case of manual reversion of fully powered flight
controls?
1) Anti-balance tab
2) Servo tab
3) Spring tab
4) Balance tab

When power assisted controls are used for pitch control, this:
1) makes aerodynamic balancing of the control surfaces meaningless
2) makes trimming superfluous
3) can only function in combination with an elevator trim tab
4) ensures that a part of the aerdynamic forces is still felt on the column

Stick forces, provided by an elevator feel system. depend on:

1) stabilizer position, total pressure
2) elevator deflection, static pressure
3) stabilizer position, static pressure
4) elevator deflection, dynamic pressure

It is possible to have an aileron control aerodynamically balanced by:

1) causing the surface to move through a greater angle in up deflection than down
deflection.
2) attaching weights which act forward of the hinge line.
3) the surface C of G acting through the hinge line.
4) setting the hinge back into the control surface.

Some airplanes have spring tabs mounted into the control system: This is to provide:
1) a reduction in the pilots effort to move the controls against high airloads.
2) feel feedback in a control system.
3) reduced control surface loads at all speeds.
4) constant spring tension to a trim system.

To hold a given sideslip angle and airspeed, increased geometric dihedral would:
1) decrease the stick force.
2) reduce the stick force to zero.
3) have no effect on stick force.
4) increase the stick force.

Possible solutions to reduce the control column forces required to deflect large control
surfaces in flight are:
1) static balancing.
2) moving the hinge line further forward towards the control surface leading edge.
3) mass balancing.
4) aerodynamic balancing.

The inputs to the Q unit are from:

1) altitude and pitot.
2) static and temperature.
3) pitot and altitude.
4) pitot and static.

The inputs to the Q feel unit are from:

1) pitot pressure and total head pressure.
2) static pressure and temperature.
3) altitude and pitot pressure.
4) pitot and static pressures.

Control surface overbalancing may be the result of:

1) applying excessive force to the controls.
2) the control surface centre of pressure being located in front of the surface hinge
line.
3) bad pilot skills.
4) a sudden movement of the centre of pressure aft of the surface hinge line.

Stick forces, provided by an elevator feel system, depend on:

1) elevator deflection, dynamic pressure.
2) elevator deflection, static pressure.
3) stabilizer position, total pressure.
4) stabilizer position, static pressure.

Examples of aerodynamic balancing of control surfaces are:

1) Fowler flaps, upper and lower rudder
2) weight in the nose of the control surface, horn balance
3) upper and lower rudder, seal between wing's trailing edge and leading edge of a control
surface
4) seal between wing's trailing edge and leading edge of a control surface, horn
balance

When flutter damping of control surfaces is obtained by mass balancing, these weights will
be located with respect to the hinge of the control surface:
1) in front of the hinge
2) above the hinge
3) below the hinge
4) behind the hinge

When a large modern aircraft employs a variable incidence tailplane, trim changes are made
by:
1) adjusting the Q feel unit.
2) changing the angle of the entire tailplane.
3) varying the spring bias trimming system.
4) adjusting the trim tab on the trailing edge of the elevator.

The location of mass balance weights is:

1) in front of the hinge line.
2) on the hinge line if the control surface does not have an inset hinge.
3) on the hinge line if the control surface has an inset hinge.
4) always on the hinge line, irrespective of the type of aerodynamic balance.

What is the reason for mass balancing a control surface?

1) Both a and b are correct.
2) To move the centre of gravity of the control surface aft of the hinge line, thereby
preventing flutter.
3) To make it easy for the pilot to move the control surface.
4) To move the centre of gravity forward thereby preventing flutter.
What is the position of the elevator in relation to the trimmable horizontal stabilizer of a
power assisted aeroplane, which is in trim?
1) The elevator deflection (compared to the stabilizer position) is always zero
2) The position depends on speed, the position of slats and flaps and the position
of the centre of gravity
3) The elevator is always deflected slightly downwards in order to have sufficient remaining
flare capability
4) At a forward CG the elevator is deflected upward and at an aft CG the elevator is
deflected downward

How would the exterior appearance of an aeroplane change, when trimming for speed
increases?
1) Elevator deflection is increased further downward by an upward deflected trim
tab
2) The elevator is deflected further downward by means of a movable horizontal stabiliser
3) The exterior appearance of the aeroplane will not change
4) The elevator is deflected further up by a downward deflected trim tab

How does the exterior view of an aeroplane change, when the trim is used during a speed
decrease?
1) The elevator is deflected further downwards by means of a trimmable horizontal
stabiliser
2) The elevator is deflected further upwards by means of a downwards deflected
trimtab
3) Nothing changes in the exterior view
4) The elevator is deflected further downwards by means of an upwards deflected trimtab

In general transport aeroplanes with power assisted flight controls are fitted with an
adjustable stabilizer instead of trim tabs on the elevator. This is because:
1) effectiveness of trim tab is insufficient for those aeroplanes
2) the pilot does not feel the stick forces at all
3) trim tab deflection increases Mcrit
4) mechanical adjustment of trim tabs creates too many problems

What should be usually done to perform a landing with the stabilizer jammed in the cruise
flight position?
1) Choose a lower landing speed than normal
2) Choose a higher landing speed than normal and/or use a lower flapsetting for
landing
3) Use the Mach trimmer until after landing
4) If possible, relocate as many passengers as possible in the front of the cabin

Which statement about the trim position is true related to centre of gravity and adjustable
stabiliser position?
1) Because characteristic speeds at take-off do not vary with centre of gravity location, the
need for stabiliser adjustment is dependent on flap position only
2) A nose heavy aeroplane requires that the stabiliser leading edge is lower than
compared with a tail heavy aeroplane
3) A nose heavy aeroplane requires that the stabiliser leading edge is higher than compared
with a tail heavy aeroplane
4) At the forward limit for centre of gravity, stabiliser trim is adjusted maximum Nose Down
to obtain maximum elevator authority at take-off rotation

Which statement about a jet transport aeroplane is correct, during take-off at the maximum
allowable forward centre of gravity limit, while the THS (Trimmable Horizontal Stabiliser)
has been positioned at the maximum allowable AND (Aeroplane Nose Down) position
1) Early nose wheel raising will take place
2) The rotation will require extra stick force
3) Nothing special will happen
4) If the THS position is just within the limits of the green band, the take-off warning
system will be activated

If the elevator trim tab is deflected up, the cockpit trim indicator presents:
1) nose-up
2) nose-left
3) neutral
4) nose-down

Which statement about a jet transport aeroplane is correct, during take-off at the maximum
allowable forward centre of gravity limit, while the THS (Trimmable Horizontal Stabilizer)
has been positioned at the maximum allowable AND (Aeroplane Nose Down) position.
1) Early nose wheel raising will take place.
2) The rotation will require extra stick force.
3) Nothing special will happen.
4) If the THS position is just within the limits of the green band, the take off warning
system will be activated.

The reason for having a trim system on powered assisted flying controls is:
1) enables the pilot to maintain control in case of hydraulic failure.
2) enables the stick force to be reduced to zero.
3) relieve stresses on the trim tab.
4) relieve stresses on the hydraulic actuators.

One advantage of a movable-stabilizer system compared with a fixed stabilizer system is

that:
1) the system's complexity is reduced
2) the structure weighs less
3) it leads to greater stability in flight
4) it is a more powerful means of trimming