081 - Principles of Flight - Questions [PDF]

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Question N 1 For a given gust speed and aircraft TAS, what is the impact of the lift curve’s slope on the gust load factor?

A B C D

The steeper the lift curve’s slope, the greater the gust load factor. The steeper the lift curve’s slope, the smaller the gust load factor. The lift curve’s slope has no impact on the gust load factor. The shallower the lift curve’s slope, the greater the gust load factor.

Question N 2 The speed V B in gust diagram...

A B C D

equals 50 ft/s. equals 66 ft/s. equals 55 ft/s. equals 25 ft/s.

Question N 3 An aerobatic aircraft has a V S0 (landing config) of 110 kt and a V S 1 (clean) of 123 kt. What is the V A for this aircraft?

A B C D

220 kt 258 kt 270 kt 301 kt

Question N 4 The Never Exceed Speed (V N E ) is set…

A B C D

never above VD. below VD. equal to VD. at 0.9 of VD.

Question N 5 The limiting load of a:

A B C D

Light aircraft will be reached at a lower value than that of a heavier aircraft. Light aircraft will be reached at a higher value than that of a heavier aircraft. Heavy aircraft will be reached at a higher value than that of a lighter aircraft. Heavy aircraft will be reached at a lower value than that of a lighter aircraft.

Question N 6 The negative manoeuvring limit load factor for a transport aeroplane in the clean configuration at V D may not be less than:

A B C

0. -1.52. -1.

D

-3.0.

Question N 7 The following is a correct design gust value factor applied in certification under EASA CS-25:

A B C D

25 ft/sec at VD. 50 ft/sec at VD. 55 ft/sec at VB. 66 ft/sec at VC.

Question N 8 An aircraft certified under CS-23 has a VA of 181 kt at a mass of 5.7 t. The value of VA at a mass of 4.1 t is:

A B C D

130 kt 213 kt 154 kt 252 kt

Question N 9 The following is a correct design gust value factor applied in certification under EASA CS-25:

A

25 ft/sec at VB.

B C D

50 ft/sec at VD. 55 ft/sec at VD. 66 ft/sec at VB.

Question N 10 You are the pilot flying of an aircraft with normal speed, and the load factor stable and constant. While climbing, you feel vibrations through the fuselage and, in particular, the rudder pedals. In response, you apply a very small and gentle pedal input, which stops the vibration. This vibration is a result of...

A B C D

Slack in the control linkages, which, combined with the current speed, causes the rudder to vibrate. Elasticity and vibration will reduce if the pilot increases the speed for a faster airflow. Elasticity, which is caused by the relative flexible construction of, in particular, the wings. Flutter and, if the speed is maintained, the unstable vibration will increase and the rudder will

disintegrate.

Question N 11 For most jet transport aeroplanes, the maximum operating limit speed, V MO :

A B C D

is expressed as a true air speed. is replaced by MMO at higher altitudes. is equal to VD. is lower than VNE.

Question N 12

All gust lines in the gust load diagram originate from a point where the:

A B C D

speed = 0, load factor = +1. speed = VS, load factor = 0. speed = 0, load factor = 0. speed = VB, load factor = +1.

Question N 13 The never exceed speed (V N E ) is set so it never exceeds…

A B C D

VD VC (0.9) x VC (0.9) x VD

Question N 14 The speed V LE is the maximum speed to be flown:

A B C D

With the leading edge devices extended. During extension of the leading edge devices. During extension of the landing gear. With the landing gear extended.

Question N 15

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:

A B C D

in front of the hinge. behind the hinge. above the hinge. below the hinge.

Question N 16 An aeroplane maintains straight and level flight at a speed of 1.8 VS. A vertical gust causes a load factor of 1.9. Determine the load factor n caused by the same gust at a speed of 2VS:

A B C D

1.80 2.00 3.24 Not relevant. The gust at 1.8 VS would cause a stall.

Question N 17 Control surface flutter can be eliminated by:

A B C D

reducing structural stiffness of the control surface attachment structure. mass balancing of the control surface. increasing airspeed. aerodynamic balancing of the control surface.

Question N 18 An aircraft is flying in steady, straight and level flight with a Coefficient of Lift of 0.47. Calculate the final load factor if a vertical gust increases the angle of attack by 3°.Consider that a change in 1° of Angle of Attack produces a change in CL of 0.1.

A B C D

1.64 1.77 1.47 0.61

Question N 19 A Cessna Skyhawk has a VA of 123 kts when its mass is 2 300 lbs. Determine its Va at a mass of 1 900 lbs:

A B C D

102 kt 112 kt 135 kt 149 kt

Question N 20 The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.35. An increase in angle of attack of 1 degree would increase CL by 0.079. If a vertical gust instantly changes the angle of attack by 2 degrees, the load factor will be:

A B

0.45. 0.9.

C D

1.9. 1.45.

Question N 21 The negative manoeuvring limit load factor for a transport aeroplane in the clean configuration up to V C may not be less than:

A B C D

-1. -1.52. -3.0. -1.76.

Question N 22 For a given gust velocity, by how much would the gust load increase for an aircraft flying at 40000 ft, compared to the same aircraft flying at sea level, if the EAS remains the same? The gust load would increase by..

A B C D

zero, there will be no increase at all. twice as much. half as much. a quarter.

Question N 23 An aircraft with a 1 g stalling speed of 70 kt and limit load factor of 2.5 would have a V A of..

A B C D

111 kt. 175 kt. 44 kt. 105 kt.

Question N 24 The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.4. An increase in angle of attack of 1 degree will increase CL by 0.09. A vertical up gust instantly changes the angle of attack by 5 degrees. The load factor will be:

A B C D

1.09 3.18 2.0 2.13

Question N 25 V LE is defined as the:

A B C D

maximum flap extended speed. maximum speed at which the landing gear may be extended or retracted. maximum authorised speed. maximum landing gear extended speed.

Question N 26

The negative manoeuvring limit load factor for a light aeroplane in the normal category in the clean configuration may not be less than:

A B C D

-1. -3.0. -1.52. -1.76.

Question N 27 Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass decreases, the gust load factor increases. II. When the altitude decreases, the gust load factor increases.

A B C D

I is correct, II is correct. I is correct, II is incorrect. I is incorrect, II is incorrect. I is incorrect, II is correct.

Question N 28 To which category is MMO applicable?

A B C D

CS25 Neither category CS23 & CS25 CS23

Question N 29 V C is..

A B

a specially recommended penetration speed for severe turbulence. the maximum tested airspeed where the aircraft is free from any signs of dynamic pressure

overload, flutter, and/or control reversal.

C D

a speed selected by the designer and used to assess the strength requirements in cruise. the highest speed at which sudden, full elevator deflection (nose up) can be made without

exceeding the design limit load factor.

Question N 30 V LO is the speed at which it is safe to fly with the...

A B C D

landing gear extended. leading edge devices in transit. landing gear in transit. leading edge devices extended.

Question N 31 The positive manoeuvring limit load factor for an aeroplane with flaps extended is:

A B C

2.5. 3.75. 2.0.

D

1.5.

Question N 32 In order to prevent flight control surface flutter, the centre of mass of the flight control should be…

A B C D

in the middle of the flight control surface. in front of the hinge line. at the hinge line. behind the hinge line.

Question N 33 You are flying at FL 380 and encounter a thunderstorm up ahead. You can’t fly around it, what do you do?

A B C D

Fly at your VS1 speed Fly at your VRA speed Fly at your VNO speed Fly at your VA speed

Question N 34 The speed V C in gust diagram...

A B

equals 50 ft/s. equals 66 ft/s.

C D

equals 55 ft/s. equals 25 ft/s.

Question N 35 Which of these statements concerning flight in turbulence is correct?

A B C

The load factor in turbulence may fluctuate above and below 1 and can even become negative. In severe turbulence, speed should be reduced to approximately 1.2 V S. When encountering turbulence during flight, the speed should be adjusted to the design speed for

maximum gust intensity VB.

D

Above VB the aeroplane can never be overstressed by a gust.

Question N 36 What is V D ?

A

The highest speed at which sudden, full elevator deflection (nose-up) can be made WITHOUT

exceeding the design limit load factor.

B

The maximum tested airspeed where the aircraft is free from any signs of dynamic pressure

overload, flutter, and/or control reversal.

C D

A speed selected by the designer and used to assess the strength requirements in cruise. A specially recommended penetration speed for severe turbulence.

Question N 37 The stall speed line in the manoeuvring load diagram runs through a point where the:

A B C D

speed = 0, load factor = +1. speed = VB, load factor = gust load factor. speed = VA, load factor = limit load factor. speed = VS, load factor = 0.

Question N 38 Calculate the V A for an aerobatic aeroplane with a V S0 of 43 kt and a V S1 of 58 kt.

A B C D

103 kt 117 kt 143 kt 120 kt

Question N 39 The positive manoeuvring limit load factor for a light aeroplane in the normal category in the clean configuration may not be less than:

A B C D

6.0. 4.4. 3.8. 2.5.

Question N 40

Aileron reversal can occur at..

A B C

low speeds when wing with the up-going aileron exceeds that wing’s critical Angle Of Attack. low speeds when the wing with the down-going aileron twists, increasing that wing’s camber. high speeds when the wing with the down-going aileron twists, reducing that wing’s Lift

Coefficient.

D

high speeds when the wing with the up-going aileron causes sufficient drag, leading to adverse

yaw.

Question N 41 All other parameters remaining constant, what happens to V A (Design Manoeuvring Speed) if the weight of an aeroplane reduces by 20%?

A B C D

VA will decrease by approximately 10%. VA will decrease by approximately 20%. VA will increase by approximately 10%. VA will increase by approximately 20%.

Question N 42 The positive manoeuvring limit load factor for a light aeroplane in the aerobatic category in the clean configuration may not be less than:

A B C D

2.5. 6.0. 4.4. 3.8.

Question N 43 In addition to V L E , a V LO limit may be added if at (1) _____ the aerodynamic loads would make operation of the (2) _____ unsafe.

A B C D

(1) VLE; (2) landing gear (1) VLO; (2) leading edge (1) VLO; (2) landing gear (1) VLE; (2) leading edge

Question N 44 For an aeroplane certified under CS-23, V N E is the maximum speed..

A B C D

an aeroplane can be flown at with flaps extended. at which the aeroplane may be flown in cruise. at which the aeroplane may be flown. which must not be exceeded in a dive.

Question N 45 Wing flutter may be prevented by:

A B C D

Locating mass in front of the torsion axis of the wing. Increasing the aspect ratio of the wing. Mounting the engines on the fuselage. Installing the fuel tanks in the fuselage.

Question N 46 Your aircraft weight is reduced from 70 000 kg to 30 000 kg, how will this affect the gust load?

A B C D

Initially increases and then decreases. It remains the same. It increases. It decreases.

Question N 47 Which statement is true regarding positive limit load factor on CS25 and CS23?

A B C D

CS23 has a higher value CS25 has a higher value CS23 and CS25 have the same value CS25 does not have a limiting load factor

Question N 48 How does the V A change if the the aeroplane's mass decreases with 20%?

A B C

Decreases by 10% approximately Decreases by 20% approximately Increases by 20% approximately

D

Increases by 10% approximately

Question N 49 During flight an aircraft experiences severe turbulence and the speed increases to its design dive speed (V D ). It is a design requirement that, in these conditions, the aeroplane can withstand a vertical gust of _____ feet/second.

A B C D

25 66 50 56

Question N 50 Regarding the speeds V N O , V MO and V N E , which of the following answers is correct?

A

VNO is the maximum normal operating airspeed for an aeroplane certified under CS-25. It can only

be exceeded in smooth air.

B

VMO is the maximum operating speed permitted in normal conditions for an aeroplane certified

under CS-25. It may be exceeded by a maximum of 10% in an emergency descent.

C

For an aeroplane certified under CS-25, VMO is the maximum speed that must not be deliberately

exceeded in any regime, unless a higher speed has been authorised for a particular flight.

D

For an aeroplane certified under CS-23, VNE is the maximum speed to be flown with the flaps

extended.

Question N 51 The following is a correct design gust value factor applied in certification under EASA CS-25:

A B C D

25 ft/sec at VB. 50 ft/sec at VC. 55 ft/sec at VC. 66 ft/sec at VD.

Question N 52 Which of these statements about flutter are correct or incorrect? I. If flutter occurs, IAS should be kept constant. II. Resistance to flutter increases with reducing wing stiffness.

A B C D

I is incorrect, II is correct. I is correct, II is incorrect. I is incorrect, II is incorrect. I is correct, II is correct.

Question N 53 Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the slope of the lift versus angle of attack curve increases, the gust l oad factor decreases. II. When the wing loading increases, the gust load factor increases.

A B C D

I is correct, II is incorrect. I is correct, II is correct. I is incorrect, II is correct. I is incorrect, II is incorrect.

Question N 54 The lift coefficient (CL) of an aeroplane in steady horizontal flight is 0.42. An increase in angle of attack of 1 degree increases CL by 0.1. A vertical up gust instantly changes the angle of attack by 3 degrees. The load factor will be:

A B C D

1.49 2.49 0.74 1.71

Question N 55 A crop duster utility aircraft has a V SO (landing config) of 55 kt and a V S1 (clean) of 70 kt. What is the V A for this aircraft?

A B C D

107 kt 115 kt 136 kt 147 kt

Question N 56 Which of these statements about the gust load factor on an aeroplane are correct or incorrect? I. When the mass decreases, the gust load factor increases. II. When the altitude increases, the gust load factor increases.

A

I is correct, II is correct.

B C D

I is incorrect, II is correct. I is incorrect, II is incorrect. I is correct, II is incorrect.

Question N 57 The stall speed line in the manoeuvring load diagram runs through a point where the:

A B C D

speed = VA, load factor = +1. speed = VS, load factor = +1. speed = VB, load factor = +1. speed = 0, load factor = +1.

Question N 58 An aeroplane certified under the CS-25 flying WITHOUT failures, malfunctions, or adverse conditions remains within the flutter -free flight envelope if flown below an established speed limit. This speed is expressed as a(n)…

A B C D

EAS Mach number IAS TAS

Question N 59 What may happen if the "ultimate load factor" is exceeded?

A B C D

Elastic or temporary deformation only. No structural failure, only plastic or permanent deformation. Structural failure. Flutter.

Question N 60 An aircraft is taking off, its V A is 260 kt. If weight decreases by 20%, the new V A will be…

A B C D

234 kt 286 kt 208 kt 312 kt

Question N 61 What can happen to the aeroplane structure flying at a speed just exceeding V A ?

A B C D

It will collapse if a turn is made. It may suffer permanent deformation if the elevator is fully deflected upwards. It may suffer permanent deformation because the flight is performed at too large dynamic pressure. It may break if the elevator is fully deflected upwards.

Question N 62

The positive manoeuvring limit load factor for a light aeroplane in the utility category in the clean configuration may not be less than:

A B C D

6.0. 3.8. 2.5. 4.4.

Question N 63 During an emergency descent, the pilot of an aeroplane inadvertently exceeds V N E . In these conditions, what type of hazard should the pilot be aware of?

A B C D

Structural damage if unexpected turbulence is encountered. Mach tuck. Uncontrollable yaw moment towards the failed engine in case of an engine failure. Structural damage.

Question N 64 The manouveuring speed (V A ) of a Cessna Skyhawk at 2550 lb is 102 kt. What is the V A at mass of 1900 lb?

A B C D

118 76 88 102

Question N 65 An aircraft has a V A speed of 100 kts, at 5.4 tonnes. Calculate the new V A speed at a mass of 4.7 tonnes

A B C D

93 107 115 87

Question N 66 A flight instructor is demonstrating stall and stall recovery during a lesson. As a part of the exercise, the instructor demonstrates the use of excessive pitch down stick input during the initial portion of the recovery. Recovering from the dive, the pilot applies excessive back force on the stick, which forces the aeroplane to enter a secondary (accelerated) stall. Considering the aeroplane limitations given below, what speed range should the aeroplane be operated in order to safely carry out this demonstration? V S : 45 kt V A : 100 kt V N O : 125 kt V N E : 160 kt.

A B C D

45 kt to 100 kt. 100 kt to 125 kt. 45 kt to 125 kt. 100 kt to 160 kt.

Question N 67 You are flying a crop duster in the utility category with a V s o of 45 kts and a V s 1 of 58 kts. What is the Va speed?

A B C D

66 kt 113 kt 122 kt 94 kt

Question N 68 Mass balancing of control surfaces is used to:

A B C D

ensure that the control surfaces are in the mid-position during taxiing. limit the stick forces. increase the stick force stability. prevent flutter of control surfaces.

Question N 69 Which of the following statements is correct? I.

A B C D

A higher limit load factor allows the manufacturer to design for a lower stick force per g. II. The stick force per g is a limitation on aeroplane's operation, which the pilot can determine from the Aeroplane Flight Manual.

I. is correct, II. is incorrect. I. is correct, II. is correct. I. is incorrect, II. is incorrect. I. is incorrect, II. is correct.

Question N 70 VFE means the:

A B C D

Maximum speed with flaps extended. Speed at which the critical engine is assumed to fail during take-off. Design flap speed for procedure flight conditions. Maximum flap extension or retraction speed.