Theory of Flight Study Set

If the total sum of the moments about one axis of an aeroplane is not zero it would:

Have an angular acceleration about that axis

Why is the effect of nose-wheel steering not accounted for in VMCG?

Because VMCG must apply to wet and/or slippery runways.

Regarding the CG and the adjustable stabiliser position, which the following statements is correct?

The leading edge of the stabiliser is lower for a nose-heavy aeroplane than it is for a tail-heavy aeroplane.

Rolling is the rotation of the aeroplane about the:

Longitudinal axis

Which of the following statements is correct?

VMCL is the minimum control speed in the landing configuration and VMCL can be limited by the maximum roll rate.

For a twinjet low-wing aeroplane with the engines mounted below the wings, if the thrust is suddenly increased the elevator deflection required to maintain a zero pitching moment is:

Down

Two similar aeroplanes with wing-mounted engines one jet and the other propeller driven, in the event of an engine failure:

The propeller aeroplane has the greater roll tendency

Flaperons are controls that simultaneously use:

Ailerons and flaps

If the stabiliser is jammed in the flight cruise position what action shoulod be taken for landing?

Select a higher landing speed and/or use a lower flap setting

During take-off with the CG at the forward limit, if the trimmable horizontal stabiliser is at the maximum setting and nose-down position, which of the following statements is correct?

Rotation will require extra stick force

One of the advantages of siting the engines on the rear fuselage compared with beneath the wings is:

Changes of thrust have less influence on the longitudinal control.

Which of the following statements is correct? i) When the critical engine fails during take-off VMCL can be limiting ii) VMCL is always limited by the maximum rudder deflection

Incorrect; Incorrect

One of the advantages of a movable stabiliser system compared with a fixed stabiliser system in that:

It is a more powerful means of trimming

Which of the following statements is correct? i) When the critical engine fails during take-off VMCL can be limiting ii) VMCL is always limited by the maximum rudder deflection

Incorrect; correct

The motion about the longitudinal axis is:

rolling

The advantage of a variable-incidence tailplane over a fixed tailplane fitted with elevator and trim tab is:

The trim is more powerful

The reason the horizontal stabiliser is positioned on top of the fin ("T" tail) on some aeroplanes is:

To improve the aerodynamic efficiency of the vertical tail.

The elevon is a control that simultaneously operates the:

Elevators and ailerons

An aeroplane fitted with a variable-incidence trimming tailplane, when it is properly trimmed the position of the tailplane is...

Dependent on the CG position, speed and thrust

When an aeroplane is trimmed correctly the elevator angle relative to the adjustable horizontal stabiliser is:

Neutral

To maintain a constant pitching moment with an increase of thrust, for an aeroplane with engines mounted below the wing, the elevator deflection is:

Down

Rotation about the lateral axis is:

Pitching

If the sum of the moments of an aeroplane in flight is not zero, then the aeroplane will rotate about the:

CG

Trailing-edge-flap extension will (i) ........ the critical angle of attack and (ii) ....... the value of CLmax.

(i) decrease; (ii) increase

In straight and level flight at a constant IAS if flap is selected, it will increase the:

CLmax and the drag

Which of the following statements regarding the difference between Krueger flaps and slats is correct?

A slot is created by deploying a slat but not by deploying a Krueger flap.

After take-off in an aeroplane fitted with both slats and flaps the reason that it is customary to retract the flaps first is:

Extended slats decrease the stalling by a large amount with relatively little drag and have no effect on the climb gradient.

When extended, the trailing-edge flaps:

Worsen the best glide angle

Extension of the Fowler-type trailing-edge flaps will produce:

A nose-down pitching moment

A plain flap will increase CLmax by:

Increasing the camber of the aerofoil

At a constant IAS in straight and level flight, if flaps are deployed the magnitude of the tip vortices will eventually:

decrease

The function of the slot between an extended slat and the leading edge of the wing is to:

Cause a venturi effect that energizes the boundary layer.

The most efficient flap system is the:

Fowler flap

A slat will:

Increase the boundary-layer energy and prolong the stall to a higher angle of attack.

The use of a slot at the leading edge of a wing enables the aeroplane to fly at a slower speed because:

It delays the stall to a higher angle of attack

The purpose of an automatic slat system is to spontaneously:

Operate at a predetermined high angle of attack

Deploying a fowler flap will cause it to:

Move aft and then turn down

A deployed slat will:

Increase the boundary-layer energy and increase the maximum negative pressure on the wing, so that CLmax is attained at a higher angle of attack.

The maximum angle of attack for the flaps-extended configuration when compared with the flaps-retracted configuration is:

Smaller

Full extension of a fowler flap will:

Increase the wing area and increase the camber

Which of the following statements is correct?

Extension of the flaps reduces the stalling speed and decreases the maximum glide distance.

To maintain a constant airspeed in straight and level flight whilst the flaps are being retracted, the angle of attack must:

Increase

At a constant angle of attack, during flap retraction the aeroplane begins to:

Sink

In straight and level flight, when flaps are extended the lift coefficient will:

Increase

Deflection of the leading-edge flaps will:

Increase the critical angle of attack

At a constant angle of attack, during flap extension the aeroplane begins to:

Climb

Slat extension will:

Increase the critical angle of attack

An efficient arrangement of the slats and/or leading-edge flaps on a swept-wing aeroplane is wing roots (i)......... wing tips (ii)..........

(i) L.E. flaps; (ii) slats

A slotted flap will increase the CLmax by:

Increasing the camber of the aerofoil and improving the boundary layer

At a constant angle of attack, when trailing-edge flaps are extended CL will:

Increase

After the leading-edge slats have been deployed the boundary layer is (i)..... and the peak pressure moves (ii)........

(i) re-energised (ii)moves forward towards the wing leading edge

Where are Krueger flaps fitted?

Inboard on the wing leading edge

When a fowler flap moves back:

Wing area increases and camber increases

The most effective flap system is:

Fowler

In straight and level flight the effect that deploying flaps has on the pitching moment is:

Pitch-down

When trailing-edge flaps are extended:

The critical angle of attack decreases and the CLmax increases

An aeroplane is fitted with slats and flaps that have the following settings 0, 15, 30, and 45. The greatest negative influence on the CL/CD ratio is caused by:

30 to 45 flap setting

In which location on a swept-wing aeroplane wopuld the following devices be fitted leading-edge flaps (i)....... leading-edge slats (ii).........

(i) Inboard of the inboard engines (ii) outboard of the inboard engines

The purpose of a leading-edge slat is to:

Permit a greater angle of attack

The effect of deploying leading-edge flaps is to:

Increase the critical angle of attack

If all other factors remain constant the effect of extending trailing-edge flaps whilst maintaining a constant angle of attack is that the aeroplane will:

Climb

To maintain straight and level flight when trailing-edge flaps are retracted the angle of attack must:

Be increased

When Fowler flaps are deployed on an aeroplane with a "T" tailplane the pitching moments generated will be:

Nose-down

The effect of leading-edge slats is to:

Increase the boundary-layer energy, increase the maximum negative pressure on the main wing section and to move the CLmax to a higher angle of attack

When trailing-edge flaps are deployed the following occurs:

The critical angle of attack decreases and CLmax increases

Which of the following lists of configurations gives an increasing angle of attack with the sequence?

Flaps extended, clean wing, slats extended

Which of the following statements is correct regarding the deployment of slats/krueger flaps?

Slats form a slot, krueger flaps do not

A slat on an aerofoil:

Increases the energy of the boundary layer and increases the maximum angle of attack

The effect of deploying trailing-edge flaps is:

Increased minimum glide angle

In straight and level flight the effect that extending trailing-edge flaps has on the magnitude of the wing-tip vortices is that they:

Decrease in magnitude

In straight and level flight the effect that extending trailing-edge flaps has on the maximum coefficient of lift is that it:

Increases

The movement of Fowler flaps when they are extended is that they first move (i)....... and then move (ii)......

(i)backwards; (ii)downwards

The purpose of a leading-edge slat is to:

Permit a greater angle of attack

An aeroplane fitted with slats and flaps that have four settings, 0, 15, 30, and 45. Which of them when selected will have the greatest negative influence on the L/D ratio?

Flaps from 30 to 45

The effect of asymmetric thrust is to:

Decrease the ability to climb

The speed at the point where the tangent from the origin to the power-required curve for a jet aeroplane intersects is:

VMD

Which of the following variables will not affect the shape or position of the Total Drag v IAS curve for speeds below the critical Mach number?

Altitude

As speed is reduced below VIMD total drag:

Increases and speed stability decreases

As speed is reduced from VMD to VMP power:

Required decreases and drag increases

The speed to attain the minimum power required for a turbojet aeroplane is:

Less than the speed for the minimum drag

The region of speed instability is:

The same as the region of reversed command

With increasing altitude, the power-required curve moves:

Up and to the right

For a piston-engined aeroplane at a constant mass, angle of attack and configuration an increase of altitude will require:

Increased power and TAS

For a piston-engined aeroplane at a constant altitude, angle of attack and configuration, an increased mass will require:

More power and speed

The region of 'reversed command' means:

A lower airspeed requires more thrust

At speeds below VIMD:

A lower speed requires more thrust

In which of the following conditions is thrust available equal to drag?

In level flight at constant IAS

How does CL vary with altitude?

It remains constant with increased altitude

Maximum horizontal speed occurs when:

Maximum thrust=total drag

The maximum IAS for a piston-engined aeroplane in level flight is attained at the:

Lowest practical altitude

The speed of VMP for a jet aeroplane is:

Always lower than VMD

The tangent from the origin to the power-required curve touches the curve at the speed of:

Where the lift/drag ratio is at a maximum

If a piston-engined aeroplane is to maintain a given angle of attack, configuration and altitude at an increased gross mass it will require:

An increased airspeed and increased power

At a constant mass, angle of attack and configuration, the power required at a higher altitude:

Increases and the TAS increases by the same percentage

At a constant mass, altitude and airspeed, moving the CG from the forward limit to the aft limit:

Decreases the induced drag and reduces the power required

To maintain a given angle of attack, configuration and altitude at a higher gross mass the:

Airspeed and drag will both be increased

In level unaccelerated flight, if the aircraft mass is decreased:

Minimum drag and VIMD both decrease

If the thrust available exceeds the thrust required in level flight the aeroplane:

Will accelerate

If the altitude and angle of attack remain constant, an increased mass will require:

Increased airspeed and increased power

In level flight, the power-required curve would move..... if the altitude is decreased:

Down and to the left