RELATION LIFT - SPEED
II. A jammed trim tab causes less control difficulty
A I is correct, II is incorrect.
B I is correct, II is correct.
C I is incorrect, II is incorrect.
D I is incorrect, II is correct.
5. Which of these statements about a trimmable horizontal stabiliser is correct?
A Because take-off speeds do not vary with CG position, the need for stabiliser adjustment is dependent on flap position only.
B At the aft CG limit, stabiliser trim is adjusted fully nose up to obtain maximum elevator authority at rotation during take-off.
C A trimmed aeroplane with an aft CG requires the stabiliser leading edge to be lower than in the case of a forward CG in the same condition.
D A trimmed aeroplane with an aft CG requires the stabiliser leading edge to be higher than in the case of a forward CG in the same condition.
6. When comparing an elevator trim system with a stabiliser trim system, which of these statements is correct?
A an elevator trim produces lower trim drag
B an elevator trim is more suitable for aeroplanes with a large CG range.
C an elevator trim is able to compensate larger changes in pitching moments.
D an elevator trim is more sensitive to flutter.
2. Which three aerodynamic means decrease manoeuvring stick forces?
A Spring tab - trim tab - mass balancing weight.
B Servo tab - horn balance - spring tab.
C Spring tab - horn balance - bobweight.
D Servo tab - trim tab - balance tab.
3. The tab in the figure represents:
A a balance tab . B an anti-balance tab.
C a servo tab.
D a trim tab.
4. The tab in the figure represents:
A a control tab.
B an antibalance tab.
C a balance tab that also functions as a trim tab.
D a trim tab.
jams - klemmt
5. An aeroplane has a servo tab controlled elevator. What will happen if the elevator jams during flight?
A The pitch control forces double.
B Pitch control is lost.
C Pitch control sense is reversed.
D The servo-tab now works as a negative trim-tab.
6. Which statement about a primary control surface controlled by a servo tab, is correct?
A Due to the effectiveness of the servo tab the control surface area can be smaller.
B The servo tab can also be used as a balance tab.
C The position is undetermined during taxiing, in particular with tailwind.
D The control effectiveness of the primary surface is increased by servo tab deflection.
Only the tab is left functioning. It is not connected to the elevator but works in the unnatural sense to drive the elevator in the natural sense, so with the elevator locked you only have very limited control from the tab only and in the unnatural sense - and, of course, you have no trim or balance function left.
The function of a servo tab is very different from a balance tab.
With a servo tab control system movement of the pilot’s flight controls moves the servo tab.
The servo tab at the trailing edge of the main flying control surface produces a aerodynamic force to move the control surface.
The servo tab is displaced in the opposite direction in which the flight control surface moves. ie if you wish to pitch the aircraft nose up, servo tab is deflected down and moves the elevator up.
The system requires airflow from leading edge to trailing edge, when taxiing in a tailwind the effectiveness of this type of control is reduced.
7. What is the fundamental difference between a trim tab and a servo tab?
A The purpose of a trim tab is to reduce continuous stick force to zero, a servo tab only reduces stick force.
B The functioning of a trim tab is based on aerodynamic balancing, whereas a servo tab is usually adjusted via
a screwjack.
C A trim tab is automatically adjusted when its particular control surface moves, whereas a servo tab is moved
The trim tab is used to trim the aircraft, which is reducing stick force required to hold an attitude to zero.
The spring tab is a system used to reduce control forces over the whole operating range
2. When the cg position is moved forward, the elevator deflection for a manoeuvre with a given load factor greater than 1 will be:
A smaller.
B unchanged.
C dependent on trim position.
D larger.
3. What is the effect of an aft shift of the centre of gravity on (1) static longitudinal stability and (2) the required control deflection for a given pitch change?
A (1) reduces (2) increases.
B (1) increases (2) increases.
C (1) increases (2) reduces.
D (1) reduces (2) reduces.
If the C.G is moved aft it results in a larger nose down pitching moment which has to be compensated for by placing a download on the tail plane. This can be achieved by deflecting the elevator up,
although this results in high trim drag at higher airspeeds. On large aircraft small movements of the variable incidence stabilizer allow the trimming to be carried out, but with reduced trim drag.
An upward deflection of the elevator is required to trim the aircraft, so think of the stabilizer as a large elevator with its trailing edge moving in the same direction as the elevator. To achieve this you must therefore lower the leading edge of the stabilizer to produce the necessary download.
Note: Once in a trimmed condition on fully powered flying controls the elevator will then align itself with the stabilizer to reduce the tail load and also the loads acting on the hinges and servo actuator. On power assisted controls there is however no guarantee that this occurs due to downwash and configuration effects that can alter the flow over the surface. It is also fair to say that trim drag also 4. Which statement in respect of a trimmable horizontal stabiliser is correct?
A An aeroplane with a forward cg requires the stabiliser leading edge to be higher than for one with an aft cg in the same trimmed condition.
B Because take-off speeds do not vary with centre of gravity location, the need for stabiliser adjustment is dependent on flap position only.
C At the forward C.G. limit , stabiliser trim is adjusted fully nose down to obtain maximum elevator authority at
rotation during take-off.
D An aeroplane with a forward cg requires the stabiliser leading edge to be lower than for one with an aft cg
5. An example of differential aileron deflection during initiation of left turn is:
A Left aileron: 2° down. Right aileron: 5° up.
B Left aileron: 5° down. Right aileron: 2° up.
C Left aileron: 5° up. Right aileron: 2° down.
D Left aileron: 2° up. Right aileron: 5° down.
6. When a turn is initiated, adverse yaw is:
A a momentary yawing motion opposite to the turn due to an incorrect differential aileron movement.
B the tendency of an aeroplane to yaw in the opposite direction of turn mainly due to the difference in aileron form drag.
C the tendency of an aeroplane to yaw in the same direction of turn due to the different wing speeds.
D the tendency of an aeroplane to yaw in the opposite direction of turn mainly due to the difference in induced drag on each wing.
7. In what phase of flight are the outboard ailerons (if fitted) not active?
A Cruise.
B Landing with a strong and gusty crosswind, to avoid over-controlling the aeroplane.
C Take-off, until lift-off.
D Approach.
8. When roll spoilers are extended, the part of the wing on which they are mounted:
A experiences a reduction in lift, which generates the desired rolling moment. In addition there is a local increase in drag, which suppresses adverse yaw.
B is forced downwards as a reaction to the increased drag.
C experiences extra drag, which generates a yawing moment. The speed difference between both wings generates the desired rolling moment.
D stalls. This causes a difference in lift between both wings, which generates the desired rolling moment.
9. When are outboard ailerons (if present) de-activated?
A Flaps (and slats) retracted or speed above a certain value.
B Landing gear extended.
C Flaps (and/or slats) extended or speed below a certain value.
D Landing gear retracted.
10. Yaw is followed by roll because the:
A rudder is located above the longitudinal axis and when it is deflected, it causes a rolling moment in the same direction as the yaw.
B rolling motion generated by rudder deflection causes a speed increase of the outer wing which increases the lift on that wing so the aeroplane starts to roll in the direction of the turn.
C yawing motion generated by rudder deflection causes a speed increase of the inner wing, which increase the lift on that wing so that the aeroplane starts to roll in the same direction as the yaw.
D yawing motion generated by rudder deflection causes a speed increase of the outer wing, which increases the lift on that wing so that the aeroplane starts to roll in the same direction as the yaw.
Yawing motion generated by:
-> rudder deflection
-> speed increase of the outer wing, -> increase the lift on that wing
-> aeroplane starts to roll in the same direction as the yaw.
11 If the nose of an aeroplane yaws left, this causes:
A a roll to the left.
B an increase in lift on the left wing.
C a roll to the right.
D a decrease in relative airspeed on the right wing.
1. For this question use the reference. The sequence which correctly represents blade twist at the given sections is:
A Sequence 4 B Sequence 1 C Sequence 3 D Sequence 2
This graphic is a propeller blade. Blades are twisted along their length so the angle they meet the air is the same from root to tip. This makes sequence 4 correct.
2. For this question use the reference. The diagram that correctly represents the propeller in the feathered position is:
A Diagram 4 B Diagram 1 C Diagram 3 D Diagram 2
3. Which statement is correct?
I. A propeller with little blade twist is referred to