FLYTECH AVIATION ACADEMY
FLYTECH AVIATION ACADEMY
SEMESTER EXAMINA
SEMESTER EXAMINATION DECEMBER
TION DECEMBER - 2014
- 2014
SEMESTER
SEMESTER-I
-I (FW)
(FW)
SUBJECT
SUBJECT: : BASIC BASIC AERODYNAMICS AERODYNAMICS TOTTOTAL AL MARKS:100MARKS:100 SUBJECT
SUBJECT CODE: CODE: TIME: TIME: 2 2 1/2HRS1/2HRS D DAATTEE N NAAMMEE: : RROOLLLL NO: NO: ART-A (OBJECTI!E) ART-A (OBJECTI!E)
1. On a swept wing aircraft if both wing tip sections lose lift simultaneously the 1. On a swept wing aircraft if both wing tip sections lose lift simultaneously the
aaiirrccrraafftt wwiillll (( )) a) roll
a) roll
b) pitch nose up b) pitch nose up c) pitch nose down c) pitch nose down d) sideslip
d) sideslip 2
2.. MMTTCCSS (( ))
a)
a) Density altitude is pressDensity altitude is pressure altitude corrure altitude corrected for tempeected for temperature.rature. b)
b) !ressure increases with pressure altitude.!ressure increases with pressure altitude. c)
c) The tempeThe temperatutre remainratutre remains constant upto 11s constant upto 11"### mtr"### mtr.. d)
d) $nn%ironmental lapse rate refers to chang$nn%ironmental lapse rate refers to change in temperature of a mass of e in temperature of a mass of air as it mo%es upwards.air as it mo%es upwards. &
&. . OOn n a a ssttrraaiigghht t wwiinng g aaiirrccrraafftt" " ssttaalll l ccoommmmeennccees s aat t tthhee (( )) a)
a) root on a high thickness ratio wingroot on a high thickness ratio wing b) tip on a high thic'ness ratio wing b) tip on a high thic'ness ratio wing c) tip on a low thic'ness ratio wing c) tip on a low thic'ness ratio wing d) root on a low thic'ness ratio wing d) root on a low thic'ness ratio wing
. . OOn n a a hhiiggh h wwiinng g aaiirrccrraafft t iin n a a ttuurrnn (( )) a) the upgoing wing loses lift causing a destabilising effect
a) the upgoing wing loses lift causing a destabilising effect b) the upgoing wing loses lift causing a stabilising effect b) the upgoing wing loses lift causing a stabilising effect
c) the down-going wing gains lift causing a
c) the down-going wing gains lift causing a stabilising effectstabilising effect d) the downgoing wing loses lift causing a destabilising effect d) the downgoing wing loses lift causing a destabilising effect *
*. . ++oor r tthhe e ssaamme e aanngglle e oof f aattttaacc''" " tthhe e lliifft t oon n a a ddeelltta a wwiinngg (( )) a) is greater than the lift on a high aspect ratio wing
a) is greater than the lift on a high aspect ratio wing b)
b) is lower than the lift on a high aspect ratio wingis lower than the lift on a high aspect ratio wing c) is the same as the lift on a high aspect ratio wing c) is the same as the lift on a high aspect ratio wing d) none
d) none ,
,..TThhee --SS (( )) a) is ta'en from the e/uator
a) is ta'en from the e/uator
b) is taken from 45 degrees latitude b) is taken from 45 degrees latitude c) assumes a standard day
c) assumes a standard day d) either (a) or (b)
0
0. . t t hhiigghheer r aallttiittuuddees s aas s aallttiittuudde e iinnccrreeaasseess" " pprreessssuurree (( )) a) decreases at constant rate
a) decreases at constant rate b) increases at constant rate b) increases at constant rate
c) increases eponentially c) increases eponentially d) decreases exponentially d) decreases exponentially
. The thrustdrag couple o%ercomes the liftweight couple. 3hat direction of . The thrustdrag couple o%ercomes the liftweight couple. 3hat direction of force is re/uired to be produced by the tail of the aircraft to maintain straight force is re/uired to be produced by the tail of the aircraft to maintain straight
aanndd llee%%eell fflliigghhtt (( )) a) upwards a) upwards b) downwards b) downwards c) sideways c) sideways d) none d) none 4
4. . 33hheen n tthhe e pprreessssuurre e iis s hhaallf f oof f tthhaat t aat t sseea a llee%%eell" " wwhhaat t iis s tthhe e aallttiittuuddee55 (( )) a) 12"### ft a) 12"### ft b) "### ft b) "### ft c) 1"### mtr. c) 1"### mtr. d) 18!!! ft d) 18!!! ft 1
1##. . 66uurriinng g a a ttuurrnn" " tthhe e ssttaalllliinng g aannggllee (( )) a) increases
a) increases b) decreases b) decreases
c) remains the same c) remains the same
d) decreases and then remain the same d) decreases and then remain the same
11. -f gauge pressure on a standard day at sea le%el is 2* !S-" the absolute 11. -f gauge pressure on a standard day at sea le%el is 2* !S-" the absolute pressure is pressure is (( )) a) 1#.& a) 1#.& b) &. b) &. c) 11.0 c) 11.0 !S-d) "#.$# %&' d) "#.$# %&' 1
122. . TThhe e C C oof f 7 7 mmoo%%ees s iin n fflliigghhtt. . TThhe e mmoosst t llii''eelly y ccaauusse e oof f tthhiis s iiss (( )) a) mo%ement of passengers
a) mo%ement of passengers
b) mo%ement of the centre of pressure b) mo%ement of the centre of pressure
c) consumption of fuel and oils c) consumption of fuel and oils d) improper loading of aitcraft d) improper loading of aitcraft
1&. -n the diagram mentioned abo%e what does the air circulation in 8one 9: stand for ( ) a) 6ownwash
b) (p wash c) ;oth downwash and bound %orte
1. -n the diagram mentioned abo%e what does point 96: stand for ( ) a) entre of pressure
b) Centre of gra%ity c) Centre of symmetry d) <one
1*. -f %alue of 9i: in the diagram abo%e decreases then lift ( ) a) -ncreases
b) 6ecreases
c) =emains unaffected
d) Decreases and may produce negati*e lift on further decrement
1,. Magnus effect states that 8one ; in abo%e diagram eperiences >>>>>>>> and increases with an increase in>>>>>>>> ( )
a) ?ow pressure and O b) @igh pressure and O
c) @igh pressure and camber d) +ow pressure and camber
10. !ressure decreases ( )
a) proportionally with a decrease in temperature b) in%ersely proportional to temperature
c) !ressure and temperature are not related
1. 3hatis sea le%el pressure5 ( ) a) 1!1"., mb b) 1#12.& mb
c) 1#&2.2 mb d) 1#1&.2 pa
14. 3hen the weight of an aircraft increases" the minimum drag speed ( ) a) decreases
b) increases
c) remains the same
2#. graph showing the angle of an attac' of an aircraft Aglider %ersus its liftcoefficient represents
a) &tallcur*e )
b) !olar cur%e
c) erodynamic efficiency d) <one
21. 3hen an aircraft eperiences induced drag ( ) a) air flows under the wing spanwise towards the root and on top of the wing
spanwise towards the tip
b) air flows under the wing span-wise towards the tip and on top of the wing spanwise towards the root
c) <either a) or b) since induced drag does not caused by spanwise flow
22. t stall" the wingtip stagnation point ( ) a) doesnBt mo%e
b) mo%es toward the upper surface of the wing c) mo*es toward the lower surface of the wing
d) none
2&. @ow does -S at the point of stall %ary with height5 ( ) a) 't is practically constant
b) -t increases c) -t decreases
d) -t increases than decreases
2. The rigging angle of incidence of an ele%ator is ( ) a) the angle between the mean chord line and the horiontal in the rigging
position
b) the angle between the bottom surface of the ele%ator and the hori8ontal in the rigging position
c) the angle between the bottom surface of the ele%ator and the longitudinal datum
2*. 3hat is the lapse rate with regard to temperature5 ( ) a) 1.4C per 1### ft
b) &+ per 1### ft for moist air c) *+ per 1### ft for dry air d) /ll the abo*e
2,. 3hat happens to load factor as you decrease turn radius5 ( ) a) 't increases
b) -t decreases
c) -t remains constant
20. -f you steepen the angle of a ban'ed turn without increasing airspeed or angle
of attac'" what will the aircraft do5 ( ) a) -t will remain at the same height
b) -t will s'id with attendant loss of height c) -t will stall
d) 't will sideslip with attendant loss of height
2. 3hich type of flap changes the area of the wing5 ( ) a) +owler
b) Split c) Slotted
d) 0oth a2 3 c2.
24. 6ihedral wings combat instability in ( ) a) pitch
b) yaw c) sideslip
&#. To stop aircraft decreasing in height during a sideslip" the pilot can ( ) a) ad*ance the throttle
b) pull bac' on the control column c) adDust the rudder position
d) mo%e the control column in a direction opposite to that of side slip.
&1. 3hat control surface mo%ements will ma'e an aircraft fitted with rudder%ators
yaw to theleft5 ( )
a) +eft rudder*ator lowered right rudder*ator raised b) =ight rudder%ator lowered" left rudder%ator raised
c) ;oth rudder%ators raised d) ;oth rudder%ators lowered
&2. 3hen a leading edge slat opens" there is a gap between the slat and the wing.
This is ( )
a) to allow it to retract bac' into the wing
b) to allow air through to re-energie the boundary layer on top of the wing c) to 'eep the area of the wing the same
d) to pre%ent the spanwise flow of air
&&. 3hich of the following is true5 ( ) a) ?ift acts at right angles to the wing chord line and weight acts %ertically down
b) +ift acts at right angles to the relati*e airflow and weight acts *ertically down
c) ?ift acts at right angles to the relati%e airflow and weight acts at right angles to the aircraft centre line
d) none
&. -f the wing tips stall before the root on a swept wing aircraft" the aircraft
3ill ( )
a) roll
b) pitch nose up c) pitch nose down
&*. -ncrease in angle of incidence from wing root to wing tip is 'nown as ( ) a) Sweep bac'
b) 6ihedral c) ash in d) 3ash out
&,. -f MC is 2##: and C.7 falls &#: behind the leading edge of the MC then it lies at>>E of the MC
a) 2#E ( )
b) 15 c) &#E d) <one
&0. 6eployment of a split flap will ( ) a) increase wing area and increase drag
b) pitch the nose down and decrease drag c) increase camber and increase drag
&. The ratio of the length of the span to the depth of the wing is 'nown as ( ) a) 6ineness ratio
b) spect ratio c) Thic'ness ratio d) <one
&4. ircraft flying in the transonic range most often utili8e ( ) a) sweptback wings
b) ad%anced supercritical airfoils c) high wings
#. The airflow into the inlet of a gas turbine engine must be >>>>>>> for maimum effecti%eness .
b) subsonic c) transonic d) hypersonic
1. 3hat happens to air flowing at the speed of sound when it enters a con%erging ( ) duct5
a) 7elocity decreases pressure and density increase b) Felocity increases" pressure and density decreases
c) Felocity" pressure and density increase d) Felocity" pressure and density decreases
2. -f the speed of an aircraft is between 1.2* G 2.* mach then it is said to be ( ) a) Subsonic flight
b) Transonic flight c) ypersonic flight d) Supersonic flight
&. n aircraft" which is longitudinally stable" will tend to return to le%el ( ) flight after a mo%ement about which ais5
a) %itch b) =oll c) Haw
. Forte generators on the wing are most effecti%e at ( ) a) high speed
b) low speed
c) high angles of attack d) high altitude
*. -f the free stream mach no. for a particular aerofoil is #.0 for which the local mach no. is 1 then the critical mach no. for that partcular aerofoil is ( ) a) #.#* b)#.*
c) .* d) !.98
,. t the point of shoc' wa%e formation ( ) a) The pressure G temperature simultaneously increases.
b) s in 9a: G the %elocity is reduced .
c) s in 9b: G the incipient shoc' wa%e formed is at right angle to the surface .
d) /s in b2 3 the incipient shock wa*e formed is at right angle to thedirection of airflow. 0. Schlieren photography is used for ( ) a) Fisualisation of density changes
b) /s in a2 3 7isualisation of shock wa*e formation
c) Fisualisation of temperature change G therefore the shoc' wa%e formation d) <one
. The most efficient boundary layer control method is accomplished by
using ( )
a) wing fences b) %orte generators
c) wing slots
a) made of metal
b) on the leading edge of a wing c) fitted forward of the ailerons
d) as in b) and cause the wing root to stall first
*#. rea rule states that -f drag is to be 'ept minimum then ( ) a) The crosssectional area of the aerofoil should increase gradually to a maimum G then decrease . b) /s in a2 3 holds good for transonic speeds .
c) s in 9a: G holds good for high subsonic speeds only. d) Only 9b: is correct.
*1. The airflow into the inlet of a gas turbine engine must be >>>>>>> for maimum effecti%eness .
a) Supersonic ( )
b) subsonic c) transonic d) hypersonic
*2. The tail rotor employed in helicopter is to pro%ide ( ) a) /nti : tor;ue effect
b) 7eneration of lift c) ;oth 9a: G 9b: d) <one
*&. The state of flight when the main rotor system is being turned by the force of relati%e wind rather than
engine power ( )
a) @o%ering b) +eathering
c) /uto : rotation d) <one
*. -n contet of mach angle cone which of the following is correct 5 ( ) a) The greater the mach no. the more obtuse is the mach angle.
b) <he lesser the mach no. the less acute is the mach angle. c) The lesser the mach no. the more acute is the mach angle. d) <one
**. The relationship between induced drag and airspeed is" induced drag is ( ) a) directly proportional to the s;uare of the speed
b) in%ersely proportional to the s/uare of the speed c) directly proportional to speed
*,. ?ow lift to drag ratio is the charecteristic feature of ( ) a) &upersonic aerofoil
b) @ypersonic aerofoil c) Subsonic aerofoil
d) Iltrasonic aerofoil
*0. The method of control by which the pitch of rotor blade is %arried indi%idually to control the tilt of the
rotor disc ( )
a) yclic %itch ontrol b) Collecti%e !itch Control c) 6isc ?oading
d) <one
*. The part responsible for automatically disconnecting the main rotor from the engine when the engine stops or slows belows the e/ui%alent of rotor r.p.m ( )
a) rticulated =otor b) 6elta hinge
c) 6reewheeling unit d) <one
*4. 7round effect is typically effecti%e at ( ) a) ?ess than two rotor dia abo%e the surface
b) ?ess than two G a half rotor dia abo%e the surface c) +ess than one rotor dia abo*e the surface
d) ?ess than one G a half rotor dia abo%e the surface
,#. The difference in lift between ad%ancing G retreating blades is 'nown as ( ) a) dissymetry of lift
b) translational lift c) coning
d) none
FLYTECH AVIATION ACADEMY
SEMESTER EXAMINATION DECEMBER - 2014
SEMESTER-I (FW)
SUBJECT: BASIC AERODYNAMICS TOTAL MARKS:100
SUBJECT CODE: TIME: 2 1/2HRS
DATE
NAME: ROLL
NO:
ART-B (OBJECTI!E)
#1. The angle of attac' which gi%es the best ?A6 ratio ( ) a) decreases with a decrease in density
b) in unaffected by density changes c) increases with a decrease in density d) none of the abo%e
#2. 3hen a leading edge slat opens" there is a gap between the slat and the wing. This is ( ) a) to allow it to retract bac' into the wing
b) to allow air through to re-energie the boundary layer on top of the wing c) to 'eep the area of the wing the same
d) to pre%ent the spanwise flow of air
#&. ?ow wing loading ( )
a) increases stalling speed" landing speed and landing run b) increases lift" stalling speed and manoeu%rability
c) decreases stalling speed landing speed and landing run d) decreases stalling speed G increases lift.
#. 6ue to the change in downwash on an untapered wing (i.e. one of constant
chordlength) it will ( )
a) not pro%ide any damping effect when rolling b) tend to stall first at the root
c) not suffer ad%erse yaw effects when turning d) donBt bring any change
#*. True stalling speed of an aircraft increases with altitude ( ) a) because reduced temperature causes compressibility effect
b) because air density is reduced
c) because humidity is increased and this increases drag d) the statement stands incorrect
#,. s a general rule" if the aerodynamic angle of incidence (angle of attac') of
an aerofoil is slightly increased" the centre of pressure will ( ) a) ne%er mo%e
b) mo*e forward towards the leading edge c) mo%e towards the tip
d) mo%es rearward towards the trailing edge
#0. The Jwing setting angleJ is commonly 'nown as ( ) a) angle of incidence
b) angle of attac' c) angle of dihedral d) none of the abo%e
a) a shorter ta'e off run b) a longer take off run
c) humidity does not affect the ta'e off run d) none of the abo%e
#4. n aircraft is flying at &*# M!@" into a head wind of 0* M!@" what will its
ground speedbe5 ( )
a) 10* mph b) ,95 mph c) 2## mph d) 2*mph
1#. 3hen does the angle of incidence change5 ( ) a) 3hen the aircraft attitude changes
b) 3hen the aircraft is ascending or descending c) 't ne*er changes
d) when the aircraft is ta'ing a turn
11. s the angle of attac' decreases" what happens to the centre of pressure5 ( ) a) -t mo%es forward
b) 't mo*es rearwards
c) Centre of pressure is not affected by angle of attac' decrease d) first mo%es forward than rearward
12. decrease in pressure o%er the upper surface of a wing or aerofoil is
responsible for ( )
a) approimately K (one half) of the lift obtained b) approimately 1A& (one third) of the lift obtained
c) approimately K (one half) of the lift obtained
d) approximately ,=" two thirds) of the lift obtained
1&. 3hich of the four forces act on an aircraft5 ( ) a) +ift gra*ity thrust and drag
b) 3eight" gra%ity" thrust and drag c) ?ift" weight" gra%ity and drag d) lift" upthrust" weight G drag
1. 3hich of the following types of drag increases as the aircraft gains altitude5 ( ) a) !arasite drag
b) 'nduced drag c) -nterference drag d) form drag
1*. Correcting for a disturbance" which has caused a rolling motion about the ( ) longitudinal ais" would reestablish which of the following5
a) +ateral stability b) 6irectional stability
c) ?ongitudinal stability d) lateral instability
1,. The layer of air o%er the surface of an aerofoil which is slower mo%ing" in
relation to the rest of the airflow" is 'nown as ( ) a) camber layer
b) transition layer c) none of the abo%e d) boundary layer
10. 3hat is a controlling factor of turbulence and s'in friction5 ( ) a) spect ratio
b) +ineness ratio
c) ounter-sunk ri*ets used on skin exterior d) none of the abo%e
1. Changesin aircraftweight ( ) a) will not affect total drag since it is dependant only upon speed
b) cause corresponding changes in total drag due to the associated lift change c) will only affect total drag if the lift is 'ept constant
d) will only affect the total lift
14. -na ban' andturn ( )
a) etra lift is not re/uired
b) etra lift is not re/uired if thrust is increased c) extra lift is re;uired
d) none of the abo%e
2#. To maintain straight and le%el flight on the aeroplane shown" with a decrease
in tailplane download the mainplane lift would ha%e to ( ) a) remain constant
b) decrease than increase c) increase
d) decrease
21. To achie%e the maimum distance in a glide" the recommended air speed is ( ) a) as close to the stall as practical
b) as high as possible with F<$
c) the speed where the +=D ratio is maximum d) as low as possible
22. -f the C of 7 is aft of the Centre of !ressure ( ) a) the aircraft pitches down with increasing speed
b) when the aircraft sideslips" the C of 7 causes the nose to turn into the sideslip thus applying a restoring moment
c) when the aircraft yaws the aerodynamic forces acting forward of the Centre of !ressure
d) changes in lift produce a pitching moment which acts to increase the change in lift
2&. 6irectional stability is maintained ( ) a) by the mainplanes" and controlled by the ailerons
b) by the tailplane" and controlled by the ele%ators
c) by the keel surface and fin and controlled by the rudder d) by the main planes only
Sideslips ( ) a) the accompanying rolling due to 'eel surface area is destabili8ing
b) the accompanying lift changes on the wings produces a stabiliing effect c) the accompanying rolling due to the fin is destabili8ing
d) none of the abo%e
2*. The power re/uired in a hori8ontal turn ( ) a) is greater than that for le*el flight at the same airspeed
b) must be the same as that for le%el flight at the same airspeed c) is less than that for le%el flight at the same airspeed
d) none
2,. wing mounted stall sensing de%ice is located ( ) a) always mounted at the root
b) always at the wing tip c) always on the top surface d) usually on the under surface
20. +or an aircraft ina glide ( ) a) thrust" drag" lift and weight act on the aircraft
b) weight lift and drag act on the aircraft c) weight and drag only act on the aircraft d) thrust and drag only act on the aircraft
2. The upper part of the wing in comparison to the lower ( ) a) de*elops more lift
b) de%elops the same lift c) de%elops less lift d) none
24. 3hat effect would a forward C7 ha%e on an aircraft on landing5 ( ) a) 'ncrease stalling speed
b) <o effect on landing c) =educe stalling speed d) induce greater landing roll
&#. L<@refers to ( )
a) /uite near hori8on
b) setting the altimeter to 8ero
c) setting the mean sea le%el atmospheric pressure in accordance with -CO standard atmosphere i.e. 1#1& millibars
d) setting the mean sea le*el atmospheric pressure so an altimeter reads the aerodrome altitude abo*e mean sea le*el
&1. L<$ refers to ( )
a) Setting an altimeter to read aerodrome altitude abo%e sea le%el b) /uite new e/uipment
c) setting the mean sea le*el atmospheric pressure in accordance with '/> standard atmosphere i.e. 1!1"., millibars
d) setting the mean sea le%el atmospheric pressure so an altimeter reads the aerodrome altitude abo%e mean sea le%el
&2.n aspectratio of would mean ( ) a) span $4 mean chord 8
b) mean chord , " span c) span s/uared , "chord d) none
&&. -f an aircraft in le%el flight loses engine power it will ( ) a) pitch nose up
b) pitch nose down
c) not change pitch without drag increasing d) none
&. L+$is ( )
a) sea le%el pressure
b);uadrantal field ele*tion 3 indicates airfield pressure c) difference between sea le%el and airfield pressure
d) /uadrantal field ele%ation
&*. Thelift Adragratioat stall ( ) a) increases
b) decreases c) is unchanged d) none
&,. 6uringa climb froma di%e ( ) a) the thrust re/uired is greater than re/uired for le%el flight
b) thrust is in%ariantly independent of decent speed c) the thrust re/uired is the same as for le%el flight d) the thrust re;uired is lower than for le*el flight
&0. ngle of attac' on a down going wing in a roll ( ) a) increases
b) decreases c) unaffected
d) increases G become negati%e
&. Stall inducers may be fitted to a wing ( ) a) at the tip to cause the root to stall first
b) at the root to cause the tip to stall first c) at the root to cause the root to stall first d) at the tip to cause the tip to stall first
&4. 3ith increasing altitude pressure decreases and ( ) a) temperature decreases at the same rate as pressure reduces
b) temperature decreases but at a lower rate than pressure reduces c) temperature remains constant to ###ft
d) temperature increases
a) increases the leading edge camber
b) allows high pressure air from beneath the wing to flow to the top c) energi8es the air flowing o%er the ailerons
d)decreases speed thereby reducing lift
1. 3hich conditions will gi%e the shortest ta'e off distance5 ( ) a) @ot @umid day at high ele%ation
b) old winter day at sea le*el c) @ot summer day at sea le%el d) none
2. The optimum angle of attac' of an aerofoil is the angle at which ( ) a) the aerofoil produces maximum lift
b) the aerofoil produces 8ero lift
c) the highest liftAdrag ratio is produced d) the least liftAdrag ratio is obtained
&. The transition point on a wing is the point where ( ) a) the flow separates from the wing surface
b) the boundary layer flow changes from laminar to turbulent c) the flow di%ides to pass abo%e and below the wing
d) the flow passing abo%e and below the wing reDoins
. The boundary layer of a body in a mo%ing air stream is ( ) a) a thin layer of air o%er the surface where the air is stationary
b) a layer of separated flow where the air is turbulent
c) a layer of air o*er the surface where the airspeed is changing from free stream speed to ero speed
d) none
*. -f the free stream mach no. for a particular aerofoil is #.0 for which the local mach no. is 1 then the critical mach no. for that partcular aerofoil is ( ) a) !.98
b) #.* c) .* d) #.#*
,. t the point of shoc' wa%e formation ( ) a) The pressure G temperature simultaneously increases.
b) s in 9a: G the %elocity is reduced .
c) s in 9b: G the incipient shoc' wa%e formed is at right angle to the surface .
d) /s in b2 3 the incipient shock wa*e formed is at right angle to thedirection of airflow.
0. Schlieren photography is used for ( ) a) Fisualisation of density changes
b) /s in a2 3 7isualisation of shock wa*e formation
c) Fisualisation of temperature change G therefore the shoc' wa%e formation d) <one
. The most efficient boundary layer control method is accomplished by
using ( )
a) wing fences b) %orte generators
c) wing slots
4. Stall strips are always ( ) a) made of metal
b) on the leading edge of a wing and cause the wing root to stall c) fitted forward of the ailerons
*#. rea rule states that -f drag is to be 'ept minimum then ( ) a) The crosssectional area of the aerofoil should increase gradually to a maimum G then decrease . b) /s in a2 3 holds good for transonic speeds .
c) s in 9a: G holds good for high subsonic speeds only. d) Only 9b: is correct.
*1. The airflow into the inlet of a gas turbine engine must be >>>>>>> for maimum effecti%eness .
a) Supersonic ( )
b) subsonic c) transonic d) hypersonic
*2. The tail rotor employed in helicopter is to pro%ide ( ) a) /nti : tor;ue effect
b) 7eneration of lift c) ;oth 9a: G 9b: d) <one
*&. The state of flight when the main rotor system is being turned by the force of relati%e wind rather than
engine power ( )
a) @o%ering b) +eathering
c) /uto : rotation d) <one
*. -n contet of mach angle cone which of the following is correct 5 ( ) a) The greater the mach no. the more obtuse is the mach angle.
b) <he lesser the mach no. the less acute is the mach angle. c) The lesser the mach no. the more acute is the mach angle. d) <one
**. The relationship between induced drag and airspeed is" induced drag is ( ) a) directly proportional to the s;uare of the speed
b) in%ersely proportional to the s/uare of the speed c) directly proportional to speed
a) &upersonic aerofoil b) @ypersonic aerofoil
c) Subsonic aerofoil d) Iltrasonic aerofoil
*0. The method of control by which the pitch of rotor blade is %arried indi%idually to control the tilt of the
rotor disc ( )
a) yclic %itch ontrol b) Collecti%e !itch Control
c) 6isc ?oading d) <one
*. The part responsible for automatically disconnecting the main rotor from the engine when the engine stops or slows belows the e/ui%alent of rotor r.p.m ( )
a) rticulated =otor b) 6elta hinge
c) 6reewheeling unit d) <one
*4. 7round effect is typically effecti%e at ( ) a) ?ess than two rotor dia abo%e the surface
b) ?ess than two G a half rotor dia abo%e the surface c) +ess than one rotor dia abo*e the surface
d) ?ess than one G a half rotor dia abo%e the surface
,#. The difference in lift between ad%ancing G retreating blades is 'nown as ( ) a) dissymetry of lift b) translational lift c) coning d) none &(0?@<'7@ A(@&<'>B& C S$T (<S3$= <H $-7@T) 1. $plain the motions of aircraft about different ais with diagram. 2. 6ifferentiate between laminar and turbulent flow.
&. 3hat are the types of landing gear arrangement 5 $plain the ad%antages of any one of them. . ;riefly define the following
a. ngle of attac' b. 6ihedral angle
c. diabatic lapse rate d. 3ash in
e. Critical mach no.
*. $plain how roll causes yaw and yaw causes roll5
,. 6efine critical angle of attac' and polar cur%e. 6raw the stall cur%e for an asymmetric aerofoil. 0. 6efine the forces acting on an aircraft in flight.
. @ow do dihedral effect helps in roll stability and sweep bac' in directional stability5 4. 7i%e the mathematical e/uation for drag coefficient and eplain the terms.
1#. 3hat are the different 'inds of dynamic stability and what are the factors affecting lateral stability5
&(0?@<'7@ A(@&<'>B& C S$T; (<S3$= <H $-7@T) 1. $plain the following
a. $n%ironmental lapse rate b. !ressure altitude
c. ngle of incidence d. Stagnation point
e. 3ash out
2. $plain magnus effect along with diagram and ;ernoulliBs theory. &. @ow induced drag is created and how can it be reduced 5
. 3hat and how are the forces acting on aircraft while it is ta'ing a turn5 $plain with diagram. *. $plain the three 'inds of stability about different aes and the factors affecting it.
,. 6efine the two types of ailerons and why are they re/uired5 6efine spoilerons" ele%ons and rudder%ators.
0. 3hat is boundary layer control 5 eplain the different methods of achie%ing it. . @ow is sonic boom caused and what are the factors affecting it5
4. 7i%e the mathematical e/uation for lift coefficient and eplain the terms. 1#. @ow many types of tabs are there 5 ;rief them out.
&@< / AEs F@G& 6>H 0/&' /@H>DGB/'& &@ @I/ C
1
B
"1
A
2
A
"2
B
"
A
""
B
4
C
"4
B
#
B
"#
C
$
B
"$
D
%
D
"%
C
&
A
"&
A
'
D
"'
A
10
C
40
B
11
D
41
A
12
C
42
C
1"
B
4"
A
14
A
44
C
1#
D
4#
D
1$
D
4$
D
1%
A
4%
B
1&
A
4&
C
1'
A
4'
D
20
A
#0
B
21
B
#1
B
22
C
#2
A
2"
A
#"
C
24
A
#4
B
2#
D
##
A
2$
A
#$
A
2%
D
#%
A
2&
D
#&
C
2'
C
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C
"0
A
$0
A
&@< 0 AEs F@G& 6>H 0/&' /@H>DGB/'& &@ @I/ C
