DGCA POF 17. Revision Questions Set 01

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Q1. If the straight and level stall speed is 100 kt, what will be the stall speed in a 1.5g turn?

122 kt.

150 kt.

81 kt.

100 kt.

Ans: – 122 kt.

Q2. If V_S is 100 kt in straight and level flight, during a 45o bank turn V_S will be:

100 kt.

140 kt.

80 kt.

119 kt.

Ans: – 119 kt.

Q3. In level flight at 1.4V_s what is the approximate bank angle at which stall will occur?

44 degrees.

30 degrees.

60 degrees.

32 degrees.

Ans: – 60 degrees.

Q4. In recovery from a spin:

ailerons should be kept neutral.

airspeed increases.

ailerons are used to stop the spin.

rudder and ailerons are used against the direction of spin rotation.

Ans: – ailerons should be kept neutral.

Q5. Stall speed in a turn is proportional to:

lift.

weight.

the square root of the load factor.

TAS squared.

Ans: – the square root of the load factor.

Q6. Stalling speed increases when:

recovering from a steep dive.

the aircraft is subjected to minor altitude changes, i.e. 0 to 10000 ft.

the aircraft weight decreases.

flaps are deployed.

Ans: – recovering from a steep dive.

Q7. The angle of attack at the stall:

increases with forward CG.

increases with aft CG.

decreases with decrease in weight.

is not affected by changes in weight.

Ans: – is not affected by changes in weight.

Q8. The CP on a swept wing aircraft will move forward due to:

boundary layer fences and spanwise flow.

tip stall of the wing.

change in wing angle of incidence.

flow separation at the root due to spanwise flow.

Ans: – tip stall of the wing.

Q9. The effect of tropical rain on drag and stall speed would be to:

increase drag and increase stall speed.

increase drag and decrease stall speed.

decrease drag and increase stall speed.

decrease drag and decrease stall speed.

Ans: – increase drag and increase stall speed.

Q10. The IAS of a stall:

increases with high altitude; more flaps; slats.

may increase with increasing altitude, especially high altitude; forward CG and icing.

decreases with forward CG and increasing altitude.

altitude never affects stall speed IAS.

Ans: – may increase with increasing altitude, especially high altitude; forward CG and icing.

Q11. Vortex generators:

take energy from the laminar flow to induce boundary layer separation.

use free stream flow to induce laminar flow.

prevent spanwise flow.

use free stream flow to increase energy in the turbulent boundary layer.

Ans: – use free stream flow to increase energy in the turbulent boundary layer.

Q12. V_5 is 100 kt at n=1; what will the stall speed be at n=2?

200 kt.

119 kt.

141 kt.

100 kt.

Ans: – 141 kt.

Q13. What are the effects of tropical rain on: (i) C_LMAX(ii) Drag

(i) increase (ii) decrease

(i) decrease (ii) increase

(i) increase (ii) increase

(i) decrease (ii) decrease

Ans: – (i) decrease (ii) increase

Q14. What causes a swept wing aircraft to pitch-up at the stall?

Negative camber at the root.

Separated airflow at the root.

Spanwise flow.

Rearward movement of the CP.

Ans: – Spanwise flow.

Q15. What causes deep stall in a swept-back wing?

CP moves aft.

CP moves forward.

Root stall.

Spanwise flow from tip to root on wing upper surface.

Ans: – CP moves forward.

Q16. What does a stick pusher do?

Activate at a certain angle of attack and pull the control column backwards.

Activate at a certain angle of attack and push the stick forward.

Activate at a certain IAS and vibrate the stick.

Activate at a certain IAS and push the stick forward.

Ans: – Activate at a certain angle of attack and push the stick forward.

Q17. What effect on stall speed do the following have?

Increased anhedral increases stall speed.

Fitting a 'T' tail will reduce stall speed.

Increasing sweepback decreases stall speed.

Decreasing sweep angle decreases stall speed.

Ans: – Decreasing sweep angle decreases stall speed.

Q18. What happens to the stall speed with flaps down, when compared to flaps up?

Increase.

Decrease.

Remain the same.

(Generated Option)

Ans: – Decrease.

Q19. What influence does the CG being on the forward limit have on V_S and the stall angle?

V_s increases, stall angle remains constant.

V_s increases, stall angle increases.

V_s decreases, stall angle remains constant.

V_s decreases, stall angle decreases.

Ans: – V_s increases, stall angle remains constant.

Q20. What is a high speed stall?

Separation of the airflow due to shock wave formation.

A stall caused by increasing the load factor (g) during a manoeuvre.

A stall due to decreasing C_LMAX at speeds above M 0.4.

Excessive dynamic pressure causing airflow separation.

Ans: – A stall due to decreasing C_LMAX at speeds above M 0.4.

Q21. What is load factor?

1/ Bank angle.

Weight / Lift.

Lift / Weight.

Weight / Wing area.

Ans: – Lift / Weight.

Q22. What is the percentage increase in stall speed in a 45o bank turn?

45%.

41%.

19%.

10%.

Ans: – 19%.

Q23. What is the standard stall recovery for a light aircraft?

Pitch down, stick neutral roll, correct for bank with rudder.

Pitch down, stick neutral roll, correct for bank with aileron.

Pitch down, stick neutral, wait for neutral tendency.

Pitch down, stick neutral roll, do not correct for bank.

Ans: – Pitch down, stick neutral roll, correct for bank with rudder.

Q24. What percentage increase in lift is required to maintain altitude while in a 45 degree bank turn?

19%.

41%.

50%.

10%.

Ans: – 41%.

Q25. When an aircraft wing stalls:

a swept-back wing will stall from the root and the CP will move aft.

a non-swept rectangular wing will stall from the root and the CP will move forwards.

a non-swept rectangular wing will tend to stall from the tip and the CP will move backwards.

a swept-back wing will stall from the tip and the CP will move forward.

Ans: – a swept-back wing will stall from the tip and the CP will move forward.

Q26. When entering a stall, the CP of a straight rectangular wing (i) and a strongly swept wing (ii) will:

(i) move aft(ii) move forward.

(i) move aft(ii) move aft.

(i) move aft(ii) not move.

(i) not move(ii) not move.

Ans: –

(i) move aft
(ii) move forward.

Q27. Which is the most critical phase regarding ice on a wing leading edge?

During the take-off run.

The last part of rotation.

Climb with all engines operating.

All phases are equally important.

Ans: – The last part of rotation.

Q28. Which kind of stall occurs at the lowest angle of attack?

Deep stall.

Accelerated stall.

Low speed stall.

Shock stall.

Ans: – Shock stall.

Q29. Which of the following aircraft designs would be most prone to super stall?

T' tail.

Swept forward wing.

Swept-back wing.

Pod mounted engines beneath the wing.

Ans: – Swept-back wing.

Q30. Which of the following combination of characteristics would be most likely make an aircraft susceptible to deep stall?

Straight wing and wing mounted engines.

Swept wing and wing mounted engines.

Swept wing and 'T' tail.

Straight wing and 'T' tail.

Ans: – Swept wing and wing mounted engines.

Q31. Which of the following is the correct designation of stall speed in the landing configuration?

V_51g

V_s1

V_SO

V_51

Ans: – V_SO

Q32. Which of the following is the most important result/problem caused by ice formation?

Increased drag.

Increased weight.

Blockage of the controls.

Reduction in C_LMAX.

Ans: – Reduction in C_LMAX.

Q33. Which of the following is the speed that would activate the stick shaker?

1.5 V.. s

1.15 V s

1.2V_s

Above V_5.

Ans: – Above V_5.

Q34. Which of the following is used to activate a stall warning device?

Movement of the CP.

Movement of the CG.

A reduction in dynamic pressure.

Movement of the stagnation point.

Ans: – A reduction in dynamic pressure.

Q35. Which of the following would indicate an impending stall?

Stall strip and stick shaker.

Stall strip and angle of attack indicator.

Airspeed indicator and stick shaker.

Stick shaker and angle of attack indicator.

Ans: – Stick shaker and angle of attack indicator.

Q36. Which stall has the greatest angle of attack?

Low speed stall.

High speed stall (shock stall).

Deep stall.

Accelerated stall.

Ans: – Deep stall.

Q37. With a swept wing the nose-up phenomena is caused by:

deploying lift augmentation devices.

wing fences.

wing sweep prevents the nose-up phenomena.

tip stall.

Ans: – tip stall.

Q38. When flying straight and level in 1g flight, slightly below maximum all up weight, a basic stall warning system (flapper switch) activates at 75 kt IAS and the aircraft stalls at 68 kt IAS. Under the same conditions at maximum all up weight the margin between stall warning and stall will:

increase because increasing weight increases the 1g stall speed.

decrease because the 1g stall speed is an IAS.

decrease because increasing weight increases the 1g stall speed.

remain the same because increased weight increases the IAS that corresponds to a particular angle of attack.

Ans: – remain the same because increased weight increases the IAS that corresponds to a particular angle of attack.

Q39. A slat on an aerofoil:

increases the energy of the boundary layer and decreases the critical angle of attack.

increases the wing leading edge radius by rotating forward and down from its stowed position on the bottom side of the wing leading edge.

deploys automatically under the influence of increased stagnation pressure at high angles of attack / low IAS.

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

Ans: – increases the energy of the boundary layer and increases the maximum angle of attack.

Q40. After take-off why are the slats (if installed) always retracted later than the trailing edge flaps?

Because V_MCA with slats extended is more favourable compared to the flaps extended position.

Because flaps extended gives a large decrease in stall speed with relatively less drag.

Because slats extended provides a better view from the cockpit than flaps extended.

Because slats extended gives a large decrease in stall speed with relatively less drag.

Ans: – Because slats extended gives a large decrease in stall speed with relatively less drag.

Q41. An aircraft has trailing edge flap positions of 0, 15, 30 and 45 degrees plus slats can be deployed. What will have the greatest negative influence on C_L/C_D?

Deploying slats.

0-15 flaps.

15-30 flaps.

30-45 flaps.

Ans: – 30-45 flaps.

Q42. Extending the flaps while maintaining a constant angle of attack (all other factors constant):

the aircraft will sink suddenly.

the aircraft will yaw.

the aircraft will climb.

the aircraft will roll.

Ans: – the aircraft will climb.

Q43. For an aircraft flying straight and level at constant IAS, when flaps are deployed the induced drag:

increases.

decreases.

increases or decreases depending on the aircraft.

stays the same.

Ans: – stays the same.

Q44. How does a plain flap increase C?

Increases camber.

Increases angle of attack.

Changes position of CP.

Decreases the Aspect Ratio.

Ans: – Increases camber.

Q45. How is the pitching moment affected if flaps are deployed in straight and level flight?

Pitch up.

Pitch down.

Depends on CG position.

(Generated Option)

Ans: – Depends on CG position.

Q46. If flaps are extended in level flight:

lift and drag increase.

C_LMAX increases.

C_1 and drag increase.

Cincreases.

Ans: – C_LMAX increases.

Q47. If the angle of attack is maintained constant, what happens to the coefficient of lift when flaps are deployed?

Increased.

Decreased.

Changes with the square of IAS.

Remains constant because angle of attack remains the same.

Ans: – Increased.

Q48. In order to maintain straight and level flight when trailing edge flaps are retracted, the angle of attack must:

be increased or decreased depending on type of flap.

be decreased.

be increased.

stay the same because the lift requirement will be the same.

Ans: – be increased.

Q49. On a highly swept back wing with leading edge flaps and leading edge slats, which device would be fitted in the following possible locations?

Slats inboard, leading edge flaps outboard.

Slats outboard, leading edge flaps inboard.

Alternate leading edge flaps and slats along the wing leading edge.

There is no preferred position for these two devices.

Ans: – Slats outboard, leading edge flaps inboard.

Q50. On a swept-back wing, in which of the following locations would Krueger flaps be fitted?

Inboard leading edge.

Outboard leading edge.

The leading edge.

The trailing edge.

Ans: – Inboard leading edge.

Q51. The effects of leading edge slats:

increase boundary layer energy, move suction peak on to slat and increase C_LMAX angle of attack.

increase camber, increase suction peak on main wing, increase effective angle of attack and move C_LMAX to higher angle of attack.

increase boundary layer energy, increase suction peak on main wing section, move C_LMAx to a higher angle of attack.

decrease boundary layer energy, move suction peak onto slat, move C_LMAX to a lower angle of attack.

Ans: – increase boundary layer energy, increase suction peak on main wing section, move C_LMAx to a higher angle of attack.

Q52. The maximum angle of attack for the flaps down configuration, compared to flaps up is:

greater.

smaller.

unchanged.

smaller or greater, depending on CG position.

Ans: – smaller.

Q53. What is the effect of deploying leading edge flaps?

Decrease CLMAX

Decrease the critical angle of attack.

Not affect the critical angle of attack.

Increase the critical angle of attack.

Ans: – Increase the critical angle of attack.

Q54. What is the effect of deploying trailing edge flaps?

Increased minimum glide angle.

Decreased minimum glide angle.

Increased glide range.

Decreased sink rate.

Ans: – Increased minimum glide angle.

Q55. What is the purpose of a slat on the leading edge?

Decelerate the air over the top surface.

Thicken the laminar boundary layer over the top surface.

Increase the camber of the wing.

Allow greater angle of attack.

Ans: – Allow greater angle of attack.

Q56. What is true regarding deployment of slats / Krueger flaps?

Slats increase the critical angle of attack, Krueger flaps do not.

Krueger flaps increase the critical angle of attack, slats do not.

Krueger flaps form a slot, Slats do not.

Slats form a slot, Krueger flaps do not.

Ans: – Slats form a slot, Krueger flaps do not.

Q57. What must happen to the C, when flaps are deployed while maintaining a constant IAS in straight and level flight?

Increase then decrease.

Remain constant.

Decrease.

Increase.

Ans: – Remain constant.

Q58. What pitching moment will be generated when Fowler flaps are deployed on an aircraft with a high mounted (‘T’ tail) tailplane?

An aircraft nose-up pitching moment.

An aircraft nose-down pitching moment.

The nose-up pitching moment will be balanced by the nose-down pitching moment.

The resultant aircraft pitching moment will depend upon the relative position of the CP and CG.

Ans: – An aircraft nose-down pitching moment.

Q59. When trailing edge flaps are deployed:

a higher angle of attack is required for maximum lift.

glide distance is degraded.

C_LMAX decreases.

V_51g increases.

Ans: – glide distance is degraded.

Q60. Which of the following increases the stall angle?

Slats.

Flaps.

Spoilers.

Ailerons.

Ans: – Slats.

Q61. A low wing jet aircraft is flaring to land. The greatest stick force will be experienced with:

flaps up and CG at the aft limit.

flaps fully down and Cg at the aft limit.

flaps fully down and CG at the forward limit.

flaps fully up and Cg at the forward limit.

Ans: – flaps fully down and CG at the forward limit.

Q62. Positive static lateral stability is the tendency of an aeroplane to:

roll to the right in the case of a positive sideslip angle (aeroplane nose to the left).

roll to the left in the case of a positive sideslip angle (aeroplane nose to the left).

roll to the left in a right turn.

roll to the right in a right turn.

Ans: – roll to the left in the case of a positive sideslip angle (aeroplane nose to the left).

Q63. Positive static longitudinal stability means:

nose-down pitching moment when encountering an up gust.

nose-up pitching moment with a speed change at a constant angle of attack.

nose-down pitching moment with a speed change at a constant angle of attack.

nose-up moment when encountering an up gust.

Ans: – nose-down pitching moment when encountering an up gust.

Q64. The CG of an aeroplane is in a fixed position forward of the neutral point. Speed changes cause a departure from the trimmed position. Which of the following statements about the stick force stability is correct?

An increase of 10 kt from the trimmed position at low speed has more affect on the stick force than an increase in 10 kt from the trimmed position at high speed.

Increase of speed generates pull forces.

Aeroplane nose-up trim decreases the stick force stability.

Stick force stability is not affected by trim.

Ans: – An increase of 10 kt from the trimmed position at low speed has more affect on the stick force than an increase in 10 kt from the trimmed position at high speed.

Q65. Too much lateral static stability is undesirable because:

too much aileron needed in a cross-wind landing.

too much rudder needed in a cross-wind landing.

constant aileron in cruise in a cross-wind.

(Generated Option)

Ans: – too much aileron needed in a cross-wind landing.

Q66. What is the effect of an aft shift of the CG on (1) static longitudinal stability and (2) the required control deflection for a given pitch change?

(1) reduces(2) increases.

(1) increases(2) increases.

(1) increases(2) reduces.

(1) reduces(2) reduces.

Ans: –

(1) reduces
(2) reduces.

Q67. Which statement is correct?

The stick force per 'g' increases when the CG is moved aft.

The stick force per 'g' must have both upper and lower limits in order to assure acceptable control characteristics.

If the slope of the fe-n line becomes negative, generally speaking this is not a problem for control of an aeroplane.

The stick force per 'g' can only be corrected by means of electronic devices (stability augmentation) in the case of an unacceptable value.

Ans: – The stick force per ‘g’ must have both upper and lower limits in order to assure acceptable control characteristics.

Q68. What is pitch angle?

The angle between the chord line and the horizontal plane.

The angle between the longitudinal axis and the horizontal plane.

The angle between the chord line and the longitudinal axis.

The angle between the relative airflow and the longitudinal axis.

Ans: – The angle between the longitudinal axis and the horizontal plane.

Q69. An aircraft of 50 tonnes mass, with two engines each of 60 000 N Thrust and with an L/D ratio of 12:1 is in a straight steady climb. Taking ‘g’ to be 10~m/s/s, what is the climb gradient?

12%.

24%.

15.7%.

3.7%.

Ans: – 15.7%.

Q70. In a straight steady descent:

Lift is less than weight, load factor is equal to one.

Lift is less than weight, load factor is less than one.

Lift is equal to weight, load factor is equal to one.

Lift is equal to weight, load factor is less than one.

Ans: – Lift is less than weight, load factor is less than one.

Q71. Two aircraft of the same weight and under identical atmospheric conditions are flying level 20 degree bank turns. Aircraft ‘A’ is at 130 kt, aircraft ‘B’ is at 200 kt:

the turn radius of 'A' will be greater than 'B'.

the coefficient of lift of 'A' will be less than 'B'.

the load factor of 'A' is greater than 'B'.

rate of turn of 'A' is greater than 'B'.

Ans: – rate of turn of ‘A’ is greater than ‘B’.

Q72. V_MCl can be limited by: (i) engine failure during take-off, (ii) maximum rudder deflection.

both (i) and (ii) are incorrect.

(i) is incorrect and (ii) is correct.

(i) is correct and (ii) is incorrect.

both (i) and (ii) are correct.

Ans: – both (i) and (ii) are incorrect.

Q73. Assuming ISA conditions, which statement with respect to the climb is correct?

At constant TAS the Mach number decreases.

At constant Mach number the IAS increases.

At constant IAS the TAS decreases.

At constant IAS the Mach number increases.

Ans: – At constant IAS the Mach number increases.

Q74. The regime of flight from the critical Mach number (M_CRUT) to approximately M 1.3 is called:

transonic.

hypersonic.

subsonic.

supersonic.

Ans: – transonic.

Q75. The speed range between high and low speed buffet:

decreases during a descent at a constant Mach number.

is always positive at Mach numbers below M_MO

increases during a descent at a constant IAS.

increases during climb.

Ans: – increases during a descent at a constant IAS.

Q76. When does the bow wave first appear?

At M_CRUT

At Mach 1.

Just above Mach 1.

Just below Mach 1.

Ans: – Just above Mach 1.

Q77. What can happen to the aeroplane structure flying at a speed just exceeding V?

It may suffer permanent deformation if the elevator is fully deflected upwards.

It may break if the elevator is fully deflected upwards.

It may suffer permanent deformation because the flight is performed at to large a dynamic pressure.

It will collapse if a turn is made.

Ans: – It may suffer permanent deformation if the elevator is fully deflected upwards.

Q78. Which of the following can affect V_A?

Mass and pressure altitude.

Mass only.

Pressure altitude only.

It remains a constant IAS.

Ans: – Mass and pressure altitude.

Q79. With a vertical gust, what is the point called where the change in the vertical component of lift acts?

Neutral point.

Aerodynamic Centre.

Centre of Gravity.

Centre of Thrust.

Ans: – Aerodynamic Centre.

Q80. A single-engine aircraft with a constant speed propeller is in a gliding descent with the engine idling, what would be the effect of decreasing the propeller pitch?

Increased L/D_MAX^prime increased rate of descent.

Decreased L/D_MAX^prime increased rate of descent.

Increased L/D_MAX^prime decreased rate of descent.

Decreased L/D_MAX^prime decreased rate of descent.

Ans: – Decreased L/D_MAX^prime increased rate of descent.

Q81. The advantage of a constant speed propeller over a fixed pitch propeller is:

higher maximum thrust available.

higher maximum efficiency.

more blade surface area available.

nearly maximum efficiency over wide speed range.

Ans: – nearly maximum efficiency over wide speed range.

Q82. You are about to take off in an aircraft with a variable pitch propeller. At brake release: (i) Blade pitch and(ii) Propeller RPM lever:

(i) reduced,(ii) increase.

(i) reduced,(ii) decrease.

(i) increased,(ii) decrease.

(i) increased,(ii) increase.

Ans: –

(i) reduced,
(ii) increase.

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