81.1.10.1 (5446) Spoiler deflection causes :
an increase in lift and drag
an increase in lift only
an increase in drag and decrease in lift
decrease in lift and drag
81.1.10.1 (5447) Upon extension of a spoiler on a wing:
only CL is decreased (CD remains unaffected)
CD is increased and CL is decreased.
CD is increased, while CL remains unaffected.
both CL and CD are increased.
81.2.1.0 (5451) The formula for the Mach Number is:(a= speed of sound)
M= a / TAS
M= TAS / a
M= TAS*a
M= IAS / a
81.2.1.0 (5452) The Mach number:
is the ratio between the TAS of the aeroplane and the speed of sound at sea level.
is the ratio between the IAS of the aeroplane and the local speed of sound.
is the ratio between the TAS of the aeroplane and the local speed of sound.
increases at a given TAS, when the temperature rises.
81.2.1.1 (5453) Climbing at a constant Mach Number up to FL 350 the TAS will:
decrease.
increase.
remain constant.
first increase, then decrease.
81.2.1.1 (5455) Which statement with respect to the speed of sound is correct ?
Is independent of altitude.
Varies with the square root of the absolute temperature.
Increases always if the density of the air decreases.
Doubles if the temperature increases from 9° to 36° Centigrade.
81.2.1.2 (5456) If the altitude is increased and the TAS remains constant in the standard troposphere the Mach Number will:
not change.
increase or decrease, depends of the type of aeroplane.
81.2.1.2 (5457) The speed of sound is affected by the:
density of the air.
temperature of the air.
humidity of the air.
pressure of the air.
81.2.1.2 (5458) An aeroplane is descending at a constant Mach number from FL 350. What is the effect on true airspeed ?
It increases as temperature increases
It decreases as altitude decreases
It decreases as pressure increases
It remains constant
81.2.2.0 (5460) A normal shock wave:
can occur at different points on the aeroplane in transonic flight.
is a discontinuity plane in an airflow, in which the pressure drops suddenly.
is a discontinuity plane in an airflow, in which the temperature drops suddenly.
is a discontinuity plane in an airflow, which is always normal to the surface.
81.2.2.0 (5461) Which statement is correct about a normal shock wave ?
The airflow changes from supersonic to subsonic
The airflow changes direction
The airflow expands when passing the aerofoil
The airflow changes from subsonic to supersonic
81.2.2.1 (5466) When the Mach number is slowly increased in straight and level flight the first shockwaves will occur:
on the underside of the wing
at the wing root segment, upperside.
somewhere on the fin.
somewhere on the hoizontal tail.
81.2.2.1 (5469) The critical Mach number for an aerofoil equals the free stream airfoil Mach number at which:
the maximum operating temperature is reached.
sonic speed (M=1) is reached at a certain point on the upper side of the aerofoil.
a shock-wave appears on the upper surface.
a ""supersonic bell"" appears on the upper surface.
81.2.2.1 (5474) Just above the critical Mach number the first evidence of a shock wave will appear at the
upper side of the wing.
lower side of the wing.
leading edge of the wing.
trailing edge of the wing.
81.2.2.1 (5475) Critical Mach-number is the :
speed at which there is subsonic airflow over all parts of the aircraaeroplane Mach number < 1).
highest speed without supersonic flow over any part of the aeroplane.
highest speed at which the aeroplane is certificated for operation (MMO).
speed at which there is supersonic airflow over all parts of the aeroplane.
81.2.2.1 (5476) The loss of total pressure in a shock wave is due to the fact that
the speed reduction is too high.
the static pressure decrease is comparatively high.
kinetic energy in the flow is changed into heat energy.
the friction in the boundary layer is higher.
81.2.2.2 (5479) Which of the following flight phenomena can happen at Mach Numbers below the critical Mach Number?
Tuck under.
Dutch roll.
Shock stall.
Mach buffet.
81.2.2.2 (5480) The critical Mach Number of an aeroplane can be increased by:
sweep back of the wings.
control deflection
vortex generators.
dihedral of the wings
81.2.2.2 (5481) In transonic flight the ailerons will be less effective than in subsonic flight because:
behind the shock wave pressure is lower.
aileron down deflection moves the shock wave forward.
aileron deflection only partly affects the pressure distribution around the wing.
aileron deflection only affects the air in front of the shock wave.
81.2.2.2 (5485) The critical Mach number can be increased by
positive dihedral of the wings.
sweepback of the wings
an increase in wing aspect ratio
a T-tail.
81.2.2.2 (5487) The application of the area rule on aeroplane design will decrease the
skin friction drag.
wave drag.
form drag.
induced drag.
81.2.2.3 (5491) How does stalling speed (IAS) vary with altitude?
It increases with increasing altitude, because the density decreases.
It remains constant.
It remains constant at lower altitudes but increases at higher altitudes due to compressibility effects.
It remains constant at lower altitudes but decreases at higher altitudes due to compressibility effects.
81.2.2.5 (5495) Which of the following flight phenomena can only happen at Mach Numbers above the critical Mach Number?
Speed instability.
Elevator stall.
81.2.2.5 (5496) Shock induced separation results in
constant lift.
increasing lift.
decreasing lift.
decreasing drag.
81.2.2.5 (5498) The high speed buffet is induced by
boundary layer control.
boundary layer separation due to shock waves.
a shift of the centre of gravity.
expansion waves on the wing upper side.
81.2.2.6 (5501) The Mach trim system will:
pump the fuel from tank to tank, depending on the Mach Number.
keep the Mach Number automatically constant.
adjust the stabilizer, depending on the Mach Number.
adjust the elevator trim tab, depending on the Mach Number
81.2.2.6 (5502) The Mach trim system will prevent:
tuck under.
buffeting.
dutch roll.
shock stall.
81.2.2.6 (5503) When an aeroplane is flying through the transonic range with increasing Mach Number the centre of the pressure of the wing will move aft. This requires:
much more thrust from the engine.
a pitch up input of the stabilizer.
a stability augmentation system.
a higher IAS to compensate the nose down effect
81.2.2.6 (5504) Tuck under will happen
only below the critical Mach number.
only above the critical Mach number
above or below the critical Mach number depending on the angle of attack.
only at the critical Mach number.
81.2.2.7 (5508) The maximum acceptable cruising altitude is limited by a minimum acceptable loadfactor because exceeding that altitude:
turbulence may exceed the limit load factor.
turbulence may induce Mach buffet.
Mach buffet will occur immediately.
a sudden necessary bankangle may exceed the limit load factor.
81.2.2.7 (5511) The buffet margin :
is always greatest after a stepclimb has been executed.
decreases during a descent with a constant Mach number.
increases during a descent with a constant IAS.
is always positive at Mach numbers below MMO.
81.2.3.1 (5512) Vortex generators on the upper side of the wing surface will:
increase the critical Mach Number.
decrease the span wise flow at high Mach Numbers
decrease the intensity of shock wave induced air separation
increase the magnitude of the shock wave.
81.2.3.1 (5513) Vortex generators on the upper side of the wing:
increase wave drag.
increase critical Mach Number.
decrease wave drag.
decrease critical Mach Number.
81.2.3.1 (5514) Vortex generators mounted on the upper wing surface will
decrease the stalling speed by increase of the tangential velocity of the swept wing.
increase the effectiveness of the spoiler due to increase in parasite drag.
decrease the interference drag of the trailing edge flaps.
decrease the shock wave induced separation.
81.3.1.3 (5526) Which statement is correct about an expansion wave in supersonic flow ?1. The temperature in front of an expansion wave is higher than the temperature behind it.2. The speed in front of an expansion wave is higher than the speed behind it.
1 is correct and 2 is incorrect.
1 and 2 are correct.
1 is incorrect and 2 is correct.
1 and 2 are incorrect.
81.3.1.4 (5529) The aft movement of the centre of pressure during the acceleration through the transonic flight regime will:
decrease the longitudinal stability.
increase the static lateral stability.
increase the static longitudinal stability.
decrease the static lateral stability.
81.3.1.5 (5532) The additional increase of drag at Mach Numbers above the critical Mach Number is due to:
increased interference drag.
increased angle of attack.
increased skin friction.
81.4.1.2 (5534) In which situation would the wing lift of an aeroplane in straight and level flight have the highest value ?
Forward centre of gravity and idle thrust.
Aft centre of gravity and idle thrust.
Forward centre of gravity and take-off thrust.
Aft centre of gravity and take-off thrust.
81.4.2.2 (5538) In a twin-engined jet powered aeroplane (engines mounted below the low wings) the thrust is suddenly increased. Which elevator deflection will be required to maintain the pitching moment zero ?
Up
Down.
No elevator movement will required because the thrust line of the engines remains unchanged.
It depends on the position of the centre of gravity.
81.4.3.1 (5539) Which of the following statements is correct?
Static stability means that the aeroplane is also dynamically satble about the relevant axis.
Dynamic stability means that after being displaced from original equilibrium condition, the aeroplane will return to that condition without oscillation.
Dynamic stability is possible only when the aeroplane is statically stable about the relevant axis.
A dynamically stable aeroplane would be almost impossible to fly manually.
81.4.3.2 (5547) The manoeuvrability of an aeroplane is best when the:
C.G. position is on the forward C.G. limit.
C.G. is on the aft C.G. limit.
speed is low
flaps are down
81.4.3.5 (5551) The max aft position of the centre of gravity is amongst others limited by the:
maximum longitudinal stability of the aeroplane.
minimum value of the stick force per g.
maximum elevator deflection.
too small effect of the controls on the aeroplane.
81.4.3.7 (5554) Which part of an aeroplane provides the greatest positive contribution to the static longitudinal stability ?
The engine.
The fuselage.
The horizontal tailplane.
The wing.
81.4.3.11 (5557) ""Tuck under"" is:
the tendency to nose up when speed is increased into the transonic flight regime.
shaking of the control column at high Mach Number.
the tendency to nose down when speed is increased into the transonic flight regime
the tendency to nose down when the control column is pulled back.
81.4.3.11 (5558) ""Tuck under"" may happen at:
low Mach numbers.
high Mach numbers.
all Mach numbers.
only at low altitudes.
81.4.3.11 (5559) Which of the following statements about a Mach trimmer is correct?
A Mach trimmer corrects the change in stick force stability of a swept wing aeroplane above a certain Mach number.
A Mach trimmer reduces the stick force stability of a straight wing aeroplane to zero at high Mach numbers.
A straight wing aeroplane always needs a Mach trimmer for flying at Mach numbers close to MMO.
The Mach trimmer corrects the natural tendency of a swept wing aeroplane to pitch-up
81.4.6.3 (5576) Which one of the following systems suppresses the tendency to ""Dutch roll""?
Yaw damper
Roll spoilers.
Spoiler mixer.
Rudder limiter
81.4.6.3 (5577) Which aeroplane behaviour will be corrected by a yaw damper ?
Spiral dive.
Buffeting.
81.5.1.1 (5581) Rolling is the rotation of the aeroplane about the:
vertical axis.
longitudinal axis.
lateral axis.
wing axis.
81.5.3.2 (5586) An advantage of locating the engines at the rear of the fuselage, in comparison to a location beneath the wing, is :
easier maintenance of the engines.
less influence on longitudinal control of thrust changes.
a wing which is less sensitive to flutter.
lighter wing construction.
81.5.4.3 (5591) During initiation of a turn with speedbrakes extended, the roll spoiler function induces a spoiler deflection:
upward on the upgoing wing and downward on the downgoing wing.
on the upgoing wing only.
downward on the upgoing wing and upward on the downgoing wing.
on the downgoing wing only.
81.5.4.5 (5592) Differential aileron deflection:
increases the CLmax.
is required to keep the total lift constant when ailerons are deflected.
equals the drag of the right and left aileron
is required to achieve the required roll-rate.
81.5.6.1 (5605) Examples of aerodynamic balancing of control surfaces are:
upper and lower rudder, seal between wing's trailing edge and leading edge of a control surface
seal between wing's trailing edge and leading edge of a control surface, horn balance
Fowler flaps, upper and lower rudder
weight in the nose of the control surface, horn balance
81.5.6.1 (5606) Examples of aerodynamic balancing of control surfaces are:
spring tab, servo tab, and power assisted control.
mass in the nose of the control surface, horn balance and mass balance.
servo tab, spring tab, seal between the wing trailing edge and the leading edge of control surface.
balance tab, horn balance, and mass balance.
81.5.8.2 (5612) In general transport aeroplanes with power assisted flight controls are fitted with an adjustable stabilizer instead of trim tabs on the elevator. This is because :
the pilot does not feel the stick forces at all
effectiveness of trim tabs is insufficient for those aeroplanes
mechanical adjustment of trim tabs creates too many problems
trim tab deflection increases Mcrit
81.6.1.0 (5619) ""Flutter"" may be caused by:
low airspeed aerodynamic wing stall.
distorsion by bending and torsion of the structure causing increasing vibration in the resonance frequency.
high airspeed aerodynamic wing stall.
roll control reversal.
81.6.1.1 (5620) A commercial jet aeroplane is performing a straight descent at a constant Mach Number with constant weight. The operational limit that may be exceeded is:
VMO.
VNE.
VD.
MMO
81.6.1.2 (5622) A jet transport aeroplane is in a straight climb at a constant IAS and constant weight. The operational limit that may be exceeded is:
MMO.
VA.
MD.
81.6.1.2 (5623) Which statement with respect to the climb is correct ?
At constant IAS the Mach number increases
At constant Mach number the IAS increases
At constant IAS the TAS decreases
At constant TAS the Mach number decreases
81.6.2.1 (5630) Load factor is :
Lift/Weight
1/Bank angle
Weight/Lift
Wing loading
81.6.3.1 (5639) Which combination of speeds is applicable for structural strength in gust (clean configuration) ?
66 ft/sec and VD.
65 ft/sec at all speeds.
50 ft/sec and VC.
55 ft/sec and VB.
81.6.3.2 (5644) Which statement is correct about the gust load on an aeroplane (IAS and all other factors of importance remaining constant) ?1. the gust load increases, when the weight decreases.2. the gust load increases, when the altitude increases.
81.8.1.4 (5671) Which of the following factors will lead to an increase of ground distance during a glide ?
headwind
tailwind
increase of aeroplane weigh
decrease of aeroplane weight
81.8.1.5 (5675) A light twin is in a turn at 20 degrees bank and 150 kt TAS. A more heavy aeroplane at the same bank and the same speed will:
turn at the same turn radius.
turn at a smaller turn radius.
turn at a bigger turn radius.
turn at a higher turn rate
81.8.2.9 (5680) Which of the following statements is correct ?I When the critical engine fails during take-off the speed VMCL can be limiting.II The speed VMCL is always limited by maximum rudder deflection.
I is correct, II is correct
I is incorrect, II is incorrect
I is correct, II is incorrect
I is incorrect, II is correct
91.1.1.0 (5690) What does the term ""blind transmission"" mean?
A transmission from one station to another station in circumstances where twoway communication cannot be established but it is believed that the called station is able to receive the transmission.
A transmission of messages relating to en-route weather information which may affect the safety of aircraft operations that is not addressed to a specific station or stations.
A transmission of information relating to air navigation that is not addressed to a specific station or stations.
A transmission where no reply is required from the receiving station.±jLœZתe
91.1.2.0 (5694) What does the abbreviation ""HJ"" mean?
Sunrise to sunset.
No specific working hours.
Sunset to sunrise.
Continuous day and night service.
91.1.3.0 (5697) What does QTE mean?
True bearing from the station.
True heading to the station (no wind).
Magnetic bearing from the station.
Magnetic heading to the station.
91.1.3.0 (5698) What is the Q-code for ""true bearing from the station""?
QTE
QDR
QDM
QFE
91.1.3.0 (5699) What does QDR mean?
True bearing from the station
Magnetic bearing from the station
Magnetic heading to the station (no wind)
True heading to the station
91.1.3.0 (5700) What is the Q-code for ""magnetic bearing from the station""?
91.1.3.0 (5701) If you are requested to report your height, to which Q-code-setting would you refer ?
QNH
QBI
91.1.3.0 (5702) Which Q-code is used to report altitude ?
QFF
QNJ
91.1.3.0 (5703) What does QDM mean?
True heading to the station (no wind)
91.1.3.0 (5704) What is the Q-code for ""magnetic heading to the station (no wind)?
QDM.
QNE
91.1.4.0 (5714) The order of priority of the following messages in the aeronautical mobile service is:
Distress message, flight safety message, urgency message.
Distress message, urgency message, direction finding message.
Meteorological message, direction finding message, flight regularity message
Direction finding message, distress message, urgency message.
91.2.5.0 (5730) What does the instruction ""Orbit right"" mean ?
Turn right to avoid other traffic
Make 360° turns to the right
Leave the runway to the right
Right-hand circuits are in use
91.2.5.0 (5731) What does the instruction ""Vacate left"" mean ?
Turn left to leave the runway
Clear the runway immediately
Give way to aircraft from the left
Hold position on the left side of the runway
91.2.9.0 (5755) On the readability scale what does ""Readability 3"" mean:
Readable but with difficulty
Loud and clear
No problem to understand
Unreadable
91.3.1.0 (5769) When the term ""Broken"" is used in an aviation routine weather report (METAR), the amount of clouds covering the sky is:
1 to 4 octas
5 to 7 octas
8 octas below 10000 feet
No clouds below 5000 feet
91.3.1.0 (5771) When the term ""CAVOK"" is used in an aviation routine weather report (METAR), the values of visibility and clouds are:
Visibility 10 km or more, no clouds below 1500 feet/GND
Visibility 10 km or more, no clouds below 5000 feet/GND
Visibility more than 5000 m, no clouds below 1500 m/GND
Visibility more than 8 km, no clouds below 3000 feet/GND
91.3.1.0 (5772) How is the visibility in an aviation routine weather report (METAR) expressed in plain language:
In feet and nautical miles
Up to 5000 m in metres, above in kilometres
Up to 1500 m in metres, above in kilometres
In nautical miles only
91.4.0.0 (5778) What is the transponder code for radio communication failure:
7500
7600
7700
6700
91.4.0.0 (5779) An aircraft is squawking 7600. This indicates:
It is diverting to the alternate aerodrome
It is requesting immediate level change
It is unable to establish communication due to radio equipment failure
It is about to make a forced landing
91.4.0.0 (5786) Under which of the following circumstances shall an aircraft station squawk 7600 ?
When entering bad weather areas c) When approaching a prohibited area
In case of radio communication failure
When flying over desert areas
When approaching a prohibited area
91.5.1.0 (5788) An aircraft in state of emergency shall squawk:
91.5.1.0 (5789) Under which of the following circumstances shall an aircraft squawk 7700 ?
In distress
When following a SID
When flying within controlled airspace
When passing the transition level
91.5.1.0 (5790) Distress is defined as:
A condition concerning the attitude of an aircraft when intercepting the localizer during an ILS approach
A condition of being threatened by serious and/or imminent danger and requiring immediate assistance
A condition concerning the safety of an aircraft or of a person on board, but which does not require immediate assistance
A condition concerning the safety of a person on board or within sight and requiring immediate assistance
91.5.1.0 (5791) An aircraft in distress shall send the following signal by radiotelephony:
DETRESFA, DETRESFA, DETRESFA
MAYDAY, MAYDAY, MAYDAY
PAN PAN, PAN PAN, PAN PAN
URGENCY, URGENCY, URGENCY
91.5.2.0 (5795) Urgency is defined as:
A condition concerning the safety of an aircraft other vehicles or of a person on board, but which does not require immediate assistance
A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance
91.5.2.0 (5796) An urgency message shall be preceded by the radiotelephony urgency signal:
URGENCY,spoken three times
PAN PAN, spoken three times
MAYDAY, spoken three times
ALERFA, spoken three times"
92.1.2.0 (5823) What does the abbreviation ""RVR"" mean:
Runway visual range
Radar vectors requested
Recleared via route...
Runway visibility report
92.1.3.0 (5824) QFE is the RTF Q-code to indicate:
The altimeter sub-scale setting to obtain the flight level reference datum.
The atmospheric pressure at aerodrome elevation (or at runway threshold).
The atmospheric pressure corrected to the aircraft cockpit height.
The atmospheric pressure referred to the highest fixed obstacle located on the surface of an aerodrome.
92.3.0.0 (5887) An aircraft encountering radio communication failure on an IFR flight in VMC is assumed to:
Leave controlled airspace and continue the flight within uncontrolled airspace
Continue to fly in VMC, land at the nearest suitable aerodrome, report its arrival
Continue the flight to destination aerodrome in any caset
Squawk IDENT and proceed to the alternate aerodrome
92.3.0.0 (5889) An aircraft experiencing radio communication failure on an IFR flight in IMC is assumed to:
Proceed to an area from where the flight can be continued according to the visual flight rules
Proceed in accordance with the current flight plan to the designated navigation aid serving the destination aerodrome
Execute a VMC approach at the nearest suitable aerodrome
Divert to the most suitable aerodrome according to the route of flight
92.3.0.0 (5890) An aircraft encountering radio communication failure on an IFR flight in IMC has to hold over the designated navigation aid serving the destination aerodrome: a) c)d) 3 minutes, if an expected approach time is not acknowledged,"siteI
5 minutes in any case
3 minutes, if an expected approach time is not acknowledged
Until the expected approach time last received and acknowledged
Under no circumstances
92.3.0.0 (5891) An aircraft encountering radio communication failure on an IFR flight in IMC has to commence descent over the designated navigation aid serving the destination aerodrome (no EAT received):
5 minutes after the last expected approach time acknowledged
After 3 minutes, if an expected approach time is not acknowledgeds
At, or as close to, the ETA resulting from the current flight plan
Immediately after reaching in any case
92.3.0.0 (5892) An aircraft encountering radio communication failure on an IFR flight in IMC has to land, if possible, within:
30 minutes after waiting for the EAT
30 minutes after ETA or the last EAT, whichever is later
15 minutes after vacating the transition layer
30 minutes after noticing the radio failure
92.3.0.0 (5894) A departing aircraft experiencing radio communication failure on an IFR flight under radar vectors has to:
Squawk 7600 and thereafter return to the route indicated in the current flight plan in the most direct manner
Squawk 7600 and thereafter, regardless of any limitation instructed by ATC, return to the route indicated in the current flight plan on the shortest way
Squawk 7600 and maintain the heading last assigned by ATC for a period of 3 minutes and then return to the flight path in accordance with the current flight plan
Squawk 7600, maintain present heading for 1 minute and thereafter return to the route indicated in the current flight plan on the shortest way
92.4.2.0 (5901) An aircraft squawking 7700 indicates to the ground station that:
The aircraft is being hijacked
The aircraft is in distress
The aircraft's transceiver is unserviceable
There is a sick passenger on board
92.4.3.0 (5910) A signal sent by radiotelephony consisting of the spoken words PAN PAN, PAN PAN, PAN PAN means:
Imminent danger threatens the aircraft and immediate assistance is required
The aircraft has a very urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, but immediate assistance is not required
An aircraft on final approach is starting the missed approach procedure
The aircraft is diverting from the route cleared because of a thunderstorm and asks for immediate reclearance
92.5.1.0 (5915) What does ""Friction coefficient 45"" in a runway report mean:
Braking action medium
Braking action good
Braking action not measurable
Braking action poor
92.5.1.0 (5916) What does ""Friction coefficient 20"" in a runway report mean:
Braking action unreliable
