an increase in lift and drag

an increase in lift only

an increase in drag and decrease in lift

decrease in lift and drag

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.

M= a / TAS

M= TAS / a

M= TAS*a

M= IAS / a

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.

decrease.

increase.

remain constant.

first increase, then decrease.

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.

increase.

not change.

decrease.

increase or decrease, depends of the type of aeroplane.

density of the air.

temperature of the air.

humidity of the air.

pressure of the air.

It increases as temperature increases

It decreases as altitude decreases

It decreases as pressure increases

It remains constant

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.

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

on the underside of the wing

at the wing root segment, upperside.

somewhere on the fin.

somewhere on the hoizontal tail.

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.

upper side of the wing.

lower side of the wing.

leading edge of the wing.

trailing edge of the wing.

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.

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.

Tuck under.

Dutch roll.

Shock stall.

Mach buffet.

sweep back of the wings.

control deflection

vortex generators.

dihedral of the wings

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.

positive dihedral of the wings.

sweepback of the wings

an increase in wing aspect ratio

a T-tail.

skin friction drag.

wave drag.

form drag.

induced drag.

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.

Mach buffet.

Speed instability.

Dutch roll.

Elevator stall.

constant lift.

increasing lift.

decreasing lift.

decreasing drag.

boundary layer control.

boundary layer separation due to shock waves.

a shift of the centre of gravity.

expansion waves on the wing upper side.

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

tuck under.

buffeting.

dutch roll.

shock stall.

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

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.

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.

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.

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.

increase wave drag.

increase critical Mach Number.

decrease wave drag.

decrease critical Mach Number.

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.

1 is correct and 2 is incorrect.

1 and 2 are correct.

1 is incorrect and 2 is correct.

1 and 2 are incorrect.

decrease the longitudinal stability.

increase the static lateral stability.

increase the static longitudinal stability.

decrease the static lateral stability.

increased interference drag.

increased angle of attack.

wave drag.

increased skin friction.

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.

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.

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.

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

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.

The engine.

The fuselage.

The horizontal tailplane.

The wing.

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.

low Mach numbers.

high Mach numbers.

all Mach numbers.

only at low altitudes.

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

Yaw damper

Roll spoilers.

Spoiler mixer.

Rudder limiter

Tuck under.

Spiral dive.

Dutch roll.

Buffeting.

vertical axis.

longitudinal axis.

lateral axis.

wing axis.

easier maintenance of the engines.

less influence on longitudinal control of thrust changes.

a wing which is less sensitive to flutter.

lighter wing construction.

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.

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.

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

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.

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

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.

VMO.

VNE.

VD.

MMO

VMO.

MMO.

VA.

MD.

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

Lift/Weight

1/Bank angle

Weight/Lift

Wing loading

66 ft/sec and VD.

65 ft/sec at all speeds.

50 ft/sec and VC.

55 ft/sec and VB.

1 and 2 are correct.

1 is correct and 2 is incorrect.

1 is incorrect and 2 is correct.

1 and 2 are incorrect.

headwind

tailwind

increase of aeroplane weigh

decrease of aeroplane weight

turn at the same turn radius.

turn at a smaller turn radius.

turn at a bigger turn radius.

turn at a higher turn rate

I is correct, II is correct

I is incorrect, II is incorrect

I is correct, II is incorrect

I is incorrect, II is correct

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

Sunrise to sunset.

No specific working hours.

Sunset to sunrise.

Continuous day and night service.

True bearing from the station.

True heading to the station (no wind).

Magnetic bearing from the station.

Magnetic heading to the station.

QTE

QDR

QDM

QFE

True bearing from the station

Magnetic bearing from the station

Magnetic heading to the station (no wind)

True heading to the station

QTE

QDR

QDM

QFE

QNH

QDM

QBI

QFE

QFE

QNH

QFF

QNJ

Magnetic bearing from the station

Magnetic heading to the station (no wind)

True bearing from the station

True heading to the station (no wind)

QDR

QDM.

QTE

QNE

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.

Turn right to avoid other traffic

Make 360° turns to the right

Leave the runway to the right

Right-hand circuits are in use

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

Readable but with difficulty

Loud and clear

No problem to understand

Unreadable

1 to 4 octas

5 to 7 octas

8 octas below 10000 feet

No clouds below 5000 feet

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

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

7500

7600

7700

6700

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

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

6700

7500

7600

7700

In distress

When following a SID

When flying within controlled airspace

When passing the transition level

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

DETRESFA, DETRESFA, DETRESFA

MAYDAY, MAYDAY, MAYDAY

PAN PAN, PAN PAN, PAN PAN

URGENCY, URGENCY, URGENCY

A condition concerning the safety of a person on board or within sight and requiring
immediate assistance

A condition concerning the attitude of an aircraft when intercepting the localizer during an
ILS approach

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

URGENCY,spoken three times

PAN PAN, spoken three times

MAYDAY, spoken three times

ALERFA, spoken three times"

Runway visual range

Radar vectors requested

Recleared via route...

Runway visibility report

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.

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

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

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

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

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

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

The aircraft is being hijacked

The aircraft is in distress

The aircraft's transceiver is unserviceable

There is a sick passenger on board

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

Braking action medium

Braking action good

Braking action not measurable

Braking action poor

Braking action poor

Braking action medium

Braking action good

Braking action unreliable