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During initiation of a turn with speedbrakes extended the roll spoiler function ? [ Question security ]

Question 244-1 : Downward on the upgoing wing and upward on the downgoing wing upward on the upgoing wing and downward on the downgoing wing on the upgoing wing only on the downgoing wing only

Img /com en/com080 134 jpg.while turning the outer wing has a higher speed thus it generates more lift as for the differential aileron deflection we need to equals the drag of the right and left aileron the speed brakes on the outer wing need to be deflect downward and upward for the inner wing exemple 344 Downward on the upgoing wing and upward on the downgoing wing.Downward on the upgoing wing and upward on the downgoing wing.

Stick forces provided by an elevator feel system depend on ?

Question 244-2 : Elevator deflection dynamic pressure stabiliser position static pressure elevator deflection static pressure stabiliser position total pressure

exemple 348 Elevator deflection, dynamic pressure.Elevator deflection, dynamic pressure.

Differential aileron deflection ?

Question 244-3 : Equals the drag of the right and left aileron is required to keep the total lift constant when ailerons are deflected increases the clmax is required to achieve the required roll rate

To generate lift we have to move air downwards and to roll into a banked attitude to turn we have to lift one wing while dropping the other to lift a wing we have to generate more lift and so we lower the aileron on that side we don't get something for nothing and so this extra lift increases the drag meanwhile dropping the other wing by moving the aileron upwards reduces the drag the increased drag generated by the down going aileron causes the nose to yaw in the opposite direction to the roll and this is called adverse yaw . /com en/com080 300a jpg.with differential ailerons one aileron is raised a greater distance than the other aileron is lowered for a given movement of the control wheel this produces an increase in drag on the descending wing the greater drag results from deflecting the up aileron on the descending wing to a greater angle than the down aileron on the rising wing while adverse yaw is reduced it is not eliminated completely . /com en/com080 300b jpg. exemple 352 Equals the drag of the right and left aileron.Equals the drag of the right and left aileron.

Which kind of 'tab' is commonly used in case of manual reversion of fully ?

Question 244-4 : Servo tab spring tab balance tab anti balance tab

.on fully powered controls a fail/safe system is included such that if the power fails or there is a fault the control of one or more primary control surface reverts to manual control conventional trailing edge tabs are not included in this system because the aeroplane is trimmed by adjusting the zero position of the artificial feel mechanism although powered controls do not require balance tabs some aeroplanes do have them fitted to relieve the servo and hinge loads in the case of manual reversion of fully powered flight controls a servo tab is commonly used together with control surface mass balancing to make the aeroplane easier to control exemple 356 Servo tab.Servo tab.

One advantage of a movable stabiliser system compared with an elevator trim ?

Question 244-5 : It is a more effective means of trimming the complete system structure and control mechanism weighs less it leads to greater stability in flight the system's complexity is reduced

.the trimming stabiliser is a very powerful trimming system and its other advantage is that when you are trimmed out the elevator sits more or less in line with the stabilizer giving less trim drag exemple 360 It is a more effective means of trimming.It is a more effective means of trimming.

Which statement is correct about a spring tab ?

Question 244-6 : At high ias it behaves like a servo tab at low ias it behaves like a servo tab at high ias it behaves like a fixed extension of the elevator its main purpose is to increase stick force per g

. /com en/com080 276 jpg.servo tabs rely on airflow over them in order to 'fly' the control surface into the desired position very handy for reducing stick forces unfortunately the higher the airspeed the more effective the tab so that gives us a system that get more effective as ias increases so the controls get lighter not a good situation .the spring tab .the easiest way to visualise this is to look at two extremes in the context of the strength of the spring compared to the aerodynamic forces present ..case 1 very low ias .if ias is low then aerodynamic forces are low so relatively the spring is strong now imagine its really strong by replacing it with a rigid link .now when you move the control column the flying control is directly moved and the tab doesn't do anything so this is now a basic control surface ..case 2 very high ias .if ias is high the aerodynamic forces are high relatively speaking the spring is weak now imagine its really weak by removing it altogether now when you move the column you are only moving the tab and that flies the control surface into position so this is now a servo tab system exemple 364 At high ias it behaves like a servo tab.At high ias it behaves like a servo tab.

How is adverse yaw compensated for during entry into and roll out from a turn ?

Question 244-7 : Differential aileron deflection horn balanced controls anti balanced rudder control servo tabs

.to generate lift we have to move air downwards and to roll into a banked attitude to turn we have to lift one wing while dropping the other to lift a wing we have to generate more lift and so we lower the aileron on that side we don't get something for nothing and so this extra lift increases the drag meanwhile dropping the other wing by moving the aileron upwards reduces the drag the increased drag generated by the down going aileron causes the nose to yaw in the opposite direction to the roll and this is called adverse yaw . /com en/com080 300a jpg.with differential ailerons one aileron is raised a greater distance than the other aileron is lowered for a given movement of the control wheel this produces an increase in drag on the descending wing the greater drag results from deflecting the up aileron on the descending wing to a greater angle than the down aileron on the rising wing while adverse yaw is reduced it is not eliminated completely . /com en/com080 300b jpg. exemple 368 Differential aileron deflection.Differential aileron deflection.

One method to compensate adverse yaw is ?

Question 244-8 : A differential aileron a balance tab an anti balance tab a balance panel

.to generate lift we have to move air downwards and to roll into a banked attitude to turn we have to lift one wing while dropping the other to lift a wing we have to generate more lift and so we lower the aileron on that side we don't get something for nothing and so this extra lift increases the drag meanwhile dropping the other wing by moving the aileron upwards reduces the drag the increased drag generated by the down going aileron causes the nose to yaw in the opposite direction to the roll and this is called adverse yaw . /com en/com080 300a jpg.with differential ailerons one aileron is raised a greater distance than the other aileron is lowered for a given movement of the control wheel this produces an increase in drag on the descending wing the greater drag results from deflecting the up aileron on the descending wing to a greater angle than the down aileron on the rising wing while adverse yaw is reduced it is not eliminated completely . /com en/com080 300b jpg. exemple 372 A differential aileron.A differential aileron.

Flaperons are controls which combine the function of ?

Question 244-9 : Ailerons and flaps ailerons and elevator flaps and speed brakes flaps and elevator

exemple 376 Ailerons and flaps.Ailerons and flaps.

In general transport aeroplanes with power assisted flight controls are fitted ?

Question 244-10 : Effectiveness of trim tabs is insufficient for those aeroplanes the pilot does not feel the stick forces at all mechanical adjustment of trim tabs creates too many problems trim tab deflection increases vmo

exemple 380 Effectiveness of trim tabs is insufficient for those aeroplanes.Effectiveness of trim tabs is insufficient for those aeroplanes.

A jet aeroplane equipped with inboard and outboard ailerons is cruising at its ?

Question 244-11 : Only the inboard ailerons are active only the outboard aileron are active the inboard and outboard ailerons are active only the spoilers will be active not the ailerons

.the ailerons are normally situated at the wing tip to give the greatest moment for the force produced however this also means that they cause the maximum twisting and bending loads on the wing this can cause a loss of effectiveness or even reversal of the aileron .to reduce these effects the ailerons can be mounted further inboard alternatively two sets of ailerons may be fitted one set at the wing tip for use at low speeds when the forces involved are low and one set inboard for use at high speeds when the forces are greater and could cause greater structural distortion in summary outboard ailerons are low speed ailerons and inboard ailerons are high speed ailerons and only the inboard ailerons are used when the flaps are retracted exemple 384 Only the inboard ailerons are active.Only the inboard ailerons are active.

Which of the following statements concerning control is correct ?

Question 244-12 : In a differential aileron control system the control surfaces have a larger upward than downward maximum deflection on some aeroplanes the servo tab also serves as a trim tab hydraulically powered control surfaces do not need mass balancing in general the maximum downward elevator deflection is larger than upward

.to generate lift we have to move air downwards and to roll into a banked attitude to turn we have to lift one wing while dropping the other to lift a wing we have to generate more lift and so we lower the aileron on that side we don't get something for nothing and so this extra lift increases the drag meanwhile dropping the other wing by moving the aileron upwards reduces the drag the increased drag generated by the down going aileron causes the nose to yaw in the opposite direction to the roll and this is called adverse yaw . /com en/com080 300a jpg.with differential ailerons one aileron is raised a greater distance than the other aileron is lowered for a given movement of the control wheel this produces an increase in drag on the descending wing the greater drag results from deflecting the up aileron on the descending wing to a greater angle than the down aileron on the rising wing while adverse yaw is reduced it is not eliminated completely . /com en/com080 300b jpg. exemple 388 In a differential aileron control system the control surfaces have a larger upward than downward maximum deflection.In a differential aileron control system the control surfaces have a larger upward than downward maximum deflection.

When are outboard ailerons if present de activated ?

Question 244-13 : Flaps and slats retracted or speed above a certain value flaps and/or slats extended or speed below a certain value landing gear retracted landing gear extended

exemple 392 Flaps (and slats) retracted or speed above a certain value.Flaps (and slats) retracted or speed above a certain value.

Which statement about stick force per g is correct ?

Question 244-14 : The stick force per g must have both an upper and lower limit in order to ensure acceptable control characteristics the stick force per g increases when centre of gravity is moved aft the stick force per g can only be corrected by means of electronic devices stability augmentation in case of an unacceptable value if the slope of the fe n line becomes negative generally speaking this is not a problem for control of an aeroplane

exemple 396 The stick force per g must have both an upper and lower limit in order to ensure acceptable control characteristics.The stick force per g must have both an upper and lower limit in order to ensure acceptable control characteristics.

Examples of aerodynamic balancing of control surfaces are ?

Question 244-15 : Servo tab spring tab seal between the wing trailing edge and the leading edge of control surface balance tab horn balance and mass balance mass in the nose of the control surface horn balance and mass balance spring tab servo tab and power assisted control

Illustration of a seal between the wing trailing edge and the leading edge of control surface . 2762.when you move the control surface it generates an area of high pressure and an area of low pressure .this differential pressure creates a compensation force acting in the same way of the pilot's action exemple 400 Servo tab, spring tab, seal between the wing trailing edge and the leading edge of control surface.Servo tab, spring tab, seal between the wing trailing edge and the leading edge of control surface.

Which phenomenon is counteracted with differential aileron deflection ?

Question 244-16 : Adverse yaw aileron reversal sensitivity for spiral dive turn co ordination

To generate lift we have to move air downwards and to roll into a banked attitude to turn we have to lift one wing while dropping the other to lift a wing we have to generate more lift and so we lower the aileron on that side we don't get something for nothing and so this extra lift increases the drag meanwhile dropping the other wing by moving the aileron upwards reduces the drag the increased drag generated by the down going aileron causes the nose to yaw in the opposite direction to the roll and this is called adverse yaw ..with differential ailerons one aileron is raised a greater distance than the other aileron is lowered for a given movement of the control wheel this produces an increase in drag on the descending wing the greater drag results from deflecting the up aileron on the descending wing to a greater angle than the down aileron on the rising wing while adverse yaw is reduced it is not eliminated completely exemple 404 Adverse yaw.Adverse yaw.

An aeroplane has a servo tab controlled elevator what will happen if the ?

Question 244-17 : Pitch control sense is reversed pitch control is lost the servo tab now works as a negative trim tab the pitch control forces double

. /com en/com080 378 jpg.only the tab is left functioning it is not connected to the elevator but works in the unnatural sense to drive the elevator in the natural sense so with the elevator locked you only have very limited control from the tab only and in the unnatural sense and of course you have no trim or balance fuction left exemple 408 Pitch control sense is reversed.Pitch control sense is reversed.

A horn balance in a control system has the following purpose ?

Question 244-18 : To decrease stick forces to prevent flutter to obtain mass balancing to decrease the effective longitudinal dihedral of the aeroplane

.a horn balance is a method of aerodynamic balancing for the ailerons elevators and rudders and is used to produce a balancing moment in order to reduce amount of force required to move the controls .flutter is prevented by the use of mass balancing by adding weights to the control surface to move their cg not by horn balancing .example of horn balance . 1537 exemple 412 To decrease stick forces.To decrease stick forces.

An increase in geometric dihedral in a steady sideslip condition at constant ?

Question 244-19 : Increase the required lateral control force decrease the required lateral control force not affect the required lateral control force decrease the stick force per g

Stability is the ability of the aircraft to return to equalibrium without input from the pilot .equalibrium is where all the forces are zero .it does not mean that the aircraft returns to the same heading or altitude but that the relative airflow is in such a position that the aircraft will be balanced in the question we are trying to hold the aircraft in a steady side slip which means we are holding the aircraft out of equalibrium .a stable aircraft with geometric dihedral will try to oppose this .so we will be required to hold greater forces to maintain the angle which is opposing the natural tendency of the aircraft .if we increase the geometric dihedral even further we will need more effort to hold that sideslip as stability will be increased exemple 416 Increase the required lateral control force.Increase the required lateral control force.

When a jet transport aeroplane takes off with the cg at the forward limit and ?

Question 244-20 : Rotation will require a higher than normal stick force there will be a tendency to over rotate early nose wheel raising will take place rotation will be normal using the normal rotation technique

exemple 420 Rotation will require a higher than normal stick force.Rotation will require a higher than normal stick force.

Which statement is correct .i on fully hydraulic powered flight controls there ?

Question 244-21 : I is incorrect ii is correct i is incorrect ii is incorrect i is correct ii is correct i is correct ii is incorrect

.flight control force balance can normally be achieved hydraulically as part of the actuator sizing you have to remember that even though fly by wire aircraft recieve their control inputs electronically the control surfaces are still powered by the hydraulic system s which are sized to overcome mass balance and flight loads but to prevent flutter mass balancing is required and also in case of manual reversion total hydraulic failure .and with a fully hydraulic powered flight controls there is no need for trim tabs you can move the controls where you like and use an artificial trim exemple 424 I is incorrect, ii is correctI is incorrect, ii is correct

An aeroplane performs a right turn the slip indicator is left of neutral one ?

Question 244-22 : More left rudder more right rudder less right bank a higher turn rate

.in a skidding turn the ball will be displaced in the opposite direction of turn in the direction of turn for a slipping turn . /com en/com080 593 jpg.one way to co ordinate the turn is to apply more left rudder exemple 428 More left rudder.More left rudder.

When roll spoilers are extended the part of the wing on which they are mounted ?

Question 244-23 : Experiences a reduction in lift which generates the desired rolling moment in addition there is a local increase in drag which suppresses adverse yaw experiences extra drag which generates a yawing moment the speed difference between both wings generates the desired rolling moment stalls this causes a difference in lift between both wings which generates the desired rolling moment is forced downwards as a reaction to the increased drag

exemple 432 Experiences a reduction in lift, which generates the desired rolling moment. in addition there is a local increase in drag, which suppresses adverse yaw.Experiences a reduction in lift, which generates the desired rolling moment. in addition there is a local increase in drag, which suppresses adverse yaw.

When power assisted controls are used for pitch control ?

Question 244-24 : A part of the aerodynamic forces is still felt on the column trimming is superfluous aerodynamic balancing of the control surfaces is meaningless they only function in combination with an elevator trim tab

exemple 436 A part of the aerodynamic forces is still felt on the column.A part of the aerodynamic forces is still felt on the column.

The pitch angle is defined as the angle between the ?

Question 244-25 : Longitudinal axis and the horizontal plane longitudinal axis and the chord line chord line and the horizontal plane speed vector axis and the longitudinal axis

. 682.the angle of attack should not be confused with the pitch angle or attitude of aircraft which are angles relative to the horizontal while the angle of attack is in respect to the relative airflow exemple 440 Longitudinal axis and the horizontal plane.Longitudinal axis and the horizontal plane.

Which statement in respect of a trimmable horizontal stabiliser is correct ?

Question 244-26 : An aeroplane with a forward c g requires the stabiliser leading edge to be lower than for one with an aft c g in the same trimmed condition because take off speeds do not vary with centre of gravity location the need for stabiliser adjustment is dependent on flap position only an aeroplane with a forward c g requires the stabiliser leading edge to be higher than for one with an aft c g in the same trimmed condition at the forward c g limit stabiliser trim is adjusted fully nose down to obtain maximum elevator authority at rotation during take off

.if the cg is moved aft it results in a larger nose down pitching moment which has to be compensated for by placing a download on the tailplane this can be achieved by deflecting the elevator up although this results in high trim drag at higher airspeeds on large aircraft small movements of the variable incidence stabiliser allow the trimming to be carried out but with reduced trim drag .an upward deflection of the elevator is required to trim the aircraft so think of the stabiliser as a large elevator with its trailing edge moving in the same direction as the elevator to achieve this you must therefore lower the leading edge of the stabiliser to produce the necessary download .note once in a trimmed condition on fully powered flying controls the elevator will then align itself with the stabiliser to reduce the tail load and also the loads acting on the hinges and servo actuator on power assisted controls there is however no guarantee that this occurs due to downwash and configuration effects that can alter the flow over the surface it is also fair to say that trim drag also increases fuel consumption exemple 444 An aeroplane with a forward c.g. requires the stabiliser leading edge to be lower than for one with an aft c.g. in the same trimmed condition.An aeroplane with a forward c.g. requires the stabiliser leading edge to be lower than for one with an aft c.g. in the same trimmed condition.

An example of differential aileron deflection during initiation of left turn is ?

Question 244-27 : Left aileron 5° up right aileron 2° down left aileron 2° up right aileron 5° down left aileron 5° down right aileron 2° up left aileron 2° down right aileron 5° up

. /com en/com080 510 jpg.the aileron linkage causes the up going aileron the move through a larger angle than the down going aileron this increases the drag on the up aileron and reduces it on the down aileron and so reduces the difference in drag between the two wings exemple 448 Left aileron: 5° up. right aileron: 2° down.Left aileron: 5° up. right aileron: 2° down.

An aeroplane is provided with spoilers and both inboard and outboard ailerons ?

Question 244-28 : Inboard ailerons and roll spoilers outboard ailerons and roll spoilers inboard and outboard ailerons outboard ailerons only

exemple 452 Inboard ailerons and roll spoilers.Inboard ailerons and roll spoilers.

Mass balancing of control surfaces is used to ?

Question 244-29 : Prevent flutter of control surfaces limit the stick forces ensure that the control surfaces are in the mid position during taxiing increase the stick force stability

.flutter is a dangerous phenomenon encountered in flexible structures subjected to aerodynamic forces as the airspeed increases there may be a point at which the structural damping is insufficient to damp out the motions which are increasing due to aerodynamic energy being added to the airfoil this vibration can cause structural failure and therefore considering flutter characteristics is an essential part of designing an aircraft . 813.to counteract this phenomenon the control surface's cg must be as close as possible of the hinge the torsion axis exemple 456 Prevent flutter of control surfaces.Prevent flutter of control surfaces.

In what phase of flight are the outboard ailerons if fitted not active ?

Question 244-30 : Cruise take off until lift off approach landing with a strong and gusty crosswind to avoid over controlling the aeroplane

exemple 460 Cruise.Cruise.

The most important factor determining the required position of the trimmable ?

Question 244-31 : Position of the aeroplane's centre of gravity total mass of the aeroplane stall speed centre of gravity position of the fuel

exemple 464 Position of the aeroplane's centre of gravity.Position of the aeroplane's centre of gravity.

What is the position of the elevator in relation to the trimmable horizontal ?

Question 244-32 : Elevator deflection is zero at a forward cg the elevator is deflected upward and at an aft cg it is deflected downward the elevator is always deflected slightly downward in order to have sufficient remaining flare capability the position depends on speed the position of flaps and slats and the position of the centre of gravity

.a fully hydraulically operated flight controls is an irreversible system and the trim is a redatum as there is no physical connection between the stick and control therefore there will be no elevator deflection when trimmed

In straight flight as speed is increased whilst trimming to keep the stick ?

Question 244-33 : The elevator is deflected further downwards and the trim tab further upwards both elevator and trim tab are deflected further downwards the elevator and trim tab do not move the elevator is deflected further upwards and the trim tab further downwards

. /com en/com080 641 jpg. exemple 472 The elevator is deflected further downwards and the trim tab further upwards.The elevator is deflected further downwards and the trim tab further upwards.

Rotation around the longitudinal axis is called ?

Question 244-34 : Rolling pitching yawing slipping

Img /com en/com080 547a jpg. exemple 476 Rolling.Rolling.

Rotation around the normal axis is called ?

Question 244-35 : Yawing rolling pitching slipping

exemple 480 Yawing.Yawing.

Which of these statements about a trimmable horizontal stabiliser is correct ?

Question 244-36 : A trimmed aeroplane with an aft cg requires the stabiliser leading edge to be higher than in the case of a forward cg in the same condition because take off speeds do not vary with cg position the need for stabiliser adjustment is dependent on flap position only a trimmed aeroplane with an aft cg requires the stabiliser leading edge to be lower than in the case of a forward cg in the same condition at the aft cg limit stabiliser trim is adjusted fully nose up to obtain maximum elevator authority at rotation during take off

. /com fr/com080 298 jpg.with a forward cg the tailplane must produce a high downward force to stabilise the aircraft if the cg moves aft closer to the centre of lift the downward force is reduced the.trimmable horizontal stabiliser leading edge is higher than in the case of a forward cg to keep the balance of lift and total weight constant exemple 484 A trimmed aeroplane with an aft cg requires the stabiliser leading edge to be higher than in the case of a forward cg in the same condition.A trimmed aeroplane with an aft cg requires the stabiliser leading edge to be higher than in the case of a forward cg in the same condition.

When comparing an elevator trim system with a stabiliser trim system which of ?

Question 244-37 : An elevator trim is more sensitive to flutter an elevator trim is able to compensate larger changes in pitching moments an elevator trim is more suitable for aeroplanes with a large cg range an elevator trim produces lower trim drag

.on a stabiliser trim system the whole tailplane is moving this large surface is less sensitive to flutter than an elevator trim system the elevator trim tab system is a small auxiliary control surface hinged at the trailing edge of the elevators exemple 488 An elevator trim is more sensitive to flutter.An elevator trim is more sensitive to flutter.

When comparing a stabiliser trim system with an elevator trim system which of ?

Question 244-38 : An elevator trim is less suitable for aeroplanes with a large cg range a stabiliser trim is more sensitive to flutter an elevator trim is able to compensate larger changes in pitching moments an elevator trim is more suitable for aeroplanes with a large cg range

.a horizontal trimmable stabiliser enables a larger cg range and is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes .on a stabiliser trim system the whole tailplane is moving this large surface is less sensitive to flutter than an elevator trim system the elevator trim tab system is a small auxiliary control surface hinged at the trailing edge of the elevators exemple 492 An elevator trim is less suitable for aeroplanes with a large cg range.An elevator trim is less suitable for aeroplanes with a large cg range.

Comparing the differences between a horizontal trimmable stabiliser and an ?

Question 244-39 : I is correct ii is correct i is incorrect ii is incorrect i is incorrect ii is correct i is correct ii is incorrect

.the effects of a trim tab runaway are more serious > wrong .the effects of a stabiliser trim runaway are more serious > correct.a jammed stabiliser trim causes less control difficulty > wrong .a jammed trim tab causes less control difficulty > correct.stabiliser trim runaway is more serious because it requires more force to be exerted by the pilot to overcome the movement of the stabiliser trim because stabilisers pivot around a central hinge point they are extremely sensitive to control inputs and aerodynamic loads antiservo tabs are incorporated on the trailing edge to decrease sensitivity they deflect in the same direction as the stabilisator this results in an increase in the force required to move the stabiliser .whereas a jammed trim tab is less serious because it requires less force to be exerted by the pilot in order to overcome it exemple 496 I is correct, ii is correct.I is correct, ii is correct.

Which aerodynamic design features can be used to reduce control forces ?

Question 244-40 : Horn balance balance tab servo tab mass balance horn balance artificial feel system servo tab bobweight control surfaces with increased area balance tab control surfaces with increased area behind the hinge artificial feel system

exemple 500 Horn balance, balance tab, servo tab.Horn balance, balance tab, servo tab.

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