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Question 245-1 : Consider an aeroplane with.1. a trim tab..2. fully powered hydraulic controls and an adjustable horizontal stabiliser..for both cases and starting from a trimmed condition, how will the neutral position of the control column change, after trimming for a speed increase ? [ Question security ]

1 moves forward, 2 does not change.

.after trimming for a speed increase.. the neutral position of the control column moves forward with a trim tab.. the neutral position of the control column with a fully powered hydraulic controls and an adjustable horizontal stabiliser...when speed increases, the pilot need to increase back pressure on the pitch control. this moves the elevator up. to hold the elevator in this new position, the trim tab is moved down..but with fully powered hydraulic controls, trimming does not reduce the effective range of pitch control, as the elevator remains approximately neutral when the aircraft is trimmed. exemple 345 1 moves forward, 2 does not change.

Question 245-2 : The tab in the figure represents.. err a 081 946 ?

A servo tab.

exemple 349 A servo tab.

Question 245-3 : The tab in the figure represents.. err a 081 947 ?

A balance tab that also functions as a trim tab.

exemple 353 A balance tab that also functions as a trim tab.

Question 245-4 : When comparing a stabiliser trim system with an elevator trim system, which of these statements is correct ?

A stabiliser trim is able to compensate larger changes in pitching moments.

exemple 357 A stabiliser trim is able to compensate larger changes in pitching moments.

Question 245-5 : Spoilers mounted on the wing upper surface can be used to ?

Assist the ailerons.

exemple 361 Assist the ailerons.

Question 245-6 : In straight flight, as speed is reduced, whilst trimming to keep the stick force zero ?

The elevator is deflected further upwards and the trim tab further downwards.

. /com en/com080 641.jpg.. exemple 365 The elevator is deflected further upwards and the trim tab further downwards.

Question 245-7 : If the airspeed is doubled, whilst maintaining the same control surface deflection the aerodynamic force on this control surface will ?

Become four times greater.

.recall the lift equation.lift = cl x 1/2 rho x v² x s.where lift equals the coefficient of lift x dynamic pressure x velocity squared x surface area of the air foil..if speed is doubled, dynamic pressure aerodynamic force is 1/2 rho x v² will be four times greater. exemple 369 Become four times greater.

Question 245-8 : What kind of horizontal control surface is shown in the figure.. err a 081 1016 ?

All flying tail.

.the figure shows a 'moving tailplane' or 'all flying tail'.. /com en/com080 1016.jpg.all flying tail on a robin dr 400. exemple 373 All-flying tail.

Question 245-9 : Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect.i. when trimmed for zero elevator stick force an elevator trim tab causes more drag..ii. an elevator trim tab enables a larger cg range. ?

I is correct, ii is incorrect.

.trimming in pitch is achieved by a small trim tab at the rear of the elevator or by moving the whole tailplane the stabiliser. these both produce aerodynamic forces..these forces depend on 1/2 rho v² cl which changes with the amount of deflection changes in angle of attack and s the surface area..a stabiliser is much bigger that a trim tab. it will produce much larger forces for the same ias and deflection...comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab..correct elevator trim tab statements.. when trimmed for zero elevator stick force an elevator trim tab causes more drag... a trim tab runaway causes less control difficulty... a jammed trim tab causes less control difficulty.....correct horizontal trimmable stabiliser statements.. a horizontal trimmable stabiliser enables a larger cg range... a stabiliser trim is a more powerful means of trimming... the effects of a stabiliser trim runaway are more serious... a stabiliser trim is more suitable for jet transport aeroplanes because of their large speed range... a stabiliser trim is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes.....the horizontal stabilizer, which can be used either by itself or in addition to a trimming tab, is more effective than trim tabs at high mach numbers. the incidence can be varied to balance out of trim forces.. /com en/com080 1186a.jpg..... /com en/com080 1186b.jpg.. trimmable horizontal stabilizer on an airbus a319. exemple 377 I is correct, ii is incorrect.

Question 245-10 : Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which statement is correct.i. a trim tab is less suitable for jet transport aeroplanes because of their large speed range..ii. a trim tab is a more powerful means of trimming. ?

I is correct, ii is incorrect.

.trimming in pitch is achieved by a small trim tab at the rear of the elevator or by moving the whole tailplane the stabiliser. these both produce aerodynamic forces..these forces depend on 1/2 rho v² cl which changes with the amount of deflection changes in angle of attack and s the surface area..a stabiliser is much bigger that a trim tab. it will produce much larger forces for the same ias and deflection...comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab..correct elevator trim tab statements.. when trimmed for zero elevator stick force an elevator trim tab causes more drag... a trim tab runaway causes less control difficulty... a jammed trim tab causes less control difficulty.....correct horizontal trimmable stabiliser statements.. a horizontal trimmable stabiliser enables a larger cg range... a stabiliser trim is a more powerful means of trimming... the effects of a stabiliser trim runaway are more serious... a stabiliser trim is more suitable for jet transport aeroplanes because of their large speed range... a stabiliser trim is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes.....the horizontal stabilizer, which can be used either by itself or in addition to a trimming tab, is more effective than trim tabs at high mach numbers. the incidence can be varied to balance out of trim forces.. /com en/com080 1186a.jpg..... /com en/com080 1186b.jpg.. trimmable horizontal stabilizer on an airbus a319. exemple 381 I is correct, ii is incorrect.

Question 245-11 : Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect.i. a stabiliser trim is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes..ii. ?

I is correct, ii is correct.

.trimming in pitch is achieved by a small trim tab at the rear of the elevator or by moving the whole tailplane the stabiliser. these both produce aerodynamic forces..these forces depend on 1/2 rho v² cl which changes with the amount of deflection changes in angle of attack and s the surface area..a stabiliser is much bigger that a trim tab. it will produce much larger forces for the same ias and deflection... a stabiliser trim is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes.. a trim tab runaway causes less control difficulty. exemple 385 I is correct, ii is correct.

Question 245-12 : Comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab, which of these statements are correct or incorrect.i. when trimmed for zero elevator stick force a horizontal trimmable stabiliser causes more drag..ii. ?

I is incorrect, ii is correct.

.trimming in pitch is achieved by a small trim tab at the rear of the elevator or by moving the whole tailplane the stabiliser. these both produce aerodynamic forces..these forces depend on 1/2 rho v² cl which changes with the amount of deflection changes in angle of attack and s the surface area..a stabiliser is much bigger that a trim tab. it will produce much larger forces for the same ias and deflection...comparing the differences between a horizontal trimmable stabiliser and an elevator trim tab..correct elevator trim tab statements.. when trimmed for zero elevator stick force an elevator trim tab causes more drag... a trim tab runaway causes less control difficulty... a jammed trim tab causes less control difficulty.....correct horizontal trimmable stabiliser statements.. a horizontal trimmable stabiliser enables a larger cg range... a stabiliser trim is a more powerful means of trimming... the effects of a stabiliser trim runaway are more serious... a stabiliser trim is more suitable for jet transport aeroplanes because of their large speed range... a stabiliser trim is more suitable to cope with the large trim changes generated by the high lift devices on most jet transport aeroplanes.....the horizontal stabilizer, which can be used either by itself or in addition to a trimming tab, is more effective than trim tabs at high mach numbers. the incidence can be varied to balance out of trim forces.. /com en/com080 1186a.jpg..... /com en/com080 1186b.jpg.. trimmable horizontal stabilizer on an airbus a319. exemple 389 I is incorrect, ii is correct.

Question 245-13 : Outboard ailerons if present are normally used ?

In low speed flight only.

exemple 393 In low speed flight only.

Question 245-14 : The elevator deflection required for a given manoeuvre will be ?

Larger at low ias when compared to high ias.

exemple 397 Larger at low ias when compared to high ias.

Question 245-15 : The elevator deflection required for a given manoeuvre will be ?

Smaller for a aft cg position when compared to an forward position.

.the question is about longitudinal stability. cg position affects longitudinal static stability and control response. the magnitude of the stick force required to pitch for an aircraft with manual controls is determined by the distance the cg is forward of the neutral point..forward movement of the cg will increase stability and reduce the control response. for the same manoeuvre, a smaller elevator deflection is required for a aft cg than for a forward cg. exemple 401 Smaller for a aft cg position when compared to an forward position.

Question 245-16 : The function of ailerons is to rotate the aeroplane about the ?

Longitudinal axis.

exemple 405 Longitudinal axis.

Question 245-17 : What is the primary input for an artificial feel system ?

Ias.

exemple 409 Ias.

Question 245-18 : Rotation about the longitudinal axis of an aeroplane can be achieved by ?

Aileron deflection and/or rudder deflection.

exemple 413 Aileron deflection and/or rudder deflection.

Question 245-19 : Flutter may be caused by a ?

Distortion by bending and torsion of the structure causing increasing vibration in the resonance frequency.

.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..vdo925.vdo926 exemple 417 Distortion by bending and torsion of the structure causing increasing vibration in the resonance frequency.

Question 245-20 : Which load factor determines va ?

Manoeuvring limit load factor.

.va means design manoeuvring speed..va is defined in cs 25 certificate specification large aeroplanes as vs1 x square root of n, where n is the limiting load factor.. 2376 exemple 421 Manoeuvring limit load factor.

Question 245-21 : The shape of the gust load diagram is also determinated by the following three vertical speed in ft/s clean configuration ?

25, 50, 66.

. 2386 exemple 425 25, 50, 66.

Question 245-22 : Which combination of speeds is applicable for structural strength in gust clean configuration ?

50 ft/sec and vc.

.see certification specifications and acceptable means of compliance for large aeroplanes cs 25 on the easa website...cs 25.335 design airspeeds.the selected design airspeeds are equivalent.airspeeds eas , for vb, vc and vd, the following apply.max gust intensity speed vb +/ 66 ft/sec..design cruise speed vc 50 ft/sec..design dive speed vd 25 ft/sec.

Question 245-23 : The extreme right limitation for both gust and manoeuvre diagrams is created by the speed ?

Vd.

. 2386.see certification specifications and acceptable means of compliance for large aeroplanes cs 25 on the easa website...cs 25.335 design airspeeds.the selected design airspeeds are equivalent airspeeds eas , for vb, vc and vd, the following apply.max gust intensity speed vb +/ 66 ft/sec..design cruise speed vc 50 ft/sec.. design dive speed vd 25 ft/sec. exemple 433 Vd.

Question 245-24 : What can happen to the aeroplane structure flying at a speed just exceeding va ?

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

exemple 437 It may suffer permanent deformation if the elevator is fully deflected upwards.

Question 245-25 : What is the limit load factor of a large transport aeroplane ?

2.5

.an aeroplane's rated strength is a measure of the load the wings can carry without being damaged...large transport aeroplane 1g to +2.5g flaps up 1 to 2.5 flaps extended 0 to 2.0...other aircrafts.normal and commuter 1.52 to +3.8.utility 1.76 to +4.4.acrobatic 3 to +6.

Question 245-26 : The maximum acceptable cruising altitude is limited by a minimum acceptable load factor because exceeding that altitude ?

Turbulence may induce mach buffet.

.mach buffet is a function of the speed of the airflow over the wing not necessarily the speed of the aircraft. any time that too great a lift demand is made on the wing, whether from too fast an airspeed or from too high an aoa angle of attack near the mmo, the high speed buffet occurs. there are also occasions when the buffet can be experienced at much lower speeds known as the low speed mach buffet...an aircraft flown at a speed too slow for its weight and altitude necessitating a high aoa is the most likely situation to cause a low speed mach buffet. this very high aoa has the effect of increasing airflow velocity over the upper surface of the wing until the same effects of the shock waves and buffet occur as in the high speed buffet situation. the aoa of the wing has the greatest effect on inducing the mach buffet at either the high speed or low speed boundaries for the aircraft...the conditions that increase the aoa, the speed of the airflow over the wing, and chances of mach buffet is. high altitudes the higher an aircraft flies, the thinner the air and the greater the aoa required to produce the lift needed to maintain level flight... heavy weights the heavier the aircraft, the greater the lift required of the wing, and all other things being equal, the greater the aoa... g loading an increase in the g loading on the aircraft has the same effect as increasing the weight of the aircraft. whether the increase in g forces is caused by turns, rough control usage, or turbulence, the effect of increasing the wing's aoa is the same.

Question 245-27 : Va is ?

The maximum speed at which maximum elevator deflection up is allowed.

.va = sqrt 2.5. vs exemple 449 The maximum speed at which maximum elevator deflection up is allowed.

Question 245-28 : Vmo ?

Should be not greater than vc.

.vc is a design speed not an operating speed. vd is the design dive speed. if you go there the wings will come off..vmo/mmo may be equal to, but may not be greater than vc the design cruise speed. the reasoning behind that is, that if you are flying at vmo/mmo, and you get a disturbance nose down, the speed will increase, hopefully you will be able to recover before vd. exemple 453 Should be not greater than vc.

Question 245-29 : For an aeroplane with one fixed value of va the following applies. va is ?

The speed at which the aeroplane stalls at the manoeuvring limit load factor at mtow.

.va is the design manoeuvring speed. it is the highest speed at which maximum elevator deflection up is allowed..the question states an aeroplane with one fixed value of va , thus the following applies.va = vs1g x square root of the limit load factor and as vs varies with weight so does va.

Question 245-30 : Load factor is increased by ?

Upward gusts.

.gusts will produce change in the angle of attack, thus load factor will increase for an upward gust, and decrease for a downward gust. exemple 461 Upward gusts.

Question 245-31 : The positive manoeuvring limit load factor for a light aeroplane in the utility category in the clean configuration is ?

4.4.

.an aeroplane's rated strength is a measure of the load the wings can carry without being damaged..light aeroplane can take total loads in three categories.normal 1.52 to +3.8.utility 1.76 to +4.4.aerobatic 3 to +6 exemple 465 4.4.

Question 245-32 : 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. ?

1 is correct and 2 is incorrect.


Question 245-33 : Which statement regarding the gust load factor on an aeroplane is correct all other factors of importance being constant . 1. increasing the aspect ratio of the wing will increase the gust load factor..2. increasing the speed will increase the gust load factor. ?

1 and 2 are correct.

.wing area decreases > aspect ratio decreases hence gust load factor decreases...speed increases > gust load factor increases.aspect ratio increases > gust load factor increases..altitude increases > gust load factor decreases due to less dynamic pressure.weight increases > gust load factor decreases due to more mass to accelerate. exemple 473 1 and 2 are correct.

Question 245-34 : When flutter damping of control surfaces is obtained by mass balancing, these weights will be located with respect to the hinge of the control surface ?

In front of the hinge.

.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 477 In front of the hinge.

Question 245-35 : Which of the following statements is true ?

Flight in severe turbulence may lead to a stall and/or structural limitations being exceeded.

exemple 481 Flight in severe turbulence may lead to a stall and/or structural limitations being exceeded.

Question 245-36 : The relationship between the stall speed vs and va eas for a large transport aeroplane can be expressed in the following formula sqrt= square root ?

Va >= vs * sqrt 2.5

.va is defined in cs 25 certificate specification large aeroplanes as vs1 x square root of n, where n is the limiting load factor..thus, va can be equal to vs, but may not be less than vs1g x square root of limit load factor... 2.5g is the limit load factor for a large transport aeroplane. exemple 485 Va >= vs * sqrt(2.5)

Question 245-37 : The positive manoeuvring limit load factor for a large transport aeroplane with flaps extended is ?

2.0.

.normal and commuter 1.52 to +3.8.utility 1.76 to +4.4.acrobatic 3 to +6.transport 1 to +2.5 flaps up 1 to 2.5 flaps extended 0 to 2.0. exemple 489 2.0.

Question 245-38 : The manoeuvring speed va, expressed as indicated airspeed, of a transport aeroplane ?

Depends on aeroplane mass and pressure altitude.

exemple 493 Depends on aeroplane mass and pressure altitude.

Question 245-39 : Vle is defined as the ?

Maximum landing gear extended speed.

.velocity landing extended exemple 497 Maximum landing gear extended speed.

Question 245-40 : Which statement is correct about the gust load factor on an aeroplane.i. when the mass increases, the gust load factor increases..ii. when the altitude decreases, the gust load factor increases. ?

I is incorrect, ii is correct.

.wing area decreases > aspect ratio decreases hence gust load factor decreases...speed increases > gust load factor increases.aspect ratio increases > gust load factor increases..altitude increases > gust load factor decreases due to less dynamic pressure.weight increases > gust load factor decreases due to more mass to accelerate. exemple 501 I is incorrect, ii is correct.


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