In general control forces are reduced by ? [ Question security ]

Question 245-1 : A horn balance servo tab and spring tab mass balancing a trim tab and spring tab a balance tab forward shift of the cg and a servo tab a servo tab spring tab and mass balancing

exemple 345 A horn balance, servo tab and spring tab. — A horn balance, servo tab and spring tab.

What are the primary roll controls on a conventional aeroplane ?

Question 245-2 : The ailerons the rudder symmetrically deflected spoilers asymmetrically extended leading edge flaps

exemple 349 The ailerons. — The ailerons.

Artificial feel is required ?

Question 245-3 : With fully powered flight controls when the flight control surfaces are fitted with control tabs or trim tabs when there is a trimmable stabiliser with power assisted flight controls

exemple 353 With fully powered flight controls. — With fully powered flight controls.

Consider an aeroplane with .1 a trim tab .2 fully powered hydraulic controls ?

Question 245-4 : 1 moves forward 2 does not change 1 does not change 2 moves forward 1 moves forward 2 moves forward 1 does not change 2 does not change

exemple 357 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 1 moves forward, 2 does not change.

The tab in the figure represents . err a 081 946 ?

Question 245-5 : A servo tab a balance tab a trim tab an anti balance tab

The tab in the figure represents . err a 081 947 ?

Question 245-6 : A balance tab that also functions as a trim tab a control tab a trim tab an antibalance tab

exemple 365 A balance tab that also functions as a trim tab. — A balance tab that also functions as a trim tab.

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

Question 245-7 : A stabiliser trim is able to compensate larger changes in pitching moments a stabiliser trim is more sensitive to flutter an elevator trim is more suitable for aeroplanes with a large cg range an elevator trim is able to compensate larger changes in pitching moments

exemple 369 A stabiliser trim is able to compensate larger changes in pitching moments. — A stabiliser trim is able to compensate larger changes in pitching moments.

Spoilers mounted on the wing upper surface can be used to ?

Question 245-8 : Assist the ailerons assist the elevators prevent aeroplane yaw following engine failure increase lift and drag

exemple 373 Assist the ailerons. — Assist the ailerons.

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

Question 245-9 : The elevator is deflected further upwards and the trim tab further downwards both elevator and trim tab are deflected further upwards the elevator and trim tab do not move the elevator is deflected further downwards and the trim tab further upwards

exemple 377 The elevator is deflected further upwards and the trim tab further downwards. — . /com en/com080 641 jpg. The elevator is deflected further upwards and the trim tab further downwards.

If the airspeed is doubled whilst maintaining the same control surface ?

Question 245-10 : Become four times greater double increase by the square root of the airspeed become four times smaller

exemple 381 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 Become four times greater.

What kind of horizontal control surface is shown in the figure . err a 081 1016 ?

Question 245-11 : All flying tail elevator canard frise type control

exemple 385 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 All-flying tail.

Comparing the differences between a horizontal trimmable stabiliser and an ?

Question 245-12 : I is correct ii is incorrect i is incorrect ii is incorrect i is incorrect ii is correct i is correct ii is correct

exemple 389 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 I is correct, ii is incorrect.

Comparing the differences between a horizontal trimmable stabiliser and an ?

Question 245-13 : I is correct ii is incorrect i is incorrect ii is incorrect i is incorrect ii is correct i is correct ii is correct

exemple 393 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 I is correct, ii is incorrect.

Comparing the differences between a horizontal trimmable stabiliser and an ?

Question 245-14 : I is correct ii is correct i is incorrect ii is incorrect i is incorrect ii is correct i is correct ii is incorrect

exemple 397 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 I is correct, ii is correct.

Comparing the differences between a horizontal trimmable stabiliser and an ?

Question 245-15 : I is incorrect ii is correct i is incorrect ii is incorrect i is correct ii is correct i is correct ii is incorrect

exemple 401 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 I is incorrect, ii is correct.

Outboard ailerons if present are normally used ?

Question 245-16 : In low speed flight only in high speed flight only at transonic and supersonic speeds only when the landing gear is up

exemple 405 In low speed flight only. — In low speed flight only.

The elevator deflection required for a given manoeuvre will be ?

Question 245-17 : Larger at low ias when compared to high ias larger for an aft cg position when compared to a forward position the same for all cg positions the same at all speeds

exemple 409 Larger at low ias when compared to high ias. — Larger at low ias when compared to high ias.

The elevator deflection required for a given manoeuvre will be ?

Question 245-18 : Smaller for a aft cg position when compared to an forward position larger for an aft cg position when compared to a forward position larger at high ias when compared to low ias the same at all speeds

exemple 413 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 Smaller for a aft cg position when compared to an forward position.

The function of ailerons is to rotate the aeroplane about the ?

Question 245-19 : Longitudinal axis lateral axis normal axis yaw axis

exemple 417 Longitudinal axis. — Longitudinal axis.

What is the primary input for an artificial feel system ?

Question 245-20 : Ias mach number tas static pressure

Rotation about the longitudinal axis of an aeroplane can be achieved by ?

Question 245-21 : Aileron deflection and/or rudder deflection symmetrical spoiler deflection and/or elevator deflection speed brake extension or wing flap deflection elevator deflection and/or slat extension

exemple 425 Aileron deflection and/or rudder deflection. — Aileron deflection and/or rudder deflection.

Flutter may be caused by a ?

Question 245-22 : Distortion by bending and torsion of the structure causing increasing vibration in the resonance frequency low airspeed aerodynamic wing stall roll control reversal high airspeed aerodynamic wing stall

.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

Which load factor determines va ?

Question 245-23 : Manoeuvring limit load factor manoeuvring ultimate load factor gust load factor at 66 ft/s gust manoeuvring flap limit load factor

exemple 433 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 Manoeuvring limit load factor.

The shape of the gust load diagram is also determinated by the following three ?

Question 245-24 : 25 50 66 35 55 66 25 55 75 15 56 65

exemple 437 25, 50, 66. — . 2386 25, 50, 66.

Which combination of speeds is applicable for structural strength in gust clean ?

Question 245-25 : 50 ft/sec and vc 66 ft/sec and vd 65 ft/sec at all speeds 55 ft/sec and vb

.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

The extreme right limitation for both gust and manoeuvre diagrams is created by ?

Question 245-26 : Vd vc vflutter vmo

. 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

What can happen to the aeroplane structure flying at a speed just exceeding va ?

Question 245-27 : It may suffer permanent deformation if the elevator is fully deflected upwards it may break if the elevator is fully deflected upwards it may suffer permanent deformation because the flight is performed at too large dynamic pressure it will collapse if a turn is made

exemple 449 It may suffer permanent deformation if the elevator is fully deflected upwards. — It may suffer permanent deformation if the elevator is fully deflected upwards.

What is the limit load factor of a large transport aeroplane ?

Question 245-28 : 2 5 4 4 3 75 6

exemple 453 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 2.5

The maximum acceptable cruising altitude is limited by a minimum acceptable ?

Question 245-29 : Turbulence may induce mach buffet turbulence may exceed the limit load factor a sudden necessary bankangle may exceed the limit load factor mach buffet will occur immediately

.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

Va is ?

Question 245-30 : The maximum speed at which maximum elevator deflection up is allowed the maximum speed at which rolls are allowed the speed at which a heavy transport aeroplane should fly in turbulence the speed that should not be exceeded in the climb

exemple 461 The maximum speed at which maximum elevator deflection up is allowed. — .va = sqrt 2 5 vs The maximum speed at which maximum elevator deflection up is allowed.

Vmo ?

Question 245-31 : Should be not greater than vc should be chosen in between vc and vd is equal to the design speed for maximum gust intensity should not be less than vd

exemple 465 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 Should be not greater than vc.

For an aeroplane with one fixed value of va the following applies va is ?

Question 245-32 : The speed at which the aeroplane stalls at the manoeuvring limit load factor at mtow the maximum speed in smooth air the speed at which unrestricted application of elevator control can be used without exceeding the maximum manoeuvring limit load factor just another symbol for the rough air speed

.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

Load factor is increased by ?

Question 245-33 : Upward gusts an increase in aeroplane mass a decrease in air density forward cg movement

exemple 473 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 Upward gusts.

The positive manoeuvring limit load factor for a light aeroplane in the utility ?

Question 245-34 : 4 4 2 5 3 8 6

exemple 477 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 4.4.

Which statement is correct about the gust load on an aeroplane ias and all ?

Question 245-35 : 1 is correct and 2 is incorrect 1 and 2 are correct 1 and 2 are incorrect 1 is incorrect and 2 is correct

exemple 481 1 is correct and 2 is incorrect. — 1 is correct and 2 is incorrect.

Which statement regarding the gust load factor on an aeroplane is correct all ?

Question 245-36 : 1 and 2 are correct 1 is correct and 2 is incorrect 1 is incorrect and 2 is correct 1 and 2 are incorrect

exemple 485 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 1 and 2 are correct.

When flutter damping of control surfaces is obtained by mass balancing these ?

Question 245-37 : In front of the hinge below the hinge above the hinge behind the hinge

exemple 489 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 In front of the hinge.

Which of the following statements is true ?

Question 245-38 : Flight in severe turbulence may lead to a stall and/or structural limitations being exceeded flap extension in severe turbulence at constant speed increases both the stall speed and the structural limitation margins by increasing the flap setting in severe turbulence at constant speed the stall speed will be reduced and the risk for exceeding the structural limits will be decreased flap extension in severe turbulence at constant speed moves the centre of pressure aft which increases the structural limitation margins

exemple 493 Flight in severe turbulence may lead to a stall and/or structural limitations being exceeded. — Flight in severe turbulence may lead to a stall and/or structural limitations being exceeded.

The relationship between the stall speed vs and va eas for a large transport ?

Question 245-39 : Va >= vs * sqrt 2 5 va > vs * sqrt 2 5 va < vs * sqrt 2 5 va

exemple 497 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 Va >= vs * sqrt(2.5)

The positive manoeuvring limit load factor for a large transport aeroplane with ?

Question 245-40 : 2 0 1 5 2 5 3 75

exemple 501 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 2.0.

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