AIRCRAFT Question

8/13/2019 AIRCRAFT Question

1/8

AERONAUTICAL

Sl No Question

1

The angle of attack is:(a) The angle between the chord and the longitudinal axis(b) The angle between the wing and the lateral axis(c) The angle between the chord and the direction of the airflow(d) The angle between the chord and the centre line fuselage

2

Directional control is obtained by:(a) The rudder

(b) eleators(c) ailerons(d) fla!

"

The wing s!an is the #ax$ distance:(a) %ro# leading edge to trailing edge(b) from wing tip to wing tip(c) fro# wing ti! to fuselage centre line(d) fro# wing root to wing root

&

The ta!er ratio is:(a) the ratio of root incidence to ti! incidence(b) The ratio of wing root thickness to ti! thickness(c) The ratio of tip chord to root chord(d) the ratio wing ti! to wing ti!

'

The chord line is:(a) a line tangential to the wing surface at the leading edge(b) a line euidistant fro# leading edge to trailing edge(c) a traight line from leading edge to trailing edge(d) a line drawn fro# ti! to ti!

The dihedral angle is:(a) the inclination of the wing to the ertical axis(b) the upward inclination of the wing to the lateral a!i(c) The inclination of the wing to the longitudinal axis(d) the downward inclination of the wing to the lateral axis

*

+n a sy##etrical aerofoil section the #ean ca#ber line is:,(a) A traight line coincident with the chord(b) -oincident with the u!!er surface of the section

(c) . cure(d) . line drawn fro# root to ti!

/

0ash out is:(a) . decrease in chord fro# root to ti!(b) an increase in incidence fro# root to ti!(c) a decreae in incidence from root to tip(d) . decrease and then increase in angle of chord fro# root to ti!

The as!ect ratio is:(a) the ratio between the s!an and the #ean chord(b) the ratio between the suare of the s!an and the #ean chord(c) the ratio between the pan and the wing area(d) the ratio between the wing area and the #ean chord

1

3awing is a rotation about:(a) The normal a!i(b) the longitudinal axis(c) The lateral axis(d) - 4 of aircraft

11

. wing whose ti!s were lower than the root would be described as haing:(a) 0ashout(b) washing(c) Anhedral(d) dihedral

12

5ongitudinal control is obtained by:(a) 6udder(b) .ilerons

(c) Ele"ator(d) -ontrol colu#n

1"

3awing is caused by:(a) The eleators(b) The rudder(c) The ailerons(d) -ontrol colu#n


2/8

AERONAUTICAL

Sl No Question

1&

6olling is a rotation about:(a) The longitudinal a!i(b) The nor#al axis(c) The lateral axis(d) The cg of aircraft

1'

0hen an a7c is in leel flight the nor#al axis is:(a) 8ori9ontal fro# front to rear

(b) 8ori9ontal fro# side to side(c) #ertical(d) -oinciding with centre line running fro# nose to tail of aircraft

1

The #ean cha#ber line is:(a) a line e$uiditant from upper and lower urface(b) The line #ade by the u!!er surface of the wing(c) a straight line fro# leading edge to trailing edge(d) The line #ade by the lower surface of the wing

1*

5ateral control is obtained by :(a) 6udder(b) leators(c) Aileron(d) %la!

1/

;itching is a rotation about:(a) The longitudinal axis(b) The lateral a!i(c) The nor#al axis(d)


3/8

AERONAUTICAL

Sl No Question

2*

+n a cli#b at a steady s!eed the thrust is:(a) exactly eual to the drag(b) greater than the drag(c) 5ess than the drag(d) Trust is eual to weight and drag

2/

%or the sa#e angle of attack a ca#bered wing will:(a) 4ie less lift than one with no ca#ber

(b) 4ie the sa#e lift as one with no -a#ber(c) 'i"e more lift than one with no camber(d) 4ie less drag than one with no ca#ber

2

+f the angle of attack is increased the centre of !ressure will:(a) ?oe rearward(b) 6e#ain stationary(c) o"e forward(d) @nly a is correct

"

The lift7drag ratio of a wing section at itAs stalling angle of attack is:(a) @f a negatie uantity(b) 5ow(c) igh(d) Bnity

"1

%or a ca#bered wing section= the 9ero lift angle will be:(a) ;ositie(b) Negati"e(c) Cero(d) ual to 9ero

"2

The centre of !ressure is:(a) The centre of graity of the wing(b) The point on the chord line at which the reultant lift force ma* be aid to act(c) The !oint of #ax$ !ressure on the under surface of the wing(d) The !oint of #ax$ !ressure on the lower surface of the wing

""

The o!ti#u# angle of attack of an aerofoil is the angle at which:(a) The highet lift+drag ratio i produced(b) The aerofoil !roduces 9ero lift

(c) The aerofoil !roduces #axi#u# lift(d) The aerofoil !roduce #axi#u# drag

"&

The airflow oer a wing causes:(a) a decrease in s!eed and a decrease in !ressure oer the u!!er surface= and an

increase in s!eed and a decrease in !ressure oer lower surface(b) An increae in peed and a decreae in preure o"er upper urface& and a

decreae in peed and an increae in preure o"er the lower urface(c) an increase in s!eed and an increase in !ressure oer the u!!er surface= ands an

increase in s!eed and an increase in !ressure oer the lower surface(e) a > c is correct

"'

.ll the factors that affect the lift !roduced by an aerofoil are:(a) angle of attack= air density= elocity= wing area(b) angle of attack= air te#!$= elocity= wing area(c) angle of attac%& "elocit*& wing area& aerofoil hape& air denit*(d) angle of attack alone

"

. wing section suitable for high s!eed would be:(a) Thin with little or no camber(b) Thick with high ca#ber(c) Thin with high ca#ber(d) ither b or c

"*

The airflow oer the to! surface of an aerofoil !roduces:(a) a s#aller !ro!ortion of the total lift than the airflow !ast the lower surface(b) an eual !ro!ortion of the total to that !roduced by the airflow !ast the lower surface(c) a greater proportion of the total lift than the airflow pat the lower urface(d) a s#aller !ro!ortion of the total lift than the airflow !ast the u!!er surface

"/

+f the airs!eed oer a wing at a constant angle of attack is doubled(a) The lift will be doubled(b) The lift will be increaed four time(c) The lift will increase eight ti#es(d) The lift will not change


4/8

AERONAUTICAL

Sl No Question

"

. ca#bered airfoil section set at 9ero angle of attack in an air strea# will:(a) ,roduce negati"e lift(b) ;roduce lift(c) ;roduce no lift(d) 8igh lift

&

+f the density of the air is increased= the lift will:(a) 6e#ain the sa#e

(b) Decrease(c) Increae(d) 5ift is constant

&1

+f the angle of attack and other factors re#ain constant and the airs!eed is doubled= the lift!roduced at the higher s!eed will be

(a) The sa#e as at the lower s!eed(b) Two ti#es greater than at the lower s!eed(c) -our time greater than at the lower peed(d) The s!eed will not change

&2

.n aircraft wing is designed to !roduce lift resulting fro# relatiely(a) Negatie air !ressure below and acuu# aboe the wingAs surface(b) ,oiti"e air preure below the wing. urface and a more poiti"e air

preure below the wing. urface

(c) ;ositie air !ressure below the wingAs surface and negatie air !ressure aboe thewingAs surface

(d) Negatie air !ressure below and acuu# aboe the wingAs surface

&"

5ift on a wing is #ost !ro!erty defined as the(a) %orce acting !er!endicular to the relatie wind(b) /ifferential preure acting perpendicular to the chord of the wing(c) 6educe !ressure resulting fro# a la#inar flow oer the u!!er ca#ber of an airfoil=

which acts !er!endicular to the #ean ca#ber(d) %orce acting in ertical axis

&&

@n a wing= the force of lift acts !er!endicular to and the force of drag acts !arallel to the(a) -hord line(b) -light path(c) 5ongitudinal axis

(d)


5/8

AERONAUTICAL

Sl No Question

'

5ift and drag are de!endent on(a) Sha!e of aerofoil(b) Density of air(c) ;lan area of aerofoil(d) a& b 0 c i correct

'1

?ini#u# total drag of an a7c occurs:(a) 0hen induced drag is least

(b) .t the stalling s!eed(c) 1hen profile drag e$ual induced drag(d) 0hen aircraft is on ground

'2

. high as!ect ratio wing:(a) Decreases skin friction drag(b) /ecreae induced drag(c) +ncreases induced drag(d) increases skin friction drag

'"

%or a wing in a constant s!eed airflow= if the angle of attack is increased= the drag will(a) Decrease(b) +ncrease u! to the stall and then decrease(c) Increae(d) 6e#ain constant

'&

The boundary layer of a body in a #oing air strea# is:(a) . thin layer of air oer the surface where the air is station(b) . layer of se!arated flow where the air is turbulent(c) A la*er of air o"er the urface where the air peed i changing from free

tream peed to 2ero peed(d) . layer of se!arated flow where the air flows in reerse direction

''

The !ur!ose of strea#lining is to reduce:(a) Skin friction drag(b) +nduced drag(c) ,rofile drag(d) S!eed of air flow

'

+f the weight of an a7c is increased= the !rofile drag at a gien s!eed:(a) 1ill remain the ame

(b) 0ill increase(c) 0ill decrease(d) 0ill beco#e 9ero

'*

Sy##etrical aerofoil section set at 9ero angle of attack in an air strea# will !roduce:(a) /rag but no lift(b) No lift or drag(c) 5ift and drag(d) No drag

'/

The induced drag of an a7c(a) Increae with increaing peed(b) +ncreases as as!ect ratio is increased(c) Decreases with increasing s!eed(d) 6e#ains constant

'

The induced drag of an a7c is:(a) the drag due to the surface roughness(b) the drag due to lift being produced(c) the drag due to the frontal area(d) the drag due to diing

+f the weight of an a7c is increased= the induced drag at a s!eed:(a) 0ill re#ain the sa#e(b) 1ill increae(c) 0ill decrease(d) Eeco#e 9ero

1

.t high s!eed an a7c will !roduce:(a) ore induced drag than profile

(b) .bout the sa#e drag as induced drag(c) ?ore !rofile drag than induced drag(d) no change in drag

2

The transition !oint on a wing is the !oint where(a) The boundary layer flow changes fro# turbulent to la#inar(b) The flow diides to !ass aboe and below the wing(c) The flow eparate from the wing urface(d) The boundary layer flow changes fro# turbulent to stagnation


6/8

AERONAUTICAL

Sl No Question

"

%or a sy##etrical wing section at 9ero angle of attack the drag will consist of(a) ,rofile drag onl*(b) ;rofile drag !lus induced drag(c) +nduced drag only(d) Cero drag

&

. la#inar boundary layer will !roduce:(a) The sa#e skin friction as a turbulent one

(b) 5ess skin friction drag than a turbulent one(c) ore %in friction drag than a turbulent one(d) No drag

'

The stagnation !oint on an aerofoil is the !oint where:(a) The suction !ressure reaches the #axi#u#(b) The boundary layer changes fro# la#inar to turbulent(c) The airflow i brought completel* to ret(d) The flow reaches #axi#u# elocity

.t #ini#u# drag s!eed (


7/8

AERONAUTICAL

Sl No Question

*

. ty!ical stalling angle of attack is:(a) "o

(b) 45o

(c) 'o

(d) o

**

. stall warning #ust be set to o!erate:(a) .t a s!eed Fust below stalling s!eed

(b) At a peed 6ut abo"e talling peed(c) .t the stalling s!eed(d) Cero angle of attack

*/

.t angles of attack aboe the stalling angle(a) The lift decreases and the drag decreases(b) The lift decreae and the drag increae(c) The lift increases and the drag increases(d) The lift increases and the drag beco#es 9ero

*

0hen the angle of attack of sy##etrical airfoil is increased the center of !ressure will(a) ?oes to leading edge(b) ?oe to trailing edge(c) Remain unaffected(d) ;er!endicular #oe#ent

/

Stall s!eed is affected by(a) 0eight= load factor and !ower(b) 5oad factor= angle of attack and !ower(c) Angle of attac%& weight& and air denit*(d) @nly load factor and !ower

/1

Stability about the longitudinal axis is gien by:(a) 0ing dihedral(b) Ele"ator(c) .ilerons(d) %la!

/2

8igh wing !osition gies(a) The sa#e lateral stability as a low wing(b) 5ess lateral stability than a low wing

(c) ore lateral tabilit* than a low wing(d) No stability change

/"

Dutch roll is:(a) . ty!e of slow roll(b) ;ri#arily a !itching instability(c) A combined rolling and *awing motion(d) . co#bined !itching and yawing #otion

/&

.fter a disturbance in !itch an a7c oscillates with increasing a#!litude:(a) Dyna#ically neutral(b) Dyna#ically stable but statically unstable(c) /*namicall* untable longitudinall*(d) Stable aircraft

/'

. tic% ha%eris(a) . high ?ach no warning deice(b) .n artificial stability deice(c) A de"ice to "ibrate the control column to gi"e a tall warning(d)


8/8

AERONAUTICAL

Sl No Question

/

+f an air!lane is loaded to the rear of its -4 range= it will tend to be unstable about its(a) c are correct

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