Questions

If the control column is moved forward and to the left:

the left aileron moves up, right aileron moves down, elevator moves up.

the left aileron moves down, right aileron moves up, elevator moves down.

the left aileron moves up, right aileron moves down, elevator down.

the left aileron moves down, right aileron moves up, elevator moves up.

The secondary effect of yawing to port is to:

roll to starboard.

pitch nose-up.

roll first to starboard and then to port.

roll to port.

Due to the AC of the fin being above the longitudinal axis, if the rudder is moved to

the right, the force acting on the fin will give:

a yawing moment to the left but no rolling moment.

a rolling moment to the left.

a rolling moment to the right.

a yawing moment to the right but no rolling moment.

What should be the feel on a ‘full and free’ check of the controls?

A gradual stiffening of the controls.

Rebound on reaching the stops.

A solid stop.

Controls should not be moved to the stops.

The purpose of control locks on a flying control system is:

to enable any free movement in the control system to be detected.

to prevent structural damage to the controls in gusty conditions when the

aircraft is on the ground.

to keep the control surface rigid to permit ground handling.

as a security measure.

An irreversible control:

may be moved by operating the cockpit control but not by the aerodynamic

loads acting on the control surface.

has less movement in one direction than the other.

may be moved either by the cockpit control or by a load on the control

surface.

is when the control locks are engaged.

Ailerons may be rigged slightly down (drooped):

to increase the feel in the control circuit.

to correct for adverse aileron yaw.

to allow for up-float in flight to bring the aileron into the streamlined position.

to give a higher CLMAX for take-off.

an arm projecting upward from the control surface to which the control cables

are attached.

a projection of the outer edge of the control surface forward of the hinge

line.

a rod projecting forward from the control surface with a weight on the end.

a projection of the leading edge of the control surface below the wing

undersurface.

making the up aileron move through a larger angle than the down aileron.

attaching a weight to the control surface forward of the hinge.

having the control hinge set back behind the control surface leading edge.

having springs in the control circuit to assist movement.

a sudden increase in stick force.

a sudden reduction then reversal of stick force.

a sudden loss of effectiveness of the controls.

a gradual increase in stick force with increasing IAS.

fitting a balance tab.

attaching a weight acting forward of the hinge line.

attaching a weight acting on the hinge line.

attaching a weight acting behind the hinge line.

move up relative to the aileron.

move down relative to the aileron.

not move unless the aileron trim wheel is turned.

move to the neutral position.

trim the aircraft.

reduce the load required to move the controls at all speeds.

reduce the load required to move the controls at high speeds only.

give more feel to the controls.

will move up relative to the control surface.

will move down relative to the control surface.

will only move if the trim wheel is operated.

moves to the neutral position.

An aircraft takes off with the elevator control locks still in position. It is found to be

nose heavy and:

backward movement of the trim wheel would increase nose heaviness.

it would not be possible to move the trim wheel.

backward movement of the trim wheel would reduce nose heaviness.

operating the trim wheel would have no effect.

On a servo tab operated elevator, if the pilot’s control column is pushed forward in

the servo tab will move down causing the elevator to move up.

the elevator will move down causing the servo tab to move up.

the elevator will move up causing the servo tab to move down.

the servo tab will move up causing the elevator to move down.

If a cockpit control check is made on an aircraft with servo operated controls, and it

is found that the cockpit controls move fully and freely in all directions:

the control surfaces and servo tabs are free.

the control surfaces are free but there could be locks on the servo tabs.

there could be locks on the control surfaces and on the servo tabs.

the servo tabs are free but there could be locks on the control surfaces.

In a servo operated aileron control system, turning the cockpit control wheel to the

right in flight will cause the servo tab on the left aileron:

to move up and the left aileron to move down.

to move down and the left aileron to move down.

to move down and the left aileron to move up.

to move up and the right aileron to move down.

Spoilers on the upper surface of the wing may be used on landing:

to give a nose-down pitching moment.

to reduce the lift and so put more weight on the wheels, making the brakes

more effective.

to cause drag and increase the lift from the flaps.

to reduce the touchdown speed.

Wing mounted spoiler surfaces may be used as:

air brakes.

lift dumpers.

lateral control.

all of the above.

Spoilers, when used for roll control, will:

reinforce the boundary layer.

create turbulence at the wing root.

increase the camber at the wing root.

decrease lift on the upper wing surface when deployed asymmetrically.