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I.

1. For an airplane subjected to ± 30 ft/s gust velocity, the design cruising speed is

equivalent to:

a. 80% of Vmax

b. 85% of Vmax

c. 90% of Vmax

d. 95% of Vmax

2. For normal category airplane, the positive maneuvering load factor shall not be greater

than:

a. 2.50

b. 3.80

c. 4.40

d. 6.0

3. For an airplane of Positive High Angle of Attack, the airspeed is equivalent to:

a. Vmax

b. VU

c. VD

d. VS

4. For Utility/normal category airplane undergoing ± 30 ft/s gust velocity, the minimum

cruising speed in kts is given by the equation:

W

a. 31√ S

W

b. 32√

S

W

c. 33√

S

W

d. 34√

S

5. For utility category airplane the positive maneuvering load factor shall not be greater

than:

a. 3.80

b. 0..86

c. 4.40

d. 6.0

6. For normal category airplane, the design diving speed is given by the equation:

a. 1.40 Vcmin

b. 1.45 Vcmin

c. 1.50 Vc

d. 1.55 Vcmin

7. For utility category airplane, the design diving speed is given by the equation where Vc is

either Vcmin or VcDES

a. 1.40 Vc

b. 1.45 Vc

c. 1.50 Vc

d. 1.55 Vc

8. For acrobatic category airplane undergoing ± 30 ft/s gust velocity, the minimum cruising

speed in kts is given by the equation:

W

a. 33√

S

W

b. 34√ S

W

c. 35√

S

W

d. 36√ S

9. The limit gust load for an airplane at Positive High Angle of Attack is:

a. ± 15 ft/s

b. 15 ft/s

c. ± 30 ft/s

d. 30 ft/s

10. For acrobatic category airplane, the design diving speed is given by the equation:

a. 1.40 Vcmin

b. 1.45 Vcmin

c. 1.50 Vcmin

d. 1.55 Vcmin

11. For utility and normal category airplane, the negative limit maneuvering load factor shall

not be less than:

a. -.3n

b. -.4n

c. -.5n

d. -.6n

12. For an acrobatic category airplane, the positive maneuvering load factor shall not be

greater than:

a. 2.50

b. 3.80

c. 4.40

d. 6.00

13. For any airplane with flaps fully deflected, the required airspeed in mph is given by:

a. 1.10 Vs

b. 1.20 Vs

c. 1.30 Vs

d. 1.40 Vs

14. For any airplane with flaps fully deflected, the required airspeed in mph is given by:

a. 1.60 Vsf

b. 1.70 Vsf

c. 1.80 Vsf

d. 1.90 Vsf

15. For an airplane at Positive High Angle of Attack, the limit maneuvering load factor shall

not be less than:

a. 1.50

b. 2.00

c. 2.50

d. 3.00

16. For any airplane, the computed stalling speed in mph with flaps fully extended at the

design weight is given by:

a. 1.10 Vs

b. 1.15 Vs

c. 1.20 Vs

d. 1.25 Vs

17. For acrobatic category airplane, the negative limit maneuvering load factor shall not be

less than:

a. -.3n

b. -.4n

c. -.5n

d. -.6n

18. At symmetrical flight condition Positive Low Angle of Attack, the gliding speed is given by

the equation:

a. VL + 90mph

b. VL + 95mph

c. VL + 100mph

d. VL + 105mph

19. The limit gust load factor for the design diving speed for any category airplane is:

a. ± 10 ft/s

b. ± 15 ft/s

c. ± 25 ft/s

d. ± 30 ft/s

20. For an airplane at Positive Low Angle of Attack, the limit maneuvering load factor shall

not be less than:

a. 1.50

b. 2.00

c. 2.50

d. 3.00

II. Discussion

1. During the Chicago Convention at 1944, the United Nation spearheaded talks between

countries and adapted an Annex 8 as international guidelines. Discuss this Annex 8

applicable to FAR part 23 and 25.

2. Compare the rectangular and tapered wing plan-form specifics on their advantages and

disadvantages based on common operational requirements. Assume that both have

dihedral angle.

III.

1. An aircraft wing is designed to produce lift resulting from relativity

a. Negative air pressure below the wing’s surface and positive pressure above the

wing’s surface.

b. Positive air pressure bellow the wing’s surface and negative air pressure above the

wing’s surface.

c. A larger center of pressure above the wing’s surface and a lower center of pressure

below wing’s surface.

2. Which statement relates to Bernoulli’s principle?

a. For every action there is an equal and opposite reaction.

b. An additional upward force is generated as lower surface of the wing deflects air

downward.

c. Air travelling faster over the curved surface of an airfoil causes lower pressure on

the top surface.

3. During flight with zero angle of attack, the pressure along the upper surface of a wing

would be:

a. Equal to atmospheric pressure.

b. Less than atmospheric pressure.

c. Greater than atmospheric pressure.

4. Why does increasing speed also increase lift?

a. The increased of velocity of the relative wind overcomes the increased drag.

b. The increased impact of the relative wind on an airfoil’s lower surface creates a

greater amount of air being deflected downward.

c. The increased speed of the air passing over an airfoil’s upper surface increases the

pressure, thus creating a greater pressure differential between upper and lower

surface.

5. Lift produced by an airfoil is the net force developed perpendicular to the

a. Chord

b. Relative wind

c. Longitudinal axis of the aircraft

6. The point on an airfoil through which lift acts is the

a. Center of gravity

b. Center of pressure

c. Midpoint of the chord

7. Changes in the center of pressure of a wing affect the aircraft’s

a. Lift/Drag ratio

b. Lifting capacity

c. Aerodynamic balance and controllability

8. An airplane would have a tendency to nose up and have a coherent tendency to enter

the stalled condition when the center of pressure is

a. Below the center of gravity

b. Aft the center of gravity

c. Forward the center of gravity

9. That portion of the aircraft’s total drag created by the production of lift is called

a. Induced drag, and is not affected by changes in the airspeed.

b. Induced drag, and is greatly affected by changes in airspeed.

c. Parasite drag, and is greatly affected by changes in airspeed.

10. The lift of an airplane is a function of

a. Coefficient of lift, density, wing area, and rate of climb squared.

b. Coefficient of lift, density, wing area and velocity squared.

c. Coefficient of lift, density, wing loading and velocity squared.

11. An instrument used by the pilot during all phases of flight from take-off, climb, descent,

and landing in order to maintain required airspeed

a. Rate of climb indicator

b. Turn and bank indicator

c. Airspeed indicator

12. _______ is the airspeed read directly from the airspeed indicator on an aircraft

a. True airspeed

b. Indicated airspeed

c. Ground airspeed

13. _______ is the airspeed of an aircraft relative to the air mass in which it flies.

a. True airspeed

b. Indicated airspeed

c. Ground airspeed

14. Speed is define as

a. Directly proportional to distance and directly proportional to time.

b. Directly proportional to distance and inversely proportional to time.

c. Inversely proportional to distance and inversely proportional to time.

15. Speed of an aircraft relative to the air and can be measured as indicated airspeed,

calibrated airspeed and or true airspeed.

a. Airspeed

b. Mach number

c. Ground speed

16. Instrument driven by pitot-static system on an aircraft

a. Airspeed indicator

b. Rate of climb indicator

c. Turn an bank indicator

17. Speed of an aircraft that is a must for a pilot to monitor during landing

a. Never exceed speed

b. Cruising speed

c. Stalling speed

18. _______ is defined as the speed at sea level that would produce the same

incompressible dynamic pressure as the true airspeed at the altitude at which it is flying.

a. Calibrated airspeed

b. Equivalent airspeed

c. Indicated airspeed

19. _______ is indicated airspeed corrected for instrument errors, position error and

installation errors.

a. Calibrated airspeed

b. Equivalent airspeed

c. Indicated airspeed

20. It is the sum of the aircraft’s true airspeed and the current wind and weather conditions.

a. Calibrated airspeed

b. Equivalent airspeed

c. Ground airspeed

21. ________ is a dimensionless measure of relative wind.

a. Mach number

b. Reynold’s number

c. Prandlt Meyer number

22. Speed of sound is dependent on the.

a. Variation in density

b. Variation in pressure

c. Variation in temperature

23. Mach number is defined as

a. Directly proportional to velocity and directly proportional to speed of sound.

b. Directly proportional to velocity and inversely proportional to speed of sound.

c. Inversely proportional to velocity and inversely proportional to speed of sound.

24. High speed flight can be estimated in number of categories.

a. Four categories

b. Five categories

c. Six categories

25. After the normal shock wave, airstream velocity usually

a. Decreases

b. Increases

c. Remain the same

26. After a shock wave passes through a cone, airsteam parameters around the surface

a. Remain constant

b. Intermittently changing

c. Unevenly distributed.

27. Speed where the flow field around the object includes both subsonic and supersonic

a. Subsonic airflow

b. Transonic airflow

c. Supersonic airflow

28. Heat resistant must be install especially at the leading edge of the aircraft at this

highspeed flow as the temperature of gases increases.

a. Subsonic flow

b. Transonic flow

c. Hypersonic flow

29. Airspeed indicator of airspeed gauge usually displays airspeed in

a. KPH

b. MPH

c. Knots

30. In highspeed flight swept back and swing wing are so designed to overcome critical

mach number

a. Below Mach 1.0

b. At Mach 1.0

c. Above Mach 1.0

1. The curves CD, α and Cmcc for a light airplane weighs 8000N, its wing area 14.5 m2, and

it’s mean chord 1.35m. determine the lift, drag, tail load, and forward inertia fore for a

symmetrical maneuver corresponding to n=4.5 and a speed of 60m/s. assume that

engine off conditions apply and that the air density is 1.223 kg/m 3.

2. For a given airplane specifications:

S= 123.48 ft2

Vmax= 135.67 mph

CLmax = 1.46

a= 4.36/rad

β0= -3.5ο

Use standard density

Compute for:

a. Gross Weight

b. Negative maneuvering load factor

c. Design maneuvering speed VA

d. Design Cruising Speed VcDES

e. Design Diving Speed VD

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