CONTROLS – Air – DGCA Question Bank For Politics

#1. An elevon is:

an all moving tailplane that has no elevator

the correct name for a V-tail

a surface that extends into the airflow from the upper surface of the wing to reduce the lift

a combined aileron and elevator fitted to an aircraft that does not have conventional horizontal stabiliser (tailplane)

#2. When rolling at a steady rate the:

up going wing experiences an increase in effective angle of attack

rate of roll depends only on aileron deflection

down going wing experiences an increase in effective angle of attack

effective angle of attack of the up going and down wings are equal

#3. The control surface which gives longitudinal control is:

the rudder

the ailerons

the elevators

the flaps

#4. Ailerons give:

lateral control about the lateral axis

longitudinal control about the lateral axis

lateral control about the longitudinal axis

directional control about the normal axis

#5. Aileron reversal would be most likely to occur:

with a rigid wing at high speed

with a flexible wing at high speed

with a rigid wing at low

with a flexible wing at low speed

#6. If the ailerons are deflected to 10@, compared to 5@, this will cause:

an increased angle of bank

an increased rate of roll

no change to either bank angle or roll rate

a reduction in the adverse yawing moment

#7. Yawing is a rotation around:

the normal axis obtained by elevator

the lateral axis obtained by rudder

the longitudinal axis obtained by ailerons

the normal axis obtained by rudder

#8. 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

#9. 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

#10. 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 yawing moment to the left

a rolling moment to the right

a yawing moment to the right but no rolling moment

#11. 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 on the stops

#12. 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 aircrafts is on the ground

to keep the control surface rigid to permit ground handling

as a security measure

#13. 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 that 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

#14. Ailerons may be rigged slightly down (dropped:

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 C L max for take-off

#15. The tailplane shown has inverted camber. To cause the aircraft to pitch nose up the control column must be:

the control column must be pushed forward

the control column must be pulled backwards

the control wheel must be rotated

the incidence of the tailplane must be decreased because the negative camber will make it effective in the reverse sense

#16. If an aileron is moved downward:

the stalling angle of that wing is increased

the stalling angle of that wing is decreased

the stalling angle is not affected but the stalling speed is decreased

#17. When rudder is used to give a coordinated turn to the left:

the left pedal is moved forward, and the rudder moves right

the right pedal is moved forward and the rudder moves left

the left pedal is moved forward and the rudder moves left

#18. The higher speed of the upper wing in a steady banked turn causes it to have more lift than the lower wing. This may be compensated for by:

uses of the rudder control

operating the ailerons slightly in the opposite sense once the correct angle of bank has been reached

increasing the nose up pitch by using the elevators

#19. The purpose of a differential aileron control is to:

give a yawing moment which opposite the turn

reduce the yawing moment which opposes the turn

give a pitching moment to prevent the nose from dropping in the turn

improve the rate of roll

#20. When displacing the ailerons from the neutral position:

the up going aileron causes an increase in induced drag

the down going aileron causes an increase in induced drag

both cause an increase in induced drag

induced drag remains the same, the up going aileron causes a smaller increase in profile drag that the down going aileron

#21. The purpose of aerodynamic balance on a flying control is:

to get the aircraft into balance

to prevent flutter of the flying control

to reduce the control load to zero

to make the control easier to move

#22. A horn balance on a control surface is:

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

#23. In a fully power operated flying control system control feel is provided by:

the friction in the control cable system

an artificial feel unit (Q-feel)

the aerodynamic loads on the control surface

the mass balance weights

#24. An aileron could be balanced aerodynamically by:

making up the 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

#25. On an aircraft fitted with roll control spoilers, a roll to port is achieved by:

deflecting the port spoiler up and starboard down

deflecting the starboard spoiler down

deflecting the port spoiler up

deflecting the port spoiler down

#26. 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

#27. Wing mounted spoiler surfaces may be used as:

air brakes

lift dumpers

lateral control

all of the above

#28. 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 a drag and increase the lift from the flaps

to reduce the touchdown speed

#29. 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

#30. Control overbalance results in:

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

#31. 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

#32. A control surface is mass balance by:

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

#33. If the control wheel is turned to the right, a balance tab on the port aileron should:

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

#34. The purpose of an anti-balance tab is to:

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

#35. On a servo tab operated elevator, if the pilot's control column is pushed forward in flight:

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

#36. When the control column is pushed forward a balance tab on the elevator:

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

#37. The purpose of a spring tab is :

to maintain a constant tension in the trim tab system

to increase the feel in the control system

to reduce the pilot's effort required to move the controls against high air loads

to compensate for temperature changes in cable tension

#38. The purpose of a trim tab is:

to assist the pilot in initiating movement of the controls

to zero the load on the pilots controls in the flight attitude required

to provide feel to the controls at high speed

to increase the effectiveness of the controls

#39. An aircraft takes off with the elevator control locks still in position. It is found to be nose heavy:

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

#40. To re-trim after failure of the right engine on a twin-engine aircraft:

the rudder trim tab will move right and the rudder left

the trim tab will move left and the rudder right

the trim tab will move left and the rudder remain neutral

the trim tab will move right and the rudder remain neutral

#41. An aircraft has a tendency to fly right wing low with hands off. It is trimmed with a tab on the left aileron. The trim tab will:

move up, causing the left aileron to move up and right aileron to move down.

move down, causing the left aileron to move up, right aileron remains neutral

move down causing the left aileron to move up, and right aileron to move down

move up causing the left wing to move down, ailerons remains neutral

#42. To trim an aircraft which tends to fly nose heavy with hands off, the top of the elevator trim wheel should be:

moved forward to raise the nose and this would cause the elevator trim tab to move down, and the elevator to move up

moved backwards to raise the nose, and this would cause the elevator trim tab to move down, and the elevator to move up

moved backwards to raise the nose, and this would cause the elevator trim tab to move up, and the elevator to move up

be moved backwards to raise the nose, and this would cause the elevator trim tab to move up and cause the nose to rise

#43. To achieve the same degree of longitudinal trim, the trim drag from a variable incidence trimming tailplane would be:

greater than that from an elevator

the same as that from an elevator

less than that from an elevator

#44. Following re-trimming for straight and level flight because of forward CG movement:

nose up pitch authority will be reduced

nose down pitch authority will be reduced

longitudinal stability will be reduced

tailplane down load will be reduced

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