11.

Controls
1. An elevon is:

a. an all moving tailplane that has no elevator.

b. the correct name for a V - tail.

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

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

2. When rolling at a steady rate the:

a. up-going wing experiences an increase in effective angle of attack.

b. rate of roll depends only on aileron deflection.

c. down-going wing experiences an increase in effective angle of attack.

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

3. The control surface which gives longitudinal control is:

a. the rudder.

b. the ailerons.

c. the elevators.

d. the flaps.

4. Ailerons give:

a. lateral control about the lateral axis.

b. longitudinal control about the lateral axis.

c. lateral control about the longitudinal axis.

d. directional control about the normal axis.

5. Aileron reversal would be most likely to occur:

a. with a rigid wing at high speed.

b. with a flexible wing at high speed.

c. with a rigid wing at low d. with a flexible wing at low speed.

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

a. an increased angle of bank.

b. an increased rate of roll.

c. no change to either bank angle or roll rate.

d. a reduction in the adverse yawing moment.

7. Yawing is a rotation around:

a. the normal axis controlled by elevator.

b. the lateral axis controlled by rudder.

c. the longitudinal axis controlled by ailerons.

d. the normal axis controlled by rudder.

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

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

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

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

9. The secondary effect of yawing to port is to:

a. roll to starboard.

b. pitch nose-up.

c. roll first to starboard and then to port.

d. 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. a yawing moment to the left but no rolling moment.

b. a rolling moment to the left.

c. a rolling moment to the right.

d. 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. A gradual stiffening of the controls.

b. Rebound on reaching the stops.

c. A solid stop.

d. Controls should not be moved to the stops.

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

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

b. to prevent structural damage to the controls in gusty conditions when the aircraft is on the ground.

c. to keep the control surface rigid to permit ground handling.

d. as a security measure.

13. An irreversible control:

a. may be moved by operating the cockpit control but not by the aerodynamic loads acting on the
control surface.

b. has less movement in one direction than the other.

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

d. is when the control locks are engaged.

14. Ailerons may be rigged slightly down (drooped):

a. to increase the feel in the control circuit.

b. to correct for adverse aileron yaw.

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

d. to give a higher CLMAX for take-off.

15. The tailplane shown has inverted camber. To cause the aircraft to pitch nose-up:

a. the control column must be pushed forward.

b. the control column must be pulled backwards.

c. the control wheel must be rotated.

16. If an aileron is moved downward:

a. the stalling angle of that wing is increased.

b. the stalling angle of that wing is decreased.

c. 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:

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

b. the right pedal is moved forward and the rudder moves left.

c. 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:

a. use of the rudder control.

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

c. increasing the nose-up pitch by using the elevators.

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

a. give a yawing moment which opposes the turn.

b. reduce the yawing moment which opposes the turn.

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

d. improve the rate of roll.

20. When displacing the ailerons from the neutral position:

a. the up-going aileron causes an increase in induced drag.

b. the down-going aileron causes an increase in induced drag.

c. both cause an increase in induced drag.

d. induced drag remains the same, the up-going aileron causes a smaller increase in profile drag than the
down-going aileron.

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

a. to get the aircraft into balance.

b. to prevent flutter of the flying control.

c. to reduce the control load to zero.

d. to make the control easier to move.

22. A horn balance on a control surface is:

a. an arm projecting upward from the control surface to which the control cables are attached.

b. a projection of the outer edge of the control surface forward of the hinge line.

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

d. a projection of the leading edge of the control surface below the wing undersurface.

23. An aileron could be balanced aerodynamically by:

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

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

d. having springs in the control circuit to assist movement.

24. Control overbalance results in:

a. a sudden increase in stick force.

b. a sudden reduction then reversal of stick force.

c. a sudden loss of effectiveness of the controls.

d. a gradual increase in stick force with increasing IAS.

25. A control surface is mass balanced by:

a. fitting a balance tab.

b. attaching a weight acting forward of the hinge line.

c. attaching a weight acting on the hinge line.

d. attaching a weight acting behind the hinge line.

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

a. move up relative to the aileron.

b. move down relative to the aileron.

c. not move unless the aileron trim wheel is turned.

d. move to the neutral position.

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

a. trim the aircraft.

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

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

d. give more feel to the controls.

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

a. will move up relative to the control surface.

b. will move down relative to the control surface.

c. will only move if the trim wheel is operated.

d. moves to the neutral position.

29. The purpose of a spring tab is:

a. to maintain a constant tension in the trim tab system.

b. to increase the feel in the control system.

c. to reduce the pilot’s effort required to move the controls against high air loads.

d. to compensate for temperature changes in cable tension.

30. The purpose of a trim tab is:

a. to assist the pilot in initiating movement of the controls.

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

c. to provide feel to the controls at high speed.

d. to increase the effectiveness of the controls.

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

b. the trim tab will move left and the rudder right.

c. the trim tab will move left and the rudder remain neutral.

d. the trim tab will move right and the rudder remain neutral.

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

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

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

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

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

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

a. greater than that from an elevator.

b. the same as that from an elevator.

c. less than that from an elevator.

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

a. nose-up pitch authority will be reduced.

b. nose-down pitch authority will be reduced.

c. longitudinal stability will be reduced.

d. tailplane down load will be reduced.

35. 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:

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

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

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

d. move up causing the left wing to move down, ailerons remain neutral.

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

a. backward movement of the trim wheel would increase nose heaviness.

b. it would not be possible to move the trim wheel.

c. backward movement of the trim wheel would reduce nose heaviness.

d. operating the trim wheel would have no effect.

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

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

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

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

d. the servo tab will move up causing the elevator to move down.
38. 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:

a. the control surfaces and servo tabs are free.

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

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

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

39. 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:

a. to move up and the left aileron to move down.

b. to move down and the left aileron to move down.

c. to move down and the left aileron to move up.

d. to move up and the right aileron to move down.

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

a. to give a nose-down pitching moment.

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

c. to cause drag and increase the lift from the flaps.

d. to reduce the touchdown speed.

41. Wing mounted spoiler surfaces may be used as:

a. air brakes.

b. lift dumpers.

c. lateral control.

d. all of the above.

42. Spoilers, when used for roll control, will:

a. reinforce the boundary layer.

b. create turbulence at the wing root.

c. increase the camber at the wing root.

d. decrease lift on the upper wing surface when deployed asymmetrically.

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

a. deflecting the port spoiler up and starboard down.

b. deflecting the starboard spoiler down.

c. deflecting the port spoiler up.

d. deflecting the port spoiler down.

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

a. the friction in the control cable system.

b. an artificial feel unit (Q - Feel).

c. the aerodynamic loads on the control surface.

d. the mass balance weights.