Sensitivity for a spiral dive will occur when:

(b) the static directional stability is positive and the static lateral stability is relatively weak

(a) the Dutch-roll tendency is too strongly suppressed by the yaw damper

(c) the static directional stability is negative and the static lateral stability is positive

(d) the static lateral and directional stability are both negative

The effect of heavy tropical rain on the aerodynamic characteristics of an aeroplane are to (i) . . . . . . . . .. Clmax and to (ii) . . . . . . . . .. Drag:

(a) (i) decrease; (ii) increase

(b) (i) decrease; (ii) decrease

(c) (i) increase; (ii) increase

(d) (i) increase; (ii) decrease

The effect that the use of trim to accommodate a speed decrease has on the appearance of the aeroplane is:

(a) the elevator is deflected further downward by a trimmable horizontal stabiliser

(c) the elevator is deflected downward by an upward deflected trim tab

The CG of a stable aeroplane is located:

(c) ahead of the neutral point by a sufficient margin

(b) between the aft limit and the neutral point

In a sideslip to the right, an aeroplane that has static directional stability, initially the:

(a) nose tends to move to the right

(c) nose will maintain its direction

(d) nose tends to move to the left

With the CG fixed in a position forward of the neutral point if a speed change causes a departure from the trimmed attitude; which of the following statements is correct regarding the stick-force stability?

(d) An increase of 10 kt has more effect on stick force at low speed than it does at high speed.

(a) Increased speed generates pull forces.

(b) Nose-up trim decreases the stick-force stability.

(c) Stick-force stability is not affected by trim.

Static longitudinal stability is created by:

(c) the CG being located ahead of the neutral point

(a) the wing surface area being greater than the horizontal tail surface area

(d) the CG being located ahead of the wing leading edge

An aeroplane is in a sideslip at a constant speed and angle that increases the geometric dihedral of the wing. Which of the following statements is correct?

(a) the required lateral control force increases

(b) the required lateral control force decreases

(c) the required lateral control force does not change

(d) the stick force per g decreases

A statically unstable aeroplane is:

(a) sometimes dynamically stable

(b) sometimes dynamically unstable

An aeroplane that has positive static stability:

(b) may be dynamically stable, neutral or unstable

(a) is always dynamically unstable

(c) is always dynamically stable

(d) can never be dynamically stable

The effect that a positive wing sweep has on directional static stability is that it has:

(a) a destabilising dihedral effect

The most forward allowable position of the CG is limited by:

(d) elevator capability and elevator control forces

(b) trim system and trim-tab surface area

(c) wing surface area and stabilise surface area

The (i) stick-force stability and (ii) the manoeuvre stability are positively affected by:

(a) (i) a forward CG position; (ii) a forward CG position

(b) (i) a forward CG position; (ii) a nose-up trim position

(c) (i) an aft CG position; (ii) an aft CG position

(d) (i) a nose-up trim position; (ii) a nose-up trim position

A CG located beyond the aft limit leads to:

(d) an unacceptably low value of the manoeuvre stability (stick force per g)

(a) a too high pulling force during rotation for take-off

(b) an increasing static longitudinal stability

(c) a better recovery performance from a stall

Which of the following statements regarding stick force per g is correct?

(c) The stick force per g must have both an upper and a lower limit in order to ensure acceptable control characteristics.

(a) An unacceptable value of stick force per g can only be corrected by electronic devices (stability augmentation):

(b) If the slope of the Fe-n line becomes negative, it is not a problem for the control of an aeroplane.

(d) the stick force per g increases when the CG is moved aft.

If the CG is located in a forward position then the elevator deflection for a manoeuvre with a load factor greater than 1 will be:

(a) dependent on the trim position

The lateral static stability of an aeroplane is increased by:

(c) high wing, sweep back, large and high vertical tail

(a) Fuselage-mounted wings, dihedral, T-tail

(b) sweep back, under-wing-mounted engines, winglets

(d) low wing, dihedral, elliptical wing planform

If the CG is aft of the CP straight and level flight can only be maintained when the horizontal tail loading is:

(c) upward or downward depending on elevator deflection

The manoeuvrability of an aeroplane is best when the:

(b) CG is on the aft limit of the CG envelope

(d) CG is on the forward limit of the CG envelope

The vertical load on the tailplane when the CG is forward of the CP is:

(a) zero because in steady flight all loads are in equilibrium

(b) downward because it is always negative regardless of the position of the CG

Positive static stability of an aeroplane means that once it has been displaced the:

(c) initial tendency to move is towards its position of equilibrium

(a) tendency will be to move with an oscillating motion of decreasing amplitude

(b) tendency will be to move with an oscillating motion of increasing amplitude

(d) initial tendency to move is away from its position of equilibrium

Which of the following statements is correct regarding lateral static stability and directional static stability?

(b) tendency will be to move with an oscillating motion of increasing amplitude

(a) Static directional stability is improved by installing more powerful engines.

(b) An aeroplane with greater static directional stability than static lateral stability is prone to spiral instability.

(d) An aeroplane with greater static directional stability than static lateral stability is prone to Dutch roll.

When the CG is at the aft limit of the CG envelope its relationship to the neutral point is:

(a) forward of the neutral point

The effect of the movement of the CG (i) on the down-force on the tail (ii) and on the stalling speed (iii) is:

(d) (i) rearward; (ii) reduced; (iii) Vs decreased

(a) (i) rearward; (ii) reduced; (iii) Vs increased

(b) (i) forward; (ii) reduced; (iii) Vs increased

(c) at the neutral point (c) (i) rearward; (ii) increased; (iii) Vs decreased

The effect of the movement of the CG (i) on stability (ii) and control effectiveness (iii) is:

(d) (i) forward; (ii) increased; (iii) reduced

(a) (i) rearward; (ii) decreased; (iii) reduced

(b) (i) rearward; (ii) decreased; (iii) increased

(c) (i) forward; (ii) decreased; (iii) increased

With the CG at the forward limit of the envelope the effect on Vs (i) and stall angle (ii) is:

(a) (i) increases; (ii) remains constant

(b) (i) increases; (ii) increases

(c) (i) decreases; (ii) remains constant

(d) (i) decreases; (ii) decreases

The aft limit of the CG envelope relative to the manoeuvre point is that it is:

(d) furthest from it under a turn of 2g

Rearward movement of the CG:

(b) creates a tendency to ‘Dutch roll

(a) increase spiral instability

(c) increase the elevator stick-force gradient d

(d) increase the value of the minimum control spee

An aeroplane that is statically unstable:

(b) can never be dynamically stable

(a) is always dynamically stable

(c) is only dynamically stable at high airspeeds

(d) may or may not be dynamically stable dependent on type

The position of the CG that produces the greatest stability is:

(a) on the forward limit of the envelope

(b) on the aft limit of the envelope

(d) just forward of the neutral point

5 For take-off if the CG is towards the forward limit the effect is: ected

(a) the stick force required at rotation is increased

(c) the stick force required at rotation is decreased

(d) the stick force at rotation is unaff

6 In trimmed level flight an acceleration of 10 kt has the effect on stick-force stability is:

(c) not affected by speed changes

Positive static lateral stability is the tendency of an aeroplane to:

(d) roll to the left with a positive sideslip angle (nose to the left)

(a) roll to the right with a positive sideslip angle (nose to the right)

(b) roll to the left in a right turn

(c) roll to the right in a right turn

The effect of an aft movement of the CG on (i) static longitudinal stability (ii) the required control deflection for a given pitch change is:

(b) (i) decreases; (ii) decreases

(a) (i) decreases; (ii) increases

(c) (i) increases; (ii) decreases

(d) (i) increases; (ii) increases

At a constant airspeed and sideslip angle, increase geometric dihedral would:

(b) reduce the stick force to zero

(d) not affect the stick force required

If the CG is on the forward limit and the trimmable horizontal stabiliser position is maximum nose-down then:

(a) rotation will require additional stick force

(b) rotation will be unaffected

(c) early rotation is necessary

(d) the take-off warning system will be activated

Static Stability

Authored by Charlie Cajeta

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MULTIPLE CHOICE QUESTION

30 sec • 1 pt

One of the factors that limits the maximum aft position of the CG is:

(a) minimum value of the stick force per ‘g.’

(b) maximum longitudinal stability of the aeroplane

(d) too small an effect of the controls of an aeroplane

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

In what way is the longitudinal stability affected by the degree of positive camber of an aerofoil?

(a) Positive, because the CP moves aft as the AoA increases.

(b) Negative, because the lift vector slopes forward as the AoA increases.

(d) No effect, because the camber of the aerofoil produces a constant pitch-down moment coefficient independent of the AoA.

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

The aft movement of the CP during acceleration through the transonic flight regime will:

(a) decrease the static lateral stability

(b) increase the static longitudinal stability

(d) increase the static lateral stability

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

How does the exterior appearance of an aeroplane change when it is trimmed for a speed increase?

(a) The elevator is deflected further upward by a downward deflection of the trim tab.

(b) The elevator is deflected further downward by a movable horizontal stabiliser.

(d) Elevator deflection is increased further downward by the upward deflection of the trim tab.

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

Aft movement of the CG will:

(a) increase the elevator-up effectiveness

(b) decrease the elevator-down effectiveness

(d) change the elevator effectiveness depending on the wing location

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

During the landing of a low-winged jet aeroplane, maximum elevator-up deflection is usually required when the flaps are (i) . . . . . . . . . and the CG is (ii) . . . . . .

(a) (i) up; (ii) fully aft

(b) (i) fully down; (ii) fully forward

MULTIPLE CHOICE QUESTION

30 sec • 1 pt

The effect that a ventral fin has on the static stability of an aeroplane is longitudinal (i) . . . . . . ; lateral (ii) . . . . . . . . . ; directional (iii) . . . . . . . . . .

(a) (i) none; (ii) negative; (iii) positive

(b) (i) positive; (ii) negative; (iii) negative

(d) (i) none; (ii) positive; (iii) negative

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Static Stability

One of the factors that limits the maximum aft position of the CG is:

In what way is the longitudinal stability affected by the degree of positive camber of an aerofoil?

The aft movement of the CP during acceleration through the transonic flight regime will:

How does the exterior appearance of an aeroplane change when it is trimmed for a speed increase?

Aft movement of the CG will:

During the landing of a low-winged jet aeroplane, maximum elevator-up deflection is usually required when the flaps are (i) . . . . . . . . . and the CG is (ii) . . . . . .

The effect that a ventral fin has on the static stability of an aeroplane is longitudinal (i) . . . . . . ; lateral (ii) . . . . . . . . . ; directional (iii) . . . . . . . . . .

Sensitivity for a spiral dive will occur when:

The effect of heavy tropical rain on the aerodynamic characteristics of an aeroplane are to (i) . . . . . . . . .. Clmax and to (ii) . . . . . . . . .. Drag:

In straight and level flight the value of manoeuvre stability is 150 N/g. To achieve a load factor of 2.5 the increase of stick force necessary is:

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