FLIGHT MECHANICS www.vayushastra.com Page 1 FLIGHT MECHANICS Atmosphere: Properties, standard atmosphere. Classification of aircraft. Airplane (fixed wing aircraft) configuration and various parts. Airplane performance: Pressure altitude; equivalent, calibrated, indicated air speeds; Primary flight instruments: Altimeter, ASI, VSI, Turn-bank indicator. Drag polar; take off and landing; steady climb & descent,-absolute and service ceiling; cruise, cruise climb, endurance or loiter; load factor, turning flight, V-n diagram; Winds: head, tail & cross winds. Static stability: Angle of attack, sideslip; roll, pitch & yaw controls; longitudinal stick fixed & free stability, horizontal tail position and size; directional stability, vertical tail position and size; dihedral stability. Wing dihedral, sweep & position; hinge moments, stick forces. Dynamic stability: Euler angles; Equations of motion; aerodynamic forces and moments, stability & control derivatives; decoupling of longitudinal and lat-directional dynamics; longitudinal modes; lateral-directional modes. 2007 1. For maximum range of a glider, which of the following conditions is true? a) Lift to drag ratio is maximum b) Rate of descent is minimum c) Descent angle is minimum d) Lift to weight ratio is maximum 2. An airplane with a larger wing as compared to smaller wing will necessarily have a) More longitudinal static stability b) Less longitudinal static stability c) Same longitudinal static stability d) More longitudinal static stability for an aft tail airplane if aerodynamic center of the larger wing is behind the center of gravity of the airplane 3. Two airplanes are identical except for the location of the wing. The longitudinal static stability of the airplane with low wing configuration will be a) More than the airplane with high wing configuration b) Less than the airplane with high wing configuration c) Same as the airplane with high wing configuration d) More if elevator is deflected
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FLIGHT MECHANICS
www.vayushastra.com Page 1
FLIGHT MECHANICS Atmosphere: Properties, standard atmosphere. Classification of aircraft. Airplane (fixed wing aircraft) configuration and various parts. Airplane performance: Pressure altitude; equivalent, calibrated, indicated air speeds; Primary flight instruments: Altimeter, ASI, VSI, Turn-bank indicator. Drag polar; take off and landing; steady climb & descent,-absolute and service ceiling; cruise, cruise climb, endurance or loiter; load factor, turning flight, V-n diagram; Winds: head, tail & cross winds. Static stability: Angle of attack, sideslip; roll, pitch & yaw controls; longitudinal stick fixed & free stability, horizontal tail position and size; directional stability, vertical tail position and size; dihedral stability. Wing dihedral, sweep & position; hinge moments, stick forces. Dynamic stability: Euler angles; Equations of motion; aerodynamic forces and moments, stability & control derivatives; decoupling of longitudinal and lat-directional dynamics; longitudinal modes; lateral-directional modes.
2007
1. For maximum range of a glider, which of the following conditions is true?
a) Lift to drag ratio is maximum
b) Rate of descent is minimum
c) Descent angle is minimum
d) Lift to weight ratio is maximum
2. An airplane with a larger wing as compared to smaller wing will necessarily have
a) More longitudinal static stability
b) Less longitudinal static stability
c) Same longitudinal static stability
d) More longitudinal static stability for an aft tail airplane if aerodynamic center of
the larger wing is behind the center of gravity of the airplane
3. Two airplanes are identical except for the location of the wing. The longitudinal
static stability of the airplane with low wing configuration will be
a) More than the airplane with high wing configuration
b) Less than the airplane with high wing configuration
c) Same as the airplane with high wing configuration
d) More if elevator is deflected
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4. For a fixed center of gravity location of an airplane, when the propeller is mounted
on the nose of the fuselage
a) Longitudinal static stability increases
b) Longitudinal static stability decreases
c) Longitudinal static stability remains same
d) Longitudinal static stability is maximum
5. Let an airplane in a steady level flight be trimmed at a certain speed. A level and
steady flight at a higher speed could be achieved by changing
a) Engine throttle only
b) Elevator only
c) Throttle and elevator together
d) Rudder only
6. An airplane model with a symmetric airfoil was tested in a wind tunnel. Cm0 (Cm at
angle of attack, α = 0) was estimated to be 0.08 and 0 respectively for elevator
settings (δe) of 5 degrees up and 5 degrees down. The estimated value of the
elevator control power (
) of the model will be
a) 0.07 per deg
b) -1.065 per deg
c) -0.008 per deg
d) -0.762 per deg
7. The lateral-directional characteristic equation for an airplane gave the following set of
roots: λ1 = -0.6, λ2 = -0.002, λ 3,4 = -0.06 ± j1.5, where . The damping ratio
a) 0.04 b) 0.66 c) 0.35 d) 0.18
8. If the center of gravity of an airplane is moved forward towards the nose of the airplane,
the CLmax (maximum value of the lift coefficient) value for which the airplane can be
trimmed (Cm = 0) will
a) Decrease b) increase c) remain same d) depends upon rudder deflection
9. If the contribution of only the horizontal tail of an airplane was considered for
estimating
, and if the tail moment arm lt was doubled, then how many times the
original value would the new
become?
a) Two lines b) three lines c) 1.414 times d) 1.732 times
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10. If the vertical tail of an airplane is inverted and put below the horizontal tail, then the
contribution to roll derivative,
, will be
a) Negative b) positive c) zero d) imaginary
11. If horizontal tail area is increased while the elevator to horizontal tail area ratio is kept
same, then
a) Both longitudinal static stability and elevator control power will increase
b) Only longitudinal static stability will increase
c) Only elevator control power will increase
d) Neither stability nor control power changes
COMMON DATA QUESTION 12,13 & 14: An airplane designer wants to keep longitudinal
static stability margin (SM) within 5% to 15% of mean aerodynamic chord. A wind tunnel
test of the model showed that for = 0.3,
Note that the distance from the
wing leading edge to the center of the gravity (XCG) has been non-dimensionalized by
dividing it with mean aerodynamic chord, such that CG = XCG/ . Note also that the
relation
holds true for this airplane.
12. The most forward location of the airplane center of gravity permitted to fulfill the
designer’s requirement on longitudinal static stability margin is
a) 0.35 b) 0.25 c) 0.15 d) 0.52
13. The most aft location of the airplane center of gravity permitted to fulfill the designer’s
requirement on longitudinal static stability margin is
a) 0.35 b) 0.45 c) 0.52 d) 0.67
14. The center of gravity location to have
is
b) 0.35 b) 0.45 c) 0.5 d) 0.4
Statement for linked answer questions 15 & 16: For a piston propeller airplane
weighing 20000 N, the flight testing at 5 km pressure altitude in standard atmosphere gave
the variation of power required versus true air speed as shown in figure below. The
student forgot to label the airspeed axis. The maximum climb rate at sea level was
calculated to be 4 m/s. Assume shaft power available to be independent of speed of flight.
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For piston propeller airplane, it can be assumed that the shaft power available is
proportional to ambient density. Values of air density at sea level and at 5 km pressure
altitude are 1.225 kg/m3 and 0.74 kg/m3, respectively.
15. The maximum rate of climb achievable by this airplane at 5 km altitude will be
a) 1.65 m/s b) 0.51 m/s c) 1.43 m/s d) 3.65 m/s
16. If during the maximum rate of climb at 5 km altitude, the airplane was flying at an angle
of attack of 4 degrees and altitude (pitch) angle of 5 degrees, what was equivalent
airspeed of the airplane?
a) 40.2 m/s b) 63.7 m/s c) 130.3 m/s d) 20.2 m/s
2008
1. The service ceiling of a transport aircraft is defined as the altitude
a) That is halfway between sea-level and absolute ceiling
b) At which it can cruise with one engine operational
c) At which its maximum rate of climb is zero
d) At which its maximum rate of climb is 0.508 m/s
2. The drag of an aircraft in steady climbing flight at a given forward speed is
a) Inversely proportional to climb angle
b) Higher than drag in steady level flight at the same forward speed
c) Lower than drag in steady level flight at the same forward speed
d) Independent of climb angle
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3. In steady, level turning flight of an aircraft at aload factor ‘n’, the ratio of the horizontal
component of lift and aircraft weight is
a) b) c) d)
4. The parameter that remain constant in a cruise-climb of an aircraft are
a) Equivalent airspeed and lift coefficient
b) Altitude and lift coefficient
c) Equivalent airspeed and altitude
d) Lift coefficient and aircraft mass
5. Which of the following statement is TRUE?
a) Wing dihedral reduces roll stability while a low wing increases roll stability.
b) Wing dihedral increases roll stability while a low wing reduces roll stability.
c) Wing dihedral as well as low wing reduces roll stability.
d) Wing dihedral as well as low wing increases roll stability.
6. An aircraft has a level flight stalling speed of 60 m/s EAS (equivalent air speed). As per
the V-n diagram, what is the minimum speed at which it should be designed to with
stand the maximum vertical load factor of 9?
a) 20 m/s b) 60 m/s c) 120 m/s d) 180 m/s
7. Match each mode of aircraft motion listed in group I to its corresponding property
from group II
Group I: Aircraft mode Group-II: Property P: Short Period mode 1: Coupled roll-yaw oscillations Q: Wing rock 2: Angle of attack remains constant R: Phugoid mode 3: Roll oscillations S: Dutch roll 4: Speed remains constant
a) P-2, Q-1, R-4, S-3 b) P-4, Q-3, R-2, S-1
c) P-4, Q-1, R-2,S-3 d)P-2, Q-3, R-4, S-1
8. In the definition of the aircraft Euler angles Φ (roll), θ(pitch), ψ (yaw), the correct
sequence of rotations required to make the inertial frame coincide with the aircraft
body frame is
a) First ψ about z axis, second θ about y axis, third Φ about x axis
b) First θ about y axis , second Φ about x axis, third ψ about z axis
c) First Φ about x axis, second θ about y axis, third ψ about z axis
d) First ψ about z axis, second Φ about x axis, third θ about y axis
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9. To maximize range of a jet engine aircraft, it should be flown at a velocity that
maximizes
Linked question statement: An aircraft has a zero-lift drag coefficient CDo = 0.0223,wing
aspect ratio ARw = 10.0 and Oswald’s efficiency factor e = 0.7
10. The thrust required for steady level flight will be minimum when the aircraft operates
at a lift coefficient of
(A)0.65 (B)0.70 (C)0.75 (D)0.80
11. The glide angle that results in maximum range in a power-off glide is
77. A sailplane weighs 4500 N and has a wing loading of 600 N/m2, its drag polar relation is
. After completing a launch at 350 m in still air.The greatest
distance the sailplane can cover is
(A) 10.5 km (B) 11.8 km (C) 9.05 km (D) 10.0 km
78. An airplane weighing 20,000 N has to fly with maximum rate of climb of 300 m/min. The
maximum available excess power for this climb is
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(A) 100 kW (B) 200 kW (C) 300 kW (D) 600 kW
79. Aerodynamic efficiency of a flying object can be defined as (Here L = lift; D = drag)
(A) (L-D)/D (B) (D-L)/D (C) L/D (D) D/L
80. The longitudinal stability curves are plotted for three different locations of wing on to the fuselage. Identify the location of wing from the following figure.
(A) P-Low wing, Q-Mid wing, R-High
wing (B) P-Mid wing, Q-Low wing, R-High
wing (C) P-High wing, Q- Mid wing, R-Low
wing (D) Insufficient data
81. When a vehicle is trimmed (longitudinally) with the controls free, which of the following
statements is/are always true? (Multiple answers may possible for this question)
(A) The net moment about the control-free neutral point is zero (B) The net hinge-moment about the elevator hinge line is zero (C) The center-of-gravity is ahead of the control-free neutral point (D) None of the above
82. The pitching moment curves of two independent aircraft (P and Q) are found as
and
.
Which aircraft is more stable to static longitudinal stability?
(A) P (B) Q (C) Both P and Q (D)
Neither P nor Q
83. The pitching moment curves of an aircraft is found as , at
trim find the elevator angle required to change the lift coefficient from 0.5 to 0.8 is
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(A) 0.75o up (B) 0.75o down (C) 1.15o up (D) 1.15o down
84. A pilot of an aircraft applies a pull force of 100 N on the control stick. Assume the length
of the stick is 1.2 m and is rotated by 13o and the corresponding angular rotation of the
elevator is 8o. Then the hinge moment about hinge line is
The aircraft(s), which are stable statically in directional case are
(A) P only (B) R only (C) P and Q (D) R and S
86. If aircraft is symmetric about XZ plane, then
(A) Ixy = 0 and Iyz = 0 (B) Ixz = 0 and Iyz = 0 (C) Ixx = 0 and Izz = 0 (D) Ixz = 0 and Izx = 0
87. Approximate natural frequency of the Lanchester approximate Phugoid mode is
(A)
(B)
(C)
(D)
88. The natural frequency of a phugoid mode is 0.26 rad/sec and the damping ratio is 0.087. The Eigen values of the phugoid mode are:
(A) (B) (C) (D)
89. An approximate short period mode is mainly characterized by (A) Pitch attitude, Velocity (B) Angle of attack and pitch attitude (C) Velocity only (D) All of the above
90. An airplane flying at 100 m/s is pitching at the rate of 0.2 deg/s. Due to pitching; the horizontal tail surface located 4 m behind the centre-of-mass of the airplane will experience a change in angle of attack. The change in the angle of attack is
91. The longitudinal performance equation of motion for an aircraft with thrust producing
engines is given by _______________________________.
92. If the thrust is constant, the best gradient of climb will be obtained by flying at the
_______________
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93. An instruments that indicates height as the function of barometric static pressure in the atmosphere is (A) airspeed indicator (B) altimeter (C) mach meter (D) all.
94. The specific fuel consumption of thrust producing engine is given by
(A) (B) (C) ( D)
95. The generalized climb performance equation for thrust producing engines
117. The rate of drift –Down will depend on the __________________of the A/C and on the
________________of the atmosphere.
118. If the engine failure speed is close to the lift off speed then the increase in distance
required to reach, the lift of speed under the reduced acceleration will be relatively
_________________.
119. The centrifugal force in a turning maneuver is produced by the
A).linear acceleration B).lateral acceleration C). normal acceleration D).A & B
120. The longitudinal equation of motion for maneuvering flight can be written as .
(A)
(B)
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(C)
(D)
121. The parametric form of the thrust force is given by
(A)
(B)
(D)
122. From the lateral force equation the rate of turn is given by
(A)
. (B)
(C)
(D)
123. The expression for the lift coefficient in terms of EAS for the aircraft at a test weight
Wt is
(A)
(B)
(C)
(D).
124. The distance that the airplane rolls on the ground from touch down to the point
where the velocity goes to Zero is called___________
(A)flare distance (B) approach distance
(C) Ground roll (D) total landing distance
125. The maximum endurance is achieved by A/C flying at the
(A)Max Drag Speed (B) Max Thrust
(C) Minimum Drag Speed (D) Max lift.
126. The balance between the length of the runway required either to continue or bring
the A/C to a Half.
(A) Balanced field length (B)critical field length
(C) unbalanced Field length (D) none
127. The en-route phase of the flight concerned the _______ of the A/C with one engine in
operative
(A)Landing performance (B)Take off performance
(C) descent performance (D)cruising Performance
128. Which is the max Weight of payload that can be carried in the A/C
(A) max length (B)Max structural payload
(C)Max zero fuel weight (D)All
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129. When a vehicle is trimmed (longitudinally) with the controls free, which of the following statements is/are always true?
(A) The net moment about the control-free neutral point is zero; (B) The net hinge-moment about the elevator hinge line is zero; (C) The center-of-gravity is ahead of the control-free neutral point; (D) None of the above.
130. Of the effects of the fuselage on static longitudinal stability listed below, the least
important is (A) The forward shift in the basic neutral point; (B) The positive shift in pitching moment coefficient at zero lift; (C) The increase in the lift-curve slope CL® of the configuration. (D) None of the above
131. The linear acceleration arises from an _______________ of the force in the direction of
the flight .
132. The load factor n=__________.
133. The representation of the aerodynamic force in parametric form is_____________________.
134. The power equivalent weight is more applicable to A/C with _______________engines.
135. A civil A/C must be granted with certification of ___________________before it can be used for any commercial purpose.
136. For Gulf stream-like A/C assume the +ve limit load factor is 4.5, Calculate the Airplane’s corner velocity at sea level.(W/S=76.84 lbf-2,Cl,max =1.2, =0.002377 slug ft-3)____________
137. The continued take off distance required to achieve the lift of speed becomes
______________
TRUE OR FALSE
138. Static stability is a sufficient condition for a vehicle eventually to return to an
equilibrium state following an arbitrary infinitesimal perturbation.
139. An airfoil section having conventional subsonic camber (i.e., concave down) will have
a positive pitching moment at zero lift.
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140. A flight vehicle having positive
will be statically stable to longitudinal
perturbations (with controls fixed).
141. For a given center-of-gravity location, an aircraft with a forward tail (canard) usually has less static longitudinal stability when the controls are freed than when they are fixed.
142. The lift-curve slopes of aircraft are reduced when the controls are free, relative to
when the controls are fixed, regardless of whether the tail is forward or aft of the wing.
143. A large-aspect-ratio, forward-swept wing having symmetrical sections must be twisted such that the angle of attack at the tips is less than that at the root in order for it to have a positive pitching moment at zero lift.
144. All other geometric factors being equal, the contribution of the horizontal tail to the
total lift-curve slope CLα for a vehicle will be larger for a forward tail (canard) than for an aft tail.
145. Forward wing sweep contributes to unstable dihedral effect (i.e., to positive Clβ)
146. Wing sweepback contributes to stable weathercock stability.
147. The control-free neutral point is always ahead of the basic neutral point.
148. The unforced response of a flight vehicle to a purely longitudinal perturbation from a state of longitudinal trim usually consists of two oscillatory modes.
149. The unforced response of a flight vehicle to a purely lateral/directional perturbation from a state of longitudinal trim usually consists of two oscillatory modes.
150. The long-period (phugoid) longitudinal mode is more heavily damped near the
drag-divergence Mach number (where compressibility effects are important), than at low speeds.
151. Changes in drag associated with changes in airspeed cause the short-period
longitudinal mode to be relatively heavily damped.
152. Dynamic stability for a linear, time-invariant system is guaranteed if all the roots of the characteristic equation of the plant matrix have negative real parts.
153. The response of a linear, time-invariant system to an impulsive forcing at time t = 0
is equivalent to the response to an appropriately perturbed initial condition. Match the following
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1. Pitch stiffness A Cnp 2. Dihedral effect B Cnr 3. Yawing moment due to roll rate C Clβ 4. Pitch damping D Clr 5. Yaw damping E Cmq 6. Rolling moment due to yaw rate F Cnβ 7. Weathercock stability G Cmα