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Question of the DAY for (AIRFRAME) 0239
Q In which direction does the aileron control the aircraft’s movement?
1 Roll.
2 Pitch.
3 Yaw.
4 Climb.
CORRECT ANSWER IS
1.Roll.
EXPLANATIONReason:
Ailerons control roll, which is the rotation around the longitudinal axis of the aircraft, allowing it to bank left or right.
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Question of the DAY for (AIRFRAME) 0240
Q . A helicopter’s ability to maintain a steady hover is influenced by:
1 The airspeed of the helicopter.
2 The altitude of the helicopter.
3 The power settings and balance of the helicopter.
4 The direction of the helicopter’s flight path.
CORRECT ANSWER IS
3.The power settings and balance of the helicopter.
EXPLANATION
A helicopter’s ability to maintain a steady hover is influenced by the power settings (torque and collective pitch) and balance (center of gravity and weight distribution). This is because hovering requires precise control over the rotor’s angle of attack and thrust to counteract the weight and any external factors like wind.
The other options are not directly relevant to maintaining a steady hover:
- Airspeed is more relevant to forward flight, as a helicopter’s airspeed is typically zero when hovering.
- Altitude can affect the helicopter’s performance due to changes in air density, but it’s not the primary factor in maintaining a steady hover.
- Direction of the helicopter’s flight path isn’t relevant to hovering, as the helicopter is stationary relative to the ground.
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Question of the DAY for (AIRFRAME) 0241
Q What effect does increasing the angle of attack have on the stall speed of an aircraft?
1 The stall speed increases.
2 The stall speed decreases.
3 The stall speed remains the same.
4. The stall speed becomes zero.
CORRECT ANSWER IS number 1.
- 1.The stall speed increase is incorrect in the context of the question it seems like it should be related to load factor or something. Increasing the angle of attack actually leads to stall, rather than increasing stall speed itself. However, the stall speed does increase with load factor which is related to the angle of attack indirectly in turns or maneuvers.
A more direct interpretation: As you increase the angle of attack, you get closer to the critical angle where stall occurs.
In standard conditions though when people talk about increasing stall speed they usually refer to it in terms of increased weight or bank angle. In a level turn or increased weight the stall speed increases.
Given the direct relationship between angle of attack and stall, none of the options perfectly describe the relationship between angle of attack and stall speed without additional context.
But if I had to choose based on common misunderstandings and probable intent behind such a question, the closest in aviation would be “The stall speed increases” when considering load factor implications or other factors influenced by angle of attack indirectly.
So the answer could be 1, with clarification needed on context.
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Question of the DAY for (AIRFRAME)0242
Q. The control cable terminals on most late model aircraft are swaged, and a painted P band is placed around the cable adjacent to the terminal in order to:
- Protect the cable and the fitting from electrolytic corrosion.
- Detect slippage of the cable in the fitting.
- Disclose twisting of the cable in the fitting.
- Ascertain if the cable is safetied properly.
CORRECT ANSWER IS : number .2
- 2. Detect slippage of the cable in the fitting.
The painted P band, or inspection band, is used to check if the cable has slipped within the swaged fitting. If the band is no longer aligned properly, it indicates that slippage has occurred.
EXPLANATION
ITS SO CLEAR NOW 
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Question of the DAY for (AIRFRAME) 0243
Q Why are counterweights incorporated in the leading edge of primary control surfaces?
- To prevent the surfaces from fluttering during flight.
- To balance the surfaces.
- To make the surfaces easier to move in flight.
- All of the above.
” 
CORRECT ANSWER IS number. 1.
- 1.To prevent the surfaces from fluttering during flight.
Explanation: To prevent the surfaces from fluttering during flight. Counterweights, also known as balance weights or aerodynamic balance, are incorporated into the leading edge of primary control surfaces (such as ailerons, elevators, and rudders) to prevent a phenomenon called control surface flutter. Flutter is a self-sustaining oscillation that can occur when the control surface’s center of gravity is behind its hinge line, causing potentially catastrophic vibrations. By adding weight to the leading edge, the center of gravity is moved forward, reducing the likelihood of flutter and ensuring stable flight.
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Question of the DAY for (AIRFRAME) 0244
Q A light aircraft’s ailerons are often rigged with a specified amount of droop to:
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Increase directional stability.
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Increase the lift of the wings at landing speeds.
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Prevent stiffness of the controls.
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Cause the ailerons to streamline in flight.
CORRECT ANSWER IS number 2: Increase the lift of the wings at landing speeds.
EXPLANATIONAileron droop, also known as aileron washout or negative aileron trim, involves setting the ailerons to slightly droop downward when the aircraft is on the ground or at low speeds. This configuration increases the camber (curvature) of the wing’s airfoil at the aileron section, which enhances lift at lower speeds, particularly during landing. This improves the aircraft’s roll control and overall handling at lower speeds.
Let’s briefly look at why the other options are incorrect:
1. Increase directional stability: Ailerons primarily control roll, not yaw or directional stability, which is more influenced by the rudder and vertical stabilizer.
3 Prevent stiffness of the controls: While aileron design and balance do affect control forces, droop specifically is more about aerodynamic performance at low speeds than reducing control stiffness.
4 Cause the ailerons to streamline in flight: Aileron droop is not intended to streamline the ailerons in flight. In fact, in cruise flight, the ailerons are typically set to neutral or slightly upward to reduce drag.
So, the main purpose of aileron droop is to enhance low-speed performance, making option 2 the most accurate.
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Question of the DAY for (AIRFRAME) 0245
Q. The total amount which an aircraft primary flight control is permitted to move is normally:
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Listed in the appropriate Aircraft Specification or Type Certificate Data Sheet.
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Limited by positive stops.
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Given in degrees of travel or inches of travel.
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All of the above.
CORRECT ANSWER IS number 4 : All of the above.
EXPLANATION
Here’s why:
- Listed in the appropriate Aircraft Specification or Type Certificate Data Sheet: The control surface movements are often specified in the aircraft’s certification documents, such as the Type Certificate Data Sheet (TCDS) or Aircraft Specification. These documents provide critical information about the aircraft’s design and limitations.
- Limited by positive stops: Most aircraft have physical stops or mechanical limits that prevent the control surfaces (like ailerons, elevators, and rudder) from moving beyond their designed range. These stops help prevent damage to the control system or airframe.
- Given in degrees of travel or inches of travel: Control surface movement is typically specified in terms of degrees of deflection (for angular movement) or inches of travel (for linear movement). For example, an aileron’s movement might be specified as ±20 degrees or an elevator might have a range of +15° to -30°.
Given that all three statements are true and relevant to specifying and limiting the movement of primary flight controls, the most accurate answer is D: All of the above.
i
IT IS SO CLEAR NOW
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Question of the DAY for (AIRFRAME) 0246
Q. ???????????????
.
CORRECT ANSWER IS
EXPLANATION
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Question of the DAY for (AIRFRAME) 0247
Q. ????????????????????????
CORRECT ANSWER IS
Explanation:
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THESE ANSWERS ARE
RESEARCHED ANSWERS
and MOSTLY EXPLAINED
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THE SOONER I GET THROUGH THE AIRFRAME QUESTION & THE RIGHT ANSWER WITH EXPLANATIONS WILL START THE POWER PLANT QUESTION AND RIGHT ANSWER WITH THE EXPLANATIONS
FOR EXAMPLE, SAMPLE QUESTION AND ANSWER COMING SHORTLY
When a propeller on a reciprocating engine strikes an object causing the engine to suddenly stop, what should be done to the engine?
- Perform a power check to determine internal damage.
- Check the fuel screens for metal deposits.
- Perform a compression check.
- Check the crankshaft for distortion.
CORRECT ANSWER IS
4.Check the crankshaft for distortion.
EXPLANATION
When a propeller strikes an object and causes the engine to suddenly stop, it can cause a sudden shock load on the crankshaft. This can lead to internal engine damage, including crankshaft distortion or bending.
Checking the crankshaft for distortion is critical because:
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A bent or distorted crankshaft can cause catastrophic engine failure if the engine is restarted.
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A visual inspection of the crankshaft may not reveal any damage, so a detailed check using specialized tools is necessary.
The other options are incorrect:
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Option 1: A power check may not reveal internal damage caused by the sudden stop.
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Option 2: Checking fuel screens for metal deposits may indicate other issues, but it’s not directly related to the sudden engine stop.
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Option 3: A compression check can indicate engine problems, but it may not specifically reveal crankshaft distortion.
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