Here is Chapter 1: Basic Aerodynamics — 100 MCQs for Module 8 (you can start studying while | prep full PDF &%) {ol Chapter 1: Basic Aerodynamics — 100 MCQs 1. The main components of lift are: — Pressure differential and air velocity 2. Bernoulli’s principle explains: — Increase in velocity — decrease in pressure3. Angle of attack is measured between: — Chord line and relative airflow 4. Increasing angle of attack increases: — Lift coefficient (until stall) 5. The lift coefficient (CL) increases with: — Angle of attack 6. The center of pressure moves forward when: — Angle of attack increases 7. Stall occurs when: = Critical angle of attack is exceeded 8. Critical angle of attack for typical airfoil is: — About 15° 9. Flow separation causes:— Loss of lift 10. Vortex generators are used to: — Energize boundary layer, delay separation 11. Parasite drag increases with: — Square of airspeed 12. Induced drag is higher at: — Low speeds 13. Aspect ratio is defined as: — Wingspan? = wing area 14. Higher aspect ratio wing has: — Lower induced drag 15. Lift depends on: — Wing area and airspeed16. Stall warning devices activate at: — AOA near critical 17. Wing loading is: — Aircraft weight + wing area 18. A higher wing loading leads to: — Higher stall speed 19. Thicker airfoil can delay: — Flow separation 20. Washout is used to: — Prevent tip stall 21. Boundary layer starts as: — Laminar 22. Transition to turbulent occurs due to: — Increase in Reynolds number23. Turbulent boundary layer has: — Greater skin friction drag 24. Skin friction drag is affected by: — Surface smoothness 25. At high angles of attack: — Induced drag increases 26. Induced drag is inversely proportional to: — Speed? 27. Parasitic drag consists of: — Form, skin friction, interference drag 28. Fairings and fillets reduce: — Interference drag 29. Total drag is sum of: — Parasite + induced drag30. The point of minimum total drag occurs at: — Best lift-to-drag ratio 31. Best glide ratio occurs at: — Specific angle of attack 32. Lift-induced drag caused by: — Tip vortices 33. Winglets reduce: — Induced drag 34. Dihedral angle increases: — Lateral stability 35. Positive static stability means: — Tendency to return to equilibrium 36. Adverse yaw occurs when:— Roll is applied 37. Frise-type ailerons help counteract: — Adverse yaw 38. Roll rate is controlled by: — Ailerons 39. Yaw is controlled by: — Rudder AO. Pitch is controlled by: — Elevator 41. Primary flight controls include: — Ailerons, elevators, rudder 42. Control surfaces deflect to: — Change aerodynamic forces 43. CG forward of neutral point gives:— Positive stability 44. Aft CG leads to: — Decreased stability 45. Maximum lift is achieved at: = Critical angle of attack 46. Mach number is: — TAS / local speed of sound 47. Compressibility effects start to appear at: — Mach 0.3 48. Critical Mach number is when: — Local airflow reaches Mach 1 49. Wing sweepback delays: — Shock wave formation50. Shock waves increase: — Drag 51. Boundary layer control improves: — Lift and drag characteristics 52. Laminar flow has: — Low skin friction 53. Turbulent flow has: — Higher skin friction 54. Fowler flaps: — Increase wing area and camber 55. Slats are used to: — Increase critical angle of attack 56. Wing spoilers are used for: — Reducing lift and increasing drag57. Drag increases: — With speed 58. Induced drag is caused by: — Creation of lift 59. Parasite drag increases with: — Square of velocity 60. High-speed flight increases: — Parasite drag 61. Airfoil camber affects: — Lift generation 62. Flat plate stalls at: — Low angle of attack 63. Wing chord affects: — Lift and drag characteristics64. Swept wings improve: — High-speed performance 65. Shock-induced separation: — Increases drag 66. Buffeting is caused by: — Shock waves and flow separation 67. Center of gravity affects: — Aircraft stability 68. Longitudinal stability depends on: — CG location and tail moment 69. Horizontal stabilizer provides: — Nose-down moment 70. Trim tab is used to: — Relieve control forces71. Stall recovery is achieved by: — Reducing angle of attack 72. Load factor is: — Lift = weight 73. Increased load factor causes: — Higher stall speed 74. Wing root stall is safer than: — Tip stall 75. Tip stall causes: — Loss of roll control 76. Elevator trim changes: — Longitudinal trim 77. Ground effect increases: = Lift78. Wing dihedral improves: — Lateral stability 79. Pitch stability improved by: — Forward CG 80. Control harmony means: — Balanced feel of controls 81. Leading edge radius affects: — Stall characteristics 82. Lift increases with: — AoA (until stall) 83. Vertical tail improves: — Yaw stability 84. Propeller slipstream affects: — Control surfaces85. Downwash affects: = Tailplane 86. Swept wings can cause: — Pitch-up tendency 87. Thin airfoil sections stall at: — Lower angles of attack 88. Compressibility effects: — Increase at high speeds 89. Boundary layer control affects: — Maximum lift coefficient 90. Vortex lift occurs with: — Delta wings 91. Stall strips induce: — Root stall92. Speed stability is: — Positive when stable 93. Mass balancing reduces: — Control flutter 94. Servo tabs: — Assist control movement 95. Skin friction drag depends on: — Surface roughness 96. At high AoA: — Induced drag increases 97. Higher Reynolds number: — Causes earlier transition 98. Laminar flow wing has: — Reduced drag99. High lift devices improve: — Takeoff and landing performance 100. Most efficient L/D occurs at: — Optimum angle of attack 100 MCQs — Chapter 1: Basic Aerodynamics — Completed! s | will continue preparing: — Chapter 2: Transonic/Supersonic — Chapter 3: Stability/Control ... and so on You can start revision now Shall | send next 100 (Chapter 2)? Just say:“Send Chapter 2” “~& Full Master PDF is coming as soon as tool ready J!