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Airframes and Systems

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Airframes and Systems Airframes and Systems I. Fuselage II. Cockpit and Cabin Window III. Wing IV. Stabilizing surfaces V. Landing gear VI. Flight controls (construction and operation) VII. Hydraulics VIII. Air Driven System (Piston Engine) IX. Air Driven System (Turbo propeller And Jet Aircraft) X. Non-pneumatic operated de-ice and anti-ice systems XI. Fuel System Fuselage: 1.What are the most frequent used materials in a monocoque or semi-monocoque structure? A) Wood. B) Composite fibres. C) Aluminium or magnesium alloy. D) Steel. A framework of truss type fuselage is used in: A) Supersonic aircraft B) Medium range commuter type turbo-props C) Heavy wide bodied subsonic turbo-fan aircraft D) Light training aircraft mainly A semi-monocoque fuselage has... in the longitudinal direction. Together with the frames, they resist... moments and axial forces. The skin panels are loaded mainly in... A) Bars, buckling, bending. B) Stringers, bending, shear. C) Spars, torsion, shear. D) Stringers, bending, buckling. Aircraft structures consists mainly of: A) Magnesium alloy sheets with aluminium rivets and titanium or steel at points requiring high strength. B) Light alloy steel sheets with copper rivets and titanium or steel materials at points requiring high strength. C) Aluminium alloy sheets and rivets with titanium or steel materials at points requiring high strength. D) Aluminium sheets and rivets with titanium or steel materials at points requiring high strength. What is the purpose of the stringers? A) To absorb the torsional and compressive stresses. B) To support the primary control surfaces. C) To produce stress risers. D) To prevent buckling and bending by supporting and stiffening the skin. The primary purpose of the fuselage is to: A) House the crew and payload. B) Support the wings. C) Keep out adverse weather. D) Provide access to the cockpit. Fatigue life of the fuselage is mostly based on: A) Number of explosive decompressions. B) Number of cycles at maximum differential. C) Number of pressurisation cycles. D) Number of times a certain load factor is exceeded. A damage tolerant structure: A) Is replaced when it reaches its predicted life. B) Is a structure which is free of cracks. C) Has degree of structural strength redundancy spread over a large area. D) Need not be repaired until the aircraft undergoes deep maintenance. In a stressed skin airframe structure for a pressurised aircraft: A) The rivets and skin are under tensile loads. B) The rivets and skin are under compressive loads. C) The rivets take a shear load and the skin is under compressive loads. D) The rivets are under shear loads and the skin is under tensile loads. During a violent avoidance manoeuvre, a light twin aircraft, certified to FAR 23 requirements was subjected to an instantaneous load factor of 4.2. The Flight Manual specifies that the aircraft is certified in the normal category for a load factor of -1.9 to +3.8. Considering the certification requirements and taking into account that the manufacturer of the twin did not include, during its conception, a supplementary margin in the flight envelope, it might be possible to observe: A) rupture of one or more structural components B) a permanent deformation of the structure C) no distortion, permanent or temporary of the structure D) a elastic deformation whilst the load was applied, but no permanent distortion Station numbers (Stn) and water lines (WL) are: A) Compass alignment markings. B) Passenger seat locations. C) A means of locating airframe structure and components. D) Runway markings for guiding the aircraft to the terminal. The fuselage of an aircraft consists, among others, of stringers whose purpose is to: A) Provide sound and thermal isolation. B) Assist the skin in absorbing the longitudinal traction-compression stresses. C) Withstand the shear stresses. D) Integrate the strains due to pressurization to which the skin is subjected and convert them into a tensile stress. The Design Ultimate Load is minimum: A) 1.5 x Design Limit Load. B) 1.125 x Proof Load. C) 1.125 x Design Limit Load. D) 1.5 x Proof Load. Aircraft wing construction which employs the principle of the skin taking part of the load is termed: A) Semi monocoque. B) Stressed skin. C) Fail safe. D) Monocoque. Which of the following statements about fuselage loading is true? A) Frames, stringers and skin take the full load. B) Skin and frames take the full load. Stringers are used to prevent skin buckling. C) Frames and stringers take the full load. Skin is only used as a cover. D) Frames have no structural function. Skin and stringers take the full load. For FAIL-SAFE designed structural parts: 1. The mounting principle is parallel mounting. 2. No routine check is necessary. 3. The member is removed at the end of the calculated life cycle. 4. Certain components may not be accessible. 5. The principle is the redundancy of components 6. The failure of a member causes the loads to be shared between the other system components. The combination regrouping all the correct statements is: A) 1,3,4 B) 2,3,4 C) 2,5,6 D) 1,5,6 The stresses present in all aircraft are: A) Tension, Drag, Shear, Compression, Bending. B) Tension, Compression, Shear, Bending, Torsion. C) Drag, Thrust, Weight, Lift. D) Tension, Compression, Strain, Shear. Station numbers and water lines are: A) Passenger seat locations. B) A means of locating airframe structure and components. C) Compass alignment markings. D) Runway markings for guiding the aircraft to the terminal. The airframe structure must remain substantially intact after experiencing: A) The design ultimate load times a 1.5 safety factor. B) The design limit load plus the design ultimate load. C) The design limit load times a 1.5 factor of safety. D) Three times the safety factor. Fatigue life of the fuselage is based on the: A) Number of landings only. B) Number of explosive decompressions. C) Number of pressurisation cycles. D) Number of cycles at maximum differential. 21. Strain is defined as the: A) Expansion due to temperature rise B) Ultimate load C) Yield point D) Deformation due to stress The skin of a modern pressurised aircraft: A) Is made up of light alloy steel sheets built on the monocoque principle. B) Provides aerodynamic lift and prevents corrosion by keeping out adverse weather. C) Is primary load bearing structure carrying much of the structural loads. D) Houses the crew and the payload. Which of the following is true? A) Titanium alloy is used in aircraft construction because of its good wear resistance and high temperature tolerance. B) Steel is used in aircraft because it is strong and heavy but has poor corrosion resistance. C) Super alloys are used because of their excellent corrosion resistance. D) Aluminium alloys are used in aircraft construction because it is light, easily machined and has good wear resistance. Aircraft skin is usually made of Al2024-alloy. This is... A) Pure aluminium with copper. B) Pure aluminium with zinc. C) Pure aluminium. D) Pure aluminium with bronze. Repetitive pressurisation cycles induce... stresses which... A) Hoop, cause fatigue cracks. B) Differential, are negligible. C) Hoop, are negligible. D) Differential, cause fatigue cracks. DURALUMIN alloys: 1. Have an aluminium-copper base. 2. Have an aluminium-magnesium base. 3. Are easy to weld. 4. Are difficult to weld. 5. Have a good thermal conductivity. 6. Have a poor air corrosion resistance The combination regrouping all the correct statements is: A) 1,3,6 B) 2,3,6 C) 2,4,5 D) 1,4,5 Among the different types of aircraft structures, the shell structures efficiently transmit the: 1. normal bending stresses 2. tangent bending stresses 3. torsional moment 4. shear stresses The combination regrouping all the correct statements is: A) 1, 2, 4 B) 1, 3, 4 C) 1, 2, 3 D) 2, 3, 4 On an aircraft which employs stressed skin construction: A) The skin of the airplane takes the majority of the structural load. B) Composite material should be used. C) The skin of the airplane takes no part of the load. D) The skin is fabric which is stretched over a structure, which in turn takes all of the load. The reason for the fact that an aeroplane designed for long distances cannot simply be used for short haul flights at higher frequencies is that: A) in that case some fuel tanks remain empty during the whole flight, which stresses the aeroplane's structure in an unacceptable way B) The lifetime of the fatigue sensitive parts has been based on a determined load spectrum. C) these aeroplanes often consume too much fuel on short haul flights D) the procedures and checklists for this kind of aeroplanes will take too much time The fatigue life of an aircraft's pressure hull is based on: A) The total number of explosive decompressions. B) The total number of negative differential pressure applications. C) The total number of pressurisations. D) The total number of landings. 'Fail safe construction' is: A) A simple and cheap type of construction. B) A type of construction in which the load is carried by other components if a part of the structure fails. C) A type of construction for small aircraft only. D) A construction which is suitable for aerobatic flight. Which components do a semi-monocoque fuselage consists of? A) A stressed skin structure in which the skin is supported by a lightweight framework, such as longerons, stringers and formers. B) Metal stringers, bulkheads and fabric covering. C) A stressed skin type of construction in which the stiffness of the skin provides a large measure of the strength of the structure.
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