YOUR LBP ASSESSMENT PAPER

EASA MODULE 13 (13/1c)

CATEGORY B2

HELICOPTER FLYING CONTROLS &

AERODYNAMICS
To be completed after studying the appropriate parts of
module 13 Avionic Systems

It is recommended that you take this paper as if it is

an actual CAA examination. After-all, it is a learning
tool and the more you get used to doing multi
choice papers the more comfortable you will feel
when doing the actual CAA exam.

Set your time limit (1.3 minutes per question),

complete the paper then check your answers with
those given at the back. Check that you understand
the correct answer for those questions that you
made an incorrect response to.
Licence by Post EASA 66 13/1c

MODULE 13.1c – HELICOPTER THEORY OF FLIGHT & FLIGHT CONTROLS

ISSUE 3

MULTIPLE CHOICE PAPER

1. The word ‘sense’ means:

(a) That the blades move in the correct direction in relation to the
movement of the control column/tail rotor pedals.
(b) That the pilot’s control is moved in the direction that he/she wants
the aircraft to go.
(c) That all the controls are capable of being moved in co-ordination.

2. A helicopter derives its lift:

(a) From a freely rotating main rotor.

(b) And thrust from a power driven main rotor.
(c) From both main and tail rotors.

3. The amount of lift produced by a rotor depends on the:

(a) Amount of twist on the aerofoil and its speed.

(b) Position of the centre of pressure and chord length.
(c) Angle of attack and relative air speed.

4. Induced drag occurs:

(a) Next to the helicopter skin.

(b) At the blade tips.
(c) As part of profile drag.

5. Profile drag is related to the:

(a) Square of speed.

(b) Inverse of the square of speed.
(c) Production of lift.

6. Rotor blade pitch angle is the angle between the:

(a) Chord line and a hub reference surface.

(b) Chord line and the relative airflow.
(c) Spanwise chord line and the tip path plane.

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7. The direction of the total lift force:

(a) Always acts directly opposite to the helicopter's weight.

(b) Always acts from the centre of, and at 90° to, the rotor disc.
(c) Will vary with an increase or decrease in the weight of the
helicopter.

8. A collective pitch change:

(a) Is a simultaneous pitch change of all the blades by the same

amount.
(b) Is achieved by changing the position of the cyclic stick.
(c) Will have no effect on the torque reaction.

9. Translational flight is:

(a) When the helicopter changes from one steady flight condition
to another.
(b) Achieved by raising or lowering the collective pitch lever.
(c) Achieved by tilting the rotor disc in the required direction of
flight.

10. A cyclic pitch change:

(a) Will cause the rotor disc to tilt in a particular direction.

(b) Is achieved by raising or lowering the swashplate.
(c) Requires no movement of the collective for compensation.

11. Dissymmetry of lift:

(a) Is counteracted by cyclic feathering

(b) Has no effect on main rotor tilt
(c) Will tilt the main rotor disc in a particular direction

12. The coning angle is a product of:

(a) Lift and centrifugal forces.

(b) Movement of the blade about the drag hinge.
(c) Engine torque.

13. Wash-out is used:

(a) To allow for slight variations in blade manufacture.

(b) On wings only.
(c) To help reduce the bending moment on the blades.

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14. The tail rotor:

(a) Produces a reaction in the same direction as torque reaction.

(b) Produces a reaction opposite to the torque reaction.
(c) Is not subject to dissymmetry of lift.

15. Ground cushion effect is:

(a) Extra lift produced by an increase in mass airflow through

the rotor disc.
(b) Increased as the helicopter's altitude increases.
(c) Extra lift produced by the downwash when the helicopter hovers
close to the ground.

16. Autorotation:

(a) Is the production of lift from a freely rotating main rotor.

(b) Is uncontrolled flight after loss of power.
(c) Leaves the pilot with no directional control.

17. A fully articulated main rotor permits the following movements:

(a) Feathering and flapping only.

(b) Feathering, flapping and dragging.
(c) Feathering, leading and lagging.

18. A rigid rotor is one that can:

(a) Feather, flap and drag.

(b) Flap and drag
(c) Feather only

19. As a helicopter accelerates in forward flight above about 15 knots, it will

be necessary to:

(a) Reduce power because rotor profile drag is reduced.

(b) Increase power because the rotor rpm is increasing.
(c) Reduce power because of additional lift in translational flight.

20. Phase lag is due to:

(a) The blades being fully articulated.

(b) Gyroscopic precession.
(c) Gyroscopic rigidity.

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21. The airflow over part of the main rotor will be in reverse direction:

(a) When in the vortex ring state.

(b) Due to ground cushion effect.
(c) At high forward speed.

22. Maximum forward helicopter speed is achieved when:

(a) The engine is at maximum rpm.

(b) Cyclic control is no longer available to overcome disc flap-back.
(c) The main rotor rpm is at maximum.

23. If the helicopter engine fails in flight, the:

(a) The flight controls will no longer function.

(b) Main rotor will continue to function due to the up-flow of air.
(c) The tail rotor stops turning.

24. The NOTAR system:

(a) Requires a tail rotor to be fitted.

(b) Assists in the production of lift when collective pitch is applied.
(c) Is used in place of a tail rotor.

25. Negative feed-back in a powered flying control system;

(a) Ensures correct degree of movement as selected by the pilot.

(b) Ensure control movement resistance will not increase stick
loading.
(c) Provides pilot with artificial feel in high g conditions.

26. Manual reversion:

(a) Prevents the effect of the blades becoming reversed under high
aerodynamic loads.
(b) In the event of the PFCU system failure uses the PFCU as a
mechanical link;
(c) Is selected by the pilot during take-off

27. The mixing unit:

(a) Synchronises engine power delivery to changes in the pitch of the

main rotors.
(b) Ensures proportional movements of the PFCUs to pilot’s cyclic and
collective control inputs.
(c) Ensures collective and cyclic control movements to the main rotor
are synchronised

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28. A swashplate and sleeve assembly (azimuth star):

(a) Will only transmit cyclic selections to the blades.

(b) Has two main rotating assemblies.
(c) Is tilted or moved vertically by flight control inputs.

29. A horizontal stabiliser (elevator):

(a) Stabilises the helicopter about its vertical axis.

(b) Prevents excessive nose down attitude in forward flight
(c) Prevents rolling about the longitudinal axis.

30. Assuming normal phase-lag of the rotor blades, the pitch operating arm
must be at the highest point of the swash-plate.

(a) 75° ahead of the highest flapping position.

(b) 90° behind the highest flapping position.
(c) 90° ahead of the highest flapping position.

31. A helicopter has a main rotor which rotates anti-clockwise (when viewed
from above), and is fitted with an anti-torque tail rotor. The helicopter
will tend to drift to:

(a) Starboard (right).

(b) Port (left)
(c) To either side depending on power settings.

.
””””””

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Licence By Post EASA 66 13/1c

MULTI CHIOCE ANSWER PAPER ISSUE 3

Name ………………………………. Student number ………… Date ………….

Subject Helicopter theory of flight & flight controls 13.1c

Assessment number 1 of 1

A B C A B C A B C A B C A B C
1 11 21 31 41

2 12 22 32 42

3 13 23 33 43

4 14 24 34 44

5 15 25 35 45

6 16 26 36 46

7 17 27 37 47

8 18 28 38 48

9 19 29 39 49

10 20 30 40 50
LBP

Multiple choice answers (answers should be verified)

Module 13/1c – Helicopter Theory of Flight and Flight Controls

Issue 3

Q1 a
Q2 b
Q3 c
Q4 b
Q5 a
Q6 a
Q7 b
Q8 a
Q9 c
Q10 a
Q11 c
Q12 a
Q13 b
Q14 b
Q15 c
Q16 a
Q17 b
Q18 c
Q19 c
Q20 b
Q21 c
Q22 b
Q23 b
Q24 c
Q25 a
Q26 b
Q27 b
Q28 c
Q29 b
Q30 c
Q31 a