Demo: SPL

The correct components of the tail are the horizontal tail and vertical tail, as they provide stability and control around the pitch and yaw axes. Steering wheel, pedals, ailerons, and rudder are either control devices or belong to the wings, not the tail.

Correct: two thin load-bearing layers and a light core material. This gives high strength with low weight. The other options are wrong because they mention thick layers or a heavy core, which would make the structure unnecessarily heavy.

Ribs give the wing its profile shape because they define the cross-sectional form. The spar mainly carries bending loads, planking provides a smooth surface, and the tip only shapes the end of the wing.

The load factor 'n' is the ratio of lift to weight. It shows how much greater the lift is compared to the weight. The other options are incorrect because they compare forces not relevant to the load factor.

Sandwich structures offer low weight, high stiffness, high stability, and high strength because they combine lightweight cores with strong outer layers. The other options mention temperature durability or formability, which are not main features of sandwich structures.

Carbon fiber reinforced plastic has the highest strength due to its excellent tensile and bending properties. Wood, aluminium, and magnesium are less strong and are used where low weight or other features are more important.

The trim lever reduces stick force on the elevator, making it easier to maintain pitch without constant pressure. It does not affect ailerons, rudder, or adverse yaw. This helps the pilot fly comfortably without holding force on the control stick.

Exceeding the manoeuvering speed in heavy gusts can damage the fuselage structure, as it may cause loads beyond design limits. The other options relate to aerodynamic effects or control behavior, not structural strength.

An aircraft moves about three axes: vertical, lateral, and longitudinal. These allow yaw, pitch, and roll. Options with two or four axes are incorrect, as only three exist. Terms like 'axis of speed' or 'axis of evil' are not correct for aircraft movement.

Ailerons control movement around the longitudinal axis (roll). The rudder controls the yaw axis, the elevator controls the pitch axis, and the trim tab only reduces control forces.

Pulling the yoke increases the tail's downward force, making the nose rise. The other answers are wrong because they either say the nose drops or mention upward force at the tail, which is incorrect.

Secondary flight controls improve aircraft performance and reduce the pilot's control forces. They do not directly control movement about the three axes, do not directly manage flight path or speed, and are not a backup for primary controls.

Moving the trim wheel aft causes the trim tab to move down, making the elevator move up, which raises the aircraft's nose. The other answers are incorrect because they mix up the directions of the trim tab and elevator movement.

The trim tab moves down to push the elevator up, causing the aircraft to trim nose up. The other answers are incorrect: the trim tab does not move up, it does not depend on CG position, and it does not follow rudder deflection.

The Pitot/static system measures total and static air pressure, which is essential for determining airspeed and altitude. It does not prevent Pitot tube icing, correct the airspeed indicator to zero on the ground, or prevent static buildup.

The Pitot tube measures total air pressure, which is the sum of static and dynamic pressure. It does not measure only static or dynamic pressure, and it is unrelated to cabin air pressure.

QFE is the barometric pressure at a reference datum, typically the runway threshold. The other options refer to sea level pressure, altitude above 1013.25 hPa, or magnetic bearing, which do not define QFE.

The altimeter subscale is used to reference the altimeter reading to a specific pressure level, such as mean sea level, aerodrome level, or standard pressure (1013.25 hPa). The other options are incorrect because the subscale does not adjust for temperature or system errors.

If the subscale is set to a higher than actual pressure, the altimeter shows too high. The aircraft is closer to the ground than indicated. The other answers confuse the effect or describe the opposite situation.

A lower-than-standard temperature causes the altimeter to indicate too high. This is because denser air makes the altimeter overread. The other options are incorrect: they either state the opposite, suggest perfect correction, or confuse with Pitot tube issues, which do not affect the altimeter.

True altitude is an altitude above mean sea level corrected for non-standard temperature and QNH. This gives the actual height above sea level. The other options refer only to ground level, pressure, or temperature, which is incorrect.

The altimeter uses an aneroid capsule that reacts with delay to pressure changes due to hysteresis. The vertical speed indicator and tachometer are less affected. The direct reading compass is not pressure-based and thus not affected.

Altitude measurement is based on static pressure, which decreases as altitude increases. Total, dynamic, and differential pressures are used for other instruments like the airspeed indicator, not the altimeter.

Correct: The vertical speed indicator measures the rate of change of static pressure by comparing current static pressure with that inside a reservoir. The other options are incorrect: they mention total pressure, vacuum, or acceleration, which are not how the instrument works.

The vertical speed indicator measures the difference between the present static pressure and the static pressure of a previous moment. This shows climb or descent rate. The other options are incorrect because they refer to dynamic or total pressure, which are not used by the VSI.