China Civil UAV Theory Questions — Questions 1022–1031

When the pitch angle is too small, it must be increased by pushing the stick. Option A, pushing the stick forward, deflects the elevator downward, pitching the nose down and increasing the pitch angle. Option B, pulling the stick back, deflects the elevator upward, pitching the nose up and making the pitch angle smaller. Option C, pressing the stick left, operates the ailerons to roll left, increasing the left bank.

The flight operator (internal operator) controls through the ground-station interface and the console mouse, keys, and stick, and is involved in the takeoff-and-landing phase and the cruise phase.

The takeoff-and-landing operator (external operator) controls through a dedicated remote controller and external control box, and is involved only in the takeoff-and-landing phase.

During ground taxiing, the aircraft has no pitch or roll motion, so the ailerons and elevator have no effect. Control is mainly through rudder stick inputs.

When the track deviates from the target by 5° or less, only the rudder is needed, gently twisting the rudder stick opposite the deflection. When the track deviates from the target by more than 5°, the deviation is too large and requires a coordinated turn: press the stick and twist the rudder to face the target, then level the bank and resume level flight.

When the track deviates from the target by 5° or less, only the rudder is needed, gently twisting the rudder stick opposite the deflection. When the track deviates from the target by more than 5°, the deviation is too large and requires a coordinated turn: press the stick and twist the rudder to face the target, then level the bank and resume level flight.

In a go-around, the aircraft needs enough lift to climb, so full throttle must be promptly and gently applied. Option A is correct.

The landing phase leaves the pilot very little reaction time, so deviations must be corrected promptly. Corrections should not be too rough; large-force corrections can cause ballooning, a high flare, or a low flare. The correct flare action must follow the actual situation, and control the aircraft proactively, with foresight, and flexibly.

There are three causes of deviation: (1) failure to check the attitude indicator position promptly, resulting in flight with a bank; (2) rough actions and large control inputs, causing an unstable flight state; (3) when switching among level flight, climb, and descent, push and pull directions that are not straight, interfering with other channels.

If the aircraft brakes immediately after touchdown, the high speed increases the risk of tire wear, brake overheating, or even brake damage. In addition, if the runway surface is wet or otherwise unfavorable, immediate braking can cause the aircraft to lose directional control or run off the runway. Braking should therefore wait until the speed has fallen to a safe range (below 40 km/h). In option C, the aircraft has already stopped, so braking to slow down is meaningless.