class A aircraft takeoff – Air – DGCA Question Bank For Politics

#1. For a given take-of mass, the maximum brake energy limit speed (VMBE), as an indicated airspeed, will:

Decrease with increasing altitude, and decrease with increasing temperature.

Increase with increasing altitude and increase with increasing temperature.

Decrease with increasing altitude, and increase with increasing temperature.

Not change with altitude, but decrease with increasing temperature.

#2. Provided all other parameters stay constant, Which of the following statements will decrease the take-off ground run?

Decreased take-off mass, increased pressure altitude, increased temperature.

Decreased take-off mass, increased density, increased flap setting.

Increased pressure altitude, increased outside air temperature, increased take-off mass.

Increased outside air temperature, decreased pressure altitude flap setting.8

#3. A multi engine aeroplane is flying at the minimum control speed (VMCA). Which parameter(s) must be maintainable after engine failure?

Heading, altitude and a positive rate of climb of 100 ft/min.

Altitude.

Straight flight.

Straight flight and altitude.

#4. How is VMCA influenced by increasing pressure altitude?

VMCA decreases with increasing pressure altitude.

VMCA increases with pressure higher than 4000 ft.

VMCA increases with increasing pressure altitude.

VMCA is not affected by pressure altitude.

#5. Which of the following speeds can be limited by the maximum tyre speed'?

Life-off groundspeed.

Lift-off IAS.

Lift-off TAS.

Lift-off EAS

#6. A higher outside air temperature (OAT):

decreases the brake energy limited take-off mass.

increases the field length limited take-off mass.

decreases the take-off distance.

increases the climb limited take-off mass.

#7. The take-off performance requirements for Class. A transport category aeroplanes are based upon:

failure of critical engine.

failure of critical or allengines operating which ever gives the largest take-off distance.

all engines operating.

only one engine operating

#8. Maximum and minimum values of V1 can be limited by:

VR and VMCG

V2 and VMCA

VR and VMCA

V2 and VMCG

#9. During the certification flight testing of a twin engine turbojet aeroplane, the actual demonstrated take-off distances are equal to: 1,547 m which all engines operating 1,720 m with failure of the critical engine at V1 and with all other things remaining unchanged. The take-off distance adopted for the certification file is :

1,547 m.

1,720 m

1,779 m

1,978

#10. The minimum value than V2 must exceed "air minimum control speed" is by:

15%

20%

30%

10%

#11. With regard to a take-off from a wet runway, which of the following statements is correct?

Screen height cannot be reduced.

The screen height can be lowered to reduce the mass penalties.

When the runway is wet, the V1 reduction suffficient to maintain the same margins on the runway length.

In case of thrust reverser inoperative, the wet runway performance information can still be used.

#12. Balanced V1 is selected :

for a runway length limited take-off with a clearway to give the highest mass.

if it is equal to V2.

if the accelerate stop distance required is equal to the one engine out take-off distance required.

for a runway length limited take-off with a stopway to give the highest mass

#13. How is V2 affected if take-off flaps at 20° is chosen instead of take-off flaps at 10°?

V2 increases in proportion to the angle at which the flaps are set.

V2 has no connection with take-off flap setting, as it is a function of runway length only.

V2 decreases if not restricted by VMCA

V2 has the same value in both cases.

#14. Which statement regarding the influence of a runway down-slope is correct for a balanced take-off? Down-slope:

reduces V1 increases the accelerate stop distance required (ASDR).

increases V1 and reduces the accelerate stop distance required (ASDR).

increases V1 and reduces take-off distance required (TODR).

reduces V1 and reduces take-off distance required (TODR).

#15. Ignoring the minimum control speed limitation, the lowest take-off safety speed (V2 min) is :

1.15 Vs for all turbojet aeroplanes.

1.20 Vs for all turboprop powered aeroplanes.

1.13 VSR for two-engined and three-engined turbo-propeller powered aeroplanes;

1.13 VSR for turbo-propeller powered aeroplanes with more than three engines.

#16. During the flight preparation a pilot makes a mistake by selecting V1 greater than that required. Which problem will occur when the engine fails at a speed immediately above the correct value of V1?

The stop distance required will exceed the stop distance available.

The one engine out take-off distance required may exceed the take-off distance available.

V2 may be too high so that climb performance decreases.

It may lead to over-rotation.

#17. The speed V2 of a jet aeroplane must be greater than (assume the aeroplane has provisions for obtaining a significant reduction in the one-engine-inoperative power-on stall speed)

1.13 VMCG.

1.05 VLOF

1.13 V1.

1.08 VSR.

#18. When an aircraft take off with the mass limited by the TODA or field length:

the actual take-off mass equals the field length limited takeoff mass.

the distance from brake release to V1 will be equal to the distance from V1 to the 35 feet point.

the "balanced take-off distance" equals 115% of the "all engine take-off distance".

the end of the runway will be cleared by 35 feet following an engine failure o=at V1.

#19. A runway is contaminated by a 0.5 cm layer of wet snow. The take-off is nevertheless authorized by a light-twin's flight manual. The take-off distance in relation to a dry runway will be:

very significantly decreased.

increased

unchanged

decreased

#20. What will be the influence on the aeroplane performance at higher pressure altitudes?

It will increase the take-off distance.

It will decrease the take-off distance.

It will increase the take-off distance available.

It will increase the accelerate stop distance available.

#21. During certification test flights for a turbojet aeroplane, the actual measured take-off runs from brake release to a point equidistant between the point at which VLOF is reached and the point at which the aeroplane is 35 feet above the take-off surface are: 1,747 m, all engines operating 1,950 m, with the critical engine failure recognized at V1, and all the other factors remaining unchanged. Considering both possibilities to determine the take-off run (TOR). What is the correct distance?

1,950 m.

2,009 m.

2,243 m.

2,096 m.

#22. Given that: VEF = Critical engine failure speed VMCG = Ground minimum control speed VMCA = Air minimum control speed VMU = Minimum un-stick speed V1 = Take-off decision speed VR min. = Minimum take-off safety speed The correct formula is?

1.05 VMCA is less than or equal to VEF, VEF is less than or equal to V1

1.05 VMCG is less than VEF, VEF is less than or equal to VR

V2 min is less than or equal to VEF, VEF is less than V1

VMCG is less than or equal to VEF, VEF is less than V1

#23. If the field length limited take off mass has been calculated using a Balanced Field Length technique, the use of any addition clearway in take-off performance calculations may allows:

a greater field length limited take off mass but with a higher V1.

the obstacle clearance limit to be increased with no effect on V1.

the obstacle limit to be increased with an higher V1.

a greater field length limited take off mass but with a lower V1.

#24. The result of a higher flap setting up to the optimum at take-off is:

a higher V1.

a longer take-off run

a shorter ground roil

an increased acceleration.

#25. For class A aeroplanes the take-off run is:

the horizontal distance along the take-off to a point equidistant between the point at which VLOF is reached and the point at which the aeroplane is 35 ft above the take-off surface.

1.5 times the distance from the point of brake release to a point equidistant between the point at which VLOF is reached and the point at which the aeroplane attains a height of 35 ft above the runway with all engines operative.

1.15 times the distance from the point of brake release to the point at which VLOF is reached assuming a failure of the critical engine at V1.

the distance of the point of brake release to a point equidistant between the point at which VLOF is reached and the point at which the aeroplane attains a height of 50 ft above the runway assuming a failure of the critical engine at V1.

#26. Which statement is correct for a Class A aeroplane?

VR must not be less than 1.05 VMCA and not less than 1.1 V1.

VR must not be less than 1.05 VMCA and not less than V1.

VR must not be less than VMCA and not less than 1.05 V1.

VR must not be less than 1.1 VMCA and not less than V1.

#27. During certification flight testing on a four engine turbojet aeroplane the actual take-off distances measured are: 2,555 m with all engines operating 3,050 m with failure of the critical engine recognised at V1 and all other things beings equal. The take-off distance adopted for the certification file is:

3,050 m

3,513 m

2,555 m

2,938 m

#28. When the outside air temperature increases, then:

the field length limited take-off mass decreases but the climb limited take-off mass increases.

the field length limited take-off mass increases but the climb limited take-off mass decreases.

the filed length limited take-off mass and the climb limited take-off mass decreases.

the field length limited take-off mass and the climb limited take-off mass increases.

#29. In case of an engine failure which recognized at or above V1:

the take-off should be rejected if the speed is still below VR.

the take-off must be continued.

the take-off must be rejected if the speed is still below VLOF.

a height of 50 ft must be reached within the take-off distance.

#30. VR cannot be lower than:

105% of VI and VMCA

1.2 Vs for twin and three engine jet aeroplane.

1.15 Vs for turbo-prop with three or more engines.

V1 and 105% of VMCA

#31. If the performance limiting take-off mass of an aeroplane is brake energy limited, a higher uphill slope would:

have no effect on the maximum mass for take-off.

decrease the required take-off distance

increase the maximum mass for take-off.

decrease the maximum mass for take-off.

#32. In which of the following distances can the length of a stopway be included?

In the accelerate stop distance available.

In the one-engine failure case, take-off distance.

In the all-engine take-off distance.

In the take-off run available.

#33. In the event of engine failure below V1, the first action to be taken by the pilot in order to decelerate the aeroplane is to:

apply wheel brakes.

deploy airbrakes or spoilers

reduce the engine thrust.

reverse engine thrust.

#34. The climb limited take-off mass can be increased by:

selecting a lower VR.

a lower flap setting for take-off and selecting a higher V2.

selecting a lower V1.

selecting a lower V2.

#35. Which is the correct sequence of speeds during take-off?

V1, VR, V2, VMCA.

VMCG, V1, VR, V2.

V1, VMCG, VR, V2.

V1, VR, VMCG, V2.

#36. Which of the following distances will increase if you increase V1?

All Engine Take-off distance.

Take-off run.

Accelerate Stop Distance.

Take-off distance.

#37. If the value of the balanced V1 is found to be lower than VMCG, which of the following is correct?

The ASDR will become greater than the one engine out take-off distance.

The take-off is not permitted.

The one engine out take-off distance will become greater than the ASDR.

The VMCG will be lowered to V1.

#38. For this question use Figure 4.4 in CAP 698 Section 4. For an example twin engine turbojet aeroplane two take-off flap settings (5° and 15°) are certified. Given: Field length available = 2,400 m Outside air temperature = -10°C Airport pressure altitude = 7,000 ft The maximum allowed take-off mass is:

55,000 kg

70,000 kg

52,000 kg

56,000 kg

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