CLIMB – Air – DGCA Question Bank For Politics

#1. What happens to the drag of a jet aeroplane if, during the initial climb after takeoff, a constant IAS and constant configuration is maintained? (Assume a constant mass..

The drag decreases

The drag increases initially and decrease thereafter

The drag remains almost constant

The drag increases considerably

#2. The speed for best rate of climb is called?

VO

VY

VX

V2

#3. An increase in atmospheric pressure has, among other things, the following consequences on take-off performance

a reduced take-off distance and degraded initial climb performance

a reduced take-off distance and improved initial climb performance

an increases take-off distance and degraded initial climb performance

The speed for best rate of climb is called?

#4. A higher outside air temperature

does not have any noticeable effect on climb performance

reduces the angle of climb but increases the rate of climb

reduces the angle and the rate of climb

increases the angle of climb but decreases the rate of climb

#5. In un-accelerated climb:

thrust equals drag plus the uphill component of the gross weight in the flight path direction

thrust equals drag plus the downhill component of the gross weight in the flight path direction

lift is greater than the gross weight

lift equals weight plus the vertical component of the drag

#6. A jet aeroplane is climbing at a constant IAS with maximum climb thrust. How will the climb angle / the pitch angle change?

Remain constant / decrease

Remain constant / become larger

Reduce / decrease

Reduce / remain constant

#7. Take-off performance data, for the ambient conditions, show the following limitations with flap 10° selected: Runway or Field limit mass: 5,270 kg Obstacle limit mass: 4,630 kg If the esmated take-off mass 5,000 kg it would be prudent to consider a take-off with flaps at:

20°, both limitations are increased

5°, the obstacle limit mass is increased but the runway limit mass decreases

5°, both limitations are increased

20°, the obstacle limit mass is increased but the runway limit mass decreases.

#8. A four jet-engined aeroplane whose mass is 150 000 kg is established on climb with engines operating. The lift over drag ratio is 14:1. Each engine has a thrust of 75 000 Newtons. The gradient of climb is : (given: g=10m/s².

12.86%

27%

7.86%

92%

#9. How does the best angle of climb and best rate of climb vary with increasing altitude?

Both decrease

Both increase

Best angle of climb increases while best rate of climb decreases

Best angle of climb decreases while best rate of climb increases

#10. Following a take-off determined by the 50ft (15m) screen height, a light twin climbs on a 10% ground gradient. It will clear a 900 m high obstacle situated at 10,000 m from the 50ft clearing point with an obstacle clearance of:

85 m

It will not clear the obstacle

115 m

100 m

#11. The rate of climb:

is approximately the climb gradient multiplied by the true airspeed divided by 100.

is the downhill component of the true airspeed

is angle of climb multiplied by the true airspeed

is the horizontal component of the true airspeed

#12. Assuming that the required lift exists, which forces determine an aeroplane's angle of climb?

Thrust and drag only

Weight and thrust only

Weight, drag and thrust

Weight and drag only

#13. which of the following provides maximum obstacle clearance during climb?

1.2 Vs.

The speed for maximum rate of climb

The speed, at which the flaps may be selected one position further UP.

The speed for maximum climb angle Vx.

#14. Which speed provides maximum obstacle clearance during climb?

The speed for which the ratio between rate of climb and forward speed is maximum.

V2 + 10 kt.

The speed for maximum rate of climb

V2

#15. Which of the equations below expresses approximately the unaccelerated percentage climb gradient for small climb angles?

Climb Gradient = (Thrust - Drag / Weight x 100

Climb Gradient = (Thrust + Drag / Lift x 100

Climb Gradient = (Thrust + Mass / Lift x 100

Climb Gradient = (Lift / Weight x 100

#16. The absolute ceiling:

is the altitude at which the best climb gradient attainable is 5%

is the altitude at which the aeroplane reaches a maximum rate of climb of 100 ft/min

is the altitude at which the rate of climb is theoretically zero

can be reached only with minimum steady flight speed

#17. The climb gradient of an aircraft after take-off is 6% in standard atmosphere, no wind, at 0 ft pressure altitude. Using the following corrections: ± 0.2 % / 1 000 ft field elevation, ± 0.1 % / °C from standard temperature, -1 % with wing anti-ice, - 0.5 % with engine anti-ice. The climb gradient after take-off from an airport situated at 1 000 ft, 17°C; QNH 1013.25 hPa, with wing and engine anti-ice operating for a functional check is:

3.9%

4.3%

4.7%

4.9%

#18. As long as an aeroplane is in a positive climb:

VX is always below VY

VX is sometimes below and sometimes above VY depending on altitude

VX is always above VY

VY is always above VMO

#19. A constant headwind component:

increases the angle of flight path during climb.

increases the best rate of climb

decreases the angle of climb

increases the maximum endurance

#20. A higher gross mass at the same altitude will cause:

VY and VX to decrease.

VX to increase and VY to decrease

VY and VX to remain constant since they are not affected by a higher gross mass

VY and VX to increase

#21. With an true airspeed of 194 kt and a vertical speed of 1,000 ft/min, the climb gradient is approximately:

3°

3%

5°

8%

#22. With take-off flaps set, Vx and Vy will be:

lower than that for clean configuration

higher than that for clean configuration

same as that for clean configuration

changed so that Vx increases and Vy decreases compared to clean configuration

#23. The maximum rate of climb that can be maintained at the absolute ceiling is:

0 ft/min

125 ft/min

500 ft/min

100 ft/min

#24. A head wind will:

increase the rate of climb

shorten the time of climb

increase the climb flight path angle

increase the angle of climb

#25. The best rate of climb at a constant gross mass:

decreases with increasing altitude since the thrust available decreases due to the lower air density

increases with increasing altitude since the drag decreases due to the lower air density

increases with increasing altitude due to the higher true airspeed

is independent of altitude

#26. During a climb with all engines operating, the altitude where the rate of climb reduces to 100 ft/min is called:

Thrust ceiling

Maximum transfer ceiling

Service ceiling

Absolute ceiling

#27. With all other factors remaining constant, how does increasing altitude affect Vx and Vy as a TAS:

Vx will decrease and Vy will increase

Both will increase

Both will remain the same

Both will decrease

#28. Any acceleration in climb, with a constant power setting:

improves the climb gradient if the airspeed is below VX

improves the rate of climb if the airspeed is below VY

decreases rate of climb and increases angle of climb

decreases the rate of climb and the angle of climb

#29. For an aircraft maintaining 100kt true airspeed and a climb gradient of 3.3% with no wind, what would be the approximate rate of climb?

3.30 m/s

33.0 m/s

330 ft/min

3,300 ft/min

#30. For an aircraft maintaining 100kt true airspeed and a climb gradient of 3.3% with no wind, what would be the approximate rate of climb?

3.30 m/s

33.0 m/s

330 ft/min

3,300 ft/min

#31. With a jet aeroplane, the maximum climb angle can be flown at approximately:

1.2 Vs

1.1 Vs

The highest L/C ratio

The highest L/D² ratio

#32. During a climb to the cruising level, any headwind component:

decrease the climb time

decreases the ground distance flown during that climb

increases the amount of fuel for the climb

increases the climb time

#33. The pilot of a single engine aircraft has established the climb performance. The carriage of an additional passenger will cause the climb performance to be:

Degraded

Improved

Unchanged

Unchanged, if a short field take-off is adopted

#34. A headwind component increasing with altitude, as compared to zero wind condition: (assuming IAS is constant.

Improves angle and rate of climb

decreases angle and rate of climb

has no effect on rate of climb

does not have any effect on the angle of flight path during climb

#35. Which of the following combinations adversely affects take-off and initial climb performance?

High temperature and low relative humidity

Low temperature and low relative humidity

High temperature and high relative humidity

Low temperature and high relative humidity

#36. A decrease in atmosphereic pressure has, among other things, the following consequences on take-off performance:

a reduced take-off distance and degraded initial climb performance

an increased take-off distance and degraded initial climb performance

a reduced take-off distance and improved initial climb performance

an increased take-off distance and improved initial climb performance

#37. The angle of climb with flaps extended, compared to that with flaps retracted, will normally be:

Increase at moderate flap setting, decrease at large flap setting.

Smaller

Larger

Not change

#38. What is the effect of tail wind on the time to climb to a given altitude?

The time to climb increases

The time to climb decreases

The effect on time to climb will depend on the aeroplane type

The time to climb does not change

#39. Changing the take-off flap setting from flap 15° to flap 5° will normally result in:

a longer take-off distance and a better climb

a shorter take-off distance and an equal climb

a better climb and an equal take-off distance

a shorter take-off distance and a better climb

#40. What is the influence of the mass on maximum rate of climb (ROC. speed if all other parameters remain constant?

The ROC is affected by the mass, but not the ROC speed

The ROC and the ROC speed are independent of the mass

The ROC speed increases with increasing mass

The ROC speed decreases with increasing mass

#41. Following a take-off to the 50ft (15 m screen height, a light twin climbs on a gradient of 5%. It will clear a 160 m obstacle situated at 5,000 m from the 50 ft point with an obstacle clearance margin of:

it will not clear the obstacle

105 m

90 m

75 m

#42. The climb "gradient" is defined as the ratio of:

true airspeed to rate of climb

rate of climb to true airspeed

the increase of altitude to horizontal air distance expressed as a percentage

the horizontal air distance over the increase of altitude expressed as a percentage

#43. When flying an aircraft at: (i) Vx without flap (ii) Vx with flap (iii) Vy without flap (iv) Vy with flap. The aircraft should be achieving:

(i) The best rate of climb. (ii) The best rate of climb, but using a slightly faster speed than in (i) (iii) The best angle of climb (iv) The best angle of climb, but using a slightly faster speed than in (iii)

(i) A good angle of climb (ii) The best angle of climb (iii) A good rate of climb (iv) The best rate of climb

(i) The best angle of climb (ii) A slightly reduced angle of climb compared to i if using a slightly reduced speed than in i. (iii) The best rate of climb (iv) A slightly reduced rate of climb compared to iii if using a slightly reduced speed than in iii.

(i) A good rate of climb (ii) The best rate of climb (iii) A good angle of climb (iv) The best angle of climb

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