En Route – Air – DGCA Question Bank For Politics

#1. Which statement with respect to the step climb is correct?

A step climb provides better economy than a cruise climb.

Performing a step climb based on economy can be limited by the 1.3g altitude.

n principle a step climb is performed immediately after the aircraft has exceeded the optimum altitude.

A step climb may not be performed unless it is indicated in the filed flight plan.

#2. Which statement with respect to the step climb is correct?

A step climb is executed because ATC desires a higher altitude.

A step climb is executed in principle when, just after levelling off, the 1.3g altitude is reached.

Executing a desired step climb at high altitude can be limited by buffet onset at g-loads larger than 1.

A step climb must be executed immediately after the aeroplane has exceeded the optimum altitude.

#3. The lift coefficient decreases during a glide at a constant Mach number, mainly because the:

TAS decreases.

glide angle increases.

IAS increases.

aircraft mass decreases.

#4. An aeroplane carries out a descent from FL 410 to FL 270 at cruise Mach number, and from FL 270 to FL 100 at the IAS reached at FL 270. How does the angle of descent change in the first and in the second part of the descent? Assume idle thrust and clean configuration and ignore compressibility effects.

Increases in the first part; is constant in the second.

Increases in the first part; decreases in the second.

Is constant in the first part; decreases in the second.

Decreases in the first part; increases in the second.

#5. During a glide at constant Mach number, the pitch angle of the aeroplane will:

decrease.

increase.

increase at first and decrease later on.

remain constant.

#6. If a flight is performed with a higher “Cost Index” at a given mass which of the following will occur?

A better long range.

A higher cruise mach number.

A lower cruise mach number.

A better maximum range.

#7. During a descent at constant Mach Number, the margin to low speed buffet will:

decrease, because the lift coefficient decreases.

increase, because the lift coefficient decreases.

remain constant, because the Mach number remains constant.

increase, because the lift coefficient increases.

#8. A jet aeroplane is climbing with constant IAS. Which operational speed limit is most likely to be reached?

The Stalling speed

The Minimum control speed air.

The Mach limit for the Mach trim system.

The Maximum operating Mach number.

#9. ETOPS flight is a twin engine jet aeroplane flight conducted over a route, where no suitable airport is within an area of:

75 minutes flying time at the approved one engine out cruise speed

60 minutes flying time in still air at the approved one engine out cruise speed.

60 minutes flying time in still air at the normal cruising speed.

30 minutes flying time at the normal cruising speed.

#10. The danger associated with low speed and/or high speed buffet:

limits the manoeuvring load factor at high altitudes

can be reduced by increasing the load factor

exists only above MMO.

has to be considered at take-off and landing.

#11. Which data can be extracted from the Buffet Onset Boundary Chart?

The value of the Mach number at which low speed and shock stall occur at various weights and altitudes

The values of the Mach number at which low speed buffet and Mach buffet occur at various masses and altitudes.

The value of maximum operating Mach number (MMO) at various masses and power settings

The value of the critical Mach number at various masses and altitudes.

#12. Which of the following factors determines the maximum flight altitude in the “Buffet Onset Boundary” graph?

Aerodynamics.

Theoretical ceiling.

Service ceiling.

Economy.

#13. The optimum cruise altitude increases:

if the aeroplane mass is decreased.

if the temperature (OAT) is increased.

if the tailwind component is decreased.

if the aeroplane mass is increased.

#14. Which of the following statements with regard to the optimum cruise altitude (best fuel mileage or range) is correct?

An aeroplane usually flies above the optimum cruise altitude, as this provides the largest specific range.

An aeroplane sometimes flies above or below the optimum cruise altitude, because ATC normally does not allow aeroplanes to fly continuously at the optimum cruise altitude.

An aeroplane always flies below the optimum cruise altitude, as otherwise Mach buffet can occur

An aeroplane always flies on the optimum cruise altitude, because this is most attractive from an economy point of view.

#15. The optimum altitude:

is the altitude up to which cabin pressure of 8 000 ft can be maintained

increases as mass decreases and is the altitude at which the specific range reaches its maximum.

decreases as mass decreases.

is the altitude at which the specific range reaches its minimum.

#16. Under which condition should you fly considerably lower (4,000 ft or more) than the optimum altitude?

If, at the lower altitude, either more headwind or less tailwind can be expected.

If, at the lower altitude, either considerably less headwind or considerably more tailwind can be expected.

If the maximum altitude is below the optimum altitude.

If the temperature is lower at the low altitude (high altitude inversion).

#17. What happens to the specific range with one or two engines inoperative?

At first improved and later reduced.

It decreases

It increases.

Unaffected by engine failure.

#18. The optimum cruise altitude is:

the pressure altitude up to which a cabin altitude of 8000 ft can be maintained.

the pressure altitude at which the speed for high speed buffet as TAS is a maximum

the pressure altitude at which the highest specific range can be achieved.

the pressure altitude at which the fuel flow is a maximum.

#19. The maximum operating altitude for a certain aeroplane with a pressurized cabin:

is dependent on aerodynamic ceiling.

is dependent on the OAT.

is only certified for four-engine aeroplanes.

is the highest pressure altitude certified for normal operation.

#20. Why are ‘step climbs’ used on long distance flights?

Step climbs do not have any special purpose for jet aeroplanes; they are used for piston engine aeroplanes only.

To respect ATC flight level constraints.

To fly as close as possible to the optimum altitude as aeroplane mass reduces.

Step climbs are only justified if, at the higher altitude, less headwind or more tailwind can be expected.

#21. Long range cruise (LRC) instead of best range speed (MRC) is selected because LRC:

is 4% faster and achieves 99% of maximum specific range in zero wind.

is the speed for best range.

is the speed for best economy.

gives higher specific range with tailwind.

#22. What happens when an aeroplane climbs at a constant Mach number?

IAS stays constant so there will be no problems.

The “1.3G” altitude is exceeded, so Mach buffet will start immediately.

The lift coefficient increases.

The TAS continues to increase, which may lead to structural problems.

#23. The speed range between low speed buffet and high speed buffet:

decreases with increasing mass and is independent of altitude.

is only limiting at low altitudes.

increases with increasing mass.

narrows with increasing mass and increasing altitude.

#24. A jet aeroplane descends with constant Mach number. Which of the following speed limits is most likely to be exceeded first?

Maximum Operational Mach Number

Maximum Operating Speed

Never Exceed Speed

High Speed Buffet Limit

#25. With respect to the optimum altitude, which of the following statements is correct?

An aeroplane always flies below the optimum altitude, because Mach buffet might occur.

An aeroplane always flies at the optimum altitude because this is economically seen as the most attractive altitude.

An aeroplane flies most of the time above the optimum altitude because this yields the most economic result.

An aeroplane sometimes flies above or below the optimum altitude because optimum altitude increases continuously during flight.

#26. The aerodynamic ceiling:

is the altitude at which the aeroplane reaches 50 ft/min.

is the altitude at which the speeds for low speed buffet and for high speed buffet are the same.

depends upon thrust setting and increase with increasing thrust.

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

#27. An aeroplane operating under the 180 minutes ETOPS rule may be up to:

180 minutes flying time to a suitable airport in still air with one engine inoperative.

180 minutes flying time to a suitable airport under the prevailing weather condition with one engine inoperative.

180 minutes flying time from suitable airport in still air at a normal cruising speed.

90 minutes flying time from the first en-route airport and another 90 minutes from the second en-route airport in still air with one engine inoperative

#28. If the climb speed schedule is changed from 280/.74 to 290/.74 the new crossover altitude is:

unchanged.

unchanged

only affected by the aeroplane gross mass.

lower.

#29. The drift down procedure specifies requirements concerning the:

engine power at the altitude at which engine failure occurs

climb gradient during the descent to the net level-off altitude.

weight during landing at the alternate

obstacle clearance during descent to the net level-off altitude.

#30. For this question use Figure 4.24 in CAP 698 Section 4. With regard to the drift down performance of the twin jet aeroplane, why does the curve representing 35,000 kg gross mass in the chart for drift down net profiles start at approximately 3 minutes at FL370?

Because at this mass the engines slow down at a slower rate after failure, there is still some thrust left during four minutes.

Due to higher TAS at this mass it takes more time to develop the optimal rate of descent, because of the inertia involved.

All the curves start at the same point, which is situated outside the chart.

Because at this mass it takes about 3 minutes to decelerate to the optimum speed for drift down at the original cruising level.

#31. Which of the following statements is correct?

An engine failure at high cruising altitude will always result in a drift down, because it is not permitted to fly the same altitude as with all engines operating.

When determining the obstacle clearance during drift down, fuel dumping may be taken into account.

The drift down regulations require a minimum descent angle after an engine failure at cruising altitude.

The drift down procedure requires a minimum obstacle clearance of 35 ft

#32. The drift down requirements are based on:

the actual engine thrust output at the altitude of engine failure

the maximum flight path gradient during the descent.

the landing mass limit at the alternate.

the obstacle clearance during a descent to the new cruising altitude if an engine has failed.

#33. If the level-off altitude is below the obstacle clearance altitude during a drift down procedure?

fuel jettisoning should be started at the beginning of drift down.

the recommended drift down speed should be disregarded and it should be flown at the stall speed plus 10 kt.

fuel jettisoning should be started when the obstacle clearance altitude is reached.

the drift down should be flown with flaps in the approach configuration.

#34. After engine failure the aeroplane is unable to maintain its cruising altitude. What is the procedure which should be applied?

Emergency Descent Procedure

ETOPS.

Long Range Cruise Descent.

Drift Down Procedure.

#35. For this question use Figure 4.24 of CAP 698 Section 4. With regard to the drift down performance of the twin jet aeroplane, what is meant by “equivalent gross weight at engine failure”?

The increment accounts for the higher fuel flow at higher temperatures.

The equivalent gross weight at engine failure is the actual gross weight corrected for OAT higher than ISA +10°C.

The increment represents fuel used before engine failure.

This gross weight accounts for the lower Mach number at higher temperatures.

#36. ‘Drift down’ is the procedure to be applied:

to conduct a visual approach if VASI is available.

after engine failure if the aeroplane is above the one engine out maximum altitude.

after cabin depressurization.

to conduct an instrument approach at the alternate.

#37. . . In a twin engine jet aircraft with six passenger seats, and a maximum certified take off mass of 5,650 kg. What is the required en-route obstacle clearance, with one engine inoperative during drift down towards the alternate airport?

2,000ft

1,500ft

1,000ft

50ft or half the wingspan

#38. Below the optimum cruise altitude:

The IAS for long range cruise increases continuously with decreasing altitude.

The Mach number for long range cruise decreases continuously with decreasing altitude.

altitude. c. The Mach number for long range cruise decreases continuously with an increasing mass at a constant altitude.

The Mach number for long range cruise increases continuously with decreasing mass at a constant altitude.

#39. How does the long range cruise speed (LRC) change?

LRC Mach Number decreases with decreasing altitude.

LRC Mach number decreases with increasing altitude.

LRC Indicated airspeed increases with increasing altitude.

LRC True airspeed decreases with increasing altitude.

#40. If a flight is performed with a higher “cost index” at a given mass, which of the following will occur?

A better maximum range

A higher cruise mach number

A lower cruise mach number

A better long range

#41. The effect of flying at the Long Range Cruise Speed instead of the Maximum Range Cruise Speed is:

Fuel flow is reduced and speed stability is improved.

Fuel flow is reduced and speed stability is reduced.

Fuel flow is increased and speed stability is improved.

Fuel flow is increased and speed stability is reduced.

#42. An aircraft’s descent speed schedule is 0.74 M / 250 KIAS. During the descent from 30,000ft to sea level, the angle of attack will:

Decrease, then remain constant.

Increase, then remain constant.

Remain constant.

Decrease.

#43. During a drift down following engine failure, what would be the correct procedure to follow?

Begin fuel jettison immediately, commensurate with having required reserves at destination

Do not commence fuel jettison until en-route obstacles have been cleared.

Descend in the approach configuration.

Disregard the flight manual and descend at Vs + 10kts to the destination.

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