FLIGHT ENVELOPES AND AIRCRAFT PERFORMANCE – Air – DGCA Question Bank For Politics

#1. If VA at 60000 Kg is 250 Kts what will it be at 70000 Kg?

250 Kts.

260 Kts.

270 Kts.

280 Kts.

#2. If flaps up VA at 60000 Kg is 250 Kts what will it be at 70000 Kg with flaps down?

230 Kts.

240 Kts.

250 Kts.

260 Kts.

#3. If weight is increased by 25% by what % will VA increase?

11 %

12 %

13 %

14 %

#4. The positive limit load factor of a JAR certificated passenger aircraft is ......... flaps up and ....... flaps down?

2.0, 1.5.

2.5, 2.0.

2.0, 2.5.

2.5, 2.5.

#5. At VA?

The aircraft will suffer permanent damage.

The aircraft cannot be damaged by control inputs.

The aircraft cannot be stalled before exceeding the limiting load factor.

Manoeuvring is not possible.

#6. If load factor is increased beyond.. . . .. at maximum operating altitude it will cause.. .. . . . . . . . ?

lg, mach tuck under.

1.3g, buffeting.

1.5g, clear air turbulence.

2.5g, overstressing of the structure.

#7. VA is?

Minimum speed a t which maximum nose up control input is permitted.

Maximum speed at which full nose up control input is permitted.

Minimum control speed.

Maximum control speed

#8. Which of the following would increase VA for a given aircraft structure?

Increased aspect ratio.

Increased camber.

Increased wing area.

Increased sweep back.

#9. Which of the following would improve ride quality in turbulence?

Increased aspect ratio.

Increased camber.

Increased wing area.

Increased sweep back.

#10. VA is?

The minimum speed at which it possible to attain limiting positive load factor.

The maximum speed at which it is possible to attain limiting positive load factor.

The recommended rough air flying speed.

The maximum operating speed.

#11. Deploying flaps in turbulence will?

Reduce stalling hazard but increase overload hazard.

Reduce stalling hazard and overloading hazard.

Increase stalling hazard but decrease overloading hazard.

Increase stalling hazard and overloading hazard.

#12. Aircraft manoeuvrability ........ at high altitude because ............?

Increases, Stability decreases.

Increases, TAS increases.

Decreases, Buffet margins converge.

Decrease, Buffet margins diverge.

#13. .............. aircraft are least affected by turbulence?

Dihedral winged.

Anhedral winged.

Swept winged.

Straight winged.

#14. The limiting load factor for a light utility aircraft in clean configuration is?

3.8.

2.5.

4.4.

6.0.

#15. A JAR certificated passenger aircraft must withstand ........p osilive loading without catastrophic failure?

2.5 time the limit load factor.

1.5 times the limit load factor.

The limit load factor.

3.8 times the ultimate load factor.

#16. At low all-up mass the positive limit load factor?

Protects the aircraft structure from overload.

Protects the passengers from excessive g loads.

Preserves positive stability.

Protects the aircraft structure from overload.

#17. VA is?

Vs1g √n Limit.

Vs1g / √n Limit.

VB √1/n Limit.

Vc √n Limit.

#18. A sudden up gust will?

Increase VA.

Decrease VA.

Increase a.

Decrease a.

#19. A sudden up gust will?

lncrease VB.

Decrease Vc.

Increase n.

Decrease n.

#20. Increasing CL.. . . . . . . .load factor?

Decreases.

Does not affect.

Increases.

Increases or decreases depending on weight.

#21. Descending at constant mach number might cause?

MMo to be exceeded.

VMo to be exceeded.

Shock stall.

Tuck under.

#22. Climbing at constant IAS might cause?

MMo to be exceeded.

VMo to be exceeded.

Low speed stall.

TAS to reduce.

#23. The left boundary of the V-n and gust envelopes is?

High speed stall.

Low speed stall.

Mach tuck under.

VA and Ve respectively.

#24. The right boundary of the V-n and gust envelopes is?

Vc.

VD

Mcrit

VF and VMCG respectively.

#25. Exceeding maximum operating altitude is likely to cause?

Structural damage due to excessive load factor.

High speed buffet.

Shock stall.

Tuck under.

#26. An excessive gust-induced load factor at Vc could be remedied by?

Increasing aspect ratio.

Increased camber.

Increased sweep back.

Deployment of flaps.

#27. The margin between Vc and VD must be?

1.2 Vs.

1.3 Vs.

Sufficient to avoid unintentional over-speeds.

More than 50 Kts.

#28. Minimum limiting load factor with flaps down is?

2.

2.5.

3.75.

3.8

#29. Maximum limiting load factor required for JAR passenger aircraft certification is?

2.

2.5.

3.75.

3.8

#30. Buffeting must not occur between .......... And ...........?

VMO and MMO.

Vs1g and VMo.

Vslg and MMO

1.2Vslg and VMO/MMO.

#31. Increasing flap setting from 10 degrees to 30 degrees will ... . . . V2min?

Increase.

Decrease unless limited by VMCG.

Decrease or increase depending on altitude.

Decrease or increase depending on C of G position.

#32. At constant altitude the buffet boundaries will converge with?

Forward movement of C of G.

Aft movement of C of G.

Increasing temperature.

Decreasing load factor.

#33. At constant altitude the buffet boundaries will converge with?

Rearward movement of C of P.

Rearward movement of C of G.

Increasing temperature.

Increasing bank angle.

#34. Increasing IAS in a climb will . . . .. . . . . the altitude at which the mach limit is reached?

Decrease.

Increase.

Not affect.

Increase or decrease depending on temperature.

#35. When descending at constant IAS a headwind will?

Increase distance covered over ground.

Decrease descent time.

lncrease descent time.

Decrease distance covered over ground.

#36. When descending at constant TAS a headwind will?

Decrease gradient.

Decrease descent time.

Increase descent time.

lncrease gradient.

#37. If weight decreases when cruising at constant altitude and CL?

Thrust and IAS required will decrease.

Thrust and IAS required will increase.

Thrust required will increases and IAS decrease.

Thrust required will remain unchanged but IAS will decrease.

#38. VMCL will not be affected by .........?

Weight.

Altitude.

Power setting.

Humidity.

#39. When descending at constant mach number below 35000 feet angle of attack must?

Increase.

Decrease.

Remain constant.

Increase or decrease depending on temperature.

#40. When descending at constant IAS below 35000 feet angle of attach must?

Increase.

Decrease.

Remain constant.

Increase or decrease depending on temperature.

#41. When descending at constant TAS below 35000 feet, angle of attack must?

Increase.

Decrease.

Remain constant.

Increase or decrease depending on temperature.

#42. As altitude increases at constant weight and load factor, high speed buffet margin .......... and low speed buffet margin .......?

Increases, Decreases.

Increases, Increases.

Decreases, Dacreases.

Decreases, Increases.

#43. When climbing at constant Mach number above the tropopause IAS will ..... and TAS will . . ... ?

Decrease, Remain constant.

Decrease, Decrease.

Increase, Remain constant.

Increase, Increase.

#44. At the maximum operating altitude?

Load factors above 1.3 will cause high speed buffet.

Load factor above 1 will cause high speed buffet.

Load factors above 2.5 will cause high speed buffet.

Any manoeuvres will cause high speed buffet.

#45. At the aerodynamic ceiling?

Load factors above 1.3 will cause high speed buffet.

Load factor above 1 will cause high speed buffet.

Load factors above 2.5 will cause high speed buffet.

Any increase in load factor above 1 or speed change will cause buffet.

#46. At the absolute ceiling?

Load factors above 1.3 will cause loss of height.

Load factor above 1 will cause loss of height.

Load factors above 2.5 will cause loss of height.

Any manoeuvres will cause loss of height.

#47. At VA?

Stalling will occur at limiting load factor.

Stalling will occur at ultimate load factor.

Stalling will occur at a load factor of 2 with flaps down.

Stalling is not possible.

#48. Vc is ......... than VB and, VB is ....... than VD?

Less, Less.

Less, More.

More, More.

More, Less.

#49. Vx is ......... than Vy and ........... than VMCG?

Less, Less.

Less, More.

More, More.

More, Less.

#50. VMCAis .........t han VR which is .............. than VMCG?

Less, Less.

Less, More.

More, More.

More, Less.

#51. The correct equation is?

VMU<VMCA<V1.

VS<VMCA<V2min.

VR<VMCA<VLOF.

V2min<VMCA<VMU.

#52. In a constant mach number climb in the troposphere true airspeed?

Increases then decreases.

Decreases.

Remains constant.

Increases.

#53. In a constant mach number climb true airspeed?

Increases then remains constant.

Decreases then remains constant.

Decreases then decreases less slowly.

Decreases then decreases more slowly.

#54. V2 is?

The take-off safety speed.

The speed attained in the fourth segment.

The lowest speed at which directional control can be maintained following an engine failure after take-off.

The minimum lift off speed with one engine out.

#55. At the intersections of the power available and power required curves?

Constant speed level flight is possible.

Accelerating level flight is possible.

Steady speed climbing flight is possible.

Accelerating climbing flight is possible.

#56. If fuel consumption is defined in Kg/nm?

Forward movement of C of G decreases fuel consumption if C of G is ahead of C of P.

C of G position has no effect on fuel consumption.

Forward movement of C of G increases fuel consumption if C of G is ahead of C of P.

Aft movement of C of G reduces fuel consumption if C of G is aft of C of P.

#57. The minimum and maximum values of V1 are?

VMCG, VR.

VS, V2.

VMCA, VS.

VMCG, V3.

#58. In level flight?

Maximum speed occurs when power required equals maximum power available.

Minimum speed occurs when power required equals minimum power available.

Maximum speed occurs when power required equals power available.

Maximum speed occurs when maximum excess power is available.

#59. In a constant TAS climb in the troposphere?

IAS increases.

IAS decreases.

IAS increases then remains constant.

IAS decreases then remains constant.

#60. In a constant IAS climb in the troposphere?

TAS increases.

TAS decreases.

TAS increases then remains constant.

TAS decreases then remains constant.

#61. In a constant TAS climb?

IAS increases.

IAS decreases.

IAS increases then increases more slowly.

IAS decreases then decreases more quickly.

#62. In a constant IAS climb in th.e troposphere?

TAS increases and mach number decreases.

TAS increases and mach number increases.

TAS decreases and mach number increases.

TAS decreases and math number decreases

#63. At low altitude?

The limiting variable is VMO.

The limiting variable is MMO.

The limiting variable is VDF..

The limiting variable is MCDR.

#64. At high altitude?

The limiting variable is VMo.

The limiting variable is MMo.

The limiting variable is VDF.

The limiting variable is MCDR.

#65. In a constant mach number descent there is a danger that?

MMo will be exceeded.

MCRIT will be exceeded.

VMo will be exceeded.

Vs will be exceeded.

#66. VR must be not less than ..... . for a Class a aircraft?

Vs plus 10%.

VMc PIUS 5%.

VMCA PIUS 10%.

VMCL plus 15%.

#67. Increasing aircraft mass by 10% ...... ?

Increases VMD by 5% but does not change parasite drag.

Increases VMD by 5% but does not change induced drag.

Decreases VMD and induced drag by 5%.

Increases VMD and induced drag by 5%.

#68. Decreasing aircraft mass by 26% ........ VMD by ...... % but ............?

Decreases 10 does not affect profile drag.

Decreases 2 0 does not affect induced drag.

Increases 10 does not affect profile drag.

Increases 20 doe$ not affect induced drag.

#69. Flying at maximum range speed in a jet aircraft the angle of attack will be?

That giving CLMAx.

Higher than that giving best L:D ratio.

That giving optimum excess power available.

Lower than that giving best L:D ratio.

#70. Changing speed from VMP to VMD ?

Decreases drag and increases power required.

Increases drag and power required.

Decreases drag and power required.

Increases drag and decreases power required.

#71. The correct sequence of velocities is?

VMCG, V1, VR, V2.

V1, VMCG, VR V2.

VMCG, VMCA, VMC , VR.

V1, VMCA, VMCG, VR.

#72. The relationship between Vx and Vy is?

Vx is always less than Vy.

Vx is always greater than Vy.

Vx is always less than or equal to VY.

Vx can never equal Vy.

#73. The correct sequence is?

VX, VS, VY.

VS, VX, VY.

VY, VS, VX.

VS, VY, VX.

#74. Climb gradient in still air is closest to?

Height gained divide by distance moved through the air.

Distance moved through the air divided by height gained.

TAS divided by ROC.

ROC divided by CAS

#75. As altitude increases?

Vx and Vy both increase.

Vx and Vy both decrease.

Vx decreases and Vy remains constant.

Vy decreases and Vx remains constant.

#76. If mach number and weight remain constant, increasing altitude requires?

Lower angle of attack.

Higher angle of attack.

Lower pitch attitude.

Lower CL.

#77. Vnlcc will be lowest with?

High ambient temperature humidity and pressure altitude.

Low ambient temperature, humidity and pressure altitude.

High ambient temperature and low humidity and pressure altitude.

Low ambient temperature and high humidity and pressure altitude.

#78. What is indicated in the buffet boundary chart?

Relationship between aircraft altitude, mass and low and high speed stall mach numbers.

Relationship between aircraft altitude, mass and MCDR.

Relationship between aircraft altitude, mass and high and low speed stall C AS.

Relationship between aircraft altitude, mass and low and high speed stall IAS.

#79. When flying close to the maximum operating altitude?

Manoeuvrability is improved.

Manoeuvrability is degraded.

Manoeuvring is not possible.

Only one flight speed is possible.

#80. When flying close to the maximum operating altitude stability is?

Improved.

Degraded.

Not possible.

Negative.

#81. Flying at maximum range speed in a propeller driven aircraft the angle of attack will be?

That giving best L:D ratio.

Higher than that giving best L:D ratio.

That giving optimum excess power available.

Lower than that giving best L:D ratio.

#82. At what speed must a jet aircraft and a propeller aircraft fly to maintain altitude in straight and level flight at the absolute ceiling?

VMD, VXPROP.

VMD, VMD.

VMP, VMP.

VXJet, VMD.

#83. What happens as a propeller aircraft climbs to its absolute ceiling?

Vs, Vmax, Vmin, and Vy converge on Vx.

Vmin, Vmax,, VMP and VMD converge on Vx.

Vmin, Vmax and Vy Converge On Vx.

The CAS values equating to Vx and Vy both decrease.

#84. What happeiis to the CAS values of Vx and VMD as a propeller aircraft climbs to its absolute ceiling?

Increase.

Decrease.

Remain constant.

Increase and decrease respectively.

#85. Which of the following occur when a propeller aircraft is at its absolute ceiling?

Maximum thrust is equal to drag and maximum power available is equal to power required.

Power available is equal to power required but maximum thrust available is more than drag.

Maximum thrust available is equal to drag but power available is more than power required.

Thrust, drag, power available and power required are all equal.

#86. Climb gradient is closest to?

Height gained divide by distance moved through the air.

Distance moved through the air divided by height gained.

TAS divided by ROC.

ROC divided by ground speed.

#87. Flying at maximum endurance speed in a propeller driven aircraft the angle of attack will be?

That giving best L:D ratio.

Higher than that giving best L:D ratio.

That giving optimum excess power available.

Lower than that giving best L:D ratio.

#88. Flying at maximum endurance speed in a jet aircraft the angle of attack will be?

That giving best L:D ratio.

Higher than that giving best L:D ratio.

That giving optimum excess power available.

Lower than that giving best L:D ratio.

#89. Point D on the diagram at the right might be?

VMD

VMP

Vxprop

VYJet

#90. Point E on the diagram at the right might be?

VMD

VMP

Vxprop

VYJet

#91. Point C on the diagram at the right might be?

VMD

VMP

Vxprop

Vyprop

#92. Point A on the diagram at the right might be?

VS

VA

VMP

VYJet

#93. Point B on the diagram at the right might be .... if C is VYProp?

VMD

VMP

VXJet

VYJet

#94. Point B on the diagram at the right might be ... if C is Vmp?

VMD

VMP

VXJet

VYJet

#95. Point D on the diagram at the right might be?

Prop best endurance speed.

Prop best range speed.

VMP.

VyJet.

#96. Point D on the diagram at the right might be?

Prop best endurance speed.

Prop best climb speed.

VMP.

Jet best climb angle speed.

#97. Point D,on the diagram at the right might be?

Prop best endurance speed.

Prop best climb speed.

VMP.

VMD.

#98. Point D on the diagram at the right might be?

Prop best endurance speed.

Jet best endurance speed.

VMP

VS

#99. Point B on the diagram at the right might be?

Prop best climb angle speed.

Prop best climb speed.

VMP

VMD

#100. What might have caused the change from curve 1 to 2 in the diagram at the right?

Increasing altitude.

Increasing weight.

Decreasing altitude.

Decreasing weight.

#101. What might have caused the change from curve 1 to 2 in the diagram at the right?

Increasing altitude.

Increasing weight.

Decreasing altitude.

Decreasing weight.

#102. What might have caused the change from curve 1 to 2 in the diagram at the right?

Increasing altitude.

Increasing weight.

Decreasing altitude.

Decreasing weight.

#103. What might have caused the change from curve 1 to 2 in the diagram at the right?

Increasing altitude.

Increasing weight.

Flap deployment.

Gear deployment.

#104. What might have caused the change from curve 1 to 2 in the diagram at the right?

Increasing altitude.

Increasing weight.

Flap deployment.

Gear deployment.

Dgca Question Bank For Pilots

Results

#1. If VA at 60000 Kg is 250 Kts what will it be at 70000 Kg?

#2. If flaps up VA at 60000 Kg is 250 Kts what will it be at 70000 Kg with flaps down?

#3. If weight is increased by 25% by what % will VA increase?

#4. The positive limit load factor of a JAR certificated passenger aircraft is ......... flaps up and ....... flaps down?

#5. At VA?

#6. If load factor is increased beyond.. . . .. at maximum operating altitude it will cause.. .. . . . . . . . ?

#7. VA is?

#8. Which of the following would increase VA for a given aircraft structure?

#9. Which of the following would improve ride quality in turbulence?

#10. VA is?

#11. Deploying flaps in turbulence will?

#12. Aircraft manoeuvrability ........ at high altitude because ............?

#13. .............. aircraft are least affected by turbulence?

#14. The limiting load factor for a light utility aircraft in clean configuration is?

#15. A JAR certificated passenger aircraft must withstand ........p osilive loading without catastrophic failure?

#16. At low all-up mass the positive limit load factor?

#17. VA is?

#18. A sudden up gust will?

#19. A sudden up gust will?

#20. Increasing CL.. . . . . . . .load factor?

#21. Descending at constant mach number might cause?

#22. Climbing at constant IAS might cause?

#23. The left boundary of the V-n and gust envelopes is?

#24. The right boundary of the V-n and gust envelopes is?

#25. Exceeding maximum operating altitude is likely to cause?

#26. An excessive gust-induced load factor at Vc could be remedied by?

#27. The margin between Vc and VD must be?

#28. Minimum limiting load factor with flaps down is?

#29. Maximum limiting load factor required for JAR passenger aircraft certification is?

#30. Buffeting must not occur between .......... And ...........?

#31. Increasing flap setting from 10 degrees to 30 degrees will ... . . . V2min?

#32. At constant altitude the buffet boundaries will converge with?

#33. At constant altitude the buffet boundaries will converge with?

#34. Increasing IAS in a climb will . . . .. . . . . the altitude at which the mach limit is reached?

#35. When descending at constant IAS a headwind will?

#36. When descending at constant TAS a headwind will?

#37. If weight decreases when cruising at constant altitude and CL?

#38. VMCL will not be affected by .........?

#39. When descending at constant mach number below 35000 feet angle of attack must?

#40. When descending at constant IAS below 35000 feet angle of attach must?

#41. When descending at constant TAS below 35000 feet, angle of attack must?

#42. As altitude increases at constant weight and load factor, high speed buffet margin .......... and low speed buffet margin .......?

#43. When climbing at constant Mach number above the tropopause IAS will ..... and TAS will . . ... ?

#44. At the maximum operating altitude?

#45. At the aerodynamic ceiling?

#46. At the absolute ceiling?

#47. At VA?

#48. Vc is ......... than VB and, VB is ....... than VD?

#49. Vx is ......... than Vy and ........... than VMCG?

#50. VMCAis .........t han VR which is .............. than VMCG?

#51. The correct equation is?

#52. In a constant mach number climb in the troposphere true airspeed?

#53. In a constant mach number climb true airspeed?

#54. V2 is?

#55. At the intersections of the power available and power required curves?

#56. If fuel consumption is defined in Kg/nm?

#57. The minimum and maximum values of V1 are?

#58. In level flight?

#59. In a constant TAS climb in the troposphere?

#60. In a constant IAS climb in the troposphere?

#61. In a constant TAS climb?

#62. In a constant IAS climb in th.e troposphere?

#63. At low altitude?

#64. At high altitude?

#65. In a constant mach number descent there is a danger that?

#66. VR must be not less than ..... . for a Class a aircraft?

#67. Increasing aircraft mass by 10% ...... ?

#68. Decreasing aircraft mass by 26% ........ VMD by ...... % but ............?

#69. Flying at maximum range speed in a jet aircraft the angle of attack will be?

#70. Changing speed from VMP to VMD ?

#71. The correct sequence of velocities is?

#72. The relationship between Vx and Vy is?

#73. The correct sequence is?

#74. Climb gradient in still air is closest to?

#75. As altitude increases?

#76. If mach number and weight remain constant, increasing altitude requires?

#77. Vnlcc will be lowest with?

#78. What is indicated in the buffet boundary chart?