multi engine class b take off – Air – DGCA Question Bank For Politics

#1. For a Class B multi-engine aeroplane at an aeroplane with no stopway or clearway, the length of take-off run that must be available for take-off, to satisfy the requirements:

Must not be less than the gross take off distance to 50ft.

Must not be less than 1.15 times the gross take off distance to 50ft.

Must not be less than 1.25 times the gross take off distance to 50ft.

Must not be less than 1.3 times the gross take off distance to 50ft.

#2. For a multi-engine Class B aircraft, the rotation speed VR:

Must not be less than either 1.1 VS1 or 1.05 VMC

Must not be less than VS1

Must not be less than 1.05 VS1 or 1.1 VMC.

Must not be less than VMC.

#3. For a multi-engine Class B aircraft, the take-off safety speed must:

not be less than either 1.1 VS or 1.05 VMC.

greater than 1.2 VMC or 1.1 VS1

not be less than either 1.2 VS1 or 1.1 VMC.

greater than VS1.

#4. For this question use Performance Manual CAP 698 MEP 1 Figure 3.4. Determine the accelerate-stop distance from brake release to a full stop given an abort speed of 64 KIAS and a reaction time of three seconds. Given:- O.A.T: 27 °C, Pressure Altitude: MSL, Aeroplane Mass: 3750 Ibs, tailwind component: 5 kt, Flaps: 25 °, Runway: Paved, Level and Dry.

2,200 ft.

1,800 ft.

3,300 ft.

2,400 ft.

#5. For this question use Performance Manual CAP 698 MEP 1 Figure 3.2. Determine the maximum permissible mass that will allow the aeroplane to come to full stop given an accelerate-stop distance available of 3,200 ft. Given:- O.A.T : ISA, Pressure Altitude: MSL, Headwind component: 5 kt, Flaps: 0 °, Runway: Paved, Level and Dry.

3,550 Ibs.

4,100 Ibs.

4,250 Ibs.

3,000 Ibs.

#6. For this question use Figure 3.2 in CAP 698. With regard to the graph for the light twin aeroplane, will the accelerate and stop distance be achieved in a take-off where the brakes are released before Take-off power is set?

It does not matter which take-off technique is being used.

No, the performance will be worse than in the chart.

Performance will be better than in the chart.

Yes, the chart has been made for this situation.

#7. When assessing obstacle clearance after take-off for a twin engined Class B aircraft, the climb from 50 feet to 1,500 feet:

Is always assumed to take place with all engines operating.

Assumes that an engine fails at the point where visual reference of the obstacle is lost.

Always assumes that an engine has failed at 50 feet.

Assumes that an engine fails at 400 feet above ground level.

#8. A light twin engine aircraft is climbing from the screen height of 50ft, and has an obstacle 10,000 m along the net flight path. If the net climb gradient is 10%, there is no wind and the obstacle is 900 m above the aerodrome elevation then what will the clearance be?

The aircraft will not clear the object.

85 m

100 m

115 m

#9. By what vertical margin must a multi-engine class B aeroplane clear an obstacle in the take-off flight path?

35 ft.

50 ft.

There is no obstacle clearance requirement.

60 m + 0.125 D

#10. Regarding the take-off climb requirements for a multi-engine class B aeroplane, what is the minimum all engine climb gradient after take-off?

0.75 %

>0%

4%

2.4%

#11. If a multi-engine class B aeroplane is unable to achieve the required vertical clearance over an obstacle, by what minimum horizontal margin must the obstacle by cleared (assume wing span<60 m)

60 m + 1/2 wingspan + 0.125D

90 m + 0.125D

60 m/ D + 0.125.

There is no minimum horizontal clearance requirement.

#12. What is the maximum bank angle permitted within the take-off flight path up to 1,500 ft for a multi-engine class B aeroplane?

25°

10°

5°

15°

#13. By what regulatory factor must the all engine climb gradient of a class B multi engine aeroplane be multiplied by in order to comply with the obstacle clearance requirements?

0.5%

0.5

0.77

1.43

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