Revision Questions – Air – DGCA Question Bank For Politics

#1. What happens to the speed for Vx and Vy with increasing altitude?

Both remain constant

Vx remains constant and Vy increases.

Vx increases and Vy remains constant.

Vx remains constant and Vy decreases.

#2. The affect of a contaminated runway on the field limit mass :

Decreased weight, increased V1, increased VR

Decreased weight, same V1, increased VR.

Decreased weight, same V1, same VR.

Decreased weight, decreased V1, decreased VR.

#3. When operating with anti-skid inoperative:

Both landing and take off performance will be affected.

Only landing performance will be affected.

Only take off performance will be affected.

Neither take off or landing performance will be affected.

#4. When comparing Vx to Vy:

Vx will always be greater than Vy.

Vy will always be greater than or equal to Vx.

Vy will always be greater than Vx.

Vx will sometimes be greater than Vy, but sometimes be less than Vy.

#5. Referring to Fig. 4.24. Why does the curve for an equivalent weight of 35 000 kg, only start 4 mins after engine failure?

All the curves start at the same point higher up

At that altitude the engine takes longer to spool down after failure.

At that weight the aircraft has a higher TAS and therefore more momentum

At that weight the aircraft takes longer to slowdown to the optimum drift down speed.

#6. With which conditions would one expect Vmc to be the lowest?

Cold temp, low altitude, low humidity

Hot temp, low pressure altitude, high humidity.

Hot temp, high pressure altitude, high humidity.

Cold temp, high altitude, low humidity.

#7. Give the correct order for the following:

Vmcg, VR, V1, V2

Vmcg, V1, VR, V2

V1, Vmcg, VR, V2

Vmcg, V1, Vmca, VR, V2

#8. If the C of G moves aft from the most forward position:

The range and the fuel consumption will increase.

The range and the fuel consumption will decrease.

The range will increase and the fuel consumption will decrease

The range will decrease and the fuel consumption will increase.

#9. Descending below the tropopause from FL370 to FL250 at a steady M#, then FL250 to FL100 at a constant CAS. What happens to descent angle?

Increase Increase

Increase Constant

Decrease Decrease

Constant Constant

#10. With a constant weight and M#, a higher altitude will require:

Lower CL.

Lower CD.

Higher AoA.

No change.

#11. When approaching a wet runway, with the risk of hydroplaning, what technique should the pilot adapt?

Positive touch down, full reverse and brakes as soon as possible.

Smoothest possible touch down, full reverse and only brakes below VP.

Positive touch down, full reverse and only brakes below VP.

Normal landing, full reverse and brakes at VP.

#12. An aircraft with a grad of 3.3%, flying at an IAS of 85 KTS. At a P.ALT of 8500’ with a temp of +15°c will have a ROC of:

284’/Min

623’/Min

1117’/Min

334’/Min

#13. An aircraft with a mass of 110000kg is capable of maintaining a grad of 2.6%. With all the atmospheric variables remaining the same, with what mass would it be able to achieve a grad of 2.4?

119167 kg

101530 kg

110000 kg

121167 kg

#14. Give the correct sequence:

Vs, Vx, Vy

Vx, Vs, Vy

Vs, max range speed, max endurance speed.

Max endurance speed, Vs, Max range speed.

#15. Flying at an altitude close to coffin corner gives:

Max speed.

Less manoeuvrability.

Greater 1 engine inoperative Range.

Greater 1 engine inoperative Endurance.

#16. The main reason for using the stepped climb technique is to:

Decrease sector times.

Increase endurance.

Adhere to ATC procedures.

Increase range.

#17. Ignoring the effect of compressibility, what would CL do with an increase in altitude?

Increase.

Decrease.

Remain the same

Increase, then decrease.

#18. In climb limited mass calculations, the climb gradient is a ratio of:

Height gained over distance travelled through the air

Height gained over distance travelled across the ground.

TAS over rate of climb.

TGS over rate of climb.

#19. In a twin engined jet aircraft with six passenger seats, and a maximum certified take off mass of 5650kg. What is the required en-route obstacle clearance, with one engine inoperative during drift down towards the alternate airport?

2000ft

1500ft

1000ft

50ft or half the wingspan

#20. When does THRUST = DRAG?

Climbing at a constant IAS.

Descending at a constant IAS.

Flying level at a constant IAS.

All of the above.

#21. When take off mass is limited by VMBE, an increase in the uphill slope will:

Have no affect.

Require a decrease in the mass

Allow an increase in the mass.

Decrease the TODR.

#22. SFC will:

Increase if C of G is moved further forward of the C of P.

Decrease if C of G is moved further forward of the C of P.

Not be affected by C of G position

Only be affected by C of G position, if it is behind the C of P.

#23. Reference point zero refers to:

Point where the aircraft lifts off the ground.

Point where the aircraft reaches V2.

Point where the aircraft reaches 35ft

Point where gear is selected up.

#24. To maintain the same angle of attack and altitude at a higher gross weight an aeroplane needs:

Less airspeed and same power.

Same airspeed.

More airspeed and less power.

More airspeed and more power.

#25. The coefficient of lift may be increased by lowering the flaps or:

Increase CAS.

Reduce nose up elevator trim.

Increase angle of attack.

Increase TAS.

#26. An aircraft is certified to land with flaps at either 25 or 35 degrees of flap. If the pilot selects the higher setting there will be:

Increased landing distance and reduced go-around performance.

Increased landing distance and improved go-around performance.

Reduced landing distance and improved go-around performance.

Reduced landing distance and reduced go-around performance.

#27. Which conditions are most suited to a selection of lower flap for take off?

Low airfield elevation, close obstacles, long runway, high temperature

Low airfield elevation, no obstacles, short runway, low temperature.

High elevation, no obstacles short runway, low temperature.

High airfield elevations, distant obstacles, long runway, high ambient temperature.

#28. During the certification of an aeroplane, the take off distance with all engines operating and the take off distance with one engine inoperative are 1547m 1720m What is the distance used in the aircraft certification?

1547m

1779m

1720m

1798m

#29. V2 MIN is determined by: (excluding Vmca)

1.08VSR for 4 engine turboprops with 1.13VSR for 2 and 3 engined turboprops.

1.2VS for all turbojets.

1.2VSR for all turboprops and 1.15VSR for all turbojets.

1.15Vs for all aeroplanes.

#30. If the flap setting is changed from 10 degrees to 20 degrees V2 will:

Not change

Decrease if not limited to Vmca.

Increase

Increase or decrease depending on weight.

#31. For a turbojet aeroplane the second segment of the climb begins when:

Accelerating from V2 to flap retraction speed begins.

Landing gear is fully retracted.

Flap retraction begins.

Flaps are fully retracted.

#32. For a turbojet aeroplane the third segment of climb begins when:

Acceleration to flap retraction speed begins (min 400ft).

Landing gear is fully retracted.

Acceleration from VLOF to V2 begins.

Flaps are fully retracted.

#33. The buffet onset boundary chart tells the pilot:

Critical mach number for various masses and altitudes

Values for low speed stall and mach buffet onset for various masses and altitudes.

Mach number for low speed buffet and shock buffet for various masses and altitudes

Maximum operating MMO for various masses and altitudes

#34. Two identical turbojets are at the same altitude and same speed and have the same specific fuel consumption. Plane 1 weighs 130,000kg and fuel flow is 4,300kg/hr. If plane 2 weighs 115,000kg what is the fuel flow:

3804kg/hr

4044kg/hr

3364kg/hr

3530kg/hr

#35. The speed for minimum power required in a turbojet will be:

Slower than the speed for minimum drag

Faster than the speed for minimum drag.

Slower in a climb and faster in the decent

Same as speed for minimum drag.

#36. In wet conditions, what extra percentage over the dry gross landing distance must be available for a turbojet?

43%

92%

67%

15%

#37. In dry conditions, when landing at an alternate airport in a turbojet by what factor should the landing distance available be divided by to give landing distance?

0.6

1.0

1.67

1.43

#38. What landing distance requirements need to be met at an alternate airfield compared to a destination airfield for a turboprop?

Less than destination.

More than destination.

Same as destination.

None applicable.

#39. For a twin engined aircraft, which can use either 5 or 15 degrees flap setting, using MRJT fig 4.4 what is the maximum field limited take off mass: Pressure Altitude 7000’ OAT -10°C Length available 2400m Slope Level Wind Calm

55000kg

56000kg

44000kg

52000kg

#40. Absolute Ceiling is defined by:

Altitude where theoretical rate of climb is zero.

Altitude at which rate of climb is 100fpm.

Altitude obtained when using lowest steady flight speed.

Altitude where low speed Buffet and high speed Buffet speeds are coincident.

#41. VREF for a Class B aircraft is defined by:

1.3Vs

1.2Vs

1.3 Vmcl

1.2 Vmcl

#42. VR for a jet aircraft must be faster than, the greater of:

1.05 Vmca and V1

Vmca and 1.1V1

VMBE and V1

V1 and 1.1 Vmca

#43. Landing on a runway with 5mm wet snow will:

Increase landing distance.

Decrease landing distance.

Not affect the landing distance.

Give a slightly reduced landing distance, due to increased impingement drag.

#44. Take off on a runway with standing water, with a depth of 0.5cm. Compared to a dry runway, field length limited mass will:

Increase, with a reduced V1.

Remain the same, with a reduced V1.

Decrease, with an increased V1

Decrease, with a decreased V1.

#45. A balanced field length is when:

Distance taken to accelerate to V1 and distance to stop are identical

TORA X 1.5

V1 = VR

ASDA equals TODA

#46. Increase ambient temperature will result in:

Increased field length limited mass.

Decrease maximum brake energy limited mass.

Increase climb limited mass.

Increased obstacle limited mass.

#47. Pitch angle during decent at a constant mach number will:

Increase.

Decrease.

Increase at first then decrease.

Stay constant.

#48. At maximum range speed in a turbojet the angle of attack is:

Same as L/D max.

Less than L/D max.

Maximum.

More than L/D max.

#49. If there is an increase in atmospheric pressure and all other factors remain constant, it should result in:

Decreased take off distance and increased climb performance.

Increased take off distance and increased climb performance.

Decreased take off distance and decreased climb performance.

Increased take off distance and decreased climb performance.

#50. Climbing to cruise altitude with a headwind will:

Increase time to climb.

Decrease ground distance covered to climb.

Decreased time to climb.

Increased ground distance covered to climb.

#51. Requirements for the third segment of climb are:

Minimum acceleration altitude for one engine inoperative should be used

There is no climb gradient requirement during acceleration phase.

Level acceleration with an equivalent gradient of 1.2%.

Legal minimum altitude for acceleration is 1500’.

#52. If the calculations for an aeroplane of 3250lb indicate a service ceiling of 4000m, what will the service ceiling be when the actual take off mass is 3000lb?

Higher.

Lower.

Higher or lower, more calculations will have to be done

The same.

#53. The drift down is a procedure applied:

After aircraft depressurisation.

approach

For an instrument approach at an airfield without an ILS.

When the engine fails above the operating altitude for one engine inoperative.

#54. Why is there a requirement for an approach climb gradient?

So that an aircraft falling below the glide path will be able to re-intercept it.

Adequate performance for a go-around in the event of an engine failure.

So that the aircraft will not stall when full flap is selected.

To maintain minimum altitude on the approach.

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

The aircraft will not clear the object.

85m

100m

115m

#56. Take off run required for a jet aircraft, with one engine inoperative is:

Brake release point to midpoint between VLOF and 35ft.

Brake release point to 35ft.

Brake release point to 15ft.

The same as for all engines.

#57. A jet aircraft’s maximum altitude is usually limited by:

It’s certification maximum altitude.

It’s pressurisation maximum altitude.

The altitude at which low and high-speed buffet will occur.

Thrust limits.

#58. With respect to en-route diversions (using drift down graph), if you believe that you will not clear an obstacle do you:

Drift down to clearance height and then start to jettison fuel.

Jettison fuel from the beginning of the drift down.

Asses remaining fuel requirements, then jettison fuel as soon as possible.

Fly slight faster.

#59. With respect to field length limit, fill in the blanks in the follow statement. “The distance to accelerate to ____, at which point an engine fails, followed by the reaction time of _ and the ensuing deceleration to a full stop must be completed within the ________.”

VR, 2sec, TORA

V1, 2sec, ASDA

VEF, 2sec, TORA

VGO, 2sec, ASDA

#60. How does the power required graph move with an increase in altitude?

Straight up.

Straight down.

Up and to the right.

Straight across to the right.

#61. In a climb, at a constant IAS / Mach No. 300 kts / 0.78 M. What happens at the change over point ( 29 500 ft, ISA ) ?

Accelerate from the IAS to the Mach number, and therefore rate of climb will decrease.

No change in rate of climb since TAS remains constant

Find that rate of climb would start to increase, because TAS starts to increase

Find that rate of climb would start to decrease, because TAS would start to decrease.

#62. If not VMBE or Vmcg limited, what would V1 be limited by ?

V2

Vmga

VR

VMU

#63. What procedure is likely to require V1 to be reduced ?

Improved climb procedure.

Reduced thrust take off.

When ASDA is greater than TODA.

#64. What factors would cause V2 to be limited by Vmca?

Flaps at high settings.

With high pressure.

With low temperature.

Combination of the above.

#65. Which of the following is not affected by a tailwind :

Landing climb limit mass.

Obstacle limit mass.

VMBE.

Tyre speed limit mass.

#66. When flying an aircraft on the back of the drag curve, maintaining a slower speed (but still faster than VS) would require :

More flap.

Less thrust due to less parasite drag.

More thrust.

No change.

#67. During certification test flights for a turbojet aeroplane, the 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 35ft above the take off surface are: 1747 m with all engines operating. 1950 m with the critical engine failure recognised at V1, other factors remaining unchanged. What is the correct value of the Take off Run?

1747 m

2243 m

1950 m

2009 m

#68. Taking into account the following, what would be the minimum required head wind component for landing ? ( Using fig 2.4 in the CAP 698. ) Factored landing distance of 1300 ft. ISA temperature at MSL. Landing mass of 3200 lbs.

10 Kts.

5 Kts.

0 Kts.

15 Kts.

#69. Two identical aircraft at different masses are descending at idle thrust. Which of the following statements correctly describes their descent characteristics?

There is no difference between the descent characteristics of the two aeroplanes.

At a given angle of attack, the heavier aeroplane will always glide further than the lighter aeroplane.

At a given angle of attack, the lighter aeroplane will always glide further than the heavier aeroplane.

At a given angle of attack, both the vertical and the forward speeds are greater for the heavier aeroplane.

#70. When flying in a headwind, the speed for max range should be :

slightly decreased.

slightly increased.

unchanged.

should be increased, or decreased depending on the strength of the wind.

#71. VLO is defined as :

Actual speed that the aircraft lifts off the ground.

Minimum possible speed that the aircraft could lift off the ground.

The maximum speed for landing gear operation

The long range cruise speed.

#72. When flying at the optimum range altitude, over time the :

Fuel consumption gradually decreases.

Fuel consumption gradually increases.

Fuel consumption initially decreases then gradually increases.

Fuel consumption remains constant.

#73. What happens to the field limited take off mass with runway slope ?

It increases with a downhill slope.

It is unaffected by runway slope.

It decreases with a downhill slope.

It increases with an uphill slope.

#74. For a given aircraft mass, flying with a cost index greater that zero set will result in :

a cruise at a slower M# than the best range M# for a given altitude.

a cruise at the maximum endurance speed

climb at the slowest safe speed, taking into account stall and speed stability

a cruise at a faster M# than the M# giving best ANM/kg ratio for a given altitude.

#75. Cruising with 1 or 2 engines inoperative at high altitude, compared to all engines operative cruise, range will :

increase

decrease.

not change.

decrease with 1 engine inoperative, and increase with 2 engines inoperative

#76. Taking into account the values given below, what would be the maximum authorised brake release mass ? Flap : 5° 10° 15° Field limited mass : 49 850 kg 52 500 kg 56 850 kg Climb limited mass : 51 250 kg 49 300 kg 45 500 kg

56 850 kg

49 300 kg

49 850 kg

51 250 kg

#77. A turbo-prop aircraft with a maximum all up mass in excess of 5700 kg, is limited to :

10° angle of bank up to 400 ft.

15° angle of bank up to 400 ft.

20° angle of bank up to 400 ft.

25° angle of bank up to 400 ft.

#78. With regards to the optimum altitude during the cruise, the aircraft is :

always flown at the optimum altitude.

always flown 2000 ft below the optimum altitude.

may be flown above or below the optimum altitude, but never at the optimum altitude

flown as close to the optimum altitude as ATC will allow.

#79. A tailwind on take off will not affect :

climb limit mass.

obstacle clearance.

field limit mass.

VMBE

#80. When climbing at a constant M# through the troposphere, TAS :

increases.

decreases.

remains constant.

increases then decreases.

#81. Concerning landing gear, which factors limit take off performance ?

Brake temperature.

Wheel rate of rotation, brake energy.

Tyre temperature.

Brake wear.

#82. In a glide ( power off descent ) if pitch angle is increased, glide distance will :

increases.

decrease.

remain constant.

depend on the aircraft.

#83. With which conditions would the aircraft need to be flown, in order to achieve maximum speed?

Thrust set for minimum drag.

Best lift - drag ratio.

Maximum thrust and maximum drag

Maximum thrust and minimum drag.

#84. If a jet engine fails during take off, before V1 :

the take off can be continued or aborted.

the take off should be aborted.

the take off should be continued.

#85. Up to which height in NADP 1 noise abatement procedure must V2 + 10-20 Kts be maintained ?

1500 ft

3000 ft

1000 ft

500 ft

#86. At MSL, in ISA conditions. Climb gradient = 6 % What would the climb gradient be if : P.Altitude 1000 ft Temperature 17°C Engine anti-ice on. Wing anti-ice on. ( - 0.2 % engine anti-ice, - 0,1 % wing anti ice, ± 0.2 % per 1000 ft P.altitude, ± 0.1 % per 1°C ISA deviation )

5.1%

6.3%

3.8%

5.5%

#87. An aircraft with 180 minutes approval for ETOPS, must be :

no more than 180 minutes from a suitable alternate, in still air, at the one engine inoperative TAS.

no more than 180 minutes from a suitable alternate, in still air, at the all engine TAS.

no more than 90 minutes from a suitable alternate, and 90 minutes from departure, at the one engine inoperative TAS

no more than 180 minutes from a suitable alternate, at the one engine inoperative TGS.

#88. In a balanced turn load factor is dependant on :

radius of turn and aircraft weight.

TAS and bank angle.

radius of turn and bank angle.

Bank angle only.

#89. Putting in 16500 litres of fuel with an SG of 780 kg/m³, and writing 16500 kg of fuel on the load sheet will result in :

TOD increasing and ASD decreasing, and the calculated V2 being too fast.

TOD and ASD decreasing, and the calculated V2 being too fast.

TOD and ASD remaining constant, if the calculated speeds are used.

TOD and ASD increasing, if the calculated speeds are used.

#90. If V1 is found to be lower than VMCG, which of the following statements will be true?

VMCG must be reduced to equal V1.

TOD will be greater than ASD.

ASD will be greater than TOD.

Take-off will not be permitted.

#91. When gliding into a headwind airspeed should be :

reduce airspeed to gust penetration speed.

the same as the max. range glide speed in still air.

lower than the max. range glide speed in still air.

higher than the max. range glide speed in still air.

#92. How does the slush thickness affect the V1 reduction required ?

Greater reduction if thicker

Smaller reduction if thicker.

No affect if mass is reduced.

No affect at all.

#93. Which denotes the stall speed in the landing configuration ?

VSO

VS1

VS

VS1G

#94. When in a gliding manoeuvre, in order to achieve maximum endurance the aircraft should be flown at :

the speed for max. lift.

the speed for min. drag

the speed for max. lift / drag.

the speed for min. power.

#95. When descending below the optimum altitude at the long range cruise speed :

Mach no. decreases.

TAS increases.

Mach no. remains constant.

Mach no. increases.

#96. What does density altitude signify ?

Pressure altitude.

Flight levels.

ISA altitude.

An accurate indication of aircraft and engine performance.

#97. For a turbo-prop aircraft, the LDA at an aerodrome is 2200 m. If the conditions are indicated as wet, what would the equivalent dry LDA be ?

1451 m.

1913 m.

1538 m.

1317 m.

#98. During aircraft certification, the value of VMCG is found with nose wheel steering inoperative. This is because :

Nose wheel steering does not affect VMCG.

VMCG must be valid in both wet and dry conditions.

Nose wheel steering does not work after an engine failure.

The aircraft may be operated even if the nose wheel steering is inoperative.

#99. Referring to Fig 4.28. What would the landing distance required be for a MRJT aircraft with anti-skid inoperative if: Pressure altitude 2000 feet. Mass 50 000 kg Flaps for short field. 15 Kts Tailwind Dry runway

1700 m

2500 m

1900 m

3100 m

#100. Which is true regarding a balanced field ?

Provides largest gap between net and gross margins.

Provides minimum field length required in the case of an engine failure.

Take off distance will always be more than stopping distance.

Distances will remain equal, even if engine failure speed is changed.

#101. Climbing in the troposphere at a constant TAS :

Mach no. increases.

Mach no. decreases.

CAS increases.

IAS increases.

#102. When a MRJT aircraft descends at the maximum range speed :

IAS increases.

CAS increases.

Mach no. decreases.

Mach no. increases.

#103. What condition is found at the intersection of the thrust available and the drag curve :

Un-accelerated flight in a climb.

Accelerated climb.

Un-accelerated level flight.

Accelerated level flight.

#104. Out of the four forces acting on the aircraft in flight, what balances thrust in the climb ?

Drag.

Weight

W Sin θ

Drag + W Sin θ

#105. According to the information in a light aircraft manual, which gives two power settings for cruise, 65 % and 75 %. If you fly at 75 % in stead of 65 % :

Cruise speed will be higher, fuel consumption will be higher.

Cruise speed will be the same, fuel consumption will be the same.

Cruise speed will be higher, fuel consumption will be lower.

Cruise speed will be higher, fuel consumption will be the same.

#106. With a downward sloping runway :

V1 will increase.

V1 will decrease.

VR will increase.

VR will decrease.

#107. How is fuel consumption affected by the C of G position, in terms of ANM / kg?

Increases with a forward C of G.

Decreases with a aft C of G.

Decreases with a forward C of G.

Fuel consumption is not affected by the C of G position.

#108. Rate of Climb 1000 ft/min TAS 198 kts What is the aircraft’s gradient ?

5.08 %

3%

4%

4.98%

#109. The reduced thrust take off procedure may not be used when :

Runway wet.

After dark.

Temperature varies by more than 10°C from ISA.

Anti-skid unserviceable.

#110. If the maximum take off mass is limited by tyre speed, what affect would a down sloping runway have ?

No affect.

Always increase the mass.

Only increase the mass if not limited by any other limitation.

Decrease the mass.

#111. With an obstacle which is 160 m above the airfield elevation and 5000 m away from the end of the take off distance. ( Screen height 50 ft ) What would the obstacle clearance be with a gradient of 5% ?

105 m

90 m

250 m

265 m

#112. Prior to take off the brake temperature needs to be checked, because :

they indicate the state of the fusible plugs.

if the brakes are already hot, they may fade / overheat during a RTO.

they would work better if they are warm.

they may need to be warmed up to prevent them from cracking during a RTO.

#113. A turbo jet is flying at a constant M # in the cruise, how does SFC vary with OAT in Kelvin?

Unrelated to T

Proportional to T

Proportional to 1/T

Proportional to 1/T²

#114. If an aircraft has a stall speed of 100 Kts, what would the speed on short finals have to be ?

100 Kts

115 Kts

130 Kts

120 Kts

#115. When descending at a constant M #, which speed is most likely to be exceeded first ?

Max operating speed.

MMO.

High speed buffet limit.

VMO.

#116. What is meant by ‘Equivalent weight’ on the drift down profile graph ?

Weight compensated for fuel reduction prior to engine failure.

Weight compensated for temperature of ISA +10°C and above.

Weight compensated for density at different heights.

Weight compensated for temperature at different heights.

#117. What happens to the speeds, VX and VY, when lowering the aircraft’s undercarriage ?

VX increases, VY decreases.

VX decreases, VY decreases.

VX increases, VY increases.

VX decreases, VY increases.

#118. Maximum Endurance :

can be achieved in level unaccelerated flight with minimum fuel consumption

can be achieved by flying at the best rate of climb speed in straight and level flight.

can be achieved in a steady climb.

can be achieved by flying at the absolute ceiling.

#119. What factors affect descent angle in a glide ?

Configuration and altitude.

Configuration and angle of attack.

Mass and attitude.

Mass and configuration.

#120. What is meant by balanced field available ?

TORA = TODA

ASDA = ASDR and TODA =TODR

TODA = ASDA

TORA = ASDA

#121. For a piston-engined aeroplane at a constant altitude, angle of attack and configuration, an increased weight will require :

more power but less speed.

more power and the same speed.

more power and more speed.

What is meant by balanced field available ?

#122. In the climb an aircraft has a thrust to weight ratio of 1:4 and a lift to drag ratio of 12: 1. While ignoring the slight difference between lift and weight in the climb, the climb gradient will be:

3.0%

8.3%

16.7%

3.3%

#123. Which of the following will not decrease the value of VS?

The C of G in an aft position within the C of G envelope.

Increased altitude.

Decreased weight.

Increased flap setting.

#124. All other factors being equal, the speed for minimum drag is:

constant for all weights.

a function of density altitude.

proportional to weight

a function of pressure altitude.

#125. Taking into account the values given below, what would be the maximum authorised brake release mass with a 10 Kt tailwind? Flap : 5° 10° 15° Field limited mass : 49 850 kg 52 500 kg 56 850 kg Climb limited mass : 51 250 kg 49 300 kg 45 500 kg Assume 370kg per Kt of tailwind.

56 850kg

49 850kg

52 500kg

48 800kg

#126. If a turn is commenced during the take off climb path : (i) The load factor (ii) The induced drag (iii) The climb gradient

(i) Increases (ii) Decreases (iii) Decreases

(i) Decreases (ii) Increases (iii) Increases

(i) Increases (ii) Increases (iii) Decreases

(i) Decreases (ii) Decreases (iii) Increases

#127. What effect does an increase in weight have on V1 ?

It will cause it to increase.

It will cause it to decrease.

It will have no effect.

It will cause it to decrease by the same percentage as the weight increase.

#128. VR for a Class A aeroplane must not be less than:

10 % above VMU.

5 % above VMCA.

5 % above VMCG.

10 % above VMCA.

#129. As speed is reduced from VMD to VMP :

power required decreases and drag decreases.

power required decreases and drag increases

power required increases and drag increases

power required increases and drag decreases.

#130. The maximum induced drag occurs at a speed of :

VMD.

VMP.

VSO.

VATO.

#131. Profile drag is :

inversely proportional to the square root of the EAS.

directly proportional to the square of the EAS.

inversely proportional to the square of the EAS.

directly proportional to the square root of the EAS.

#132. VMD for a jet aeroplane is approximately equal to :

1.3 VS.

1.7 VS.

1.6 VS.

2.1 VS.

#133. The best EAS / Drag ratio is approximately :

1.3 VMD.

1.32 VMD

1.6 VMD.

1.8 VMD.

#134. The effect an increase of weight has on the value of stalling speed (IAS) is that VS .

increases.

decreases.

remains constant.

increases or decreases, depending on the amount of weight increase.

#135. Which one of the following statements is true concerning the effect of changes of ambient temperature on an aeroplane’s performance, assuming all other performance parameters remain constant ?

An increase will cause a decrease in the landing distance required.

An increase will cause a decrease in take off distance required.

A decrease will cause an increase in the climb gradient

A decrease will cause an increase in the take off ground run

#136. What percentages of the head wind and tail wind components are taken into account, when calculating the take off field length required ?

100% head wind and 100% tail wind

150% head wind and 50% tail wind.

50% head wind and 100% tail wind.

#137. For a turbo jet aircraft planning to land on a wet runway, the landing distance available :

may be less than 15% greater than the dry landing distance if the flight manual gives specific data for a wet runway.

may be less than 15% greater than the dry landing distance if all reverse thrust systems are operative

may be less than 15% greater than the dry landing distance if permission is obtained from the relevant aerodrome authority

must always be at least 15% greater than the dry landing distance.

#138. The effect of installing more powerful engines in a turbojet aircraft is :

to increase the aerodynamic ceiling and increase the performance ceiling.

to decrease the aerodynamic ceiling and increase the performance ceiling.

to increase the performance ceiling but not affect the aerodynamic ceiling.

to decrease both the aerodynamic and the performance ceilings.

#139. In relation to runway strength, the ACN :

may not exceed 90% of the PCN

may exceed the PCN by up to 10%.

may never exceed the PCN.

may exceed the PCN by a factor of 2.

#140. An aerodrome has a clearway of 500m and a stopway of 200m. If the stopway is extended to 500m the effect will be :

the maximum take off mass will increase, and V1 will decrease

the maximum take off mass will increase and V1 will remain the same

the maximum take off mass will remain the same and V1 will increase.

the maximum take off mass will increase and V1 will increase.

#141. An aircraft is climbing at a constant power setting and a speed of VX. If the speed is reduced and the power setting maintained the :

Climb gradient will decrease and the rate of climb will increase.

Climb gradient will decrease and the rate of climb will decrease.

Climb gradient will increase and the rate of climb will increase.

Climb gradient will increase and the rate of climb will decrease.

#142. An aircraft is climbing in a standard atmosphere above the tropopause at a constant Mach number :

the IAS decreases and TAS remain constant.

the IAS and TAS remain constant

the IAS decreases and TAS decreases

the IAS remains constant and TAS increases.

#143. An aircraft is climbing at a constant IAS, below the Mach limit. As height increases :

drag decreases, because density decreases

drag remains constant, but the climb gradient decreases.

drag increases, because TAS increases.

drag remains constant and the climb gradient remains constant.

#144. Optimum altitude can be defined as :

the highest permissible altitude for an aeroplane type.

the altitude at which an aeroplane attains the maximum specific air range.

the altitude at which the ground speed is greatest.

the altitude at which specific fuel consumption is highest.

#145. . If an aircraft is descending at a constant Mach number :

the IAS will increase and the margin to low speed buffet will decrease.

the IAS will increase and the margin to low speed buffet will increase

the IAS will decrease and the margin to low speed buffet will decrease.

the IAS will decrease and the margin to low speed buffet will increase

#146. For a given flight level, the speed range determined by the buffet onset boundary chart will decrease with :

decreased weight.

decreased bank angle.

a more forward CG position.

increased ambient temperature

#147. Which of the following variables will not affect the shape or position of the drag vs. IAS curve, for speeds below MCRIT ?

Aspect ratio.

Configuration.

Altitude.

Weight.

#148. Which of the following would give the greatest gliding endurance ?

Flight at VMD.

Flight at 1.32VMD.

Flight at the best CL / CD ratio.

Flight close to CL MAX.

#149. The tyre speed limit is :

V1 in TAS

Max VLOF in TAS.

Max VLOF in ground speed.

V1 in ground speed.

#150. What gives one the greatest gliding time?

Being light

A head wind.

A tail wind.

Being heavy.

#151. For take off performance calculations, what is taken into account ?

OAT, pressure altitude, wind, weight

Standard temperature, altitude, wind, weight.

Standard altitude, standard temperature, wind, weight.

Standard temperature, pressure altitude, wind, weight.

#152. Which 3 speeds are effectively the same for a jet aircraft ?

ROC, Range, minimum Drag.

Range, Best angle of climb, minimum Drag.

Best angle of climb, minimum Drag, Endurance.

Best angle of climb, Range, Endurance.

#153. The long range cruise speed is a speed that gives :

a 1% increase in range and a decrease in IAS.

a 1% increase in TAS.

a 1% increase in IAS.

#154. When an aircraft takes-off at the mass it was limited to by the TODA:

the end of the runway will be cleared by 35ft following an engine failure just before V1.

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

the distance from BRP to V1 is equal to the distance from V1 to the 35ft screen.

#155. Which of the following speeds give the maximum obstacle clearance in the climb?

VY

1.2VS1

VX

VFE

#156. The tangent, from the origin to the Power required curve gives?

Minimum Drag coefficient.

L/D Minimum

D/L Maximum

L/D Maximum

#157. For a jet flying at a constant altitude, at the maximum range speed, what is the effect on IAS and Drag over time?

Increase, Increases

Decrease, Constant

Constant, Decrease

Decrease, Decrease.

#158. If an aircraft descends at a constant Mach #, what will the first limiting speed be?

Max operating speed.

Never exceed speed.

Max operating Mach #

Shock stall speed.

#159. For an aircraft gliding at it’s best glide range speed, if AoA is reduced:

glide distance will increase.

glide distance will remain unaffected.

glide distance will decrease.

glide distance will remain constant, if speed is increased.

#160. If an aircraft’s climb schedule was changed from 280 / 0.74 M to 290 / 0.74 M, what would happen to the change over altitude?

It would remain unchanged.

It could move up or down, depending on the aircraft.

It will move down

It will move up.

#161. What happens to the cost index when flying above the optimum Long Range cruise speed?

Cost index is not affected by speed.

Cost index will increase with increased speed.

Cost index will decrease with increased speed.

It all depends on how much the speed is changed by.

#162. For an aircraft flying at the Long Range cruise speed, ( i ) Specific Range and ( ii ) Fuel to time ratio:

( i ) Decreases ( ii ) Increases

( i ) Increases ( ii ) Increases

( i ) Decreases ( ii ) Decreases

( i ) Increases ( ii ) Decreases

#163. By what percentage should V2 be greater than VMCA?

30%

10%

20%

15%

#164. If a turbo-prop aircraft has a wet LDA of 2200m, what would the equivalent dry landing distance allowed be?

1540m

1148m

1913m

1339m

#165. If a TOD of 800m is calculated at sea level, on a level, dry runway, with standard conditions and with no wind, what would the TOD be for the conditions listed below? 2000 ft Airfield elevation QNH 1013.25mb Temp. of 21°C 5 kts of tailwind Dry runway with a 2% up slope. (Assuming: ±20m/1000ft elevation, +10m/1kt of reported tailwind, ±5m/1°C ISA deviation and the standard slope adjustments)

836m

940m

1034m

1095m

#166. At a constant mass and altitude, a lower airspeed requires:

more thrust and a lower coefficient of lift

less thrust and a lower coefficient of lift.

more thrust and a lower coefficient of drag.

a higher coefficient of lift

#167. On a piston engine aeroplane, with increasing altitude at a constant gross mass, angle of attack and configuration, the power required:

decreases slightly because of the lower air density.

remains unchanged but the TAS increases.

increases but the TAS remains constant.

increases and the TAS increases

#168. Reduced take off thrust:

can be used if the headwind component during take off is at least 10 kts.

can be used if the take off mass is higher than the performance limited take off mass.

is not recommended at very low temperatures.

has the benefit of improving engine life.

#169. Reduced take off thrust:

can only be used in daylight.

can’t be used on a wet runway.

is not recommended when wind shear is expected on departure.

is not recommended at sea level.

#170. May the anti-skid be considered in determining the take off and landing mass limits?

Only landing

Only take off.

Yes

No

#171. Climb limited take-off mass can be increased by:

Lower V2

Lower flap setting and higher V2

Lower VR

Lower V1

#172. An operator shall ensure that the aircraft clears all obstacles in the net take-off flight path. The half-width of the Obstacle Accountability Area (Domain) at distance D from the end of the TODA is:

90m + (D / 0.125)

90m + (1.125 x D)

90m + (0.125 x D)

(0.125 x D)

#173. The take-off performance for a turbo-jet aircraft using 10° Flap results in the following limitations: Obstacle clearance limited mass: 4 630 kg Field length limited mass: 5 270 kg Given that it is intended to take-off with a mass of 5 000 kg, which of the following statements is true?

With 5° flap the clearance limit will increase and the field limit will decrease.

With 15° flap both will increase.

With 5° flap both will increase.

With 15° flap the clearance limit will increase and the field limit will decrease.

#174. Induced drag?

Increases with increased airspeed.

Decreases with increased airspeed.

Independent of airspeed.

Initially increases and the decreases with speed.

#175. What is the formula for Specific Range?

Ground speed divided by fuel flow.

True airspeed divided by fuel flow.

Fuel flow divided by SFC.

Ground speed divided by SFC.

#176. When does the first segment of the take-off climb begin?

When V2 is reached.

When 35 feet is reached

When flaps are up.

When gear and flaps are up.

#177. A headwind component:

increases climb angle.

decreases climb angle.

increases best rate of climb.

decreases rate of climb.

#178. V1 is limited by:

VMCG and VR.

VMCA and VR.

V2 and VR

1.05 VMCA.

#179. VR is:

less than V1

more than V2.

less than VMCG.

equal to or more than V1.

#180. What is the affect of an increase in pressure altitude?

increased take-off distance with increased performance.

decreased take-off distance and increased performance

increased take-off distance and decreased performance.

decreased take-off distance with decreased performance.

#181. What affects endurance?

speed and weight

speed and fuel on boardv

speed, weight and fuel on board.

none of the above

#182. What degrades aircraft performance?

low altitude, low temperature, low humidity

high altitude, high temperature, high humidity.

low altitude, high temperature, low humidity.

high temperature, high altitude, low humidity.

#183. If your take-off is limited by the climb limit mass, what is the effect of a headwind?

No effect

Increased mass

Decreased mass

Dependant on the strength of the headwind.

#184. What is the effect on Accelerate Stop Distance of the Anti-Skid system being inoperative?

Increased.

Decreased.

Constant

Unable to be determined without further information.

#185. What is VRef ?

1.3 VS

1.13VSR0

1.23VSR0

1.05Vmcl

#186. During planning Vmcg is found to be greater than V1 . If V1 is adjusted to equal Vmcg and engine failure occurs at the new V1 , then:

ASDR is smaller than TODR.

ASDR is larger than TODR.

ASDR is the same as TODR.

The aircraft weight must be reduced in order to permit take off.

#187. Refer to CAP698 Fig 2.1. What is the Gross TODR for an aircraft in the following conditions: A/C TOM 1,591 kg Field elevation 1,500ft (QNH 1013), OAT is +18 Deg.C, 16 Kts Headwind Component, 1% downhill slope, Paved, dry surface, No stopway or clearway.

335m

744m

565m

595m

#188. What is the Take Off Run defined as for a Class A aircraft:

The distance from Brakes Release to VLof.

The distance from Brakes Release to a point on the ground below which the aircraft has cleared a screen height of 35’.

The distance from Brakes Release to a point on the ground below which the aircraft has cleared a screen height of 50’.

The distance from Brakes Release to a point half way between where the aircraft leaves the ground and the point on the ground above which it clears a height of 35’

#189. Losing an engine during the take off above Vmca means the aircraft will be able to maintain:

Altitude.

Straight and level flight.

Heading.

Bank angle.

#190. A turbo-propeller aircraft is certified with a maximum take-off mass of 5600 kg and a maximum passenger seating of 10. This aircraft would be certified in:

Class A

Class B

Class C

Either class A or class B depending on the number of passengers carried

#191. How does the thrust from a fixed propeller change during the take-off run of an aircraft?

It remains constant.

It increases slightly as the aircraft speed builds up

It decreases slightly as the aircraft speed builds up

It only varies with changes in mass.

#192. The take-off run is defined as:

distance to V1 and then to stop, assuing the engine failure is recognised at V1

distance from brake release to the point where the aircraft reaches V2

the horizontal distance from the start of the take-off roll to a point equidistant between VLOF and 35 ft

the distance to 35 ft with an engine failure at V1 or 1.15 times the all engine distance to 35 ft

#193. What effect does a downhill slope have on the take-off speeds?

It has no effect on V1

It decreases V1

It increases V1

It increases the IAS for take-off

#194. Which of the following combinations most reduces the take-off and climb performance of an aircraft?

high temperature and high pressure

low temperature and high pressure

low temperature and low pressure

high temperature and low pressure

#195. Density altitude is:

the true altitude of the aircraft

the altitude in the standard atmosphere corresponding to the actual conditions

the indicated altitude on the altimeter

used to calculate en-route safety altitudes

#196. The take-off climb gradient:

increases in a head wind and decreases in a tail wind

decreases in a head wind and increases in a tail wind

is independent of the wind component

is determined with the aircraft in the take-off configuration

#197. The effect of changing altitude on the maximum rate of climb (ROC) and speed for best rate of climb for a turbo-jet aircraft, assuming everything else remains constant, is:

as altitude increases the ROC and speed both decrease

as altitude increases the ROC and speed both increase

as altitude increases the ROC decreases but the speed remains constant

as altitude increases the ROC remains constant but the speed increases

#198. A runway at an aerodrome has a declared take-off run of 3000 m with 2000 m of clearway. The maximum distance that may be allowed for the take-off distance is:

5000m

6000m

3000m

4500m

#199. An aircraft may use either 5° or 15° flap setting for take off. The effect of selecting the 5° setting as compared to the 15° setting is:

take-off distance and take-off climb gradient will both increase

take-off distance and take-off climb gradient will both decrease

take-off distance will increase and take-off climb gradient will decrease

take-off distance will decrease and take-off climb gradient will increase

#200. The use of reduced thrust for take-off is permitted:

if the field length limited take-off mass is greater than the climb limited take-off mass

if the actual take-off mass is less than the structural limiting mass

if the actual take-off mass is less than the field length and climb limited take-off masses

if the take-off distance required at the actual take-off mass does not exceed the take-off distance available

#201. Planning the performance for a runway with no obstacles, it is found that the climb limiting take-off mass is significantly greater than the field limiting take-off mass with 5° flap selected. How can the limiting take-off mass be increased?

use an increased V2 procedure

increase the flap setting

reduce the flap setting

reduce the V2

#202. The maximum and minimum values of V1 are limited by

VR and VMCG

V2 and VMCG

VR and VMCA

V2 and VMCA

#203. If the TAS is 175 kt and the rate of climb 1250 ft per minute, the climb gradient is approximately:

7%

14%

12%

10%

#204. A pilot inadvertently selects a V1 which is lower than the correct V1 for the actual take-off weight. What problem will the pilot encounter if an engine fails above the selected V1 but below the true V1?

the accelerate-stop distance required will exceed the distance available

the climb gradient will be increased

the take-off distance required will exceed that available

#205. A turbo-jet is in a climb at a constant IAS what happens to the drag?

It increases

It decreases

it remains constant

it increases initially then decreases

#206. Comparing the take-off performance of an aircraft from an aerodrome at 1000 ft to one taking off from an aerodrome at 6000 ft, the aircraft taking off from the aerodrome at 1000 ft:

will require a greater take-off distance and have a greater climb gradient

will require a greater take-off distance and have a lower climb gradient

will require a shorter take-off distance and have a lower climb gradient

will require a shorter take-off distance and have a greater climb gradient

#207. Which is the correct sequence of speed?

VS , VY, VX

VX, VY, VX

VS , VX, VY

VX, VY, VS

#208. Which of the following will increase the accelerate-stop distance on a dry runway?

a headwind component

an uphill slope

temperatures below ISA

low take-off mass, because of the increased acceleration

#209. A turbo-jet aircraft is climbing at a constant Mach number in the troposphere. Which of the following statements is correct?

TAS and IAS increase

TAS and IAS decrease

TAS decreases, IAS increases

TAS increases, IAS decreases

#210. The induced drag in an aeroplane:

increases as speed increases

is independent of speed

decreases as speed increases

decreases as weight decreases

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

decreases as altitude increases and weight decreases

decreases as weight and altitude increase

decreases as weight decreases and altitude increases

increases as weight decreases and altitude increases

#212. Thrust equals drag:

in unaccelerated level flight

in an unaccelerated descent

in an unaccelerated climb

in a climb, descent or level flight if unaccelerated

#213. A higher mass at a given altitude will reduce the gradient of climb and the rate of climb. But the speeds:

VX and VY will decrease

VX and VY will increase

VX will increase and VY will decrease

VX and VY will remain constant

#214. If the other factors are unchanged the fuel mileage (nm per kg) is:

independent from the centre of gravity (CofG)

lower with a forward CofG

lower with an aft CofG

higher with a forward CofG

#215. Concerning maximum range in a turbo-jet aircraft, which of the following is true?

independent from the centre of gravity (CofG)

lower with a forward CofG

lower with an aft CofG

higher with a forward CofG

#216. Concerning maximum range in a turbo-jet aircraft, which of the following is true?

the speed to achieve maximum range is not affected by the wind component

to achieve maximum range speed should be increased in a headwind and reduced in a tailwind

to achieve maximum range speed should be decreased in a headwind and increased in a tailwind

The change is speed required to achieve maximum range is dependent on the strength of the wind component acting along the aircraft’s flight path and may require either an increase or decrease for both headwind and tailwind

#217. V1 is the speed:

above which take-off must be rejected if engine failure occurs

below which take-off must be continued if engine failure occurs

engine failure recognised below this speed, take-off must be rejected and above which take-off must be continued

the assumed speed for engine failure

#218. A constant headwind in the descent:

Increases the angle of descent

Increases the rate of descent

Increases the angle of the descent flight path

Increases the ground distance travelled in the descent

#219. For a turbojet aircraft what is the reason for the use of maximum range speed?

Greatest flight duration

Minimum specific fuel consumption

Minimum flight duration

Minimum drag

#220. Why are step climbs used on long range flights in jet transport aircraft?

to comply with ATC flight level constraints

step climbs have no significance for jet aircraft, they are used by piston aircraft

to fly as close as possible to the optimum altitude as mass reduces

they are only justified if the actual wind conditions differ significantly from the forecast conditions used for planning

#221. The absolute ceiling of an aircraft is:

where the rate of climb reaches a specified value

always lower than the aerodynamic ceiling

where the rate of climb is theoretically zero

where the gradient of climb is 5%

#222. In the take-off flight path, the net climb gradient when compared to the gross gradient is:

greater

the same

smaller

dependent on aircraft type

#223. To answer this question use CAP698 SEP1 figure 2.1. Conditions: aerodrome pressure altitude 1000 ft, temperature +30°C, level, dry, concrete runway and 5 kt tailwind component. What is the regulated take-off distance to 50 ft for an aircraft weight 3500 lb if there is no stopway or clearway?

2800 ft

3220 ft

3640 ft

3500 ft

#224. To answer this question use CAP698 MRJT figure 4.4. Conditions: Pressure altitude 5000 ft, temperature –5°C, balanced field length 2500 m, level runway, wind calm. What is the maximum field length limited take-off mass and optimum flap setting?

59400 kg 15°

60200 kg 5°

59400 kg, 5°

60200 kg 15°

#225. The effect of a headwind component on glide range:

the range will increase

the range will not be affected

the range will decrease

the range will only be affected if incorrect speeds are flown

#226. Refer to CAP398 MRJT figure 4.24. At a mass of 35000 kg, why does the drift down curve start at approximately 3 minutes at an altitude of 37000 ft?

The origin of the curve lies outside the chart

At this altitude it takes longer for the engines to slow down, giving extra thrust for about 4 minutes

Because of inertia at the higher TAS it takes longer to establish the optimum rate of descent

It takes about this time to decelerate the aircraft to the optimum speed for drift down.

#227. A twin engine turbo-jet aircraft having lost one engine must clear obstacles in the drift down by a minimum of:

35 ft

1000 ft

1500 ft

2000 ft

#228. The landing speed, VREF, for a single engine aircraft must be not less than:

1.2VMCA

1.1VS0

1.05VS0

1.3VS0

#229. What factor must be applied to the landing distance available at the destination aerodrome to determine the landing performance of a turbo-jet aircraft on a dry runway?

1.67

1.15

0.60

0.70

#230. An aircraft is certified to use two landing flap positions, 25° and 35°. If the pilot selects 25° instead of 35° then the aircraft will have

an increased landing distance and reduced go-around performance

an reduced landing distance and reduced go-around performance

an increased landing distance and increased go-around performance

an reduced landing distance and increased go-around performance

Dgca Question Bank For Pilots

Results

#1. What happens to the speed for Vx and Vy with increasing altitude?

#2. The affect of a contaminated runway on the field limit mass :

#3. When operating with anti-skid inoperative:

#4. When comparing Vx to Vy:

#5. Referring to Fig. 4.24. Why does the curve for an equivalent weight of 35 000 kg, only start 4 mins after engine failure?

#6. With which conditions would one expect Vmc to be the lowest?

#7. Give the correct order for the following:

#8. If the C of G moves aft from the most forward position:

#9. Descending below the tropopause from FL370 to FL250 at a steady M#, then FL250 to FL100 at a constant CAS. What happens to descent angle?

#10. With a constant weight and M#, a higher altitude will require:

#11. When approaching a wet runway, with the risk of hydroplaning, what technique should the pilot adapt?

#12. An aircraft with a grad of 3.3%, flying at an IAS of 85 KTS. At a P.ALT of 8500’ with a temp of +15°c will have a ROC of:

#13. An aircraft with a mass of 110000kg is capable of maintaining a grad of 2.6%. With all the atmospheric variables remaining the same, with what mass would it be able to achieve a grad of 2.4?

#14. Give the correct sequence:

#15. Flying at an altitude close to coffin corner gives:

#16. The main reason for using the stepped climb technique is to:

#17. Ignoring the effect of compressibility, what would CL do with an increase in altitude?

#18. In climb limited mass calculations, the climb gradient is a ratio of:

#19. In a twin engined jet aircraft with six passenger seats, and a maximum certified take off mass of 5650kg. What is the required en-route obstacle clearance, with one engine inoperative during drift down towards the alternate airport?

#20. When does THRUST = DRAG?

#21. When take off mass is limited by VMBE, an increase in the uphill slope will:

#22. SFC will:

#23. Reference point zero refers to:

#24. To maintain the same angle of attack and altitude at a higher gross weight an aeroplane needs:

#25. The coefficient of lift may be increased by lowering the flaps or:

#26. An aircraft is certified to land with flaps at either 25 or 35 degrees of flap. If the pilot selects the higher setting there will be:

#27. Which conditions are most suited to a selection of lower flap for take off?

#28. During the certification of an aeroplane, the take off distance with all engines operating and the take off distance with one engine inoperative are 1547m 1720m What is the distance used in the aircraft certification?

#29. V2 MIN is determined by: (excluding Vmca)

#30. If the flap setting is changed from 10 degrees to 20 degrees V2 will:

#31. For a turbojet aeroplane the second segment of the climb begins when:

#32. For a turbojet aeroplane the third segment of climb begins when:

#33. The buffet onset boundary chart tells the pilot:

#34. Two identical turbojets are at the same altitude and same speed and have the same specific fuel consumption. Plane 1 weighs 130,000kg and fuel flow is 4,300kg/hr. If plane 2 weighs 115,000kg what is the fuel flow:

#35. The speed for minimum power required in a turbojet will be:

#36. In wet conditions, what extra percentage over the dry gross landing distance must be available for a turbojet?

#37. In dry conditions, when landing at an alternate airport in a turbojet by what factor should the landing distance available be divided by to give landing distance?

#38. What landing distance requirements need to be met at an alternate airfield compared to a destination airfield for a turboprop?

#39. For a twin engined aircraft, which can use either 5 or 15 degrees flap setting, using MRJT fig 4.4 what is the maximum field limited take off mass: Pressure Altitude 7000’ OAT -10°C Length available 2400m Slope Level Wind Calm

#40. Absolute Ceiling is defined by:

#41. VREF for a Class B aircraft is defined by:

#42. VR for a jet aircraft must be faster than, the greater of:

#43. Landing on a runway with 5mm wet snow will:

#44. Take off on a runway with standing water, with a depth of 0.5cm. Compared to a dry runway, field length limited mass will:

#45. A balanced field length is when:

#46. Increase ambient temperature will result in:

#47. Pitch angle during decent at a constant mach number will:

#48. At maximum range speed in a turbojet the angle of attack is:

#49. If there is an increase in atmospheric pressure and all other factors remain constant, it should result in:

#50. Climbing to cruise altitude with a headwind will:

#51. Requirements for the third segment of climb are:

#52. If the calculations for an aeroplane of 3250lb indicate a service ceiling of 4000m, what will the service ceiling be when the actual take off mass is 3000lb?

#53. The drift down is a procedure applied:

#54. Why is there a requirement for an approach climb gradient?

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

#56. Take off run required for a jet aircraft, with one engine inoperative is:

#57. A jet aircraft’s maximum altitude is usually limited by:

#58. With respect to en-route diversions (using drift down graph), if you believe that you will not clear an obstacle do you:

#59. With respect to field length limit, fill in the blanks in the follow statement. “The distance to accelerate to ________, at which point an engine fails, followed by the reaction time of _________ and the ensuing deceleration to a full stop must be completed within the ____________.”

#60. How does the power required graph move with an increase in altitude?

#61. In a climb, at a constant IAS / Mach No. 300 kts / 0.78 M. What happens at the change over point ( 29 500 ft, ISA ) ?

#62. If not VMBE or Vmcg limited, what would V1 be limited by ?

#63. What procedure is likely to require V1 to be reduced ?

#64. What factors would cause V2 to be limited by Vmca?

#65. Which of the following is not affected by a tailwind :

#66. When flying an aircraft on the back of the drag curve, maintaining a slower speed (but still faster than VS) would require :

#68. Taking into account the following, what would be the minimum required head wind component for landing ? ( Using fig 2.4 in the CAP 698. ) Factored landing distance of 1300 ft. ISA temperature at MSL. Landing mass of 3200 lbs.

#69. Two identical aircraft at different masses are descending at idle thrust. Which of the following statements correctly describes their descent characteristics?

#70. When flying in a headwind, the speed for max range should be :

#71. VLO is defined as :

#72. When flying at the optimum range altitude, over time the :

#73. What happens to the field limited take off mass with runway slope ?

#74. For a given aircraft mass, flying with a cost index greater that zero set will result in :

#75. Cruising with 1 or 2 engines inoperative at high altitude, compared to all engines operative cruise, range will :

#76. Taking into account the values given below, what would be the maximum authorised brake release mass ? Flap : 5° 10° 15° Field limited mass : 49 850 kg 52 500 kg 56 850 kg Climb limited mass : 51 250 kg 49 300 kg 45 500 kg

#77. A turbo-prop aircraft with a maximum all up mass in excess of 5700 kg, is limited to :

#78. With regards to the optimum altitude during the cruise, the aircraft is :

#79. A tailwind on take off will not affect :

#59. With respect to field length limit, fill in the blanks in the follow statement. “The distance to accelerate to ____, at which point an engine fails, followed by the reaction time of _ and the ensuing deceleration to a full stop must be completed within the ________.”