SPECIMEN EXAMINATION – Air – DGCA Question Bank For Politics

#1. 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.

#2. 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.

#3. 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.

#4. 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

#5. 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

#6. 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

#7. 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

#8. 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

#9. 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

#10. 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

#11. 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

#12. 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 V2

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

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

VR and VMCG

V2 and VMCG

VR and VMCA

V2 and VMCA

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

7%

14%

12%

20%

#15. 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

there will be no significant effect on the performance

#16. 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

#17. 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

#18. Which is the correct sequence of speed?

VS, VY, VX

VX, VY, VX

VS, VX, VY

VX, VY, VS

#19. 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

#20. 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

#21. The induced drag in an aeroplane:

increases as speed increases

is independent of speed

decreases as speed increases

decreases as weight decreases

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

decreases as altitude increases and weight decreases

decreases as weight and altitude increase

increases as weight decreases and altitude increases

#23. Thrust equals drag:

in unaccelerated level flight

in an unaccelerated descent

in an unaccelerated climb

#24. 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

#25. 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

#26. 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

#27. 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

#28. 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

#29. 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

#30. 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

#31. 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%

#32. 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

#33. 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

#34. 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°

#35. 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

#36. 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.

#37. 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

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

1.2VMCA

1.1VS0

1.05VS0

1.3VS0

#39. 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

#40. 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

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