Take Off Climb – Air – DGCA Question Bank For Politics

#1. The net flight path climb gradient after take-off compared to the gross climb gradient is:

larger.

equal.

depends on type of aircraft

smaller.

#2. Given that the characteristics of a three engine turbojet aeroplane are as follows: Thrust = 50,000 N per engine g = 10 m/s² Drag = 72,569 N Minimum gross gradient (2nd segment) = 2.7% The maximum take-off mass under segment two conditions in the net take-off flight path conditions is:

101,596 kg

286,781 kg

74,064 kg

209,064 kg

#3. During the flight preparation the climb limited take-off mass (TOM) is found to be much greater than the field length limited TOM using 5° flap. In what way can the performance limited TOM be increased? There are no limiting obstacles.

By selecting a higher flap setting.

By selecting a higher V2.

By selecting a lower V2.

By selecting a lower flap setting.

#4. An operator shall ensure that the net take-off flight path clears all obstacles. The half-width of the obstacle-corridor at the distance D from the end of the TODA is at least:

-90m + 1.125D

90m + D/0.125

90m + 0.125D

0.125D

#5. The ‘climb gradient’ is defined as the ratio of:

true airspeed to rate of climb.

rate of climb to true airspeed.

the increase of altitude to horizontal air distance expressed as a percentage

the horizontal air distance over the increase of altitude expressed as a percentage.

#6. Which of the following statements, concerning the obstacle limited take-off mass for performance class A aeroplane, is correct?

It should not be corrected for 30° bank turns in the take-off path

It should be calculated in such a way that there is a margin of 50 ft with respect to the “net take off flight path”.

It cannot be lower than the corresponding climb limited takeoff mass.

It should be determined on the basis of a 35 ft obstacle clearance with the respect to the “net take-off flight path”.

#7. The determination of the maximum mass on brake release, of a certified turbojet aeroplane with 5°, 15° and 25° flaps angles on take-off, leads to the following values, with wind: Flap angle: 5° 15° 25° Runway limitation: 66 000 69 500 71 500 2nd segment slope limitation: 72 200 69 000 61 800 Wind correction: Head wind: + 120 kg per kt OR Tail wind: - 360 kg per kt Given that the tail wind component is equal to 5 kt, the maximum mass on brake release and corresponding flap angle will be:

67 700 kg / 15 deg

69 000 kg / 15 deg

72 200 kg / 5 deg

69 700 kg / 25 deg

#8. The requirements with regard to take-off flight path and the climb segments are only specified for:

the failure of two engines on a multi-engined aeroplane

the failure of the critical engine on a multi-engines aeroplane.

the failure of any engine on a multi-engined aeroplane.

2 engined aeroplane.

#9. The first segment of the take-off flight path ends:

at completion of gear retraction

at completion of flap retraction.

at reaching V2.

at 35 ft above the runway.

#10. Which statement, in relation to the climb limited take-off mass of a jet aeroplane, is correct?

50% of a head wind is taken into account when determining the climb limited take-off mass

On high elevation airports equipped with long runways the aeroplane will always be climb limited.

The climb limited take-off mass decreases with increasing OAT.

The climb limited take-off mass is determined at the speed for best rate of climb.

#11. Which one of the following is not affected by a tail wind?

the field limited take-off mass

the obstacle limited take-off mass

the take-off run.

the climb limited take-off mass.

#12. How does TAS vary in a constant Mach climb in the troposphere?

TAS increases.

TAS is constant.

TAS is not related to Mach Number.

TAS decreases.

#13. For this question use Figure 4.5 in CAP 698 Section 4. With regard to the take-off performance of a twin jet aeroplane, why does the take-off performance climb limit graph show a kink at 30°C, pressure altitude 0 ft?

At lower temperatures one has to take the danger of icing into account.

The engines are pressure limited at lower temperatures, at higher temperatures they are temperature limited.

At higher temperatures the flat rated engines determines the climb limit mass.

At higher temperatures the VMBE determines the climb limit mass.

#14. Which of the following sets of factors will increase the climb-limited take-off mass (TOM)?

High flap setting, low PA, low OAT.

Low flap setting, high PA, high OAT.

Low flap setting, high PA, low OAT.

Low flap setting, low PA, low OAT.

#15. For this question use Figure 4.5 in CAP698 Section 4. Consider the take-off performance for the twin jet aeroplane climb limit chart. Why has the wind been omitted from the chart?

There is a built-in safety measure.

The climb limit gradient requirements are taken relative to the air.

The effect of the wind must be taken from another chart.

There is no effect of the wind on the climb angle relative to the ground.

#16. Which of the following statements is applicable to the acceleration height at the beginning of the 3rd climb segment?

The minimum legally allowed acceleration height is at 1500 ft.

There is no minimum climb performance requirement when flying at the acceleration height.

The minimum one engine out acceleration height must be maintained in case of all engines operating.

The maximum acceleration height depends on the maximum time take-off thrust may be applied.

#17. In relation to the net take-off flight path, the required 35 ft vertical distance to clear all obstacles is:

based on pressure altitudes.

the height by which acceleration and flap retraction should be completed.

the height at which power is reduced to maximum climb thrust.

the minimum vertical distance between the lowest part of the aeroplane and all obstacles within the obstacle corridor

#18. Which of the following statements is correct?

The performance limited take-off mass is independent of the wind component.

The accelerate stop distance required is independent of the runway condition

The take-off distance with one engine out is independent of the wind component

The climb limited take-off mass is independent of the wind component.

#19. Which of the following statements with regard to the actual acceleration height at the beginning of the 3rd climb segment is correct?

The minimum value according to regulations is 1000 ft

There is no legal minimum value, because this will be determined from case to case during the calculation of the net flight path.

The minimum value according to regulations is 400 ft

A lower height than 400 ft is allowed in special circumstances e.g. noise abatement.

#20. For take-off obstacle clearance calculations, obstacles in the first segment may be avoided:

by banking not more than 15° between 50 ft and 400 ft above the runway elevation

by banking as much as needed if aeroplane is more than 50 ft above runway elevation

only by using standard turns.

by standard turns – but only after passing 1,500 ft.

#21. The second segment begins:

when landing gear is fully retracted

when flap retraction begins.

when flaps are selected up.

when acceleration starts from V2 to the speed for flap retraction.

#22. At which minimum height will the second climb segment end?

1,500 ft above field elevation.

400 ft above field elevation.

35 ft above ground.

When gear retraction is completed.

#23. On a segment of the take-off flight path an obstacle requires a minimum gradient of climb of 2.6% in order to provide an adequate margin of safe clearance. At a mass of 110,000 kg the gradient of climb is 2.8%. For the same power and assuming that the angle of climb varies inversely with mass, at what maximum mass will the aeroplane be able to achieve the minimum gradient?

121,310 kg

106,425 kg

118,455 kg

102,142 kg

#24. During take-off, the third segment begins:

when acceleration to flap retraction speed is started.

when landing gear is fully retracted.

when acceleration starts from VLOF to V2.

when flap retraction is completed.

#25. If there is a tail wind, the climb limited take-off mass will:

increase.

decrease.

increase in the flaps extended case.

not be affected.

#26. A higher pressure altitude at ISA temperature:

has no influence on the allowed take-off mass.

decreases the field length limited take-off mass.

decreases the take-off distance.

increases the climb limited take-off mass

#27. The minimum climb gradient required on the 2nd flight path segment after the take-off of a jet aeroplane is defined by the following parameters: 1 Gear up 2 Gear down 3 Wing flaps retracted 4 Wing flaps in take-off position 5 All Engines at the take-off thrust 6 One engine inoperative, remainder at the take-off thrust 7 Speed equal to V2 + 10 kt 8 Speed equal to 1.3 VS 9 Speed equal to V2 10 At a height of 35 ft above the runway The correct statements are:

2, 3, 6, 9

1, 4, 5, 10

1, 5, 8, 10

1, 4, 6, 9

#28. In the event that the take-off mass is obstacle limited and the take-off flight path includes a turn, the maximum bank angle is:

10 degrees up to a height of 400 ft.

20 degrees up to a height of 400 ft

25 degrees up to a height of 400 ft.

5 degrees up to height of 400 ft.

#29. Up to which height in noise abatement departure procedure 1 (NADP1) must V2 + 10 to 20 kt be maintained?

1,500ft.

3,000ft

800ft.

500ft.

#30. Reference point zero refers to the:

Point where the aircraft lifts off the ground.

Point where the aircraft reaches V2.

Point on the ground where the aircraft reaches 35ft.

Point where gear is selected up.

#31. A Boeing 737 has a wingspan of 28.9 m. An obstacle is situated at a distance of 4,264 ft from the end of the TODA. What is the minimum horizontal obstacle clearance?

607.45 m

252.50 m

236.95 m

240 m

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