WIND SHEAR – Air – DGCA Question Bank For Politics

#1. Take-off EPR is being delivered by all engines and the take-off is proceeding normally, the undercarriage has just retracted. Which initial indications may be observed when a headwind shears to a downdraught?

Indicated Air Speed: constant. Vertical Speed: decreases. Pitch Attitude: decreases.

Indicated Air Speed: increases. Vertical Speed: decreases. Pitch Attitude: constant.

Indicated Air Speed: decreases. Vertical Speed: constant. Pitch attitude: constant.

Indicated Air Speed: decreases. Vertical Speed: decreases. Pitch Attitude: decreases.

#2. Maximum downdrafts in a microburst encounter may be as strong as

6,000 ft/min.

7,000 ft/min.

8,000 ft/min.

10,000 ft/min.

#3. An aircraft that encounters a headwind of 45 knots, within a microburst, may expect a total shear across the micro burst of

80 knots.

40 knots.

90 knots.

45 knots.

#4. What is the expected duration of an individual micro burst?

Two minutes with maximum winds lasting approximately 1 minute.

Seldom longer than 15 minutes from the time the burst strikes the ground until dissipation.

One micro burst may continue for as long as 2 to 4 hours.

For as long as 1 hour.

#5. Which wind-shear condition results in a loss of airspeed?

Decreasing headwind or tailwind.

Increasing headwind and decreasing tailwind.

Decreasing headwind and increasing tailwind.

Increasing headwind or tailwind.

#6. Which performance characteristics should be recognized during takeoff when encountering a tailwind shear that increases in intensity?

Loss of, or diminished climb ability

Increased climb performance immediately after takeoff.

Decreased takeoff distance.

Improved ability to climb.

#7. Which condition would INITIALLY cause the indicated airspeed and pitch to increase and the sink rate to decrease?

Tailwind which suddenly increases in velocity

Sudden decrease in a headwind component.

Sudden increase in a headwind component.

Calm wind which suddenly shears to a tailwind

#8. Which INITIAL cockpit indications should a pilot be aware of when a constant tailwind shears to a calm wind?

Altitude increases; pitch and indicated airspeed decrease.

Altitude, pitch, and indicated airspeed increase.

Altitude, pitch, and indicated airspeed decrease

Altitude decreases; pitch and indicated airspeed increase.

#9. What is the recommended technique to counter the loss of airspeed and resultant lift from wind shear?

Maintain, or increase, pitch attitude and accept the lower‑than‑normal airspeed indications.

Lower the pitch attitude and regain lost airspeed.

Avoid overstressing the aircraft, pitch to stick shaker, and apply maximum power

Accelerate the aircraft to prevent a stall by sacrificing altitude.

#10. Which of the following would be acceptable techniques to minimise the effects of a windshear encounter?

To prevent damage to the engines, avoid the use of maximum available thrust

Increase the pitch angle until the stick shaker activates, then decrease back pressure to maintain that angle of pitch.

maintain a constant airspeed.

Use maximum power available as soon as possible

#11. Which of the following statements about windshear is true?

Windshear can subject your aircraft to sudden up-draughts, down draughts, or extreme horizontal wind components.

Windshear will cause abrupt displacement from the flight path and require substantial control action to counteract it.

Windshear only affects small single and twin engine aircraft. Large, modern, powerful, fast gas turbine engine powered aircraft will not suffer from the worst affects of a microburs

Microbursts are associated with cumulonimbus clouds

#12. A microburst is one of the most dangerous sources of windshear associated with thunderstorms. They are:

small-scale intense up-draughts, which suck warm moist air into the cumulonimbus cloud.

small-scale shafts of violent rain, which can cause severe problems to gas turbine engines.

large-scale, violent air, associated with air descending from the ‘anvil’ of a thunder cloud.

small-scale (typically less than 1 mile in diameter) intense down-draughts which, on reaching the surface, spread outward in all directions from the down-draught centre.

#13. Thrust is being managed to maintain desired indicated airspeed and the glide slope is being flown. Which of the following is the recommended procedure when you observe a 30 kt loss of airspeed and the descent rate increases from 750 ft/min to 2,000 ft/min?

Increase power to regain lost airspeed and pitch-up to regain the glide slope - continue the approach and continue to monitor your flight instruments.

Decrease the pitch attitude to regain airspeed and then fly-up to regain the glide slope.

Apply full power and execute a go-around; report windshear to ATC as soon as practicable.

Wait until the airspeed stabilises and the rate of descent decreases, because microbursts are quite small and you will soon fly out of it.

#14. Which of the following statements are correct?

A rapid increase in headwind is an ‘energy gain’.

A rapid loss of tailwind is an ‘energy gain’.

A shear from a tailwind to calm is an ‘energy gain’

A shear from calm to a headwind is an ‘energy gain’

#15. Which of the following statements are correct?

A downdraught is an ‘energy gain’

A rapid loss of tailwind is an ‘energy loss’

A shear from a tailwind to calm is an ‘energy loss’

A shear from calm to a headwind is an ‘energy gain’

#16. Which of the following sequences might be encountered when flying into a microburst?

Increased headwind, followed by down-draught, followed by increased tailwind on the approach, or following take-of

Increased headwind, followed by down-draught, followed by increased tailwind on the approach. Increased tailwind, followed by down-draught, followed by increased headwind following take-of

Increased headwind, followed by down-draught, followed by increased tailwind on take-off. Increased tailwind, followed by down-draught, followed by increased headwind on the approach.

Increased tailwind, followed by down-draught, followed by increased headwind on take-off. Increased headwind, followed by down-draught, followed by increased tailwind on the approach.

#17. Which of the following statements is correct when considering windshear?

Recognise that windshear is a hazard to all sizes and types of aircraft

Recognise the signs which may indicate its presence.

Avoid windshear by delaying departure or by diverting if airborne

Prepare for the inadvertent encounter by a speed ‘margin’ if ‘energy loss’ windshear is suspected.

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