- - - - - - - -PAR- T-I -_GE-NE-RA~L ~

NAVIGATION
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Questions \
f an aero plane
The induced drag o . d
Ql. is independent of the airspe~
a) ·th increasing airspeed
b) decreases w1 .
.th increasing airs d
pee
c) increases wi th minimum steady o·ight speed at b •
The stalling sp~ed or . e configuratio w ich the aero I
Q2. is controllable in landing n is abbreviated as
V pane
~
c) V
s
ro
a) Y,1 ff the take-off decision speed Vt:
Q3• e R gar din g tak e-o ' • •
a) is the airspeed on the ~ro und at whichff the pilot 1s assumed to have made ad ..
to continue or discontmue the take-o . ec1s1on
. .
b) 1•s an arrspeed at wh'ic h the aero plane 1s airborne but below 35ft and the pilot.
d' •
assumed to have made a decision to continue or 1scont1nu e the take-off is
. . d
c) 1s the airs pee of the aero plane upon reaching 35ft above the take-off surface
An increase in atmospheric pressure
Q4. has, among other things, the folloW
consequences on landing performance ing
:
a) a reduced landing distance and impro
ved go-around perfonnance
b) an increased landing distance and
improved go-around performance
c) an increased landing distance and deg
raded go-around performance
QS. An increase in atmospheric pressure ha
s, among other things, the following
consequences on take-off performance
a) a reduced take-off distance and deg
: r
raded initial climb performance
b) a reduced take-off distance and im
proved initial climb performance
c) an increased take-off distance and deg
raded initial climb perfonnance
Q6. However doe
s the thrust of fixed propeller vary
during take-off run? The thrust
I
I

a) has no change during take-off and clim

b
b) increases slightly while the aero plane \
speed builds up I
c) decreases slightly while the aero pla
ne speed builds up
Q7. Acon
stant headwind component
a) ~creases the angle of flight path du
ring climb
b) mcreases the maximum endurance
c) increases the best rate of climb

268
 • · , PERFORMANCE

. that the required lift exists, which forces determine an aero plane's
1111ng
J\SSU 1•111b? •
QB Je of c I
11 . •
drag only
• • g t and drag only b) Weight, drag and thrust c) .Weight and
a) Thflls . . .•
es the best angle of climb and best rate of climb vary with increasin g
JJoW do
Q9· 1titude? . . .
• t ngle of chmb increases while best rate of climb decreases
a ses a . .
) t angle of chmb decreases while. best rate of climb increases
b) Bes ,. •
oth decrease
c) B .
,, i·mb gradient" is defined as the ratio of
the c I . . . . • . .
QIO. the increase of altitude to distance over ground expressed as a percentag e
a) the increase of a1tltu •
• de to_ honzonta •
• distance
1air expr~ssed as a percentage
b)
c) tr11e airspeed to rate of chmb . . . .
Ahigher outside air tempe~ature
Qtl• a) increases the angle of climb but decreaSes the rate of climb
b) reduces the angle and the rate of climb
c) does not have any noticeable effect on climb performance

PERFORMANCE OF MULTI-ENGINE AERO PLANES

Qtl. At a given mass, the stalling speed of a twin engine aircraft is 100kt in the
landing configuration. The ~inimum speed a pilot must maintain in short fi~al
•
1s:
a) 125kt b) 115kt c) 130kt
Q13. Amulti engine aero plane is flying at the minimum control speed (Vmca).
Which parameter(s) must be maintainable after engi~e failure?
a) Altitude b) Straight flight
c) Heading, altitude and a positive rate of climb of 100ft/min
Q14. The critical engine inoperative
a) does not affect the aero plane performance since it is independent of the power
plant
b) increases the power required because of the greater drag ~sed hy
engine and the compensation for the yaw effect
c) decreases the power required because of the lower
engine
 eed v1 1s• defined as b) en ~ ·1
Q15, the sp ff decision speed gine 1a1 ure spee d c) take-off clim
b
a) take·O sllecd
. defined as
eed V is d
Q16, 1be sp . :ar operating
spee
a) 1and1n~ g operating speed
b) long distance
.ft off speed
c) 11 • fl setting up to the optim •
f a high er ap um at take-off is
Qt7. The result
O
. reased acceleration b) a shorter ground roll c) a high-er v
•
a) an ,nc ff flap setting from flap 150 t
hanging the take-o to flap 50 will normally
Qt8. C . •
a) a longer take-o 1ff d"sta nc e an d a better ch.mb l'esaJt la·
. b and an eq . •
b) abetter c11m ual take-off distance •
.
c) ashorter take-off distance and an equal chmb
Qt 9. Which of the following .
speeds can be limited by th
a) Lift-off groundspeed
e "ma~imum tyre S(leed"?
b) Lift- off TAS c) Lift-
Q2o. If other factors are un off IAS
changed, the fuel mileage
(nautical miles per kg)
a) lower with an aft center of
gravity position
b) independent from the cente
r of gravity position
c) lower with a forward cente
r of gravity position
Q21. When the outside air
temperature increases, th
en
a) the field limited take-off ma
ss and the climb limited take
b) the field limited take-off ma -off mass in
ss increases but the climb-lim
decreases ited take-off
c) the field length limited tak
e-off mass and the climb lim
Q22. What is the eff t f ited take-off
. h .
ec o a ead wind compo
maximum range speed (IA nent compared to still ai
respectively? S) d ' r,
an the speed fo r maximum climb
a) Maximum
b) M . range sPeed decrea
ax1mum range speed • ses and maximum climb angl
c) Maximu e speed
mrange speed de
inc rea se s and maximum climb angle spee
dS
creases and maximum climb
angle sftAIN'i

270
 PERFORMANCE

dvantage of a bal anced fiel d length condition'•

fs tbe a . •
gin between "net" and "gross"
~• anced field length provides the greatest mar
'
azJ- ., ,. i,s1 tf flight paths • th
d field length m
tske-0 d field length gives the minimum require e event ofan •
Abalance
b) ·ne failure . c. .
engt d take-off provid es the lowest elevator input force requ·1rements .1or rotation
A1,aJance
f the follow ing fac tors fav ours the selection of a low flap sett•1ng 11or the
c)
w,aicb o
02'· l(e-Dff? Id elevation, d.1stant obstacIes 1n • b-out path long run
• the chm d h.gh
fi
ta J-ligh e , way an a 1
a) a!llbient tempera~ . , .
ut path, low ambient temperature
•fligh field elevatron, no obstacles m the chmb-o
b) dshort runway •
ut path, short runway and a low
:w field elevation, no obstacles in the climb-o .
c) a!llbient temperature
op way is an are.a which allo ws an increase only in:
%5, fbe s t .
Q the accelerate-stop distanc e avatlable •
a) .
b) the take-off distance available
c) the take-off run available
PERFORMANCE OF AEROPLANES
Ql6. Provided all other parameters stay
constant. Which of the foilowing
run?
alternatives will decrease the take-off ground
a) Decreased take-off mass, increased pressu
re altitude, increased temperature
b) Decreased take-off mass, increased density
, increased flap setting
d outside air temperature, decreased pressu re altitude, decreased flap setting
c) Increase
kes a mistake by selecting a V1 greater
Q27. During the flight preparation a pilot ma
ur when the engine fails at a spee~
than the required. Which problem will occ
immediately above the correct value of Vl ?
a) The one engine out take-off distance req
uired may exceed the take-off distance
available
b) The stop distance required will exceed the
stop distance available
may be too high so that climb perfonnance
decreases
c) V2
 PART 1. GENERAL NAVluAI ION

arding v is correct?
1
b tate111ent reg • • •
Q2& Wide s ti n for up-slope is negative .
a) 1be V, co~ ~ the v reverse thrust is only allowed to be talc .
b) Wbell d~l:ynunmgetric'~ngines en into
the rema101ng
c) v1 1.snot aUowed to be greater than V, •
• • t m is inoperative, which of the following stat
29 If the antiskid sys e
Q •
d elJJents is
lerate stop distances ecreases
a) The acce .
1rate stop distance increases
b) The acce e_ h t'skid inoperative is not pennitted
c) Take-off wit an I
t f ngine failure below V,, the first action to be take b
Q30. In thde evtendoec:ierate the aero plane is to: n y the Piloc
in or er o
a) deploy air brakes or spoilers
b) reduce the engine thrust
c) reverse engine thrust .
Q3l. In which of the following distances can ~he length of a stop way be included?
a) In the one-engine failure case, take-off distance
b) In the all-engine take-off distance
c) In the accelerate stop distance available
Q32. If the field length limited take-off mass has been calculated using aBalanced
Field Length technique, the use of any additional clearway in take-off'
performance calculations may allow
a) a greater field length limited take-off mass but with a lower V1
b) the obstacle clearance limit to be increased with no effect on V1
c) a greater field length limited take-off mass but with a higher V1
Q33. A"Balanced Field Length" is said to exist where:
a) The accelerate stop distance is equal to the take-off distance available
b) The one engine out take-off distance is equal to the all engine take-off distance
c) The clearway does not equal the stop way
Q34• Which of the following sets offactors will increase the climb-limited TOM?
a) Low flap setting, low PA, low OAT
b) High flap setting, low PA, low OAT
c) Low flap setting, high PA, high OAT

272
 • PERFORMANCE

J f
tb :re is 8 ta ilw ind, th e climb limited TOM will:
~
0~5, a) increase
b) decrease .
ot be affected •
~ n
ts wi th re gard to ta ke-off flight path and the cli.mb segments
requiremen for· .
36. fb e 'fied •
Q only spec• ne •
fai lure of the criti~a l en gine on_ a multi-engines aero pla
:;the
fai lure of an y en gi ne on a multi-engined aero plane
b) the
c) 2engined aero plane
e take-off flight path ends
Q3 7, fhe first segment of th . •
ction
a) at completion of gear retra
b) at reaching V2
c) at 35ft above the runway
m b lim ited take -o ff m as s can be increased by
QJ8. The cli
a) selecting a lower V1
b) selecting a lower V2
a low er flap setting fo r tak e-off and selecting a higher V2
c)
Q39. During take-off the th
ird segment begins:
a) when acceleration starts
from V, of to V2
b) when flap retraction is co
mpleted
c) when acceleration to fla
p retraction speed is started
e ca lcul atio ns , ob stacle s in the first segment may
earanc
Q40. For take-off obstacle cl •
be av oided
betw een 50ft an d 40 0ft ab ove the runway elevation
15°
a) by banking not more than
after passing 1500ft
b) by standard turns- but only ay
h as ne eded if aero pl ane is more than 50ft above runw
c) by banking as muc
elevation.
rs at the:
Q41. Best glide airspeed occu
a) lowest lift to drag ratio.
b) lowest all up weight.
c) highest lift-to-drag ratio.
 PART I . GENERAL NAVIGATION

-- --- h. h it is safe to fly a retractable gear afrcra~

·mum speed at w ic lt1tb
The rnax• d d?
Q4 2• d' g gear exten e •
the Ian ID b) VLE c) VMAXLE
a) VMLE
• m?
V is the max1mu •
Q43. LE • tr ht
) Speed authorized tn ig •
a d •th landing gear down.
b) Flight spee _wi ding gear can be operated with full safety.
c) Speed at which t1ie 1an

Q44• What is VLo? . t

. wn speed with landing gear ou •
a) The max1n1 d. h 1 d.
. ed for retracting or exten 1ng t e an 1ng gear.
b) The n1ax1mun1 spe . .
. . mspeed for flight with landing gear out.
c) The m1n1mu
·s?
Q45. V~E I •
a) The speed that must never be exceeded.
b) The maximum speed for nonnal operations.
c) The best climb speed.
Q46. VrE is the?
a) Maximum speed at which the aircraft is pennitted to fly with its flaps extended.
b) Maximum speed at which the flaps can be extended or retracted. ·
c) The minimum speed for flaps up flight.
Q47. How is the Critical engine failure recognition speed designated?
a) V4 b) V2• C) V1
Q48. What speed is VNO ?
a) That which may only be exceeded with caution and in still air.
b) That which may never be exceeded.
c) That which may be exceeded only in emergencies.
Q49. Increase in AOA:
a) increases the coefficient of lift.
b) decreases the coefficient of lift.
c) increases the coeffi i Of 11·
c ent ft up to a point before decreasing it.
Q50. Performance restrictin
. g segment of climb is:
a) F1rst Segment b) S d
econ Segment
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/:..,/
j

j
-~
~otute
ceiling is the:
h. h • ft
-i'. ~•· ;4bS um altitudd.e at
• w tc an a1rcra can maintain level flight under standard
.1 Q· ]\{aXtlll •
~- i) spheric con 1t1ons.
,/ :;rnu lll altitude a! whicdh.~n aircraft can maintain desired climb rate under
; b) atmospheric con 1t1ons.
j preva1en1 . . . . .
: _Maximum altitude at which an arrcraft can mamtam a very slow climb rate.
; c) y will have the same width as:
, ~ stop,va
:1 Q52, y b) clearway c) runway strip
!: a) runwa
~ ..uray is within the ___ ___ ___ and includes _____________.
-;~ 53. Actea, ,. .
.; Q TORA, ronwa y stnp.
:i :~ runway boundary, obstructions below 2% slope.
c) airport boundary, stopway.
QS4. Clearway center line is the extended center line of the runway
and is ____ ____ ____ _ •
a) marked on ground and shown on airport charts.
b) an imaginary line shown on airport diagram and charts.
c) an imaginary line not marked on ground or shown on airport charts.
.
Q55. As V1 increases,
a) TOOR decreases, and ASDR increases.
b) ASDR decreases, and TOOR increases.
c) Both T0DR and ASDR increase.
Q56. Balanced Field Lentgh is the _ _ _ _ _ for a specific set of conditions.
It facilitates
-- -- -- ·
a) longest required field length, maximum takeoff weights.
b) shortest required field length, maximum takeoff weights.
c) optimum required field length, minimum takeoff weights.
7
QS , Operational Limit of a Runway refers to the set of conditions under whi~h:
a) maximum takeoffs and landings are peimissible per hour from an operational·
runway.
b) all ·
operations at a runway are to be suspended due to safety reasons.
tj fue .
runway can be safely used for takeoffs and landin gs.
 PART I - GENERAL NAVIGATION

Answers

• !
31 4 I 5 6 7
I I

Q: l 2 8 9 10 11 12 13 14 15 -r--,......
16 17 ~~
A: b C al a b C a b C b b 18
l l I
I C b b a -- -- -- ~ 19 ~~.
a b r-,-.....
I~

Q: 21 22 23 24 25 26 27 28
I

---..........a a f',
29 30 31 32 33 34 35 36 "'- t

A: c b b a a b
b C b b c a
a
a c a a
Q: 41 42 43 44 45 46 47 48
49 50 51 52 53 54 55 56 57
A: c b b b a a c a c b a a c b a b c

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