TECHNICAL

1. One of the main functioning of flaps during the approach & landing is to :-
(a) decrease the angle of descent without increasing the airspeed
(b) Permit a touchdown at a higher indicated speed
(c) Increase the angle of descent without increasing the airspeed
(d) Decrease lift thus enabling steeper approach to be made
. If an ac is e!uipped with a fi"ed pitch propellor & a float t#pe carburettor the first
indication of carburettor icing would most li$el# be
(a) % drop in oil temp & c#linder head temp
(b) &ngine roughness (c) Drop in manifold pr (d) 'oss of (P)
*. If an engine continues to run after the ignition switch is turned to the off position+ the
probable cause ma# be
(a) the mi"ture is too low thus causing the engine to idle
(b) the ,oltage regulator points are stic$ing-closed
(c) a bro$en magneto ground wire (d) fouled spar$ plugs
.. /illing the fuel tan$s after the first flight is considered a good operating procedure
because it will
(a) force an# e"isting water to the top of the tan$ awa# from the fuel lines to the engine
(b) pre,ent e"pansion of the fuel b# eliminating airspace in the tan$
(c) pre,ent moisture condensation b# eliminating airspace in the tan$
(d) eliminate ,aporisation of fuel
0. Detonation occurs in a reciprocating ac engine when
(a) the spar$ plugs are fouled-shorted or the wiring is defecti,e
(b) hot spots in the combustion chamber ignite the fuel-air mi"ture in ad,ance of
normal ignition point.
(c) the unburned charge in the c#linder e"plodes instead of burning normall#
1. In a climb (a) lift 2 wt (b) thrust 2 drag (c) lift+ wt+ thrust+ drag are in e!uilibrium
(d) 3oth (a) & (b)
4. If bra$es become o,erheated (a) chec$ the wheels & lea,e the bra$es off (b) $eep
the bra$es full on to pre,ent wrapping while cooling
(c) 5pra# with cold water (d) spra# with hot water
6. 7he dangers of detonation ma# be eliminated or reduced b#
(a) Increasing the fuel flow and operating at reduced 3)&P
(b) Operating at low (P) and high )%P thus reducing operating friction
(c) Decreasing fuel mi"ture strength which reduces comustile mi"ture
(d) 7he use of low octane fuel producing low 897
:. 7he ratio of the ultimate strength of a structural member to the ma" probable load
that ma# be e"pected on the member is $nown as
(a) /actor of 5afet# (b) 8ompression (atio (c) Design 'oad (d) 5tress
1;. &lectrical accumulators used in modern ac are of the sturdier t#pe and different
from those used on older t#pe of ec. 7hese are called
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Collected & compiled by Sqn Ldr V S Savekar
(a) 'ead acid t#pe (b) <ic$el acid t#pe (c) <ic$el iron t#pe
11. If during a long climb #ou notice that the 897 slowl# starting to rise be#ond the
recommended ma"+ it would be wise to
(a) Immediatel# switch off the engine & force land
(b) Decrease the rate of climb and increase the speed
1. 8hec$ the following statements
(a) %rea remaining constant an increase in the aspect ratio (within limits) increases the
total lift of an aerofoil
(b) &ffect of wing tip ,ortices is reduced when aspect ratio is decreased
(c) 7here is no limit to practical increase of aspect ratio
1*. 7he altimeter indicator indicates the correct pr altitude
(a) If set to the barometric pr of the nearest airport
(b) %t all times (c) =hen set to the correct altimeter setting
(d) Onl# when set to :.: in of 9g
1.. 7he difference between the I9P & 39P represents
(a) )echanical efficienc# (b) /rictional 9P (c) 7heoritical 9P
10. 7he difference between ,olume of a c#linder at the bottom dead centre and top
dead centre is $nown as
(a) 8ompression (atio (b) >olumetric &fficienc# (c) Displacement
11. =hich of the following will be most noticeabl# affected b# rapid change in air
densit#
(a) )agnetic compass (b) 7he rate of 8limb Indicator (c) Oil pr
14. 8omplete failure of the propellor go,ernor booster s#stem on h#dromatic propellor
will cause
(a) Inabilit# of the propellor to function
(b) 7he propellor will alternatel# increase & decrease (P)
(c) 7he prop to decrease (P) (d) 7he prop to increase (P)
16. =hile ta"iing in a "-wind + the windwrd aileron should be
(a) <eutral (b) Disregarded (c) ?p (d) Down
1:. >1 speed is described as the
(a) 7a$e Off safet# speed (b) 5talling speedwith wing flaps in landing position (d)
8ritical &ngine /ailure speed
;. % cam ring fitted in the engine
(a) Operates smoothl# the inlet and outlet ,al,es in the correct se!uence in a
hori@ontall# opposed engine
(b) &nsures that the ,al,es are correctl# operated in the order in which the c#linders
are fi"ed
(c) Opens and closes the ,al,es at the appropriate time inan inline engine
(d) %lwa#s turns in the direction in which the c#linders are fi"ed in a radial engine
1. 7o obtain full power at low ac speed such as ta$e off & landing+ the propellor would
be adAusted for
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Collected & compiled by Sqn Ldr V S Savekar
(a) /ull feathering (b) 8oarse Pitch (c) )a" pitch (d) /ine Pitch
. % de,ice contained in the electrical s#stem to step up the electrical pressure in
conAunction with 83 points is called (a) an accumulator (b) a capacitor or condenser
(c) a transformer
*. =hen considering the difference between the actual altitude of the ac & the
altimeter reading (when much difference is entirel# due to the ,ariations of the O%7 from
standard) #ou would $now that when O%7 is below standard #our
(a) %ltimeter reading will be less than #our actual reading
(b)%ctual altitude will be the same as #our altimeter indication since #our altimeter is
compensated for temp changes
(c) %ctual altitude will be less than #our altimeter indications
(<ote: %ltimeter o,er reads) (d) %ctual altitude will be greater
.. =ithout considering engine & propellor efficienc#+ ma" efficienc# is of an ac is
achie,ed at
(a) )a" airspeed at medium gross load
(b) )in airspeed with load no to e"ceeded to most forward cg limit
(c) % constant airspeed+ regardless of gross weight
0. Dihedral is the upward angle of the wing from root to tip in relation to the lateral
a"is. 7here are se,eral stabilit# ad,antages. 7he most important is
(a) 7he continued oscillations about ,ertical a"is
(b) )ore stabilit# about longitudanal a"is
(c) Bood directional stabilit#
(d) 5tabilit# about ,ertical a"is
1. =hen we spea$ of ,al,e lag with respect to an engine we refer to the fact that
(a) 7he engine responds slowl# to throttle
(b) 7he timing is wrongl# adAusted
(c) 7he ,al,e springs are improperl# adAusted
(d) 7he ,al,es are timed to close after piston passes 7D8 or 3D8 as the case ma#
be
4. %n ac has a ma" rate of climb of 10; ft-min in still air. /l#ing directl# into a head
wind of ; mph the ma" rate of climb will be
(a) Increased in direct proportion of the wind speed in the air
(b) 7he same (c) %t appro" ; C greater (d) %t appro" ; C lesser
6. 7he tendenc# of an ac to start a #aw in the opposite direction to an intended turn
ma# be reduced b#
(a) /itting differential ailerons (b) =ash in wash out of the wings
(c) Off setting of the ,ertical fin (d) Increasing dihedral
:. 7he principle of the rate of climb indicator is based on
(a) (ate of change of forward ,el of the ac with ht
(b) 8hange in angle at which air enters the pitot tube
(c) (elation between angle of climb & speed of ac
(d) 7he rarefication of atm with increase of altitude
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Collected & compiled by Sqn Ldr V S Savekar
*;. If the wt of an ac is increased such as b# carr#ing passengers
(a) 7he lift Drag ratio is increased
(b) 7he best gliding (ma" range) speed is attained
(c) 7he 8B position is li$el# to be affected
(d) both (b) & (c) are correct
*1. % temp of 1; 8 e!uals
(a) -1. / (b) -* / (c) 1. / (d) * / (e) 0; /
*. Dour ac is fi"ed with a controllable pitch propellor. During the run up #ou chec$ up
the operation b# mo,ing the control le,er to coarse pitch. If operating properl# #ou will
notice
(a) % mar$ed increase in manifold pr
(b) .....E...decrease ......E......
(c) ...E.... increase in (P)
(d) .........E...... in Oil pr
**. % de,ice fitted in the electrical circuit of an ignition s#stem of an ac engine for eas#
starting is (a) % condenser or a capacitor (b) %n impulse coupling
(c) %n induction ,ibrator (d) 3oth (b) & (c) are correct
*.. On small engines sometimes direct cran$ing starters are used. =hen such starters
are fitted
(a) 7he engine turns at the same speed as the starter
(b) &ngaging & disengaging mechanism are unnecessar#
(c) 7he inertial fl#wheel should turn at least at ;; rpm
(d) &ngaging & disengaging is automatic
*0. %n e"ternal supercharger-turbocharger used on an ac engine
(a) 8an be a multispeed supercharger
(b) Is normall# dri,en directl# b# the engine
(c) Is normall# a piston t#pe
(d) 8ompresses the fuel air mi"ture better than an internal supercharger
*1. If an ac has to maintain le,el flight at the same angle of attac$
(a) It has to fl# at higher speeds at sea le,el than at altitude
(b) It has to fl# at higher speed during cold da#s than hot da#s
(c) It has to flown faster on wet da#s than on dr# da#s
(d) a constant speed should be maintained irrespecti,e of O%7
*4. 8alibrated airspeed (8.%.5) is commonl# used to indicate the airspeed indicater
reading corrected for
(a) Pr altitude and temp ,ariations
(b) 7emp+ air densit# and compressibilit#
(c) 7emp & air densit# (d) Instrumentation & installation errors
*6. On an ac fitted with split flaps the effect of lowering flaps is
(a) &!ui,alent to increasing the wing span
(b) &!ui,alent to increasing the camber of the wing
(c) 7o decrease the lift coefficient
(d) 3oth (a) & (b) are correct
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Collected & compiled by Sqn Ldr V S Savekar
*:. 7he longitudanal a"is of an# ac
(a) Is used for computing the 8.B of the ac
(b) Passes through the centre of the propellor
(c) Is the a"is along which the ac rotates
(d) %ll abo,e are correct
.;. >oltage of a batter# electrical s#stem in an ac depends on
(a)>oltage of each batter#+ no. of batteries and whether the# are connected in series or
parallel
(b) >oltage of each batter#+ no. of batteries and %-9 capacit# of each batter# whether
connected in series or parallel
(c) 7hat (a) is correct e"cept the ,oltage does not depend on whether the# are
connected in series or parallel
.1. 7he ta$e off run of an ac on a hot da# will be
(a) 7he same as on a cold da# (b) 'onger than on a cold da#
.. Other factors being e!ual on da#s when humidit# is high and ac re!uires more
runwa# for ta$e off than on da#s when humidit# is low is because
(a) &"cessi,e water ,apour in the air impairs engine performance
(b) Dr# air is more dense than moist air
(c) )oist air is more dense than dr# air
(d) =ing lift is decreased during ta$e off on a dr# da#
.*. %n aileron controlable tab is being chec$ed for operating on the ground+ when the
trimmer handle is operated to indicate right wing low in the coc$pit the trimmer
(a) on the '9 aileron tab mo,es up (b) on the (9 aileron tab mo,es dn (c) on the
'9 aileron mo,es down (d) on the (9 aileron mo,es up
... During a ground chec$ on the ele,ator controllable tab+ itcanbe considered to be
operating in the correct sense if when the tab control is mo,ed in the coc$pit for the ac
Fnose upG position ele,ator held neutral
(a) 7he ele,ator mo,es slightl# up (b) 7he tab mo,es down and ele,ator slightl#
up
(c) 7he ele,ator tab mo,es down
(d) 7he tab mo,es up and the ele,ator slightl# down
.0. 7he main function of the hori@ontal stabiliser is
(a) 8ounteracts propellor tor!ue
(b) Pro,ides stabilit# around the lateral a"is
(c) Pro,ides stabilit# around the directional a"is
(d) 8ounteracts g#roscopic effect on the propellor
.1. 7he instrument used to measure (ate of 8urrent
(a) >oltmeter (b) 8ut out (ela# meter (c) %mmeter
.4. In referring to the engine power rating ).&.7.O. is used to represent
(a) )a"imum e"cept ta$e off power
(b) )a"imum effecti,e ta$e off power
(c) )a"imum effecti,e throttle opening
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Collected & compiled by Sqn Ldr V S Savekar
.6. % ,enturi is most commonl# found in a
(a) Inta$e manifold (b) 8arburettor (c) B#ro
.:. 7he nose of a tail wheel ac on a "-wind 7-O or landing has a greater tendenc# to
swing into the wind than an ac with tri-c#cle undercarriage
(a) % tail wheel ac has more surface area behind the main gear
(b) 7he upwind wing has a greater angle of attac$
(c) 7he centre of gra,it# is ahead of the main landing gear
(d) 7ail wheel ac ha,e more of a g#roscopic effect due to engine rotation
0;. =hen #ou e"perience engine failure in #our ac and maintain the recommended
glide speed. If #ou reduced #our gross weight
(a) 7he glide distance would increase
(b) ...........E.......... decrease
(c) Bross weight does not effect glide distance
01. =hen an obAect such as an ac is disturbed from e!uilibrium and has a tendenc# to
continue in the direction of the disturbance+ it is said to possess
(a) D#namic 5tabilit# (b) Positi,e 5tatic 5tabilit#
(c) <eutral 5tatic 5tabilit# (d) <egati,e static stabilit#
0. =hen considering forces acting on an ac in straight & le,el constant speed flight+
which statement below is correct
(a) 'ift alwa#s acts perpendicular towards the longitudanal a"is of the wing and is
greater than weight
(b) =eight alwa#s acts ,erticall# towards the centre of the earth
(c) Drag alwa#s acts rearwards parallel to the relati,e wind and is less than thrust
(d) 7hrust alwa#s acts forward parallel to the relati,e wind and is greater than drag
0*. During flight+ when are the indications of the magnetic compass accurate
(a) Onl# in straight & le,el un-accelerated flight
(b) %s long as airspeed is constant
(c) During turns if the ban$ angle does not e"ceed 16 deg
(d) In all conditions of flight
0.. ?nder what conditions is the indicated altitude the same as true altitude
(a) If the altimeter has no mechanical error
(b) =hen at sea le,el under I5% conditions
(c) =hen at 16+;;; ft with altimeter set to :.: in of 9g
(d) %t an# altitude if the indicated altitude is corrected for mean standard sea le,el
temp and pr
00. If the pitot tube and the outside static ,ents and ports were clogged+ which
instrument or instruments would be affected
(a) 7he altimeter+%5I and 75I
(b) 7he altimeter+ >5I & %5I would pro,ide inaccurate reading
(c) 7he onl# instrument that will pro,ide erroneous indications will be the airspeed
indicator & the altimeter
01. =hat effect doec o,erloading an ac to the most aft cg position ha,e on the stabilit#
of the ac
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Collected & compiled by Sqn Ldr V S Savekar
(a) 7he ac will be less stable at low speeds+ but more stable at high speeds
(b) 7he ac will be less stable at high speeds but more stable at low speeds
(c) 7he ac will be more stable at all speeds
(d) .....E....... less ....E.............
04. /rost which has not been remo,ed from the wing of an ac before flight
(a) )a# cause the ac to get airborne at a lower angle of attac$
(b) )a# ma$e it difficult or impossible to get airborne
(c) =ould pose no problems since frost would blow off during 7-O run
(d) =ill change the camber thereb# increasing the lift during 7-O
06. 7he range of control surface mo,ement is limited b#
(a) 7he length & torsion in the control cables
(b) %dAustable stops fitted to both coc$pit controls and in a region adAacent to the
control surfaces
0:. 'oss of pr from a shimming damper fitted to a nose wheel will result in
(a) 7he nosewheel castoring through 16; deg during 7-O or landing
(b) 'oss of bra$e fluid
(c) 7he nose wheel castoring a few degrees to either side of its centre resulting in
,ibrations
(d) <one of the abo,e
1;. In relation to the creep mar$s painted on the wheel & t#re assembl#
(a) If a gap occurs between the mar$s painted on the wheel & the t#re it can be
considered as ser,iceable but should be reported to the ground engineers as soon as
possible
(b) 7he t#re & wheel assembl# can onl# be considered ser,iceable pro,ided both
mar$s remain dead in line with one another
(c) If an# gap appears between the mar$ on the t#re and that on the wheel base the
ac must be considered un-ser,iceable and a reportmade to ground engineers
11. 7he limit of wear & tear in t#res ,aries with the t#pe of tread used. In the case of
t#res with patterned tread+ the#
(a) )a# be used until the tread is worn out to the depth of the tread pattern
(b) )ust be considered u-s if the depth of the pattern is H mm
(c) ..........E...................................... has worn une,enl#
(d) 8an be safel# used untill the gre# cushion fibres are showing
1. %lthough ,arious ma$es of t#re & patterns of tread are used on ac+ the# can be
assumed to be
(a) Imper,ious to Oil & /uels
(b) Designed to ha,e no harmfull effects from o,er-under inflation
(c) 5usceptible to damage from contact with oils and fuels
(d) 8apable of safel# withstanding deep cuts and scores to their castings
1*. =hen baggage is carried in an ac the pilot should ensure that
(a) 7he wt carried in the baggage area is such that it does not e"ceed the limitations
gi,en in the ac manual
(b) It is safel# secured
(c) It does not foul with an# control s#stem
(d) %ll of the abo,e responses are corect
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Collected & compiled by Sqn Ldr V S Savekar
1.. 7he definition of (ange is
(a) 7he longest time the ac can remain airborne with the fuel carried
(b)7hefarthestdistance an ac can tra,el with the fuel carried
(c) .............................E............. arbitar# fuel load and tailwind-headwind component
10. 7he best rate of climb speed will be
(a) 5hown on the %5I b# a #ellow ,ertical line
(b) 7hat speed which gi,es the greatest e"cess of power a,ailable o,er the re!uired
to maintain le,el flight
(c) 7hat airspeed that gi,es the ma" height gain for the distance flown (d) 3oth (b) &
(c) are correct
11. % s#mmetrical aerofoil section which when mo,ed through the air at @ero angle of
attac$
(a) =ill cause the air passing o,er the top of the aerofoil to tra,el faster than the air
passing below it (b) =ill produce a high pr abo,e the wing and a low pr below the
wing (c) =ill cause an acceleration of the air passing around itand the speed of the
airflow will remain same abo,e & below the wing (d) =ill produce a low pr abo,e and
high pr below the wing
14. 7he fan rotational speed of a dual a"ial compressor forward from the engine is
same as the
(a) %ccessor# dri,e shaft (b) 'ow pr compressor
(c) /orward turbine wheel (d) 9igh pr compressor
16. In a gas turbine engine combustion occurs at a constant
(a) >olume (b) Pressure (c) >elocit# (d) Densit#
1:. In a dual a"ial flow or twin spool compressor s#stem the first stage turbine dri,es
the
(a) <1 & < compressor (b) <. 8ompressor (c) < compressor
4;. During engine operations at speeds lower than for which the constant speed
propellor control can go,ern in the increase (P) position+ the propellor will
(a) remain in the full low (P) position (b) full high pitch position
(c) maintain engine (P) in the normal manner until the high pitch stop is reached
(d) remain in the full low pitch position
41. =hen the engine power is increased the constant speed propellor tries to function
so that it will
(a) maintain the (P)+ decrease the blade angle & maintain a low angle of attac$
(b) increase the (P)+ decrease the blade angle & maintain a high angle of attac$
(c) maintain the (P)+ increase the blade angle and maintain a low angle of attac$
4. =hat actuates the pilot ,al,e in the go,ernor of a constant speed propellor
(a) &ngine oil pr (b) Bo,ernor fl#weight (c) Prop control le,er
4*. =hat action ta$es place when the coc$pit le,er for a h#dromatic constant speed
,al,e is acti,ated
(a) 7ension of the speeder spring is changed
(b) 7he transfer ,al,e changes position
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Collected & compiled by Sqn Ldr V S Savekar
(c) 7hego,ernorbooster pump pr is,aried
4.. =hen the centrifugal force acting on the propellor go,ernor counter weights
o,ercomes the tor!ue on the speeder spring a propellor in initial conditions
(a) O,erspeed (b) underspeed (c) In between position
40. =hat operational force tends to increase propellor blade angle
(a) %erod#namic twisting force (b) 7hrust bending force
(c) 7or!ue bending force
41. /or 7-O a constant speed propellor is normall# set in the
(a) 9igh Pitch-9igh (P) (b) 'ow pitch-low (P)
(c) 9igh Pitch-'ow (P) (d) 'ow-pitch-9igh (P)
44. 7he centrifugal twisting force acting on a propellor blade is
(a) greater than the aerod#namic force and tends to mo,e the blade to higher angle
(b) less than the aerod#namic twisting force and tends to mo,e the blade to a lower
angle
(c) 'ess than the aerod#namic twisting force and tends to mo,e the blade to a higher
angle
(d) Breater than the aerod#namic twisting force and tends to mo,e the blade to a
lower angle
46. =hat t#pe of bearing has least friction...3all 3earing
4:. =hen ta"iing in I-wind of an# magnitude the aileron controls should be
held.....7owards the direction of the wind
6;. 7he holes in the tips of the propellor are to ...e!ualise the moisture contents within
the blades
61. 7he fuel tan$ ,ents are used...for $eeping the atm pr on the fuel suppl#
6. =hat should be chec$ed first after the engine is started...Oil pr
6*. % sensiti,e altimeter indicates...the sea le,el pr+ when set to a current local
altimeter setting and #our altitude in feet abo,e sea le,el.
6.. 7he output ,oltage & current of or more generators should be balanced...because
the higher output generator and its leads ma# o,er heat and can cause fire
60. %n increase in 8arb air temp while operating at the same altitude with the same
(P) & )%P ...will produce less 9P
61. =ith 39P holding constant an increase in (P) will...decrease 3)&P
64. =ith holding a constant 7%5 with an increase in altitude the lift-drag ratio will
...remain
same
66. Propulsi,e efficienc# is high...when net thrust is @ero
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Collected & compiled by Sqn Ldr V S Savekar
6:. 7hermal efficienc# increases... when compressor pr increases
:;. =hen airspeed increases ...thrust decreases
:1. 3#-Pass (atio ...is the mass of 5econdar# air to that of Primar# air
:. In Impulse (eaction 7urbines.. Pr decreases continuousl# at no@@le guide ,anes
and turbine blades.
:*. 9igh b#-pass ratio engines ha,e...lower noise than low b#-pass engines.
:.. %erofoil efficienc# is measured b#...8'-8D ratio
:0. Induced Drag ...decreases with increase in aspect ratio
:1. >orte" Benerators ...increase stalling angle
:1. 5wept bac$ wing has greater stalling angle than straight wing
:4. /owler flap.. increases camber & wing area
:6. 5piral Instabilit# is due to... too much directional stabilit#
::. Dutch (oll is due to .. too much lateral satibilit#
1;;. <egati,e differential pr is maintained between..atm to cabin pr
1;1. 8abin altitude is ..pr in the cabin with reference to the altitude
1;. 5pill >al,e....spills out the unwanted air
1;*. In a tapered wing if the taper ratio is higher .. tip stall will occur 1;.. 7o get
continuous ,oltage from a generator.. continuous rotation of the generator is necessar#
1;0. 7wo ac fl#ing at same mach no. at different heights in startosphere.. their 7%5 will
remain the same and the lower ac will ha,e a greater I%5
1;1. =ing area remaining same but with different aspect ratio the effect of induced
drag... induced drag will be grteater if aspect ratio is less
1;4. )o,able stabiliser has the ad,antage of.. 'arge cg range
1;6. =hat is dihederal effect.. roll due to #aw
1;:. Propulsi,e efficienc# is more ..if thrust is @ero
11;. =ith trailing edge flap .. stalling angle decreases
111. (ectifiers are used to.. con,ert %8 to D8
11. 7hermo-electricit# is used in engines to measure .. &B7
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Collected & compiled by Sqn Ldr V S Savekar
11*. >orte" Benerators.. dela# stalling of ac
11.. 5talling speed remains the same.. at all altitudes
110. 3ooster pumps are used to... ensure continuous suppl# of fuel to &DP and a,oid
ca,itation
111. Plug t#pe door can be opened from inside or outside114.Phugoid oscillations..
Oscillations of sinusoidal nature which dampen in amplitude with passage of time
116. %!uaplaning speed J : " s!rt (7#re Pr) in psi and speed in $ts
11:. <i-8d batter#..secondar# cells connected in series
1;. Bross thrust is measured .. when ac is staitionar#
11. =hat is <1 & < (P) .. <1 is low pr (P) & < is high pr (P)
1. In turbo-fan engine.. fan air which passes through the core of the engineis called
primar# air & that which b#-passes the core is called secondar# air
1*. 9%'O< t#pe of fire e"tinguishers cannot be used on all t#pes of fires
1.. %d,antages of Bas turbine engine o,er reciprocating engines.. 'ow ,alue of fuel+
less wt+ less ,ibrations
10. 5piral stabilit# is positi,e...when there is more lateral stabilit# & less directional
stabilit#
11. %nhedral in high wing ac... impro,es lateral control
14. 5wept bac$ wings ... ha,e greater critical mach nos. ()crit)
16. %d,antage of constant speed dri,es.. is to get constant fre!uenc#
1:. )e" differential pr in ac .. is fi"ed b# manufacturers
1*;. 'oad factor during climb .. is less than in di,e
1*1. Bas turbine engines are based on .. constant pr c#cle
1*. 7hermal &ffficienc# J =er$ Output - 9eat Input
1**. In Impulse %"ial /low 7urbines .. pr drops in the stators
1*.. In centrifugal compressor .. per satge pr is high
1*0. 8an-annular t#pe combustion chamber ha,e .. indi,idual flame tubes and single
outer casing
1*1. Dorsal /in help in .. derectional stabilit# in angle of side slip
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Collected & compiled by Sqn Ldr V S Savekar
1*4. 9igh wing ac are less stable.. at high speeds
1*6. In gas turbine engine .. heat addition in combustion chamber is at constant pr
1*:. In high speed ac mach trim is used.. to pre,ent Duc$ ?nder.
1.;. If cg is not within its safet# limit..damper control of the ac...
1.1. =ith ele,ator trim tab up .. there is pitch up+ reduction in ele,ator pressure
1.. )o,able 5tabiliser .. reduces trim drag and counters large cg displacements
1.*. 'O8-B5 fre!uenc# .. are paired
1... =hen <D3 sensiti,it# switch is on .. low light will remain on for longer time
1.0. =" (adar is .. stabilised in both roll & pitch a"is
1.1. D8 batteries are secondar# cels connected in series
1.4. In,ertors are used to con,ert .. D8 to %8
1.6. 8on,ertore-(ectifiers are used to con,ert .. %8 to D8
1.:. In airconditioners air is cooled .. through heat e"changers
10;. In an internal combustion engine >al,e O,erlap means the period during which the
inlet ,al,es & the e"haust ,al,es are $ept open simultaneousl# for better >olumetric
&fficienc#
101. 8arb Icing is more pre,alent when (9 of air through which #ou are fl#ing is high
10. 7he stalling speed recorded on %5I of an ac at 1;+;;; ft as compared to at sea
le,el is same
10*. 7he true stalling speed of an ac at 1;+;;; ft as compared to at sea le,el is higher
due to decreased densit# at 1;+;;; ft
10.. %n internal combustion engine con,erts chemical energ# (heat energ#) to
mechanical energ#
100. 7he ,oltage of a batter# electrical s#stem of an ac depends upon + ,oltage of each
cell+ no. of cells and whether the# are connected in series or parallel
101. (eduction gear is fitted to some engines to reduce the propellor (P)
104. /i,e stresses that act on an ac during flight are 7ension+ 8ompression+ 7orsion+
3ending and 5hear
106. 8entrifugal force in a turn during flight is created b# wt of the ac
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Collected & compiled by Sqn Ldr V S Savekar
10:. 7he prop setting for propellor blades at sea le,el is .0+ under the same operating
conditions at 16+;;; ft propellor would be at a larger degree of prop setting
11;. %n ac has e"treme stalling characteristics+ where the cg is located too far aft
111. 7he '-D ratio will for a gi,en angle of attac$ and I%5 remains the same as altitude
increases
11. 7he flight %5I measures the pr difference between the pr of air in the pitot tube
and the static tube
11*. 7-O run of an ac will be longer on a hot da# as compared to a cold da#.
11.. 7he ser,ice ceiling of an ac is the altitude at which the rate of climb is less than
1;; ft-min
110. =ing loading affects the performance of an ac and is e"pressed b# a ,alue
representing the gross wt di,ided b# the wing area
111. 7he maAor ad,antage in the use of high aspect ratio lies in the fact that a high
aspect ratio reduces the loss of lift due to wing tip ,ortices
114. Other factors being e!ual on a hot da# when the humidit# is high an ac re!uires
more run for 7-O than on a da# when the humidit# is low. 7his is because Dr# air is
denser than moist air
116. Profile Drag is caused b# friction of the air mo,ing o,er the surface of the wing.
7his creates tin# eddies+ which reslut in drag or resistance
11:. 5upercharger is a de,ice in the engine b# means of a fan or blower mechanicall#
induces a large flow of air through the engine to increase power output and maintain
sea le,el power at high altitudes
14;. 7he internal combustion engines normall# used on ac are $nown as constant
,olume t#pe.
141. =hen coming in on appraoch for a landing with ice formation on the wing+ landing
speed should be increased a little more than recommended.
14. 7ha angle of attac$ at which lift is ma" is $nown as stalling angle.
14*. 5ump : Is the lower portion of the engine cran$ case+ the engine lubricating oil is
ta$en from the sump b# oil pump and after directing to the bearings + ,al,es etc. is
finall# drained bac$ to the sump. 7hus completing the oil circuit
14.. 'ift & Drag are affected b# atm densit#+ denser the air greater will be drag or lift
140. 7he ratio of the thic$ness of the aerofoil to its chord length is $nown as /ineness
(atio
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Collected & compiled by Sqn Ldr V S Savekar
141. % bod# so shaped to produce aerod#namic reaction is called an aerofoil.
144. /or the same angle of attac$+ both lift and drag of an aerofoil depend upon :-
5hape+ Plan %rea+ 5!uare of the >elocit# and Densit# of %ir
146. 5lats help in lowering the stalling speed and increasing the stalling angle
14:. /orces acting in a glide are 'ift+ Drag and =t
16;. Ice seldom forms on the surface of an ac when the O%7 is below ..deg 8 because
e"tra cold air contains ,er# little moisture-water ,apour
161. 7he cg is computed along the longitudanal a"is
16. % uniform bar is loaded with 0; lbs of wt at one end and 0; lbs of wt at the other
end. . in from one end a load of 1. lbs is placed. If thebar is .6 in long+ where will the
cg reside. ( Directl# below 1. lbs of wt )
16*. %ngle of Incidence is the angle between the chord of the wing and hori@ontal a"is
when the ac is in (igging position
16.. 5/8 J Ballons " 'bs - 9rs " I9P
160. 'ow 5/8 means low )%P & 'ow (P)
161. 7he ratio of the ultimate brea$ing strength of the structural member to the ma"
calculated load that ma# be e"posed on the main member is $nown as /actor of 5afet#
164. >entur# in suction t#pe crburettors+ ad,antages are engine will gi,e smooth
performance.
166. If magneto wire is disconnected+ switches $ept in off position+ ignition will ta$e
place
16:. If #ou want to chec$ the aileron tab+ if the tab is mo,ed in the coc$pit in the
cloc$wise direction+ right aileron will go up
1:;. Ignition ta$es place when both the ,al,es are closed at the end of the compression
stro$e
1:1. 5er,o tabs are meant to help the pilots efforts
1:.)anufacturers ma$e the ac performance charts according to the densit# altitude
1:*. Induced darg also increases with airspeed & angle of attac$
1:.. Induced drag also increases as the aspect ratio decreases
1:0. Profile Drag increases with airspeed+ densit#+ angle of attac$+ area of the wing and
roughness of the wing surface
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Collected & compiled by Sqn Ldr V S Savekar
1:1. Ignition safet# chec$ is unsatisfactor# means the engine runs when the switches
are in the off position
1:4. %n aileron control tab is being chec$ed for opeartion on ground+ when the trimmer
handle is operated to indicate the right wing low in the coc$pit the trimmer on the right
hand aileron mo,es down
1:6. 8oloured lines are used on instruments to indicate operating range. 7he# are as
follows :-
(a) Dellow : 8aution danger ma# e"ist
(b) Breen : (egion for continuous operation
(c) 3lue : 'ean Operating range
(d) (ed : Danger =arning K )a" or )in 'imitation
1::. % pilot should be alert to the ha@ards of wing tip ,ortices because this turbulence
tends to :-
(a) accumulate at the beginning of the 7-O roll
(b) rise into the 7-O or landing path of crossing runwa#
(c) rise into the traffic pattern area surrounding the airport
(d) settle into the flight path of ac operating below the wing tip of the ac generating
the turbulence
;;. 5elect the true statement :-
(a) 5tructural icing will not form at airspeeds abo,e .;; $ts
(b) 5tructural icing is uncommon at airspeeds abo,e 040 $ts due to s$in friction
(c) 7he rate of structural ice formation increases at airspeeds below .;; $ts
(d) 5tructural icing will form at same rate irrespecti,e of the speed of the ac
;1. %dding an additional 1;; lbs of baggage in the baggage compartment will ha,e
what effect on the best rate of glide speed
(a) It will increase the best rate of glide speed
(b) ....E.. decrease ...............E..........
(c) 7he angle of attac$ and best rate of glide speed will increase
(d) 7he best rate of glide speed will remain the same
;. 'oad /actor ma# be determined b# using the actual load supported b# the wing at
an# gi,en time and
(a) adding to it the wt of the ac and its contents
(b) balancing the wt of the ac and its contents
(c) multipl#ing b# the wt of the ac and its contents
(d) di,iding b# the wt of the ac and its contents
;*. During pre-starting chec$s #ou notice the manifold pr indicating appro"imatel# :
in of 9g. Dou should thios is most li$el# due to
(a) :.: in of 9g corrected for non-standard temperature
(b) 7he airport ele,ation at the point of departure
(c) :.: in of 9g not corrected for temp
;.. 5light accumulation of frost+ snow or ice on the wings can
(a) cause a significant decrease of stalling speed
(b) cause a decrease in 7-O roll
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Collected & compiled by Sqn Ldr V S Savekar
(c) Increase surface friction causing a decrease of angle of attec$
(d) se,erel# limit or ma# pre,ent a 7-O.
;0. 7he nose of the ac lowers as the engine is throttled bac$. 7o cater for this most ac
are designed so that
(a) 8entre line of thrust is abo,e centre line of drag
(b) .......E................ below .....E...........
(c) 8entre of pr is forward of centre of lift
(d) ..E... lift ..........E......... pressure
;1. In an ac the aerofoil is
(a) % structure which due to its t#pical shape is capable of a lift perpendicular to the
direction in which it mo,es in air
(b) % surface which when mo,ing through the air produces forces & opposite on the
top & bottom surfaces
(c) % surface such as an ac wing designed to obtain the min drag from the air
through which it tra,els
;4. 7he magneto primar# circuit is grounded when the engine ignition switch is in the
O< position. 7he switch opens the magneto ground top primar# when the switch is in
the O< position. 5hould the ground wire become disconnected from the magneto
(a) 7he engine will stop rotating if the switch is placed in the O< position
(b) &ngine will not start (c) )agneto will o,erheat
(d) 7he engines can be started e,en with the switch in O// position
;6. 7he lift e"perienced on the top of an ac wing in flight is
(a) because of the air stri$ing the wing leading edge deflects thereb# causing it to
tra,el at an increased speed below the wing
(b) Due to the shape of the wing and is dependant on the airspedo,er the wing
(c) Due te %rchimedes Principle
(d) because the air stri$ing the leading edge decreases in speed when it passes o,er
the wing.
;:. If a particular ac is loaded to its ma" permissible %?=
(a) 7he /actor of 5afet# will be at its minimum
(b) 7he stalling speed would remain the same
(c) It would be capable of doing tighter turns than if loaded light
1;. /or ma" 39P with correct mi"ture and constant O%7 an engine shouldbe operated
at (within acceptable limits)
(a) 9igh )%P & low (P) (b) 9igh )%P & high (P)
(c) 'ow )%P & low (P) (d) 'ow )%P & 9igh (P)
11. =hen operating within normal range+ 3ra$e )ean &ffecti,e Pr (3)&P) will
increase with increase in (P) because
(a) 7he fuel-air mi"ture ,ol burnt is increased per engine re,olution
(b) 7he ,olumetric efficienc# becomes higher
(c) 7he compression ratio is increased
(d) 7he throttle opening is wider
1. 7here are some factors that are significant in controlling ac engine performance+ of
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Collected & compiled by Sqn Ldr V S Savekar
the following which one would #ou consider
(a) /uel densit# (b) %ir densit# (c) %c wt (d) =ind ,elocit#
1*. In referring to engine power )&7O power is often used. It is e!ui,alent to
(a) 7-O power at lower boost (b) )a" &"cept 7a$e Off power
(c) )a" continuous cruising power (d) 8ruising power
1.. 7he output current of two or more generators should be balanced because
(a) 7oo much power ta$en from the higher output generator ma# damage it
(b) % re,ersed flow of electrical current will be forced through the lower output
generator and re,erse its polarit#
(c) 7he engine of the higher output generator ma# o,erheat and cause a fire
(d) 7he compass will be ad,ersel# affected when the electrical loads are different in
,arious parts of the ac
10. %n ac is said to fl# faster as altitude is increased e,en though the I%5 remains the
same. 7he increase in 7%5 is due to
(a) Increased air densit# (b) Decreased drag of the ac
(c) 7he fact that 7%5 indications are proportional to the product of ambient air pr and
the s!uare of the airspeed
(d) Increased power output as air temp decreases with height
11. Dou are piloting an ac with a constant speed propellor set in automatic pitch+ in
climbing attitude of the ac propellor will
(a) Decrease to pre,ent the engine from o,erspeeding
(b) ................E.................. underspeeding
(c) Increase .................E...................
(d) ..............E.................... o,erspeeding
14. >olumetric efficienc# of an engine refers to
(a) 7he relationship of wt to power output of an engine
(b) 7he ,olume of the mi"ture actuall# drawn into the c#linder as compared to the
clearence ,olume
(c) 7he ratio of the wt of the air consumed b# the engine in two re,olutions when
running as compared to the wt of air e!ui,alent to the cubic capacit# of the engine
(d) 3oth (b) & (c) are correct
16. %n ad,antage of the fuel inAection carberettor o,er the float t#pe is that
(a) It eliminates the possibilit# of engine fire
(b) It re!uires no mi"ture control mechanism
(c) 7he possibilit# of carb icing is greatl# reduced
(d) It eliminates the use of supercharger
1:. =hen the throttle of an ac is closed in flight the nose drops + this is a result of
(a) 7he relati,e positioning of thrust+ wt+ lift and drag (b) 7he wt becomes greater than
lift
(c) 7he negati,e dihederal of the tail plane (d) 7he forward mo,ement of cg
;. =hile in flight #ou encounter se,ere turbulence. 7o remain at or below a speed
that would decrease the possibilit# of structural damage #ou should reduce #our speed
to
- 1
Collected & compiled by Sqn Ldr V S Savekar
(a) )anoeu,ering 5peed (b) >imd (c) >mu (d) )a" structural cruise
1. Dou ha,e Aust e"perienced engine failure and must ma$e an emergenc# landing.
7he most important thing to consider is to
(a) )aintain control of the ac while landing
(b) 5elect the largest area for landing
(c) 'and directl# into the wind
(d) 5elect the largest open area for landing
. %cceleration error is indicated b# the attitude indicator b#
(a) indication of a ban$ to the right
(b) ............E.............. left
(c) indication of a nose high condition
(b) ..........E......... low ....E...
*. Dou are cruising at aspeed of 1;; mph and the total drag on theac is 1;;; lbs. If
the speed is increased to ;; mph+ the drag will be
(a) 1;;; lbs (b) ;;; lbs (c) *;;; lbs (d) .;;; lbs
.. Bross wt does not effect gliding distance
0. =hich of the following conditions would permit best 7-O & climb performace
(a) 9igh temp+ low (9 and high densit# altitude
(b) 'ow ..... high..... E.................
(c) low........low.........low.............
(d) high...... high........high..........
1. =hile in flight #ou encounter moderate turbulence. 7o remain at or below speed
that will decrease the possibilit# of structural damage #ou should not e"ceed the speed
indicated on the airspeed indicator b#
(a) (ed radial line (b) ?pper limit of the white arc
(c) ?pper limit of green arc (d) ?pper limit of #ellow arc
4. =hile in flight+ #ou note that #our course will cause #ou to cross appro"imatel# *
miles behind and slightl# below a four engine Aet. If #ou are familiar with ha@ards
in,ol,ing turbulence in the wa$e of large ac+ #ou would select one of the following as
correct statements
(a) 7he main source of the disturbance or turbulence is the Aet wa$e or prop wash
(b) 7he main source of the disturbance or turbulence is the ,orte" created b# the
wing
(c) 8lean+ hea,# and slow fl#ing ac produce the most ,iolent turbulence or ,ortices
(d) 79e ,iolent+ compact+ tornado li$e air masses associated with this phenomenon
can cause loss of ac control or e,en structural damage
(e) ?nder the circumstances described+ #ou are too far from the Aet to be affected b#
this in,isible ha@ard
(f) If #ou encounter the ha@ard in cruising flight+ #ou should decrease speed as fast
as possible+ a,oid fighting the controls and if possible+ change altitude
(g) If ta$ing off or landing behind large ac+ fl# upwind of their trac$+ $eep plent# of
distance and re!uest dela# from the tower on ta$e off and landing if in doubt about wa$e
turbulence or spacing
(h) 9elicopters can create conditions of ,orte" turbulence similar to that produced b#
- 1!
Collected & compiled by Sqn Ldr V S Savekar
fi"ed wing ac+ and #ou should sta# abo,e their flight path ( %ns 1.b+c+d+f+g & h . a+d+e+f
& g *.a+c+d+e & g .. b+e+f & h)
6. %ssume that #ou rae fl#ing an ac e!uipped with a constant speed propellor and #ou
encounter conditions fa,ourable for carb icing+ to properl# cope up with the situation+
#ou should $now that
(a) In #our ac+ the first e,idence of carb icing would be a decrease in (P)+
followed b# engine roughness
(b) 7he first indication of carb icing is engine roughness followed b# loss of engine
(P)
(c) In #our ac the first indication of carb icing would most li$el# be a decrease in
manifold pr
(d) It is best to use carb haet as a pre,enti,e measure rather than a measure to cure
icing conditions
(e) It is best to wait till there is some e,idence of carb icing before application of
carb heat+ simple application of heat when no ice is present will result in lean mi"ture &
possible detonation
In selecting correct statements from the abo,e list+ #ou would include
(%) a & d (3) b & e (8) c & e (D) c & d
:. Pressure %ltitude is obtained b#
(a) 8orrecting terrain clearence altitude for temp
(b) 5etting the altimeter to standard sea le,el pr
(c) 5etting the altimeter to stn pr in inches of 9g which has been corrected to sea
le,el
(d) 8orrecting the altimeter for temp de,iations from standard
*;. In order to obtain the most reliable pilot-static s#stem readings regardless of flight
attitude+ the staitic source should be located
(a) /lush on the side of the fuseladge
(b) Inside the coc$pit (c) /lush on both sides of the fuseladge
*1. =hen fl#ing at a constant altitude and power setting+ the indicated airspeed will be
greatest in
(a) 8old moist air (b) 8old dr# air (c) =arm moist air
*. In e"tremel# rough air+ as in a thuderstorm or cold frontalconditions it is ad,isable
to reduce the speed to manoeu,ering speed since
(a) the controls will be more effecti,e at this speed
(b) the stalling speed is less at this speed
(c) this is the speed least li$el# to permit structural failure
**. 8oncerning ac wt and balance+ if the landing gear retracts forward the
(a) 7otal moment increases (b) 7otal moment decreases
(c) 7otal moment remains the same
*.. If the ac undergoes a change in pitch attitude+ it rotates about the
(a) )id point of the fuseladge (b) )id point of the chord line of the wing
(c) 8entre of gra,it# (d) centre of lift
*0. =hich of the following best describes the relationship of stress acting on a ac that
- 1"
Collected & compiled by Sqn Ldr V S Savekar
is climbing at a constant airspeed and constant power setting
(a) 7hrust is greater than drag and lift is e!ual to wt
(b) 7hrust is e!ual to drag+ and lift is greater than wt
(c) 7hrust is greater than drag and lift is greater than wt.
(d) 7hrust is e!ual to drag and lift is e!ual to wt.
*1. =hich of the following will increase the turn and ban$ indicator needle deflection
during a co-ordinated turn.
(a) Increasing the airspeed and ban$ angle
(b) Decreasing ..........E..............
(c) Increasing the airspeed and decreasing the ban$ angle
(d) Decreasing the airspeed and increasing the ban$ angle
*4. During ta$eoff when the forward motion of the ac is at low airspeed and ma"imum
power and thrust are re!uired+ a constant speed propellor should be set at
(a) % propellor blade angle which will produce a small angle of attac$ with respect to
the relati,e wind.
*6. =hich speed is correctl# defined :-
(a) >" : 3est %ngle of 8limb
(b) >so: )in control 5peed with the critical engine inoperati,e
(c) >le: )a" 'anding gear e"tension speed
(d)>u:5talling5peedorminstead#flightspeedinldg configuration
*:. Dou wish to gain altitude as !uic$l# as possible after ta$e off. Dou should climb at :
(a) 7he best angle of climb speed
(b) 7he best rate of climb speed
(c) 7he recommended climbing speed
(d) 7he ma" flap e"tended speed
.;. 7he use of flaps during a landing approach :-
(a) Decrease the angle of approach
(b) Increase the angle of approach without increasing the speed
(c) Impro,es d#namic and static stabilit#
(d) Increases stall speed
.1. %s #ou reduce power the nose of the ac tends to pitch down because :-
(a) 7he centre of gra,it# is forward of centre of pressure
(b) 7he centre of pressure is forward of centre of gra,it#
(c) 7he force of thrust acts hori@ontall# below the force of drag
.. Of the following s#mbols which one will the pilot be unable to identif# b# the colour
coding on the airspeed indicator :-
(a) >so (b) >ne (c) >s (d) >fe
.*. Primar# purpose of the ele,ator trim tab is to :-
(a) (elie,e ele,ator control pressures
(b) Increase longitudinal stabilit#
(c) (educe control pressures while changing the ac pitch attitude
(d) Leep the ele,ator streamlined
- 2#
Collected & compiled by Sqn Ldr V S Savekar
... =hile performing the preflight inspection+ #ou notice the ground wire to the ignition
switch is disconnected. Dou should $now that
(a) 7he engine would not start
(b) 7he engine would start
(c) 7he starter would turn but the engine would not start
(d) Onl# the rear spar$ plugs would fire
.0. 7he primar# purpose of rudder when entering a turn is to :-
(a) Leep the ac in a turn
(b)8ompensatefor the #aw caused b# the raised aileron on thelow wing
(c) ........................E..............................high ..E...
(d) ...........E...................... depressed aileron ....E......
.1. If engine detonation occurs during climbout after 7-O+ #ou should :-
(a) (educe the manifold pressure b# pulling bac$ on the throttle
(b) %dAust the mi"ture control (c) (educe the (P)
.4. Dou will most li$el# recei,e ,orte" turbulence from :-
(a) % hea,il# loaded ac (b) % high speed ac
(c) On ac using high power setting
(d) %n ac that is producing lift
.6. =hich of the following conditions would #ou e"pect to see on #our attitude indicator
during 7-O :-
(a) 7he hori@on bar mo,ing down indicating a descent
(b) ...........E.......................... a climb
(c) ...........E ....... up .....................
(d) ...........E ......................... a descent
.:. =hich of the following cannot be obser,ed b# colour mar$ings on the face of the
airspeed indicator :-
(a) )anoeu,ring 5peed (b) Power off 5tall speed with u-c & flaps up
(c) <ormal operating speed
(d) Power off stall speed with u-c & flaps in the ldg configuration
0;. =hat effect will an o,erload condition ha,e on #our airplane :-
(a) During 7-O the ac must ha,e accelerate to a greater speed to pro,ide additional
lift to support the additional weight
(b) 7he stall speed decreases (c) 5tall speed remains the same
(d) 7he 7-O distance will decrease due to decreased acceleration
01. =ith regard to F>G speeds #ou should $now that >" is :-
(a) 7he ma" airspeed in le,el flight (b) 7he min speed in le,el flight
(c) 7he best angle of climb speed (d) 7he best rate of climb speed
0. =ith regard to F>G speeds #ou should $now that ># is :-
(a) 7he best rate of climb speed (b) 7he best angle of climb speed
0*. 7hree ac (%+3 and 8) are all ma$ing coordinated turns at a ban$ angle of *; deg.
5elect the correct statement below based on the following airspeeds : % - :; mph 3
-10 mph+ 8 - 11; mph
- 21
Collected & compiled by Sqn Ldr V S Savekar
(a) %ircraft % will ha,e the greatest rate of turn.
(b) 7he rate of turn is dependent upon the gross weight
(c) %ircraft 8 will ha,e the greatest rate of turn.
(d) %ll three ac will ha,e the sam e rate of turn
0.. In using the magnetic compass to establish and maintain #our heading+ #ou should
$now that+ due to the normal characteristics of a compass in the <orthern 9emisphere+ it
will usuall# indicate a turn towards :-
(a) =est as #ou enter a medium ban$ed left turn from a south heading.
(b) &ast as ................E......................... north .. E..
(c) 5outh when #ou accelerate on an easterl# heading
(d) <orth when decelerate on a westerl# heading.
00. Dour ac is e!uipped with a fuel inAection s#stem as opposed to a standard float
t#pe carburetor. 7he fuel inAection s#stem is :-
(a) )ore susceptible to icing
(b) 'ess ......E........
(c) &!uall# .....E.....
(d) &"tremel# susceptible to icing and re!uires 0;C more heat to eliminate icing.
01. During rotation on ta$e off+ the ac rotates about :-
(a) 7he centre of gra,it# (b) 7he centre of pressure
(c) 7he centre of 'ift (d) 7he centre of wing chord
04. 8arburetor icing is caused b# :
(a) >aporisation and e"pansion of air in the carburetor ,enturi
(b) 8ompression of air in the carburettor ,enturi
(c) 7he temperature of air being between ; / and 4; /.
(d) >aporisation of the fuel+ combined with e"pansion of air as it passes through the
carburettor.
06 (b). 7he lowering of flaps will cause :-
(a) % decrease in the stall speed
(b) <o effect on the stall speed
(c) %n increase in the stall speed
(d) % decrease in the drag
0:. =hich of the following E>E speeds is correctl# defined :-
(a) >so : 5tall speed with flaps and gear retracted
(b) >a : Design manoeu,ring speed
(c) >la : )a" landing speed permissible
(d) >" : 3est rate of climb speed
(e) >sl : 5tall speed in a specific configuration
(f) >s : 5tall speed
(g) >1 : 8ritical engine failure speed
1;. =hat effect will o,erload conditions ha,e on #our ac :-
(a) During 7-O the ac must accelerate to greater speed to pro,ide additional lift to
support the e"tra weight.
(b) 7he stall speed decreases (c) 7he 5tall speed will remain same
(d) 7he 7-O distance will decrease due to decreased acceleration
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Collected & compiled by Sqn Ldr V S Savekar
11. =hile in flight #ou encounter se,ere turbulence. 7o remain at or below a speed
that would decrease the possibilit# of structural damage+ #ou should maintain a speed
not greater than :-
(a) >a : )anoeu,ring speed (b) >mc : )in control speed
(c) >mu : )in unstic$ speed (d) >ne : )a" structural cruise speed
1. =ith regard to ac wt and balance computations+ the location of cg can alwa#s be
found b# :-
(a) )ultipl#ing gross wt b# moment
(b) Di,iding gross wt b# moment
(c) )ultipl#ing wt times the moment arm
(d) Di,iding moment b# the datum line.
1*. % flight instructor should $now that operations approaching ma"imum speeds be
a,oided because :-
(a) 5tall speed increases to a point where normal flight manoeu,res would be
impossible.
(b) 8ontrol effecti,eness is so greatl# impaired that the ac ma# become
uncontrollable.
(c) 7he possibilit# of inducing flutter or e"ceeding design limitations
(d) Induce drag increases which can cause structural failure
1.. If the cran$case breather on #our engine becomes bloc$ed+ #ou would e"pect :-
(a) a lean mi"ture (b) 'ow oil 7emperature (c) Increased oil consump
10. Dour ac is e!uipped with a con,entional updraft carburetor. 7his t#pe of carburetor
is generall# considered to be :-
(a) )ore susceptible to icing than a fuel inAection t#pe
(b) 'ess ...............E.............................
(c) &!uall# ..............E...........................
(d) 5usceptible to icing onl# when ,isible moisture is present in air
11. During an engine run up at high ele,ation airport+ the engine runs rough and
carburetor heat aggra,ates the problem+ #our initial reaction would be to :-
(a) 'ean the mi"ture (b) 8hec$ to see that the mi"ture is full# rich
(c) Increase engine (P) before appl#ing 8arburettor heat.14. Dour ac is loaded to
gross weight of .+*;; lbs with cg located at 0* inches aft of datum. 7he forward cg limit
is 01 in. 7he most wt that can be added at 5tation 11ft 1in without e"ceeding the cg
limit is :-
(a) 40 lbs (b) 0; lbs (c) 0 lbs (c) ;; lbs
16. =hich of the following airspeeds will be colour coded in the airspeed indicator :-
(a) 7he stall speed at an# altitude (b) )anoeu,ring speed
(c) )a" structural cruising speed
(d) )a" speed for ldg with gear up or down
1:. 7he force of lift from the aerofoil acts through :-
(a) 8B (b) 8P (c) %erod#namic 8entre (d) 8entre of chord line
4;. %n ac accelerating in a turn with constant load factor will :-
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Collected & compiled by Sqn Ldr V S Savekar
(a) Decrease the rate of turn (b) Increase the radius of turn
(c) Doublethe diameter of the turn (d) 9al,e the dia of the turn
41. 7he load on awing during a le,el coordinated turn in smooth air depends on :-
(a) %ngle of ban$ (b) 7%5 (c) Densit# %ltitude (d) (ate of turn
4. %n accumulation of frost on the wings of an ac during 7-O will result in :-
(a) % decrease in lift and increase in drag
(b) %n increase in lift and a decrease in drag
(c) % decrease in lift & drag
(d) %n increase in lift & drag
4*. =hich of the following is a problem associated with the phenomenon of Eground
effectE :-
(a) 'onger 7-O (b) 'onger 'andings (/loat)
(c) 7he reluctance of low wing ac to flare and land
(d) 7he reluctance of high wing ac to flare and land
4.. It is more difficult to reco,er from stall if the cg is located :-
(a) 7oo far aft in an# ac (b) 7oo far aft onl# in light ac
(c) 7oo far forward onl# in light ac (d) 7oo far forward
40. =hen an ac transitions from straight and le,el to *; deg ban$ while maintaining
altitutde+ the total lift force :-
(a) Increases and the load factor increases
(b) Increases and the load factor decreases
(c) (emains constant+ but the load factor increases
(d) .....................E.............. decreases
41 If #ou decrease power and maintain a standard rate of turn+ #ou must :- (a)
Decrease the ban$ to maintain the same rate of turn
(b) Increase ...............E.........................
(c) increase the ban$ to increase the rate of turn
(d) .......E........ to maintain the same radius of turn
44. =hich of the following is the primar# flight controls for rate of turn
(a) (udder (b) &le,ator (c) %ileron (d) (udder & ele,ator
46. )atch the correct s#mbols with the correct definition :-
(a) >a : 1.3est rate of climb speed
(b) >fe : .3est angle of climb speed
(c) >le : *.)in control speed
(d) >mc : ..)a" ldg gear e"tension speed
(e) >" : 0.)a" flap e"tension speed
(f) ># : 1.Design manoeu,ring speed
%ns : ( a1+b0+c.+d*+e1+f)
4: (a). =ing tip ,ortices are generated b# :-
(a) % hea,il# loaded ac onl# (b) % high speed ac onl#
(c) %n ac using high power setting onl# (d) an ac that is producing lift
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Collected & compiled by Sqn Ldr V S Savekar
4: (b). %ssume that after 7-O #ou are climbing at a constant indicated airspeed in a 10
mph direct headwind. If #ou turn 16; deg and continue to climb+ #ou should $now that :-
(a) 7he ground speed will remain the same and the indicated airspeed will increase
b# 10 mph
(b) 7he groundspeed will increase 10 mph and the indicated airspeed will remain the
same
(c) 7he groundspeed will increase *; mph and the indicated airspeed will remain the
same.
(d) 7he ground speed will the remain the same and the indicated airspeed will
increase b# *; mph.
6;. Dour ac is e!uipped with a constant speed propellor. 7he correct se!uence for
changing power is :-
(a) Increase (P)+ Increase )anifold Pr+ Decrease )anifold Pr+ Dec (P)
(b) Dec (P)+ Dec )an Pr+ increase )an Pr+ Increase (P)
(c) Increase )P+ Increase (P)+ dec (P)+ Dec )P
(d) Increase (P)+ Increase )P+Dec (P)+ Dec )P
61. 8arburetor icing is caused b# :-
(a) >aporisation and o"idation of air in the ,enturi
(b) 8ompression of air in the ,enturi
(c) >aporisation of fuel combined with e"pansion of air as it passes through the
,enturi
6. %n ac weighing +6.; lbs had the cg located at .; in aft of the datum. If 6; lbs is
added 6; in. aft of the datum+ the cg will now be located at :-
(a) .1.1 in. aft (b) *6.: in. aft (c) .; in. aft (d) *4 in. aft
6*. 7he first indication of icing in an ac e!uipped with a constant speed propellor and a
float t#pe carburetor would most li$el# be :-
(a) % decrease in (P) (b) % decrease in )an Pr (c) % dec in )P & (P)
6.. % disad,antage of fuel inAection s#stem is :-
(a) >apour loc$ during ground operations on hot da#s
(b) 3etter fuel distribution to the c#linders
(c) /aster throttle response
(d) (eduction in e,aporation icing
60. If engine detonation occurs during climbout after 7-O+ #ou should :-
(a) (educe the )anifold Pr b# pulling bac$ on the throttle
(b) %dAust the mi"ture control (c) (educe the (P)
(d) %ccomplish the abo,e in 1++* order
61. Dour ac is e!uipped with a constant speed propellor+ e"haust gas temperature
indicator and a c#linder head temp gauge. Induction icing would first be noticed on the :-
(a) )P gauge (b) 7achometer (c) &B7 indicator (d) 897 gauge
64. =hich of the following conditions are most fa,ourable for forming of induction icing
:-
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Collected & compiled by Sqn Ldr V S Savekar
(a) 7emp below 6; / and (9 below 0;C
(b) ...E.... 4; / ........E....
(c) 7emp between * / & 4; / (9 abo,e 0; C
(d) ...........E.............. below 0;C
66. %n ac is climbing at a rate of 40; ft-min into a ; $t head wind. %fter ma$ing a 16;
turn+ the :-
(a) (ate of climb will increase (b) (ate of climb will decrease
(c) %ngle ......E............ (d) %ngle ......E.............
6:. Deceleration error is displa#ed on the attitude indicator b# a false :-
(a) <ose high indicatio (b) <ose low indication
(c) 3an$ to the right (d) 3an$ to the left
:;. 7he nose of the ac lowers as the engine is throttled bac$. 7o o,ercome this
tendenc# during cruising flight+ most ac are designed so that :-
(a) 7he centreline of thrust is abo,e centreline of drag
(b) 7he centreline of lift is forward of the centre of pressure
(c) 7he cp is forward of the centre of lift
(d) 7he centreline of thrust is below centreline of drag
:1. If while an ac which has a normal stalling speed of 16 mph+ #ou perform an
acceleration stall at 1. mph+ the induced load factor will be : (a) 1; B (b) .1 B (c)
*. B (d) ... B
:. /or a gi,en wind condition when ldg at an airport of higher ele,ation+ #ou should
use the same indicated airspeed as #ou would use when ldg at sea le,el+ howe,er :-
(a) 7he 7%5 and B5 will increase with a higher ldg roll
(b) Onl# the 7%5 will increase (c) Onl# the B5 will increase
:*. %n ac in a steep ban$ing turn stalls at a higher speed than when the wings are
le,el+ because :-
(a) &ffecti,e lift has increased
(b) 8ritical angle of attac$ is reached at a higher speed
(c) 7he critical angle of attac$ has decreased
(d) &ffecti,e lift has decreased
:.. 8omparing a tailwheel ac to a tric#cle ldg gear t#pe ac during a ta$e off or ldg roll+
the tailwheel ac has a greater tendenc# to ground loop because :-
(a) 7he cg location is aft of the main wheel
(b) Of a greater g#roscopic reaction to the angle of rotation
(c) Of a higher angle of attac$
:0. In an e,ent of an engine failure in a no wind condition+ a pilot should $now that :-
(a) % decrease in the ac wt would re!uire a decrease in glide speed
(b) % ..................E................ an increase ..E......
(c) % change in ac wt would not re!uire a change in the (ma" distance) glide speed
(d) 7he ac ma" glide distance is not affected b# a change in wt or airspeed
:1. If #our ac has a fwd cg+ nose down load on the tail occurs which causes :-
(a) % higher wing loading (b) % lower wing loading (c) 'ess drag
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Collected & compiled by Sqn Ldr V S Savekar
:4. 7he angle of attac$ at which a wing stalls is determined b# :-
(a) 'oad factor (b) =t of the ac (c) 5peed (d) (elati,e wind
:6. Dour ac is e!uipped with a controllable pitch constant speed propellor. %s throttle
setting (manifold pr) is decreased in le,el cruise flight+ the :-
(a) 7he propellor (P) remains the same and the propellor blade angle decreases
(b) Propellor (P) is decreased and the blade angle remains the same
(c) Propellor (P) remains the same and the propellor blade angle is increased
::. 7he nosewheel of #our ac mo,es forward when retracted+ this will effect the cg
location M
(a) Des+ it will mo,e forward
(b) Des+ ......E..... aft
(c) Des+ but the direction is not predictable (d) <o+ it will not.
*;;. Dou are on a final approach with the landing gear and flaps down when the tower
instructs #ou to go round. Dou should :-
(a) (aise the gear then the flaps
(b) %ttain best angle of climb+ then raise the gear & flaps
(c) %ppl# 7-O power+ raise the flaps and then the gear
(d) %ttain best rate of climb+ then raise flaps and then raise the landing gear
*;1. During #our pre-starting chec$s #ou note the manifold pressure gauge indicates
appro" :.;; inches of 9g. Dou should $now this is most li$el# due to :-
(a) Pressure in the manifold being the same as the atm pressure
(b) 7he throttlebeingclosedtrapping superchargedairinthe
manifold
(c) 7he throttle being in the full open position
(d) 7he gauge being stuc$ at the full power position
*;. =hile performing #our engine run up prior to ta$e off #ou appl# carb heat+ #ou
should $now that the use of carburetor heat will :-
(a) (esult in a leaner fuel-air mi"ture
(b) (esult in a richer ....E......
(c) <ot effect the fuel air mi"ture
(d) /oul the spar$ plug
*;*. 7o chec$ the compression of all si" c#linders of a four c#cle engine+ #ou should
rotate the cran$shaft :-
(a) One re,olution (b) 7wo re, (c) /our re, (d) 5i" re,
*;.. =hile operating a high powered engine+ speciall# with a supercharger+ use of
carburetor heat should be regulated b# reference to :-
(a) 7he degree of engine roughness (b) 7he 897 gauge
(c) )anifold pressure or (P) indicators
(d) 8arburetor air or mi"ture temperature gauges
*;0. =ith reference to 7-O & landing in high densit# altitudes+ #ou correctl# e"plain to
#our student that while landing+ the :-
(a) B5 will be the same as in low densit# altitude+ but the ground roll will be longer
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Collected & compiled by Sqn Ldr V S Savekar
(b) Bs will be higher than in low densit# altitude and the landing roll will be longer
(c) 'andingdistance will be the same regardless of of the densit# altitude
*;1. %d,antage of fuel inAection o,er a carburetor fuel s#stem is :-
(a) 3etter fuel distribution to the c#linders
(b) 'ess difficult# in starting a hot engine
(c) 'ess chances of a ,apour loc$ during ground operations during a hot da#
*;4. =hich of the following will increase the turn & ban$ indicator needle direction
during a coordinated turn :-
(a) Increasing the airspeed and ban$ angle
(b) Decreasing ..........E..............
(c) Increasing the speed and decreasing the ban$ angle
(d) Decreasing the speed and increasing the ban$ angle
*;6. /or each 1;;; ft increase in altitude #our 7%5 will increase appro" :-
(a) 1;C of I%5 (b) C of I%5 (c) *.0C of I%5 (d) 0Cof I%5
;-;-;
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Collected & compiled by Sqn Ldr V S Savekar