In an aircraft with normally aspirated engines, critical speed:
will decrease as altitude increases
will decrease as height decreases
will increase as altitude increases
will not change with change in altitude
If an engine fails during take-off before Vr, the correct action is to:
Maintain directional control and continue the take-off while shutting down the failed engine
Maintain directional control, reduce drag to a minimum and continue accelerating to Vr
Maintain directional control, close both throttles and bring the aircraft to a stop on the runway
Maintain directional control, identify and remedy the cause of the failure
The rudder side force during asymmetric flight with the wings level and in balanced flight:
can be reduced by banking 5° towards the failed engine
balances fuselage side force
creates a rudder yawing moment that opposes the asymmetric thrust and drag yawing moment
balances asymmetric thrust
If an engine fails below ACA during a normal approach:
Continue the approach whilst carrying out the restart drills
Go around immediately and ascertain the cause of the failure prior to any subsequent approach
Continue the approach whilst completing the feathering drills for the failed engine
Continue the approach and land
The airspeed instrument markings for a light twin are Blue Line (Vyse) and Red Line (Vmca)
These speeds only apply to the aircraft at maximum all up weight
These speeds are applicable at all aircraft weights
These speeds are for the aircraft at an average all up weight
Vmca decreases with a reduction in all up weight
If the critical engine fails and a constant speed is maintained:
In comparison with a failure of the non-critical engine a smaller rudder input will be required to contract the yaw
The single engine performance will be better than when the non-critical engine has failed
A larger rudder input will be required to counter the yaw compared to that required with a failure of the non-critical engine
There will be no difference in rudder input so long as the aircraft is in balanced flight
Which of the following answers is correct with regard to the correct application of bank following an engine failure:
Up to 5° bank can be applied towards the live engine when high power is being used and the airspeed is low
Bank can only be used instead of rudder to maintain straight flight
Up to 5° bank can be applied towards the failed engine when high power is being used and the airspeed is low
Up to 5° bank can only be applied towards the live engine when high power is being used and directional control has been lost
When an engine fails, the decision to feather should be made promptly because:
Feathering requires engine oil pressure which is reducing rapidly
If the RPM drops below 1300 RPM feathering may not be possible
The loss of oil pressure may cause the propeller to overspeed
If the RPM falls below 1300 RPM the unfeathering accumulator will attempt to unfeather the propeller
After an engine failure and rudder had been applied to balance the aircraft, it will still be necessary to prevent roll with aileron because:
The secondary effect of rudder is roll
The aircraft is sideslipping slightly
There is a difference in the slipstream over the wings causing a difference in lift
The aircraft is slowing down and the rudder is becoming less effective
Which statement is true concerning the loss of the critical engine?
It will have no effect on performance provided the aircraft is in balanced flight
Performance will be worse than with the failure of the non-critical engine
Critical speed will be lower since the thrust line of the critical engine is closer to the fuselage
Performance will be better than with the failure of the non-critical engine
When closing the throttle of the live engine during an asymmetric landing:
Any yaw will be due to crosswind
The aircraft will yaw towards the live engine
There will be no yaw provided the rudder trim is neutral
The aircraft will yaw towards the dead engine
Which of the following statements is most correct in relation to the fuselage side force in controlled asymmetric flight?
With 5° bank towards the live engine, the side forces can be eliminated, however the ball will not be central
The residual side force cannot be eliminated
When sufficient rudder is used to maintain a constant heading, the side forces will be balanced and the longitudinal axis will be aligned with the flight path
The side force will be eliminated when rudder is used to prevent yaw and the wings level
The effectiveness of the rudder during asymmetric flight:
Increases if power is increased
Increases with an aft C of G
Increases with 5° bank applied towards the dead engine
Increases with a forward C of G
During an engine failure in the cruise, which is the correct action?
The wings should be levelled using the ailerons then sufficient rudder applied to prevent yaw and back pressure applied
Rudder should be applied to stop any yaw, ailerons used to select and keep the wings level and enough back pressure applied to maintain the attitude
Initially monitor the engine instruments to see which engine has failed before applying any control inputs
Select maximum continuous power then apply the controls as in answer B
In cruise flight if the left engine fails:
In a turn to the right the aircraft will yaw and roll rapidly to the left and enter a spiral dive
The slip ball will move out to the left and indicate which rudder should be applied
In a turn to the left the aircraft will yaw and roll rapidly to the left and enter a spiral dive
In a turn it is important to roll the wings level before applying any other control inputs
If an engine fails during the climb:
Half the power and half the performance are lost
The loss of performance will depend on whether or not it is the critical engine that has failed
Half the power and up to 90% of the performance will be lost
The rate of climb must be reduced in order to maintain the performance
The criteria used to determine Vmca are:
Failure of the critical engine and its propeller windmilling, engine controls set at take-off power, most forward allowable center of gravity at maximum allowable take-off weight
Failure of the critical engine, engine controls set at take-off power, rear most allowable center of gravity at maximum allowable take-off weight
Failure of the critical engine and its propeller windmilling, engine controls set for full power, rear most allowable center of gravity, maximum take-off weight, gear and flaps at take-off setting and a maximum of 5° bank towards the live engine
Failure of the critical engine and its propeller windmilling, engine controls set for full power, rear most allowable center of gravity at maximum allowable take-off weight, gear and flaps in the take off setting
The critical speed of the DA 42 will reduce:
If power is reduced
When APP flaps are selected
When the non-critical engine has failed
All answers are correct
The centrifugal latch in the CSU is to:
Prevent the propeller from fining off so much that it could over speed
Prevent the propeller from being feathered at RPMs above 1300
Prevent the propeller from being feathered if the RPM is below 1200
Prevent the propeller from being feathered at RPMs below 1300
Four factors that affect Critical Speed are:
Drag, power output of the good engine, bank, critical engine
Thrust, bank, critical engine, propeller feathered
Thrust, gear down, critical engine, propeller feathered
Flaps, drag, feathered propeller, bank
Why is there a two minute limit on starter assisted restart when the engine has been shut down?
In order not to shock load the engine after it has cooled
To ensure that the aircraft does not drift down to below 3000 feet agl
Because the engine will cool and the glow plugs are inhibited by the left squat switch
Because the engine will cool and the glow plugs are inhibited by the right squat switch
What are the airspeed limits for a windmilling restart?
125 to 145 knots
Above 100 knots
113 to 133 knots
118 to 156 knots
Can the Yaw Damper be used without using the autopilot?
Yes
No
Only below 120 knots
Only above 800 feet
What actions should you take in the event of a failure of the PFD in VMC conditions?
Divert as soon as possible
Use the standby instruments
Press the reversionary Mode button on the audio panel
Both A and C are correct
When Flight Level Change is selected on the autopilot control panel, pressing the DOWN button will:
Cause the aircraft to descend at a higher speed
Cause the aircraft to increase the rate of descent
Cause the descent speed to decrease
Decrease the selected level off altitude
When Crossfeed is selected, where does the excess fuel go?
To the side that is being cross fed
There is no excess fuel
To the auxiliary tanks
Back to the tank it came from
The Emergency Battery provides power for:
The ECU's in the event of a total electrical failure
The Standby AI and floodlights
The left main bus and right man bus
The right main bus only
What precaution must be taken when using the autopilot in icing conditions
It must never be used
It can only be used in the cruise
It must be disconnected about every 15 minutes to check for out of trim stick force
The Yaw Damper must be switched off
What effect does having the air conditioning on have on aircraft performance?
ROC is reduced by 70'/minute and there is a 2% reduction in cruise IAS
ROC is reduced by 70'/minute and there is a 5% reduction in cruise IAS
There is no change because the system is self-contained
There is no change to the ROC but cruise speed is reduced by 5%
When the Comm 1/2 Switch is pressed:
Both pilots can talk and receive on both radios
Both pilots can talk and receive on both radios but only the left seat occupant can hear navaid identification
The left seat pilot can talk and receive on Comm 1 only and hear navaid identification. The right seat occupant can only talk and receive on Comm 2
The left seat pilot can talk and receive on Comm 1 only. The right seat occupant can only talk and receive on Comm 2 and hear navaid identification.
When the gear test button is pressed, what indications should you see?
Three green lights, the gear warning light and the L/R Engine Fire warnings
The red gear warning light
The red gear warning light and three greens if it is pressed when the gear is UP
The gear warning light and the L/R Engine Fire warnings
The variable elevator backstop limits rearward stick movement when:
Either throttle is more than 20%
Both throttles are less than 20%
Either throttle is less than 20%
Both throttles are more than 20%
What is the maximum power that can be set in order to warm the engines up quickly?
Cannot exceed idling RPM
15%
50%
25%
The right hand squat switch controls electrical power to:
Undercarriage motor, Glow plugs, ECU test, Stall warner heating
TAS voice warning (if fitted), Glow plugs, ECU test, Stall warner heating
TAS voice warning (if fitted), Glow plugs, ECU test, Undercarriage motor
ECU test, TAS voice warning (if fitted), Undercarriage motor, Stall warner heating
What are the maximum take-off and landing weights?
1900 kg and 1765 kg respectively
1805 kg and 1510 kg respectively
1900 kg and 1805 kg respectively
1765 kg and 1510 kg respectively
How many fuel drains are there on each side?
One
Two
Three
Five
What are the remaining system operating times after first annunciation of the DEICE LVL LO warning? NORM: HIGH:
How many de-icing fluid is left in the tank when the DEICE LVL LO caution alert appears?
What is the operational time of the Ice Protection System at full capacity for each mode? NORM: HIGH: MAX:
What is the RPM limitation for Maximum overspeed condition?
What is the speed range for continuous operation in icing conditions?
What is the reference speed (Vref) for an approach in icing conditions?
What are the speeds for Vfe APP, Vfe LDG, VLO gear extension, VLO gear retraction: KIAS
The failure of the critical engine results in: Movement of the closer to the of the aircraft
