# Aircraft Performance Questions and Answers – Descent Performance in Aircraft Operations – 2

This set of Aircraft Performance Question Bank focuses on “Descent Performance in Aircraft Operations – 2”.

1. The flight control cannot be alone handled by the elevator alone at the backside of drag curve.
a) True
b) False

Explanation: At the back side of the drag curve the rate of change of drag is negative. During this case the flight path gradient cannot be alone handled by the elevator control. If the aircraft is flying with airspeed greater than minimum drag speed then the flight path gradient of descent can be increased by increasing airspeed.

2. What measures are taken to maintain precise control of flight path gradient?
a) Elevator settings alone
b) Thrust settings alone
c) Elevator and thrust settings
d) Flap settings

Explanation: The precise control of the flight path gradient is achieved by the changes in the thrust of the flight along with the elevator control inputs given to the system during the gradient of descent of the aircraft.

3. Accurate manual control of the flight path will be difficult to handle without the auto-throttle.
a) True
b) False

Explanation: Accurate manual control of the flight path will be difficult to handle without the auto-throttle. The precise control of the flight path gradient is achieved by the changes in the thrust of the flight along with the elevator control inputs given to the system during the gradient of descent of the aircraft.

4. The rate of the change in the cabin pressure should not exceed ______ at sea level.
a) 30 ft/min
b) 3000 ft/min
c) 3 ft/min
d) 300 ft/min

Explanation: The rate of the change in the cabin pressure should not exceed 300 ft/min at sea level. This states that the cabin is pressurized to 8000ft pressure height, the descent to the sea level should not exceed 24 minutes before the take-off.

5. What is the required time of descend for flight gradient?
a) 50 min
b) 15min
c) 24min
d) 70min

Explanation: The rate of the change in the cabin pressure should not exceed 300 ft/min at sea level. This states that the cabin is pressurized to 8000ft pressure height, the descent to the sea level should not exceed 24 minutes before the take-off.

6. The optimization of descent is not the same as that of the optimization of climb.
a) True
b) False

Explanation: The optimization of descent is not the same as that of the optimization of climb. This is because the engine will be operating at a low thrust or power and the specific fuel consumption is low.

7. The sufficient drag is produced from the propeller to avoid air breaks or spoilers.
a) True
b) False

Explanation: The sufficient drag is produced from the propeller to avoid air breaks or spoilers. In general the flaps and landing gear together will result in the steep descent of the flight. Here the cabin pressurization must be maintained.

8. There are four phases of descend.
a) True
b) False

Explanation: There are three phases of descend. They are:

• En-route
• Terminal area
• airfield

9. The simple rule thumb helps in maintain good relation between rate of descent and airspeed.
a) True
b) False

Explanation: The simple rule thumb helps in maintain good relation between rate of descent and airspeed. This strategy can be improved by implementing the flight management system in the descent flight path gradient.

10. The gradient of descent is ____
a) 15%
b) 11%
c) 5%
d) 18%

Explanation: The gradient of descent is 3° or 5%. Smaller transport aircraft are capable of descending in a steeper way which are depending on the condition like restricted approach path and separation of airport traffic arrivals.

Sanfoundry Global Education & Learning Series – Aircraft Performance.

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