Performance — Multi-Engine AeroplanesAir Navigation — DGCA CPL practice questions
Question 1 of 10
VMCA (minimum control speed in the air) is the minimum speed at which:
All 10 questions — Performance — Multi-Engine Aeroplanes
Air Navigation · DGCA CPL. The correct option is marked on each.
Q1. VMCA (minimum control speed in the air) is the minimum speed at which:
- A.Both engines produce equal thrust
- B.Directional control can be maintained with the critical engine failed and 5° bank✓
- C.The aircraft can maintain level flight with one engine
- D.The undercarriage can be operated
Why: VMCA is the minimum speed at which the aircraft can be controlled directionally following failure of the critical engine, with a maximum 5° bank toward the live engine.
Q2. The 'critical engine' on a conventional twin piston aircraft with both propellers rotating clockwise (viewed from front) is the:
- A.Right engine
- B.Left engine✓
- C.Both are equally critical
- D.Whichever has more fuel
Why: The left engine is critical on a conventional twin because it produces the larger P-factor: its descending blade is further from the aircraft centreline, producing more asymmetric yaw if it fails.
Q3. After an engine failure on a twin, 'feathering' the propeller:
- A.Increases drag to slow the aircraft
- B.Aligns blade chord with the airflow to minimise drag✓
- C.Maintains windmilling to generate electrical power
- D.Reverses blade pitch to assist deceleration
Why: Feathering rotates propeller blades edge-on to the airflow, stopping windmilling rotation and reducing drag to the minimum — critical for maintaining climb performance after engine failure.
Q4. For a twin-engine aircraft to maintain level flight after one engine failure, the minimum speed is:
- A.VMCA
- B.Vs1g
- C.VMCG
- D.Blue-line speed (Vyse)✓
Why: Vyse (blue-line speed, one-engine inoperative best rate of climb speed) is the speed that gives the best climb (or minimum descent) on one engine. Flying below Vyse reduces single-engine climb gradient.
Q5. If one engine fails shortly after takeoff below V1, the correct action is to:
- A.Continue the takeoff above V1
- B.Reject the takeoff immediately — apply full brakes and stop✓
- C.Only reject if runway remains available
- D.Feather and continue regardless of speed
Why: Engine failure before V1 = reject the takeoff. V1 is the decision speed: failure before V1 must be rejected; at or above V1 the takeoff must be continued.
Q6. Net takeoff flight path for a twin must clear all obstacles in the takeoff area by:
- A.35 ft✓
- B.50 ft
- C.35 ft net (dry thrust)
- D.50 ft net
Why: ICAO and most regulations require the net takeoff flight path (one-engine inoperative) to clear all obstacles by 35 ft (10.7 m) within the obstacle accountability area.
Q7. Drift-down procedure after engine failure at cruise altitude is initiated at:
- A.VMCA
- B.Optimum drift-down speed (usually close to green arc)✓
- C.Maximum structural cruising speed
- D.Best single-engine cruise speed
Why: Drift-down is conducted at the optimum drift-down speed that minimises altitude loss rate on the remaining engine — typically derived from performance charts and close to Vy for the OEI condition.
Q8. Asymmetric thrust effect on a twin can be corrected by applying rudder toward the:
- A.Failed engine side✓
- B.Live engine side
- C.Direction of roll
- D.Wind direction
Why: The live engine's thrust causes a yaw toward the failed (dead) engine side. Applying rudder toward the failed engine counteracts the asymmetric yaw and maintains directional control.
Q9. VMCG (minimum control speed on the ground) is relevant during:
- A.Final approach
- B.Takeoff roll following engine failure✓
- C.Engine shutdown after landing
- D.Single-engine go-around
Why: VMCG is the minimum speed at which directional control can be maintained on the ground after critical engine failure, using rudder only (no nosewheel steering).
Q10. A higher takeoff weight on a twin aeroplane will:
- A.Reduce VMCA
- B.Increase TODR and reduce climb gradient on all engines and OEI✓
- C.Improve single-engine climb rate
- D.Have no effect on TODR if obstacle-free
Why: Higher weight requires higher rotation speed, longer ground roll, and more thrust to climb — TODR increases and both all-engine and OEI climb gradients decrease.