Aerodynamic WarningsNavigation — Instrumentation — DGCA CPL practice questions
Question 1 of 6
The altitude alerting system on a Boeing aircraft is inhibited in flight when:
All 6 questions — Aerodynamic Warnings
Navigation — Instrumentation · DGCA CPL. The correct option is marked on each.
Q1. The altitude alerting system on a Boeing aircraft is inhibited in flight when:
- A.The autopilot is engaged
- B.Glide slope is captured OR landing flaps are selected with gear down✓
- C.The aircraft is above 10,000 ft
- D.Both radio altimeters have failed
Why: On the approach and landing phases (when G/S is captured or landing flaps + gear are deployed), altitude alerting would generate nuisance warnings as the aircraft intentionally descends below the selected altitude. The system is inhibited in both these conditions. See Section 2 .
Q2. The overspeed warning cannot be cancelled by pressing the master WARNING light because:
- A.The EICAS system overrides the cancel function
- B.The warning continues as long as the overspeed condition exists✓
- C.The ADC has locked the warning circuit
- D.This warning is only cancelled by the FMC
Why: The overspeed warning is condition-based — it remains active as long as the overspeed exists. Unlike some warnings that can be acknowledged and silenced, overspeed cannot be cancelled while the speed remains above VMO/MMO. The correct action is to reduce speed. See Section 3 .
Q3. The stall warning regulatory margin is:
- A.3 knots or 3% CAS, whichever is greater
- B.5 knots or 5% CAS, whichever is greater✓
- C.10 knots before stall speed
- D.7% of stall speed only
Why: The regulatory margin between the stall and the stall warning is 5 knots or 5% CAS, whichever is the greater . See Section 4 . — At high cruise speeds the 5% criterion would be larger than 5 kt; at low approach speeds the 5 kt fixed value would be larger. The "whichever is greater" rule ensures adequate warning at all speeds.
Q4. Angle of attack probes are positioned on both sides of the forward fuselage primarily to:
- A.Provide redundancy for one probe heating failure
- B.Compensate for sideslip/yaw effects on the AoA reading✓
- C.Allow one probe to measure AoA and the other to measure airspeed
- D.Provide AoA data to both pilot and co-pilot independently
Why: During sideslip or yaw, the airflow strikes the fuselage at an angle in the horizontal plane, which would affect an AoA reading from a single probe. Having probes on both sides, and averaging the signals, compensates for this effect and provides a true AoA measurement. See Section 6 .
Q5. A stick-pusher is fitted to T-tail aircraft to prevent:
- A.Dutch Roll oscillation
- B.Exceeding VMO
- C.Deep stall, from which there is little or no chance of recovery✓
- D.Porpoising on the ground
Why: T-tail aircraft are susceptible to deep stall because at high AoA the wing blankets the tailplane, making pitch recovery impossible. A stick-pusher activates at 2 kt above stall speed to push the nose down before the deep stall can develop. See Section 5 . — Classic examples of T-tail aircraft: BAC 1-11, Trident, Boeing 727. All had stick-pushers for this reason.
Q6. The Take-Off Configuration Warning (TOCW) sounds when the throttles are advanced with which condition?
- A.Landing gear locked down
- B.Spoilers/speedbrakes deployed✓
- C.Flaps in take-off position
- D.Stabilizer trim within take-off range
Why: TOCW activates when throttles are advanced with spoilers/speedbrakes deployed (among other non-normal configurations). Landing gear locked down is correct for T/O. Flaps in T/O position is correct (TOCW activates if NOT in T/O position). Stabilizer trim within range is correct (TOCW activates if OUTSIDE range). See Section 8 .