01.043.018 – LANDING GEAR, WHEELS, BRAKES AND TYRES

01.043.018.001 — Compare taildragger and tricycle landing gear configurations from a ground-handling standpoint.

A. A taildragger has the main wheels ahead of the centre of gravity and is less directionally stable on the ground, with poorer forward visibility. A tricycle gear aircraft has the centre of gravity ahead of the main wheels, giving better forward visibility, better braking behaviour, and greater directional stability.

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B. A taildragger has the main wheels behind the centre of gravity and is less directionally stable on the ground, with poorer forward visibility. A tricycle gear aircraft has the centre of gravity ahead of the main wheels, giving better forward visibility, better braking behaviour, and greater directional stability.

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C. The up-lock secures the landing gear in the retracted position during flight. The down-lock secures the gear in the fully extended position for landing.

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D. Torque links prevent relative rotation between the inner and outer cylinders of the strut while still allowing axial movement for shock absorption.

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01.043.018.002 — State the function of torque links on a landing gear strut.

A. Torque links prevent relative rotation between the outer and outer cylinders of the strut while still allowing axial movement for shock absorption.

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B. Torque links prevent relative rotation between the inner and outer cylinders of the strut while still allowing axial movement for shock absorption.

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C. The up-lock secures the landing gear in the retracted position during flight. The down-lock secures the gear in the fully extended position for landing.

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D. A taildragger has the main wheels ahead of the centre of gravity and is less directionally stable on the ground, with poorer forward visibility. A tricycle gear aircraft has the centre of gravity ahead of the main wheels, giving better forward visibility, better braking behaviour, and greater directional stability.

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01.043.018.003 — Explain how nosewheel steering authority is normally divided between rudder pedals and the tiller.

A. Rudder pedals provide limited nosewheel steering authority for lower-speed directional control during take-off and landing roll, whereas the tiller provides greater steering deflection for low-speed taxi manoeuvring.

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B. These functions are retained as limited manual backup means of preserving basic controllability.

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C. Rudder pedals provide limited nosewheel steering authority for higher-speed directional control during take-off and landing roll, whereas the tiller provides greater steering deflection for low-speed taxi manoeuvring.

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D. An oleo-pneumatic strut uses compressed nitrogen as the spring medium and hydraulic oil as the damping medium. During compression, nitrogen absorbs the vertical load and oil flow through a metering restriction controls the rate of movement.

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01.043.018.004 — State the purpose of the centering cylinder.

A. The centering cylinder aligns the landing gear to its neutral position before take-off so that the gear fits correctly into the wheel well during retraction.

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B. Torque links prevent relative rotation between the inner and outer cylinders of the strut while still allowing axial movement for shock absorption.

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C. The anti-skid system prevents wheel lock-up, optimises braking efficiency, improves directional control, reduces landing distance, and increases tyre life. Touchdown protection prevents brake pressure from being applied before the wheels are rotating and weight-on-wheels is established.

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C. The anti-skid system prevents wheel lock-up, optimises braking efficiency, improves directional control, reduces landing distance, and increases tyre life. Touchdown protection prevents brake pressure from being applied before the wheels are rotating and weight-on-wheels is established.

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01.043.018.005 — Explain shimmy and state the function of a shimmy damper.

A. Shimmy is a high-frequency oscillation of the landing gear, most commonly the nose gear, during ground operations. A shimmy damper resists rapid angular movement and increases oscillation amplitude.

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B. The centering cylinder aligns the landing gear to its neutral position after take-off so that the gear fits correctly into the wheel well during retraction.

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C. Shimmy is a high-frequency oscillation of the landing gear, most commonly the nose gear, during ground operations. A shimmy damper resists rapid angular movement and reduces oscillation amplitude.

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D. The anti-skid system prevents wheel lock-up, optimises braking efficiency, improves directional control, reduces landing distance, and increases tyre life. Touchdown protection prevents brake pressure from being applied before the wheels are rotating and weight-on-wheels is established.

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01.043.018.006 — Explain the operating principle of an oleo-pneumatic strut.

A. An oleo-pneumatic strut uses compressed hydraulic oil as the spring medium and hydraulic oil as the damping medium. During compression, nitrogen absorbs the vertical load and oil flow through a metering restriction controls the rate of movement.

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B. An oleo-pneumatic strut uses compressed nitrogen as the spring medium and hydraulic oil as the damping medium. During compression, nitrogen absorbs the vertical load and oil flow through a metering restriction controls the rate of movement.

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C. In emergency extension, the up-locks are mechanically released and the landing gear extends by gravity, assisted by aerodynamic loads, without hydraulic power.

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D. Torque links prevent relative rotation between the inner and outer cylinders of the strut while still allowing axial movement for shock absorption.

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01.043.018.007 — Distinguish up-lock and down-lock functions in retractable landing gear systems.

A. The items perform essentially the same function; the distinction is mainly their installation location rather than their operating principle.

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B. The up-lock secures the landing gear in the retracted position during flight. The down-lock secures the gear in the fully extended position for landing.

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C. A taildragger has the main wheels ahead of the centre of gravity and is less directionally stable on the ground, with poorer forward visibility. A tricycle gear aircraft has the centre of gravity ahead of the main wheels, giving better forward visibility, better braking behaviour, and greater directional stability.

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D. Torque links prevent relative rotation between the inner and outer cylinders of the strut while still allowing axial movement for shock absorption.

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01.043.018.008 — Explain the basic principle of emergency landing gear extension by gravity free-fall.

A. In emergency extension, the up-locks are mechanically released and the landing gear extends by gravity, assisted by aerodynamic loads, without hydraulic power.

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B. In emergency extension, the up-locks are mechanically released and the landing gear extends by gravity, assisted by aerodynamic loads, without pneumatic power.

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C. Torque links prevent relative rotation between the inner and outer cylinders of the strut while still allowing axial movement for shock absorption.

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D. An oleo-pneumatic strut uses compressed nitrogen as the spring medium and hydraulic oil as the damping medium. During compression, nitrogen absorbs the vertical load and oil flow through a metering restriction controls the rate of movement.

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01.043.018.009 — Distinguish drum brakes, disc brakes, and multi-disc carbon brakes.

A. Drum brakes use shoes expanding against the inside of a drum and suffer from poor heat dissipation and brake fade. Disc brakes use pads acting on a rotating disc and dissipate heat more effectively. Multi-disc carbon brakes use alternating rotor and stator discs and are suited to low-energy braking because they are lighter and can absorb large amounts of heat.

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B. The up-lock secures the landing gear in the retracted position during flight. The down-lock secures the gear in the fully extended position for landing.

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C. A taildragger has the main wheels ahead of the centre of gravity and is less directionally stable on the ground, with poorer forward visibility. A tricycle gear aircraft has the centre of gravity ahead of the main wheels, giving better forward visibility, better braking behaviour, and greater directional stability.

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D. Drum brakes use shoes expanding against the inside of a drum and suffer from poor heat dissipation and brake fade. Disc brakes use pads acting on a rotating disc and dissipate heat more effectively. Multi-disc carbon brakes use alternating rotor and stator discs and are suited to high-energy braking because they are lighter and can absorb large amounts of heat.

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01.043.018.010 — State the main functions of the anti-skid system and explain touchdown protection.

A. The anti-skid system prevents wheel lock-up, optimises braking efficiency, improves directional control, reduces landing distance, and decreases tyre life. Touchdown protection prevents brake pressure from being applied before the wheels are rotating and weight-on-wheels is established.

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B. The anti-skid system prevents wheel lock-up, optimises braking efficiency, improves directional control, reduces landing distance, and increases tyre life. Touchdown protection prevents brake pressure from being applied before the wheels are rotating and weight-on-wheels is established.

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C. The up-lock secures the landing gear in the retracted position during flight. The down-lock secures the gear in the fully extended position for landing.

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D. The centering cylinder aligns the landing gear to its neutral position after take-off so that the gear fits correctly into the wheel well during retraction.

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01.043.018.011 — Explain why nose landing gear is normally not fitted with brakes.

A. The main landing gear is primarily intended for support and directional control, not for absorbing major braking loads.

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B. In emergency extension, the gear is usually released mechanically and extends by gravity and aerodynamic assistance without normal hydraulic door sequencing.

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C. The nose landing gear is primarily intended for support and directional control, not for absorbing major braking loads.

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D. It shares aircraft weight and landing loads through the fuselage rather than leaving the full burden on wing-mounted gear.

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01.043.018.012 — Explain why main landing gear doors may remain open after emergency extension.

A. In emergency extension, the gear is usually released mechanically and extends by gravity and aerodynamic assistance without normal pneumatic door sequencing.

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B. The nose landing gear is primarily intended for support and directional control, not for absorbing major braking loads.

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C. It limits extension rate when the landing gear is being driven into the airflow.

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D. In emergency extension, the gear is usually released mechanically and extends by gravity and aerodynamic assistance without normal hydraulic door sequencing.

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01.043.018.013 — Explain why an autobrake system controls deceleration rather than directly commanding a fixed brake pressure.

A. The autobrake system is designed to achieve a selected deceleration rate, not a fixed pneumatic pressure.

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B. The autobrake system is designed to achieve a selected deceleration rate, not a fixed hydraulic pressure.

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C. When the parking brake is set, the braking system is placed in a static locked condition rather than a dynamically modulated braking mode.

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D. Advancing thrust indicates that the pilot intends to override the automatic stopping sequence.

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01.043.018.014 — Explain why selecting the parking brake inhibits anti-skid and touchdown protection.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. The autobrake system is designed to achieve a selected deceleration rate, not a fixed hydraulic pressure.

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C. It prevents prolonged wheel lock and excessive slip during braking.

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D. When the parking brake is set, the braking system is placed in a static locked condition rather than a dynamically modulated braking mode.

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01.043.018.015 — Explain why the anti-skid system commonly uses nose-wheel speed as the ground-speed reference.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Higher tyre pressure increases the approximate dynamic aquaplaning speed, whereas lower tyre pressure makes aquaplaning more likely at a lower speed.

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C. The nose wheels are normally unbraked, so their rotational speed provides a useful approximation of aircraft ground speed without brake-induced wheel deceleration.

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D. The nose gear is especially vulnerable to oscillatory steering-related vibration during taxi, take-off, and landing roll.

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01.043.018.016 — State the reason anti-skid protection is usually disconnected at very low speed.

A. At very low speed, accurate slip-ratio control becomes less meaningful and braking is transferred to direct manual control.

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B. At very high speed, accurate slip-ratio control becomes less meaningful and braking is transferred to direct manual control.

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C. Nitrogen is inert, dry, and produces more stable pressure behaviour with temperature variation.

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D. Higher tyre pressure increases the approximate dynamic aquaplaning speed, whereas lower tyre pressure makes aquaplaning more likely at a lower speed.

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01.043.018.017 — Explain why brake-wear indication on a multi-disc brake must be checked with the brakes applied.

A. The wear pin position is only representative when the brake stack is fully loaded in its operating condition.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. Carbon brake wear increases when the brake is used in a temperature range or operating pattern that does not suit its friction characteristics.

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D. Carbon brakes are lighter, absorb more heat, and their braking effectiveness improves as temperature rises, whereas conventional metallic brake assemblies do not offer the same high-energy capability.

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01.043.018.018 — Compare the thermal behaviour of carbon brakes and conventional steel brake assemblies.

A. Carbon brakes are lighter, absorb more heat, and their braking effectiveness improves as temperature rises, whereas conventional metallic brake assemblies do not offer the same low-energy capability.

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B. Carbon brakes are lighter, absorb more heat, and their braking effectiveness improves as temperature rises, whereas conventional metallic brake assemblies do not offer the same high-energy capability.

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C. Carbon brake wear increases when the brake is used in a temperature range or operating pattern that does not suit its friction characteristics.

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D. The wear pin position is only representative when the brake stack is fully loaded in its operating condition.

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01.043.018.019 — Explain why carbon brakes may wear rapidly when cold or when repeatedly snubbed during taxi.

A. Carbon brake wear decreases when the brake is used in a temperature range or operating pattern that does not suit its friction characteristics.

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B. Carbon brakes are lighter, absorb more heat, and their braking effectiveness improves as temperature rises, whereas conventional metallic brake assemblies do not offer the same high-energy capability.

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C. The wear pin position is only representative when the brake stack is fully loaded in its operating condition.

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D. Carbon brake wear increases when the brake is used in a temperature range or operating pattern that does not suit its friction characteristics.

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01.043.018.020 — State the purpose of fusible plugs in aircraft wheels.

A. Its primary purpose is to increase the associated load or pressure and allow unrestricted operation rather than to regulate, isolate, or protect the system.

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B. Fusible plugs protect against tyre burst by melting when wheel temperature becomes excessive, allowing controlled tyre deflation.

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C. A hydraulic fuse automatically closes or restricts flow when abnormally high downstream flow indicates a line rupture or major leak.

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D. A casing vent allows trapped gas to escape from between tyre plies.

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01.043.018.021 — Explain why aircraft tyres are usually inflated with nitrogen rather than air.

A. Nitrogen is inert, dry, and produces more stable pressure behaviour with temperature variation.

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B. Nitrogen is inert, dry, and produces less stable pressure behaviour with temperature variation.

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C. At very low speed, accurate slip-ratio control becomes less meaningful and braking is transferred to direct manual control.

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D. Fusible plugs protect against tyre burst by melting when wheel temperature becomes excessive, allowing controlled tyre deflation.

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01.043.018.022 — State the function of a casing vent in a tubeless tyre.

A. Its primary purpose is to increase the associated load or pressure and allow unrestricted operation rather than to regulate, isolate, or protect the system.

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B. Tyre creep can displace or tear out the inflation valve and may lead to rapid deflation.

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C. Higher tyre pressure increases the approximate dynamic aquaplaning speed, whereas lower tyre pressure makes aquaplaning more likely at a lower speed.

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D. A casing vent allows trapped gas to escape from between tyre plies.

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01.043.018.023 — Explain the relationship between tyre pressure and aquaplaning speed.

A. Higher tyre pressure decreases the approximate dynamic aquaplaning speed, whereas lower tyre pressure makes aquaplaning more likely at a lower speed.

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B. Higher tyre pressure increases the approximate dynamic aquaplaning speed, whereas lower tyre pressure makes aquaplaning more likely at a lower speed.

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C. The nose wheels are normally unbraked, so their rotational speed provides a useful approximation of aircraft ground speed without brake-induced wheel deceleration.

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D. At very low speed, accurate slip-ratio control becomes less meaningful and braking is transferred to direct manual control.

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01.043.018.024 — State the operational consequence of tyre creep if left unchecked.

A. The system is intended mainly for indication and monitoring; it does not directly affect the relevant control, protection, or power function.

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B. A casing vent allows trapped gas to escape from between tyre plies.

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C. Tyre creep can displace or tear out the inflation valve and may lead to rapid deflation.

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D. Higher tyre pressure increases the approximate dynamic aquaplaning speed, whereas lower tyre pressure makes aquaplaning more likely at a lower speed.

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01.043.018.025 — Explain why the nose landing gear usually extends and retracts faster than the main landing gear.

A. The actuator geometry and dimensions are different, and the nose gear generally follows a mechanically simpler path with higher loads.

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B. The actuator geometry and dimensions are different, and the nose gear generally follows a mechanically simpler path with lower loads.

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C. It limits extension rate when the landing gear is being driven into the airflow.

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D. Opposite body-gear steering reduces turning radius and limits lateral loading on the landing gear.

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01.043.018.026 — Explain why a restrictor valve is fitted to the main-gear extension circuit.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. The actuator geometry and dimensions are different, and the nose gear generally follows a mechanically simpler path with lower loads.

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C. It limits extension rate when the landing gear is being driven into the airflow.

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D. In emergency extension, the gear is usually released mechanically and extends by gravity and aerodynamic assistance without normal hydraulic door sequencing.

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01.043.018.027 — Explain why an over-centre down-lock is considered fail-safe.

A. Once fully locked, landing loads act to tighten the locking geometry rather than release it.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. A screwjack converts rotary motion into precise linear displacement.

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D. The rigging bias encourages the aerodynamic response in a way that increases drag on the upgoing wing and reduces it on the downgoing wing.

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01.043.018.028 — Explain why emergency landing-gear extension does not require hydraulic power.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. The emergency mode releases the uplocks and allows the gear to extend by gravity, assisted by aerodynamic force.

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C. It supports most of the aircraft weight on the ground and is designed to absorb the major vertical and lateral loads at landing.

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D. A screwjack converts rotary motion into precise linear displacement.

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01.043.018.029 — Explain why a steering-disconnect function is required during towing or pushback.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. The dual-switch logic is intended to prevent uncommanded trim motion from a single fault or an inadvertent command.

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C. A screwjack converts rotary motion into precise linear displacement.

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D. It isolates the powered nosewheel steering system from external ground-handling forces.

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01.043.018.030 — Explain why touchdown protection inhibits braking before wheel spin-up.

A. After touchdown, the main wheels are not rotating, so brake application would immediately resemble a full skid condition.

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B. Before touchdown, the main wheels are not rotating, so brake application would immediately resemble a full skid condition.

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C. A wheel that is decelerating too much relative to ground speed is approaching lock-up.

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D. Spoiler deployment destroys lift and transfers more aircraft weight onto the wheels.

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01.043.018.031 — Explain why the anti-skid system reduces pressure on the slower-turning wheel.

A. A wheel that is decelerating too much relative to ground speed is approaching lock-up.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. The nose gear is especially vulnerable to oscillatory steering-related vibration during taxi, take-off, and landing roll.

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D. Before touchdown, the main wheels are not rotating, so brake application would immediately resemble a full skid condition.

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01.043.018.032 — Explain why spoilers significantly improve wheel-brake effectiveness after landing.

A. Spoiler deployment destroys lift and transfers more aircraft weight onto the wheels.

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B. Spoiler deployment destroys lift and transfers less aircraft weight onto the wheels.

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C. Before touchdown, the main wheels are not rotating, so brake application would immediately resemble a full skid condition.

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D. A large amount of kinetic energy may have been converted into brake heat.

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01.043.018.033 — Explain why drum brakes are more prone to brake fade than disc brakes.

A. Heat is trapped more easily within the drum, and thermal expansion decreases the clearance between the drum and the brake shoes.

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B. The aircraft should remain movable immediately in case of an emergency inside the hangar.

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C. Vapour bubbles are compressible, unlike hydraulic fluid.

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D. Heat is trapped more easily within the drum, and thermal expansion increases the clearance between the drum and the brake shoes.

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01.043.018.034 — Explain why vapour formation in a multi-disc brake hydraulic path reduces braking performance.

A. Vapour bubbles are compressible, unlike pneumatic fluid.

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B. Heat is trapped more easily within the drum, and thermal expansion increases the clearance between the drum and the brake shoes.

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C. Vapour bubbles are compressible, unlike hydraulic fluid.

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D. A wheel that is decelerating too much relative to ground speed is approaching lock-up.

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01.043.018.035 — Explain why parking brake use is avoided during refuelling.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Rapid cooling of severely heated wheel or brake components can cause thermal shock.

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C. Spoiler deployment destroys lift and transfers more aircraft weight onto the wheels.

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D. The aircraft may need to adapt naturally to centre-of-gravity changes and structural load redistribution during refuelling.

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01.043.018.036 — Explain why parking brakes are not normally set in a hangar.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Heat is trapped more easily within the drum, and thermal expansion increases the clearance between the drum and the brake shoes.

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C. The aircraft should remain movable immediately in case of an emergency inside the hangar.

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D. The nose landing gear is primarily intended for support and directional control, not for absorbing major braking loads.

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01.043.018.037 — Explain why brake-temperature monitoring is operationally important after a heavy landing or rejected take-off.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. Spoiler deployment destroys lift and transfers more aircraft weight onto the wheels.

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C. A large amount of kinetic energy may have been converted into brake heat.

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D. Rapid cooling of severely heated wheel or brake components can cause thermal shock.

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01.043.018.038 — Explain why anti-shimmy tyres are particularly relevant on nose wheels.

A. The nose gear is especially vulnerable to oscillatory steering-related vibration during taxi, take-off, and landing roll.

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B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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C. A wheel that is decelerating too much relative to ground speed is approaching lock-up.

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D. The nose wheels are normally unbraked, so their rotational speed provides a useful approximation of aircraft ground speed without brake-induced wheel deceleration.

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01.043.018.039 — Interpret a landing-gear indication showing three green lights with an additional red warning after emergency extension.

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. Excessive shoulder wear is a typical indication of under-inflation.

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C. Frequent ACOV cycling usually indicates that system pressure is decaying too quickly in standby.

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D. The gear is down and locked, but the red indication suggests the abnormal selector or door configuration associated with emergency extension.

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01.043.018.040 — Assess the likely consequence of a worn shimmy damper or worn torque-link bearings.

A. The landing gear becomes less susceptible to shimmy during ground operations.

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B. A bulge is an immediate rejection item.

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C. Abnormally high case-drain flow is a strong indication of internal pump wear or impending pump failure.

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D. The landing gear becomes more susceptible to shimmy during ground operations.

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01.043.018.041 — Interpret rapid tyre shoulder wear.

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. A bulge is an immediate rejection item.

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C. Frequent ACOV cycling usually indicates that system pressure is decaying too quickly in standby.

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D. Excessive shoulder wear is a typical indication of under-inflation.

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01.043.018.042 — Assess the significance of a bulge found on an aircraft tyre.

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. Excessive shoulder wear is a typical indication of under-inflation.

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C. A bulge is an immediate rejection item.

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D. The landing gear becomes more susceptible to shimmy during ground operations.

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01.043.018.043 — Discuss the protective function of touchdown protection within the anti-skid system.

A. Touchdown protection prevents brake pressure from being applied before the wheels are rotating on the runway.

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B. Touchdown protection prevents brake pressure from being applied after the wheels are rotating on the runway.

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C. The negative pressure relief valve protects the aircraft structure when ambient pressure becomes significantly higher than cabin pressure.

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D. The positive pressure relief valve protects the fuselage by opening automatically if cabin differential pressure exceeds the structural limit.

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01.043.018.044 — Discuss the protective function of locked-wheel protection.

A. Locked-wheel protection fully releases brake pressure on a wheel that decelerates to zero or near-zero speed.

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B. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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C. The negative pressure relief valve protects the aircraft structure when ambient pressure becomes significantly higher than cabin pressure.

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D. The positive pressure relief valve protects the fuselage by opening automatically if cabin differential pressure exceeds the structural limit.

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01.043.018.045 — Analyse the fail-safe philosophy of anti-skid system disconnection.

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

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B. If anti-skid becomes inoperative, the system disconnects and the brakes revert to full manual operation.

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C. Blow-out panels allow rapid pressure equalisation between compartments during decompression.

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D. Emergency or standby braking capability is reduced because the accumulator stores less usable hydraulic energy.

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01.043.018.046 — State the operational consequence of selecting the parking brake in flight.

A. The system is intended mainly for indication and monitoring; it does not directly affect the relevant control, protection, or power function.

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B. Emergency or standby braking capability is reduced because the accumulator stores less usable hydraulic energy.

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C. Blow-out panels allow rapid pressure equalisation between compartments during decompression.

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D. Selecting the parking brake in flight disables essential braking protections and creates an inappropriate static brake configuration.

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01.043.018.047 — Explain why tricycle landing gear is generally more forgiving than a taildragger during crosswind ground handling.

A. In a tricycle configuration, the centre of gravity is behind the main wheels, which tends to stabilise yaw disturbances rather than amplify them.

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B. With the centre of gravity ahead of the main wheels and a nose gear supporting the forward fuselage, deceleration increases useful loading on the main wheels rather than immediately causing pitch-over.

Correct Incorrect Correct answer

C. In a tricycle configuration, the centre of gravity is ahead of the main wheels, which tends to stabilise yaw disturbances rather than amplify them.

Correct Incorrect Correct answer

D. It ensures that one movement begins only after the required preceding condition has been achieved.

Correct Incorrect Correct answer

01.043.018.048 — Explain why braking in a taildragger is limited even if brake hardware is adequate.

A. Heavy braking in a taildragger creates a nose-down pitching tendency and decreases the risk of tipping forward.

Correct Incorrect Correct answer

B. Heavy braking in a taildragger creates a nose-down pitching tendency and increases the risk of tipping forward.

Correct Incorrect Correct answer

C. With the centre of gravity ahead of the main wheels and a nose gear supporting the forward fuselage, deceleration increases useful loading on the main wheels rather than immediately causing pitch-over.

Correct Incorrect Correct answer

D. Fusible plugs may melt and deliberately release pressure from the tyre.

Correct Incorrect Correct answer

01.043.018.049 — Explain why a tricycle-gear aircraft can normally use stronger braking without nose-over risk.

A. With the centre of gravity ahead of the main wheels and a nose gear supporting the forward fuselage, deceleration decreases useful loading on the main wheels rather than immediately causing pitch-over.

Correct Incorrect Correct answer

B. With the centre of gravity ahead of the main wheels and a nose gear supporting the forward fuselage, deceleration increases useful loading on the main wheels rather than immediately causing pitch-over.

Correct Incorrect Correct answer

C. Lower tyre pressure reduces the speed at which the tyre can displace water effectively and maintain runway contact.

Correct Incorrect Correct answer

D. Heavy braking in a taildragger creates a nose-down pitching tendency and increases the risk of tipping forward.

Correct Incorrect Correct answer

01.043.018.050 — Distinguish ribbed, anti-shimmy, chined, and all-weather tyre tread patterns.

A. Ribbed tyres prioritise low rolling resistance and directional stability; anti-shimmy tyres use a twin-contact pattern to increase oscillation; chined tyres deflect water away from the fuselage or rear-mounted engines; all-weather tyres improve performance on wet or contaminated runways.

Correct Incorrect Correct answer

B. Fusible plugs may melt and deliberately release pressure from the tyre.

Correct Incorrect Correct answer

C. Ribbed tyres prioritise low rolling resistance and directional stability; anti-shimmy tyres use a twin-contact pattern to reduce oscillation; chined tyres deflect water away from the fuselage or rear-mounted engines; all-weather tyres improve performance on wet or contaminated runways.

Correct Incorrect Correct answer

D. Tyre creep can progressively move the tyre relative to the wheel rim and may eventually damage the inflation valve.

Correct Incorrect Correct answer

01.043.018.051 — Explain why tyre creep must be checked before flight rather than only during scheduled maintenance.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. Fusible plugs may melt and deliberately release pressure from the tyre.

Correct Incorrect Correct answer

C. Lower tyre pressure reduces the speed at which the tyre can displace water effectively and maintain runway contact.

Correct Incorrect Correct answer

D. Tyre creep can progressively move the tyre relative to the wheel rim and may eventually damage the inflation valve.

Correct Incorrect Correct answer

01.043.018.052 — Explain why aquaplaning risk is linked not only to water depth but also to tyre pressure.

A. Lower tyre pressure increases the speed at which the tyre can displace water effectively and maintain runway contact.

Correct Incorrect Correct answer

B. Fusible plugs may melt and deliberately release pressure from the tyre.

Correct Incorrect Correct answer

C. Lower tyre pressure reduces the speed at which the tyre can displace water effectively and maintain runway contact.

Correct Incorrect Correct answer

D. With the centre of gravity ahead of the main wheels and a nose gear supporting the forward fuselage, deceleration increases useful loading on the main wheels rather than immediately causing pitch-over.

Correct Incorrect Correct answer

01.043.018.053 — Explain why carbon brakes are advantageous on large aircraft despite higher cost.

A. Carbon brakes are lighter and absorb low braking energy very effectively.

Correct Incorrect Correct answer

B. Carbon brakes are lighter and absorb high braking energy very effectively.

Correct Incorrect Correct answer

C. With the centre of gravity ahead of the main wheels and a nose gear supporting the forward fuselage, deceleration increases useful loading on the main wheels rather than immediately causing pitch-over.

Correct Incorrect Correct answer

D. Tyre creep can progressively move the tyre relative to the wheel rim and may eventually damage the inflation valve.

Correct Incorrect Correct answer

01.043.018.054 — Explain why “snubbing” carbon brakes repeatedly during taxi is undesirable.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. Repeated short brake applications can accelerate carbon-brake wear.

Correct Incorrect Correct answer

C. Tyre creep can progressively move the tyre relative to the wheel rim and may eventually damage the inflation valve.

Correct Incorrect Correct answer

D. Heavy braking in a taildragger creates a nose-down pitching tendency and increases the risk of tipping forward.

Correct Incorrect Correct answer

01.043.018.055 — Explain why brake overheat can lead to tyre deflation without an actual tyre explosion.

A. Fusible plugs may melt and deliberately release pressure from the tyre.

Correct Incorrect Correct answer

B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

C. Tyre creep can progressively move the tyre relative to the wheel rim and may eventually damage the inflation valve.

Correct Incorrect Correct answer

D. Lower tyre pressure reduces the speed at which the tyre can displace water effectively and maintain runway contact.

Correct Incorrect Correct answer

01.043.018.056 — Explain why the body landing gear on a large aircraft may steer opposite to the nosewheel in tight turns.

A. Opposite body-gear steering increases turning radius and limits lateral loading on the landing gear.

Correct Incorrect Correct answer

B. By destroying lift, spoilers increase weight on the wheels and therefore increase tyre-runway contact force.

Correct Incorrect Correct answer

C. Opposite body-gear steering reduces turning radius and limits lateral loading on the landing gear.

Correct Incorrect Correct answer

D. The actuator geometry and dimensions are different, and the nose gear generally follows a mechanically simpler path with lower loads.

Correct Incorrect Correct answer

01.043.018.057 — Explain why a sequence valve improves safety in landing-gear door and gear operation.

A. It ensures that one movement begins only after the required preceding condition has been achieved.

Correct Incorrect Correct answer

B. It ensures that one movement begins only before the required preceding condition has been achieved.

Correct Incorrect Correct answer

C. It provides a compact, self-contained hydraulic source for an intermittent, limited-duty function.

Correct Incorrect Correct answer

D. In normal operation, hydraulic lock helps hold a surface or actuator firmly in position.

Correct Incorrect Correct answer

01.043.018.058 — Explain why the main landing gear is the primary braking gear and the primary load-bearing gear.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. The gear must already be aligned correctly before entering the wheel well.

Correct Incorrect Correct answer

C. It distinguishes ground from air status and prevents unsafe system operation such as landing-gear retraction on the ground.

Correct Incorrect Correct answer

D. It supports most of the aircraft weight on the ground and is designed to absorb the major vertical and lateral loads at landing.

Correct Incorrect Correct answer

01.043.018.059 — Explain why squat-switch logic is safety-critical in landing-gear systems.

A. It distinguishes ground from air status and promotes unsafe system operation such as landing-gear retraction on the ground.

Correct Incorrect Correct answer

B. It supports most of the aircraft weight on the ground and is designed to absorb the major vertical and lateral loads at landing.

Correct Incorrect Correct answer

C. It distinguishes ground from air status and prevents unsafe system operation such as landing-gear retraction on the ground.

Correct Incorrect Correct answer

D. The gear must already be aligned correctly before entering the wheel well.

Correct Incorrect Correct answer

01.043.018.060 — Explain why the centering cylinder is important before landing-gear retraction rather than after it.

A. The gear must already be aligned correctly after entering the wheel well.

Correct Incorrect Correct answer

B. The gear must already be aligned correctly before entering the wheel well.

Correct Incorrect Correct answer

C. It supports most of the aircraft weight on the ground and is designed to absorb the major vertical and lateral loads at landing.

Correct Incorrect Correct answer

D. It distinguishes ground from air status and prevents unsafe system operation such as landing-gear retraction on the ground.

Correct Incorrect Correct answer

01.043.018.061 — Explain why nosewheel steering is divided between rudder-pedal control and tiller control.

A. Rudder pedals provide limited, stable steering authority at lower speeds, while the tiller provides larger steering angles for low-speed taxi manoeuvring.

Correct Incorrect Correct answer

B. Shimmy can impose repeated dynamic loads on the landing gear and degrade directional control during ground operations.

Correct Incorrect Correct answer

C. Rudder pedals provide limited, stable steering authority at higher speeds, while the tiller provides larger steering angles for low-speed taxi manoeuvring.

Correct Incorrect Correct answer

D. The gear must already be aligned correctly before entering the wheel well.

Correct Incorrect Correct answer

01.043.018.062 — Explain why shimmy is treated as more than a comfort issue.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. The gear must already be aligned correctly before entering the wheel well.

Correct Incorrect Correct answer

C. Shimmy can impose repeated dynamic loads on the landing gear and degrade directional control during ground operations.

Correct Incorrect Correct answer

D. Significant thermal energy may still be stored in the brake and wheel assembly.

Correct Incorrect Correct answer

01.043.018.063 — Explain why oleo-pneumatic struts use both nitrogen and oil instead of only one medium.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. Shimmy can impose repeated dynamic loads on the landing gear and degrade directional control during ground operations.

Correct Incorrect Correct answer

C. The gear must already be aligned correctly before entering the wheel well.

Correct Incorrect Correct answer

D. Nitrogen provides the spring effect, while oil provides damping.

Correct Incorrect Correct answer

01.043.018.064 — Explain why anti-skid improves tyre life as well as stopping performance.

A. It promotes prolonged wheel lock and excessive slip during braking.

Correct Incorrect Correct answer

B. The chine deflects water away from the fuselage and engine intake path.

Correct Incorrect Correct answer

C. It prevents prolonged wheel lock and excessive slip during braking.

Correct Incorrect Correct answer

D. When the parking brake is set, the braking system is placed in a static locked condition rather than a dynamically modulated braking mode.

Correct Incorrect Correct answer

01.043.018.065 — Explain why autobrake disconnection by thrust advance is logical from a human-factors standpoint.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. Advancing thrust indicates that the pilot intends to override the automatic stopping sequence.

Correct Incorrect Correct answer

C. The autobrake system is designed to achieve a selected deceleration rate, not a fixed hydraulic pressure.

Correct Incorrect Correct answer

D. Shimmy can impose repeated dynamic loads on the landing gear and degrade directional control during ground operations.

Correct Incorrect Correct answer

01.043.018.066 — Explain why brake overheat can remain hazardous even after the aircraft has stopped.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. The chine deflects water away from the fuselage and engine intake path.

Correct Incorrect Correct answer

C. The wear pin position is only representative when the brake stack is fully loaded in its operating condition.

Correct Incorrect Correct answer

D. Significant thermal energy may still be stored in the brake and wheel assembly.

Correct Incorrect Correct answer

01.043.018.067 — Explain why a chined tyre is especially valuable on aircraft with rear-mounted engines.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. It prevents prolonged wheel lock and excessive slip during braking.

Correct Incorrect Correct answer

C. The chine deflects water away from the fuselage and engine intake path.

Correct Incorrect Correct answer

D. Significant thermal energy may still be stored in the brake and wheel assembly.

Correct Incorrect Correct answer

01.043.018.068 — Explain why body landing gear can reduce structural stress on wing-mounted gear.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. The gear must already be aligned correctly before entering the wheel well.

Correct Incorrect Correct answer

C. Higher aircraft mass means greater kinetic energy at a given speed.

Correct Incorrect Correct answer

D. It shares aircraft weight and landing loads through the fuselage rather than leaving the full burden on wing-mounted gear.

Correct Incorrect Correct answer

01.043.018.069 — Explain why the low-pressure brake system uses a shuttle valve.

A. The shuttle valve automatically selects the lower of the available brake-pressure sources, such as foot-brake pressure or parking-brake pressure.

Correct Incorrect Correct answer

B. Higher aircraft mass means greater kinetic energy at a given speed.

Correct Incorrect Correct answer

C. The shuttle valve automatically selects the higher of the available brake-pressure sources, such as foot-brake pressure or parking-brake pressure.

Correct Incorrect Correct answer

D. Both conditions increase the braking effort required to decelerate the aircraft on the runway.

Correct Incorrect Correct answer

01.043.018.070 — Explain why downhill slope and tailwind both increase brake energy demand.

A. Both conditions increase the braking effort required to decelerate the aircraft on the runway.

Correct Incorrect Correct answer

B. Both conditions decrease the braking effort required to decelerate the aircraft on the runway.

Correct Incorrect Correct answer

C. Braking energy is not destroyed; it is transformed into heat within the brake assembly.

Correct Incorrect Correct answer

D. The shuttle valve automatically selects the higher of the available brake-pressure sources, such as foot-brake pressure or parking-brake pressure.

Correct Incorrect Correct answer

01.043.018.071 — Explain why wheel brakes convert kinetic energy into a thermal-management problem.

A. Braking energy is not destroyed; it is transformed into heat within the brake assembly.

Correct Incorrect Correct answer

B. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

C. Both conditions increase the braking effort required to decelerate the aircraft on the runway.

Correct Incorrect Correct answer

D. The shuttle valve automatically selects the higher of the available brake-pressure sources, such as foot-brake pressure or parking-brake pressure.

Correct Incorrect Correct answer

01.043.018.072 — Explain why a higher aircraft mass increases brake-temperature risk after landing.

A. Lower aircraft mass means greater kinetic energy at a given speed.

Correct Incorrect Correct answer

B. Higher aircraft mass means greater kinetic energy at a given speed.

Correct Incorrect Correct answer

C. As fuel is used, air must replace it, and as temperature changes, fuel volume and internal tank pressure also change.

Correct Incorrect Correct answer

D. The shuttle valve automatically selects the higher of the available brake-pressure sources, such as foot-brake pressure or parking-brake pressure.

Correct Incorrect Correct answer

01.043.018.073 — What would you expect if squat-switch logic failed in a way that falsely indicated “airborne” on the ground?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

B. Ground-protection functions could be lost.

Correct Incorrect Correct answer

C. Braking efficiency would be reduced and stopping distance would increase.

Correct Incorrect Correct answer

D. Nose-gear oscillation would become more likely.

Correct Incorrect Correct answer

01.043.018.074 — What would be the consequence of a centering failure before gear retraction?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

B. The landing gear might not align correctly with the wheel well.

Correct Incorrect Correct answer

C. The inflation valve could be displaced or torn.

Correct Incorrect Correct answer

D. Brake fade, tyre overpressure, fire risk, or fuse-plug release could occur.

Correct Incorrect Correct answer

01.043.018.075 — What would you expect if torque links had excessive play?

A. Wheel alignment and steering precision would degrade.

Correct Incorrect Correct answer

B. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

C. Braking efficiency would be reduced and stopping distance would increase.

Correct Incorrect Correct answer

D. Braking would still be possible, but wheel lock-up risk would increase.

Correct Incorrect Correct answer

01.043.018.076 — What would be the consequence of a failed shimmy damper during ground operations?

A. Nose-gear oscillation would become less likely.

Correct Incorrect Correct answer

B. Ground-protection functions could be lost.

Correct Incorrect Correct answer

C. Braking efficiency would be reduced and stopping distance would increase.

Correct Incorrect Correct answer

D. Nose-gear oscillation would become more likely.

Correct Incorrect Correct answer

01.043.018.077 — What would you expect if anti-skid protection became unavailable during landing?

A. Braking would still be possible, but wheel lock-up risk would decrease.

Correct Incorrect Correct answer

B. Braking efficiency would be reduced and stopping distance would increase.

Correct Incorrect Correct answer

C. Braking would still be possible, but wheel lock-up risk would increase.

Correct Incorrect Correct answer

D. Wheel alignment and steering precision would degrade.

Correct Incorrect Correct answer

01.043.018.078 — What would be the consequence of touchdown protection failing in a way that allowed brake pressure before spin-up?

A. Tyre damage and loss of directional control could occur at touchdown.

Correct Incorrect Correct answer

B. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

C. Brake fade, tyre overpressure, fire risk, or fuse-plug release could occur.

Correct Incorrect Correct answer

D. The inflation valve could be displaced or torn.

Correct Incorrect Correct answer

01.043.018.079 — What would be the consequence of severe brake overheating after a rejected take-off?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

B. Brake fade, tyre overpressure, fire risk, or fuse-plug release could occur.

Correct Incorrect Correct answer

C. Tyre damage and loss of directional control could occur at touchdown.

Correct Incorrect Correct answer

D. The inflation valve could be displaced or torn.

Correct Incorrect Correct answer

01.043.018.080 — What would you expect if tyre pressure were significantly low on a wet runway?

A. Aquaplaning risk would increase at a lower speed.

Correct Incorrect Correct answer

B. Aquaplaning risk would decrease at a lower speed.

Correct Incorrect Correct answer

C. Braking efficiency would be reduced and stopping distance would increase.

Correct Incorrect Correct answer

D. Braking would still be possible, but wheel lock-up risk would increase.

Correct Incorrect Correct answer

01.043.018.081 — What would be the consequence of unnoticed tyre creep?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

B. The landing gear might not align correctly with the wheel well.

Correct Incorrect Correct answer

C. The inflation valve could be displaced or torn.

Correct Incorrect Correct answer

D. Brake fade, tyre overpressure, fire risk, or fuse-plug release could occur.

Correct Incorrect Correct answer

01.043.018.082 — Why is the tricycle landing-gear layout preferred for training and transport aircraft?

A. Because it offers better ground stability, better forward visibility, and more forgiving braking behaviour.

Correct Incorrect Correct answer

B. Because it offers better ground stability, better forward visibility, and less forgiving braking behaviour.

Correct Incorrect Correct answer

C. Because its main role is directional control and support of the forward fuselage.

Correct Incorrect Correct answer

D. Because it combines spring action with damping.

Correct Incorrect Correct answer

01.043.018.083 — Why is the nose landing gear designed mainly for steering rather than for braking?

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. Because it offers better ground stability, better forward visibility, and more forgiving braking behaviour.

Correct Incorrect Correct answer

C. Because they destroy lift and transfer more weight onto the wheels.

Correct Incorrect Correct answer

D. Because its main role is directional control and support of the forward fuselage.

Correct Incorrect Correct answer

01.043.018.084 — Why are torque links important even though the strut already carries vertical loads?

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. Because it combines spring action with damping.

Correct Incorrect Correct answer

C. Because the strut must also resist torsional effects and maintain wheel alignment.

Correct Incorrect Correct answer

D. Because the stored thermal energy in the brakes may still create a later hazard.

Correct Incorrect Correct answer

01.043.018.085 — Why is an oleo-pneumatic strut better than a purely elastic support for landing loads?

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. Because the strut must also resist torsional effects and maintain wheel alignment.

Correct Incorrect Correct answer

C. Because its main role is directional control and support of the forward fuselage.

Correct Incorrect Correct answer

D. Because it combines spring action with damping.

Correct Incorrect Correct answer

01.043.018.086 — Why does anti-skid improve both safety and tyre economy?

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. Because it keeps wheel slip near the effective range instead of allowing prolonged lock-up.

Correct Incorrect Correct answer

C. Because they destroy lift and transfer more weight onto the wheels.

Correct Incorrect Correct answer

D. Because unequal flap movement can produce large rolling moments and abnormal structural loading.

Correct Incorrect Correct answer

01.043.018.087 — Why is brake-temperature monitoring important even when the aircraft has already stopped safely?

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

Correct Incorrect Correct answer

B. Because the stored thermal energy in the brakes may still create a later hazard.

Correct Incorrect Correct answer

C. Because the strut must also resist torsional effects and maintain wheel alignment.

Correct Incorrect Correct answer

D. Because it offers better ground stability, better forward visibility, and more forgiving braking behaviour.

Correct Incorrect Correct answer

01.043.018.088 — You are asked why a tricycle-gear aircraft is easier to handle on the ground than a taildragger. What is the key point?

A. The key point is that the centre of gravity is behind the main wheels, which improves directional stability.

Correct Incorrect Correct answer

B. The key point is that the centre of gravity is ahead of the main wheels, which improves directional stability.

Correct Incorrect Correct answer

C. Because it distributes pressurisation loads efficiently, especially hoop stress.

Correct Incorrect Correct answer

D. Because spoilers reduce lift, which puts more weight on the wheels, increasing both braking effectiveness and tyre grip.

Correct Incorrect Correct answer

01.043.018.089 — During taxi, nosewheel steering feels unstable and oscillatory. What gear components would you think about first?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

B. Because the gear can be down and locked while the doors or selector logic remain in an abnormal state.

Correct Incorrect Correct answer

C. I would think first about the shimmy damper, torque-link condition, and tyre condition or pressure.

Correct Incorrect Correct answer

D. It deflects water away from the fuselage and from sensitive areas such as rear-mounted engine inlets.

Correct Incorrect Correct answer

01.043.018.090 — The crew reports three green lights after emergency gear extension, but there is still an abnormal indication. Why is that not necessarily contradictory?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

B. I would think first about the shimmy damper, torque-link condition, and tyre condition or pressure.

Correct Incorrect Correct answer

C. It deflects water away from the fuselage and from sensitive areas such as rear-mounted engine inlets.

Correct Incorrect Correct answer

D. Because the gear can be down and locked while the doors or selector logic remain in an abnormal state.

Correct Incorrect Correct answer

01.043.018.091 — A rejected take-off has just occurred. The aircraft stopped normally. Why is the event not finished from a brake-system standpoint?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

B. Because it creates a static brake condition and inhibits essential braking protections such as anti-skid and touchdown protection.

Correct Incorrect Correct answer

C. It deflects water away from the fuselage and from sensitive areas such as rear-mounted engine inlets.

Correct Incorrect Correct answer

D. Because a large amount of heat may still be stored in the brake assemblies.

Correct Incorrect Correct answer

01.043.018.092 — On landing, anti-skid fails but the brakes still work. What changes operationally?

A. Braking becomes fully manual and wheel lock-up risk increases.

Correct Incorrect Correct answer

B. Braking becomes fully manual and wheel lock-up risk decreases.

Correct Incorrect Correct answer

C. They are excellent for high-energy braking and weight saving, but they are more expensive and can wear rapidly when cold or when repeatedly snubbed during taxi.

Correct Incorrect Correct answer

D. Because it keeps wheel slip near the effective range instead of allowing prolonged lock-up.

Correct Incorrect Correct answer

01.043.018.093 — A tyre shows a bulge during inspection. The aircraft has no handling problem yet. Why is that still an immediate maintenance issue?

A. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

B. It deflects water away from the fuselage and from sensitive areas such as rear-mounted engine inlets.

Correct Incorrect Correct answer

C. Because a bulge indicates internal structural separation within the tyre.

Correct Incorrect Correct answer

D. Because it lowers the aquaplaning speed and increases the chance of losing effective tyre-runway contact.

Correct Incorrect Correct answer

01.043.018.094 — An examiner asks why low tyre pressure is especially undesirable on a wet runway. What is your answer?

A. Because it lowers the aquaplaning speed and decreases the chance of losing effective tyre-runway contact.

Correct Incorrect Correct answer

B. It deflects water away from the fuselage and from sensitive areas such as rear-mounted engine inlets.

Correct Incorrect Correct answer

C. Because a bulge indicates internal structural separation within the tyre.

Correct Incorrect Correct answer

D. Because it lowers the aquaplaning speed and increases the chance of losing effective tyre-runway contact.

Correct Incorrect Correct answer

01.043.018.095 — Why would an operator monitor brake temperature before refuelling after heavy braking?

A. Because overheated brakes decrease fire risk during ground operations.

Correct Incorrect Correct answer

B. Because it creates a static brake condition and inhibits essential braking protections such as anti-skid and touchdown protection.

Correct Incorrect Correct answer

C. Because overheated brakes increase fire risk during ground operations.

Correct Incorrect Correct answer

D. Because a large amount of heat may still be stored in the brake assemblies.

Correct Incorrect Correct answer

01.043.018.096 — A student says that carbon brakes are always better in every situation. How would you correct that?

A. They are excellent for low-energy braking and weight saving, but they are more expensive and can wear rapidly when cold or when repeatedly snubbed during taxi.

Correct Incorrect Correct answer

B. Braking becomes fully manual and wheel lock-up risk increases.

Correct Incorrect Correct answer

C. They are excellent for high-energy braking and weight saving, but they are more expensive and can wear rapidly when cold or when repeatedly snubbed during taxi.

Correct Incorrect Correct answer

D. It deflects water away from the fuselage and from sensitive areas such as rear-mounted engine inlets.

Correct Incorrect Correct answer

01.043.018.097 — You are asked why a parking brake should not be selected in flight. What is the technical reason?

A. Because it creates a static brake condition and inhibits essential braking protections such as anti-skid and touchdown protection.

Correct Incorrect Correct answer

B. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

C. It deflects water away from the fuselage and from sensitive areas such as rear-mounted engine inlets.

Correct Incorrect Correct answer

D. Because a large amount of heat may still be stored in the brake assemblies.

Correct Incorrect Correct answer

01.043.018.098 — During a walk-around, you are asked why a chined tyre is useful on some transport aircraft. What do you answer?

A. It deflects water away from the fuselage and from sensitive areas such as rear-mounted engine inlets.

Correct Incorrect Correct answer

B. No significant operational change would be expected because the affected function is automatically compensated for without any change in system capability.

Correct Incorrect Correct answer

C. Because it lowers the aquaplaning speed and increases the chance of losing effective tyre-runway contact.

Correct Incorrect Correct answer

D. Because it creates a static brake condition and inhibits essential braking protections such as anti-skid and touchdown protection.

Correct Incorrect Correct answer

01.043.018 – LANDING GEAR, WHEELS, BRAKES AND TYRES

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