Well i reckon that its C
For a given IAS and none accelerated flight the amount of drag you will getting will be the same as the only variable you are changing is density. And as it cancels out of both sides of the steady state equation it doesn't change a thing for a fixed IAS. This is also backed up by the fact there are 2 answers with "the sames as at sea level"
Now the power position bit of a difficult one to visualise unless you fly things that get up high.
As you get higher the air density decreases so the amount of bite it has on the air get less. But because there are that many things are changing its a bit of a crap question as some intelligent engine control systems fiddle with the fuel flow so that you don't see it.
The easest way to visualise this is that climb is a factor of excess thrust. As you would expect at a given climb power and airspeed you would expect that your rate of climb would decrease the higher you get until the point it reaches zero. So intially you have and excess of power which relates to a lower power lever setting for flying S&L and at zero climb you have the larger power setting but you are still at S&L.
Well thats my theory anyway how to explain it. In practise its the same as well as the torque rolls back the higher you get as the blades fine out. And you keep nudging the levers up as the EGT decreases so S&L (sub FL60) at 180 knts is maintain with about 40% of the range @ 65% torque (35% to spare) and cruise at 250knts TAS but still 180knts IAS is done with 90% of the levers range and still @ 65% torque which is all you can get out of the old girl without exceeding EGT limits
Last edited by mad_jock; 18th Sep 2009 at 09:04.