The maximum floor loading for a cargo compartment is given as 70 kg/m² A package with a mass of 0 126 ton is to be loaded Assuming the pallet base ?
Session > helipad
Crew baggage is considered to be ?
Which of the following can be considered as bulk cargo ?
A jet aeroplane climbing at constant mach number below tropopause which of following statements correct Ias decreases tas decreases. use very simple 'ertm' diagram the mach line vertical because question states climbing at constant mach number ertm e as/r as(rectified air speed or cas)/t as/m ach mach number = tas / lss local speed of sound (lss) changes in proportion to temperature when climbing below tropopause temperature decreases lss decreases thus tas must decrease to keep mach number constant tas ias corrected instrument position compressibility density errors if tas decreases ias decreases. 
Which of following statements correct A stopway means an area beyond take off runway able to support aeroplane during an aborted take off. use very simple 'ertm' diagram the mach line vertical because question states climbing at constant mach number ertm e as/r as(rectified air speed or cas)/t as/m ach mach number = tas / lss local speed of sound (lss) changes in proportion to temperature when climbing below tropopause temperature decreases lss decreases thus tas must decrease to keep mach number constant tas ias corrected instrument position compressibility density errors if tas decreases ias decreases. 
Which of following true with regard to vmca air minimum control speed Straight flight can not be maintained below vmca when critical engine has failed. use very simple 'ertm' diagram the mach line vertical because question states climbing at constant mach number ertm e as/r as(rectified air speed or cas)/t as/m ach mach number = tas / lss local speed of sound (lss) changes in proportion to temperature when climbing below tropopause temperature decreases lss decreases thus tas must decrease to keep mach number constant tas ias corrected instrument position compressibility density errors if tas decreases ias decreases. 
Which of following will decrease v1 Inoperative anti skid. Antiskid system the hydraulic system provides antiskid protection when system detects a skid associated antiskid valve reduces brake pressure until skidding stops an inoperative anti skid system will increase stop distance thus our asda increased v1 need to be decreased an increased take off mass or an increased of oat will increase v1 until we reach one of maximum available distances tora toda asda an inoperative fms has no effect on v1. Question 73-8
Which of following are to be taken into account the runway in use take off Airport elevation runway slope outside air temperature pressure altitude wind components. Antiskid system the hydraulic system provides antiskid protection when system detects a skid associated antiskid valve reduces brake pressure until skidding stops an inoperative anti skid system will increase stop distance thus our asda increased v1 need to be decreased an increased take off mass or an increased of oat will increase v1 until we reach one of maximum available distances tora toda asda an inoperative fms has no effect on v1. Question 73-9
Changing take off flap setting from flap 15° to flap 5° will normally result in A longer take off distance a better climb. Antiskid system the hydraulic system provides antiskid protection when system detects a skid associated antiskid valve reduces brake pressure until skidding stops an inoperative anti skid system will increase stop distance thus our asda increased v1 need to be decreased an increased take off mass or an increased of oat will increase v1 until we reach one of maximum available distances tora toda asda an inoperative fms has no effect on v1. Question 73-10
In accordance with cs 25 reference landing speed vref has following minimum margin above reference stalling speed in landing configuration vsr0 A longer take off distance a better climb. vref the landing reference speed cs 25 125 landing (i) in non icing conditions vref may not be less than (a) 1 23 vsr0 example 100 x 1 23 = 123 kt. Question 73-11
In relation to net take off flight path required 35 ft vertical distance to clear all obstacles The minimum vertical distance between lowest part of aeroplane all obstacles within obstacle domain. vref the landing reference speed cs 25 125 landing (i) in non icing conditions vref may not be less than (a) 1 23 vsr0 example 100 x 1 23 = 123 kt. Question 73-12
At a given altitude when a turbojet aeroplane mass increased 5% assuming engines specific consumption remains unchanged its hourly consumption approximately increased The minimum vertical distance between lowest part of aeroplane all obstacles within obstacle domain. for a turbojet aeroplane fuel consumption decreases or increases in proportion to change in aeroplane weight. Question 73-13
What will be effect on an aeroplane's performance if aerodrome pressure altitude decreased It will decrease take off distance required. pressure altitude the altitude displayed on an altimeter if you set 1013 hpa on subscale your altimeter will show your pressure altitude above 1013 hpa pressure level if your pressure altitude decreasing your actual altitude above that level will decrease too lower altitude means denser air it means better performance then it will decrease take off distance required. Question 73-14
What will be influence on aeroplane performance if aerodrome pressure altitude increased It will increase take off distance. pressure altitude the altitude displayed on an altimeter if your pressure altitude indicated a high it means a reduced air density air density has direct effect on lift drag engine performance when air density decreases aircraft performance decreases take off run will be increased. Question 73-15
Which of following distances will increase if you increase v1 but vr remains unchanged Accelerate stop distance. accelerated stop distance the distance required to accelerate to v1 with all engines at takeoff power experience an engine failure at v1 abort takeoff bring airplane to a stop using only braking action without use of reverse thrust thus if you increase v1 accelerate stop distance (asd) will increase the decision speed at take off (v1) the calibrated airspeed below which take off must be rejected if an engine failure recognized above which take off should be continued vr remains unchanged vr the speed at which rotation to lift off angle of attack initiated so 'take off run' 'take off distance' 'all engine take off distance' remain unchanged. Question 73-16
Which of following answers true V lower or equal to vr. v1 critical engine failure speed or decision speed engine failure below this speed should result in an aborted takeoff above this speed takeoff run should be continued vr speed at which rotation of airplane initiated to takeoff attitude this speed cannot be less than v1 or less than 1 05 x vmca (minimum control speed in air) vlof the speed at which airplane first becomes airborne this an engineering term used when airplane certificated must meet certain requirements if it not listed in airplane flight manual it within requirements does not have to be taken into consideration the pilot vmcg the minimum control speed in ground note vmca (minimum control speed in air) located between v1 vr. Question 73-17
The length of a clearway may be included in The take off distance available. . Question 73-18
How does runway slope affect allowable take off mass assuming other factors remain constant and not limiting A downhill slope increases allowable take off mass. a downhill slope increases allowable take off mass it will be easier to accelerate aircraft assisted the downhill component of weight therefore we can increase mass make 35 ft v2 within toda however we will have to reduce v1 in case we have to stop with a heavier aircraft. Question 73-19
Provided all other parameters stay constant which of following alternatives will decrease take off ground r Decreased take off mass increased density increased flap setting. a downhill slope increases allowable take off mass it will be easier to accelerate aircraft assisted the downhill component of weight therefore we can increase mass make 35 ft v2 within toda however we will have to reduce v1 in case we have to stop with a heavier aircraft. Question 73-20
The effect of increasing flap setting from zero to recommended take off setting on length of take off distance required todr and field length limited take off mass tom Decreased tod required increased field length limited tom. a larger flap selection will permit to take off earlier but will decrease path climb angle if you have a weight limitation at take off due to length of runway choosing a larger flap setting you will permit to reduce your take off run thus you can carry more weight. Question 73-21
How vmca influenced increasing pressure altitude Vmca decreases with increasing pressure altitude. vmc speeds are cas based (it means they are not affected the air density) vmca a controlling speed with one engine inoperative as altitude increases we get less (asymmetric) thrust therefore controlling speed of vmca decreases increase in pressure altitude means less thrust or more correctly less asymmetric thrust the controlling speed reduces as thrust reduces. Question 73-22
Which one of following not affected a tail wind The climb limited take off mass. the climb limited take off mass (cltom) a gradient requirement under certification rules (cs25) it an air gradient based upon pressure altitude temperature is unaffected wind. Question 73-23
Which statement correct Vr must not be less than 5 vmca not less than v. v1 critical engine failure speed or decision speed engine failure below this speed should result in an aborted takeoff above this speed takeoff run should be continued vr speed at which rotation of airplane initiated to takeoff attitude this speed cannot be less than v1 or less than 1 05 x vmca (minimum control speed in air) vlof the speed at which airplane first becomes airborne this an engineering term used when airplane certificated must meet certain requirements if it not listed in airplane flight manual it within requirements does not have to be taken into consideration the pilot vmcg the minimum control speed in ground note vmca (minimum control speed in air) located between v1 vr. Question 73-24
Which of following represents minimum v1 Vr must not be less than 5 vmca not less than v. note vmca (minimum control speed in air) located between v1 vr. Question 73-25
In event of engine failure below v1 first action to be taken the pilot in order to decelerate aeroplane to Reduce engine thrust. note vmca (minimum control speed in air) located between v1 vr. Question 73-26
If antiskid system inoperative which of following statements true The accelerate stop distance increases. antiskid system the hydraulic system provides antiskid protection when system detects a skid associated antiskid valve reduces brake pressure until skidding stops an inoperative anti skid system will increase stop distance thus our asda increased v1 need to be decreased take off with anti skid inoperative permitted under condition. Question 73-27
Other factors remaining constant and not limiting how does increasing pressure altitude affect allowable take off mass Allowable take off mass decreases. density decreases with altitude less density will reduce take off thrust available allowable take off mass will decrease. Question 73-28
If there a tail wind climb limited tom take off mass will Allowable take off mass decreases. density decreases with altitude less density will reduce take off thrust available allowable take off mass will decrease. Question 73-29
Which of following sets of factors will increase climb limited tom every factor considered independently Low flap setting low pressure altitude low oat. low flap setting a higher flap setting will reduce takeoff ground run a given aircraft weight but it will reduce climb limited tom the flaps will reduce best angle of attack therefore maximum climb slope will be reduced low flap setting permits a better climb angle low pressure altitude density higher lift increase low oat cold air means that density increase lift inscreases climb limited tom increased. Question 73-30
The requirements with regard to take off flight path and climb segments are only specified The failure of critical engine on a multi engines aeroplane. low flap setting a higher flap setting will reduce takeoff ground run a given aircraft weight but it will reduce climb limited tom the flaps will reduce best angle of attack therefore maximum climb slope will be reduced low flap setting permits a better climb angle low pressure altitude density higher lift increase low oat cold air means that density increase lift inscreases climb limited tom increased. Question 73-31
A head wind will Increase climb flight path angle. low flap setting a higher flap setting will reduce takeoff ground run a given aircraft weight but it will reduce climb limited tom the flaps will reduce best angle of attack therefore maximum climb slope will be reduced low flap setting permits a better climb angle low pressure altitude density higher lift increase low oat cold air means that density increase lift inscreases climb limited tom increased. Question 73-32
Assuming that required lift exists which forces determine an aeroplane's angle of climb Increase climb flight path angle. low flap setting a higher flap setting will reduce takeoff ground run a given aircraft weight but it will reduce climb limited tom the flaps will reduce best angle of attack therefore maximum climb slope will be reduced low flap setting permits a better climb angle low pressure altitude density higher lift increase low oat cold air means that density increase lift inscreases climb limited tom increased. Question 73-33
How does best angle of climb and best rate of climb vary with increasing altitude an aeroplane with a normal aspirated piston engine Increase climb flight path angle. The higher you go less power you will have you can increase angle of climb only if you have an excess of thrust or a rate of climb excess power. Question 73-34
An operator shall ensure that net take off flight path clears all obstacles the half width of obstacle corridor at distance d from end of toda at least Increase climb flight path angle. take off obstacle clearance (a) an operator shall ensure that take off flight path with one engine inoperative clears all obstacles a vertical margin of at least 50 ft or by a horizontal distance of at least 90 m plus 0 125 x d where d the horizontal distance aeroplane has travelled from end of take off distance available for aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half aeroplane wingspan plus 60 m plus 0 125 x d may be used. Question 73-35
What the effect of tail wind on time to climb to a given altitude The time to climb does not change. take off obstacle clearance (a) an operator shall ensure that take off flight path with one engine inoperative clears all obstacles a vertical margin of at least 50 ft or by a horizontal distance of at least 90 m plus 0 125 x d where d the horizontal distance aeroplane has travelled from end of take off distance available for aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half aeroplane wingspan plus 60 m plus 0 125 x d may be used. Question 73-36
The angle of climb with flaps extended compared to that with flaps retracted will normally be The time to climb does not change. we assume same mass same speed same vertical speed all other conditions unchanged angle of climb will be smaller with flaps extended compared to that with flaps retracted the same vertical speed center of pressure moves aft when flaps are extended thus we have to lower nose. Question 73-37
Vx and vy with take off flaps will be Lower than that clean configuration. vx best angle of climb speed vy best rate of climb speed they occur at point where there the biggest gap between thrust drag (vx) power required power available (vy) the deployment of flap increases profile drag which moves red drag curve up left you can see that vmd which vx a jet moves left the gap closes between thrust available drag so vx decreases the angle of climb decreases the power required curve also moves up left with increase in drag the point of vy moves left the gap closes between power required power available vx vy with take off flaps will be lower than that clean configuration. Question 73-38
Other factors remaining constant how does increasing altitude affect vx and vy in terms of tas Lower than that clean configuration. best explanation ever PDF Why_Vx_and_Vy_Change_With_Altitude. Question 73-39
Considering tas maximum range and maximum endurance other factors remaining constant Both will increase with increasing altitude. in flight maximum range speed maximum endurance speed are eas use very simple 'ertm' diagram (ertm e as/r as(rectified air speed or cas)/t as/m ach) the eas/ias line vertical tas increase with increasing altitude. Question 73-40
Given that vef= critical engine failure speedvmcg= ground minimum control speedvmca= air minimum control speedvmu= minimum unstick speedv1= take off decision speedvr= rotation speedv2 min= minimum take off safety speed the correct formula Vmcg less than or equal to vef less than v. vmcg it the minimum speed on ground at which when critical engine becomes inoperative it possible to recover control of airplane with use of primary aerodynamic control alone this maneuver must follow guidelines to steer only aerodynamic forces may be used nose wheel steering not used rudder force may not exceed 150 lbs cs 25 107 take off speeds (a) v1 must be established in relation to vef as follows (1) vef the calibrated airspeed at which critical engine assumed to fail vef must be selected the applicant but may not be less than vmcg determined under cs 25 149 (e) (2) v1 in terms of calibrated airspeed selected the applicant however v1 may not be less than vef plus speed gained with critical engine inoperative during the time interval between instant at which critical engine failed the instant at which pilot recognises reacts to engine failure as indicated the pilot's initiation of first action (e g applying brakes reducing thrust deploying speed brakes) to stop aeroplane during accelerate stop tests.
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