Given VS= Stalling speedVMCA= Air minimum control speedVMU= Minimum unstick speed disregarding engine failure V1= take off decision speedVR= Rotation ?
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Regarding take off the take off decision speed V1 ?
An airport has a 3000 metres long runway and a 2000 metres clearway at each end of that runway For the calculation of the maximum allowed take off mass the take off distance available cannot be ?
The net flight path gradient after take off compared to actual climb gradient Smaller, larger, equal, depends on type of aircraft may be smaller or larger respectively. cs 25.115 take off flight path ... (b) the net take off flight path data must be determined so that they represent actual take off flight paths (determined in accordance with cs25.111 with sub paragraph (a) of this paragraph) reduced at each point a gradient of climb equal to (1) 0.8% two engined aeroplanes (2) 0.9% three engined aeroplanes and (3) 1.0% four engined aeroplanes. 
Which of following diagrams correctly shows movement of power required curve with increasing altitude h1 < h2 2106 Figure d, figure a, figure b, figure c. tas increases with altitude (from ertm graph), thus curve moves right. power required = drag x tas. if tas increases, drag increases, power required increases, thus curve moves up. 
In a steady descending flight descent angle gamma equilibrium of forces acting on aeroplane given t = thrust d = drag w = weight T + w sin gamma = d, t w sin gamma = d, t d = w sin gamma, t + d = w sin gamma a descent a negative climb more drag we have, steeper descent angle is. drag thrust/weight = sin descent angle drag = thrust + weight x sin descent angle in descent, weight vector on longitudinal axis of airplane added to thrust. this the reason why airplane needs less energy to descent than to climb. 
An aeroplane executes a steady glide at speed minimum glide angle if forward speed kept constant effect of a lower mass on following parameters rate of descent / glide angle / cl/cd ratio Increases / increases / decreases, decreases / constant / decreases, increases / increases / constant, increases / constant / increases. the forward speed kept constant, example if speed minimum glide angle 100 kt, when we lower mass , we keep 100 kt. because we maintain this speed, we have to increase our rate of descent to reach 100 kt, thus glide angle increases too. cl/cd ratio reduced because lift reduced too. Question General 74 Answer 8
An aeroplane in a power off glide at speed minimum glide angle if pilot increases pitch attitude glide distance Decreases, increases, remains same, may increase or decrease depending on type of aeroplane. it doesnt matter whether attitude changed pitch up or pitch down, there only one attitude that gives you minimum glide angle, so any change from it will decrease distance you glide. the glide angle the angle of slope on which aircraft descending. therefore a minimum glide angle, the smallest angle this slope hence shallowest. Question General 74 Answer 9
Which of following combinations basically has an effect on angle of descent in a glide ignore compressibility effects Configuration angle of attack, mass altitude, altitude configuration, configuration mass. your angle of glide/descent a function of lift/drag ratio. all you have to do fly at vmd (velocity minimum drag) your aircraft, which means flying at correct angle of attack. then, of course extending flap or airbrake, or change propeller pitch (configuration) will also have an effect. Question General 74 Answer 10
Two identical aeroplanes at different masses are descending at idle thrust which of following statements correctly describes their descent characteristics At a given angle of attack, both vertical the forward speed are greater the heavier aeroplane, there no difference between descent characteristics of two aeroplanes, at a given angle of attack heavier aeroplane will always glide further than lighter aeroplane, at a given angle of attack lighter aeroplane will always glide further than heavier aeroplane. Question General 74 Answer 11
Compared with still air effect a headwind has on values of maximum range speed and maximum gradient climb speed respectively that attention on parle la vitesse meilleur angle montée non pas du meilleur angle montée la question du livre qcm institut mermoz indique à la fin la photo est difficilement exploitable «par rapport au sol» mais cela ne change strictement rien la vitesse meilleur angle montée est défini rapport à avion pas rapport au vent ' 0 3457 226 The maximum range speed increases the maximum gradient climb speed not affected, maximum range speed decreases the maximum gradient climb speed increases, maximum range speed decreases the maximum gradient climb speed decreases, maximum range speed decreases the maximum gradient climb speed not affected. maximum range speed increases when striving maximum range, it advantageous to reduce time of exposure to a headwind component increase time of exposure to a tailwind component. maximum gradient climb speed the speed not affected, ground distance will be reduce with a headwind (ground speed different). the gradient over ground changes but vx speed stays constant. the maximum climb angle speed vx (vmd a jet, 1.1vs a prop) unaffected wind because object to achieve maximum angle. Question General 74 Answer 12
The maximum speed in horizontal flight occurs when The maximum thrust equal to total drag, the thrust equal to maximum drag, the thrust equal to minimum drag, the thrust does not increase further with increasing speed. as long as available thrust exceeds required thrust in level flight aircraft will accelerate. once drag increases to equal maximum thrust, aircraft will not accelerate. thus, maximum speed achieved when maximum thrust equal to total drag. Question General 74 Answer 13
With respect to optimum altitude which of following statements correct An aeroplane sometimes flies above or below optimum altitude because optimum altitude increases continuously during flight, an aeroplane always flies below optimum altitude, because mach buffet might occur, an aeroplane always flies at optimum altitude because this economically seen as most attractive altitude, an aeroplane flies most of time above optimum altitude because this yields most economic result. Question General 74 Answer 14
How does lift coefficient maximum range vary with altitude no compressibility effects The lift coefficient independent of altitude, lift coefficient decreases with increasing altitude, lift coefficient increases with increasing altitude, only at low speeds lift coefficient decreases with increasing altitude. when flying at range speed, regardless of altitude, you will be at 1.32vmd (velocity minimum drag) on drag curve a jet where alpha will be about 2 degrees, at vmd the propeller where alpha about 4 degrees. Question General 74 Answer 15
The speed maximum lift/drag ratio will result in The maximum range a propeller driven aeroplane, the maximum endurance a propeller driven aeroplane, the maximum range a jet aeroplane, the maximum angle of climb a propeller driven aeroplane. the speed maximum lift/drag ratio (l/d max) will result in maximum range a propeller driven aeroplane. for propeller driven aeroplane curve, lowest point of power required curve the tas at wich least power needed (as opposed to producing least drag) is therefore best endurance in level flight. it also maximum rate of climb speed because gap between power required power available greatest (more power needed above below minimum power speed). Question General 74 Answer 16
Which of following provides maximum obstacle clearance during climb The speed maximum climb angle vx,.2vs, the speed maximum rate of climb, the speed, at which flaps may be selected one position further up. Question General 74 Answer 17
Which of following factors will lead to an increase of ground distance during a glide while maintaining appropriate minimum glide angle speed Tailwind, decrease of aircraft mass, increase of aircraft mass, headwind. by maintaining appropriate minimum glide angle speed, it permits to fly longest ground distance without wind. thus, only way to increase ground distance to benefit from a tailwind. Question General 74 Answer 18
Which of following factors leads to maximum flight time of a glide Low mass, high mass, headwind, tailwind. the wind affects only ground distance. to maintain flight as longer as possible, you must have lowest rate of descent, this rate of descent varies with mass for a heavier aircraft, lowest rate of descent speed reach at a higher speed than when this aircraft empty. total drag proportional to v², therefore his rate of descent increased. Question General 74 Answer 19
When v1 has to be reduced because of a wet runway one engine out obstacle clearance / climb performance Decreases / remains constant, increases / increases, remains constant / remains constant, decreases / decreases. v1 has to be reduce because in case of stop, on a wet runway, we will reduce our speed slower than on a dry runway. obstacle clearance decreases (if failure occurs after v1) because, from v1 to vr, we will gain speed on one engine only. by decreasing v1 due to wet runway, take off distance to reach our screen height will be increased. margin from obstacle will be reduced. now, our climb performance remains constant because it not affected the value of v1, we are now flying... (the question states 'how does v1 affect one engine out climb performance' our climb performance are not affected v1). Question General 74 Answer 20
Which statement concerning inclusion of a clearway in take off calculation correct The field length limited take off mass will increase, the usable length of clearway not limited, vincreased, vremains constant. a clearway an area beyond paved runway, free of obstacles. the length of clearway may be included in length of take off distance available (toda). our maximum takeoff distance limited this condition we must be at 35 ft at end of toda with an engine out. the takeoff run available increased we can take off at a later point the field length limited take off mass will increase. the acceleration stop distance available (asda) remains same (we are not allowed to stop on clearway, this not a stopway), thus v1 decreased because after passing v1, we must be able to take off with an engine out make 35 ft within toda img /com_en/com032 109b.jpg in both cases, v1 must decrease. imagine if you maintain v1 at 100 kt, what will happen?. Question General 74 Answer 21
Which of following factors favours selection of a low flap setting the take off High field elevation, distant obstacles in climb out path, long runway a high ambient temperature, low field elevation, close in obstacles in climb out path, long runway a high ambient temperature, high field elevation, no obstacles in climb out path, low ambient temperature short runway, low field elevation, no obstacles in climb out path, short runway a low ambient temperature. obstacles are distant, we have a long runway, low flap setting will increase ground run but increases climb capabilities. the use of flaps especially beneficial a short runway with no obstacles or only a low obstacle further away. not using flaps beneficial a very long runway with a nearby obstacle. the picture below shows choices in a somewhat exaggerated way Question General 74 Answer 22
How v2 affected if t/o flaps 20° chosen instead of t/o flaps 10° V2 decreases if not restricted vmca, v2 has same value in both cases, v2 increases in proportion to angle at which flaps are set, v2 has no connection with t/o flap setting, as it a function of runway length only. vmca (minimum control speed in air) located between v1 vr. at vs aircraft falling, at v2min aircraft airborne flyable (v2min the lowest speed at which aircraft complies with handling criteria associated with climb after take off, following failure of an engine). basically more flaps will decrease v speeds in this case. since more flaps will result in a lower v1 vr, v2 will also decrase. since flaps do decrease stall speed, more flaps will reduce v2 speed unless it limited vmca (vmca can be high at low pressure altitudes, low temperature low humidity will be limiting at lower weights regardless of flap setting). Question General 74 Answer 23
During flight preparation climb limited take off mass tom found to be much greater than field length limited tom using 5° flap in what way can performance limited tom be increased there are no limiting obstacles By selecting a higher flap setting, by selecting a higher v2, by selecting a lower v2, by selecting a lower flap setting. the climb limited take off mass (tom) found to be much greater than field length limited tom , it means that our first limitation the runway lenght. you will take off earlier selecting a higher flap setting, but your climb angle will be reduced. this not a problem here since question states there are no limiting obstacles. Question General 74 Answer 24
If on a particular flight value of v1 used on take off exceeds correct value of v1 if an engine fails at a speed immediately above correct value of v1 then The accelerate/stop distance will exceed accelerate/stop distance available, one engine inoperative take off distance may exceed take off distance available, v2 may be too high so that climb performance decreases, it may lead to over rotation. Question General 74 Answer 25
Which the correct sequence of speeds during take off Vmcg, v , vr, v2, v , vmcg, vr, v2, v , vr, vmcg, v2, v , vr, v2, vmca. 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). vmcg the minimum control speed in ground. 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. Question General 74 Answer 26
Regarding obstacle limited take off mass which of following statements correct A take off in direction of an obstacle also permitted in tail wind condition, wind speed plays no role when calculating this particular mass, the obstacle limited mass can never be lower than climb limited take off mass, the maximum bank angle which can be used °. when you perform calculation take off on a graph, you have a 'wind reference line', tailwind or headwind adjustement. there no restriction a take off with tail wind (until a certain value), in case of an obstacle on take off path, it will redude allowed take off mass, that's all. Question General 74 Answer 27
When an aircraft takes off with mass limited the toda The actual take off mass equals field length limited take off mass, distance from brake release to vwill be equal to distance from vto 35 feet point, 'balanced take off distance' equals 5% of 'all engine take off distance', end of runway will be cleared 35 feet following an engine failure at v. the field length limited take off mass based upon most restrictive distance of tora, toda, or asda the ambient conditions, pressure altitude temperature. here answer states that actual take off mass limited toda. it could have also said actual take off mass limited asda or tora. tora take off run available. toda take off distance available. asda acceleration stop available. Question General 74 Answer 28
For a take off from a contaminated runway which of following statements correct The performance data take off must be determined in general means of calculation, only a few values are verified flight tests, the greater depth of contamination at constant take off mass, more vhas to be decreased to compensate decreasing friction, dry snow not considered to affect take off performance, a slush covered runway must be cleared before take off, even if performance data contaminated runway available. you must use graphs or data sheets, which give you performance data take off. the take off mass always reduced a pre determined amount depending on depth of contaminant. Question General 74 Answer 29
To minimize risk of hydroplaning during landing pilot should Make a 'positive' landing apply maximum reverse thrust brakes as quickly as possible, use maximum reverse thrust, should start braking below hydroplaning speed, use normal landing, braking reverse technique, postpone landing until risk of hydroplaning no longer exists. Question General 74 Answer 30
The stopway an area which allows an increase only in Accelerate stop distance available, take off run available, take off distance available, landing distance available. a clearway an area beyond paved runway, free of obstacles. the length of clearway may be included in length of take off distance available (toda). but we are not allowed to stop on clearway, this not a stopway. a stopway means an area beyond take off runway, no less wide than runway centred upon extended centreline of runway, able to support aeroplane during an abortive take off, without causing structural damage to aeroplane, designated the airport authorities use in decelerating aeroplane during an abortive take off. the stopway an area which allows an increase only in accelerate stop distance available. Question General 74 Answer 31
Vr cannot be lower than V5% of vmca, 5% of vvmca,.2 vs twin three engine jet aeroplane,. 5 vs turbo prop with three or more engines. Question General 74 Answer 32
The one engine out take off r is distance between brake release point and The middle of segment between vlof point 35 ft point, lift off point, point where v2 reached, point half way between vv2. the one engine out take off run (tor n 1) defined as from brake release point to a point equidistant between vlof 35 ft Question General 74 Answer 33
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, at which take off must be rejected, below which take off must be continued, at which failure of critical engine expected to occur. Question General 74 Answer 34
Regarding unaccelerated horizontal flight minimum drag Proportional to aircraft mass, a function of pressure altitude, a function of density altitude, independent of aircraft mass. the lesser aircraft mass is, less lift you have to generate. Question General 74 Answer 35
If aircraft mass in a horizontal unaccelerated flight decreases The minimum drag decreases the ias minimum drag decreases, minimum drag increases the ias minimum drag decreases, minimum drag increases the ias minimum drag increases, minimum drag decreases the ias minimum drag increases. with less mass, you need less lift ==> less lift = less induced drag. induced drag will decrease, displacing total drag curve downwards to left. ias minimum drag (vmd velocity minimum drag) decreases. Question General 74 Answer 36
Density altitude the Pressure altitude corrected 'non standar temperature, altitude reference to standard datum plane, altitude read directly from altimeter, height above surface. density altitude pressure altitude adjusted non standard temperature. if you fly from any air mass into a colder air mass maintain a constant indicated altitude (read on your altimeter) you are going to fly at a lower true altitude. therefore, it stands to reason that when flying at a constant true altitude from higher to lower temperature indicated altitude on altimeter will over read. example an aircraft flying at 5000 ft indicated altitude where oat = +5°c (equal to isa at this altitude) will have a true altitude of 5000 ft. the aircraft then flies into an area where oat = 5°c (isa 10°c) maintaining an indicated altitude of 5000 ft will produce a true altitude of 4800 ft (4 ft x 5000/1000 x 10 = 200 ft). if aircraft was to maintain a true altitude of 5000 ft altimeter would indicate 5200 ft. therefore, altimeter now over reading 200 ft. Question General 74 Answer 37
The density altitude Is used to determine aeroplane performance, equal to pressure altitude, used to establish minimum clearance of 2.feet over mountains, used to calculate fl above transition altitude. Question General 74 Answer 38
Which of following combinations adversely affects take off and initial climb performance High temperature high relative humidity, low temperature high relative humidity, high temperature low relative humidity, low temperature low relative humidity. Adding water vapour to air makes it less dense because molecular weight lower (dry air 29 water vapour 18). with low temperatures, humidity less of a problem because cold air holds less vapour. high temperatures expand air, it becomes thinner. thinner air less dense. thus, high temperature high relative humidity will adversely affect take off initial climb performance. Question General 74 Answer 39
What effect has a downhill slope on take off speeds the slope Decreases take off speed v , decreases tas take off, increases ias take off, has no effect on take off speed v. a downhill slope means that you need a longer distance to stop in case of failure before v1, you will reach v1 at an earlier point in take off run than on a 'flat' runway. v1 has to be reduced. Question General 74 Answer 40
During climb to cruising level a headwind component Decreases ground distance flown during that climb, increases amount of fuel the climb, increases climb time, decreases climb time.
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