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 Is airspeed on ground at which pilot assumed to have made a decision to continue or discontinue take off. 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 Is airspeed on ground at which pilot assumed to have made a decision to continue or discontinue take off. 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 Is airspeed on ground at which pilot assumed to have made a decision to continue or discontinue take off. 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. 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 74-8
An aeroplane in a power off glide at speed minimum glide angle if pilot increases pitch attitude glide distance Increases / increases / decreases. 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 74-9
Which of following combinations basically has an effect on angle of descent in a glide ignore compressibility effects Configuration angle of attack. 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 74-10
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. 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 74-11
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 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 74-12
The maximum speed in horizontal flight occurs when The maximum thrust equal to total drag. 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 74-13
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. 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 74-14
How does lift coefficient maximum range vary with altitude no compressibility effects The lift coefficient independent of 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 74-15
The speed maximum lift/drag ratio will result in The maximum range 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 74-16
Which of following provides maximum obstacle clearance during climb The speed maximum climb angle vx. 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 74-17
Which of following factors will lead to an increase of ground distance during a glide while maintaining appropriate minimum glide angle speed The speed maximum climb angle vx. 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 74-18
Which of following factors leads to maximum flight time of a glide The speed maximum climb angle vx. 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 74-19
When v1 has to be reduced because of a wet runway one engine out obstacle clearance / climb performance Decreases / remains constant. 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 74-20
Which statement concerning inclusion of a clearway in take off calculation correct The field length limited take off mass will increase. 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 74-21
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. 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 74-22
How v2 affected if t/o flaps 20° chosen instead of t/o flaps 10° V2 decreases if not restricted vmca. 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 74-23
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. 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 74-24
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. 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 74-25
Which the correct sequence of speeds during take off The accelerate/stop distance will exceed accelerate/stop distance available. 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 74-26
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. 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 74-27
When an aircraft takes off with mass limited the toda The actual take off mass equals field length limited take off mass. 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 74-28
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. 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 74-29
To minimize risk of hydroplaning during landing pilot should Make a 'positive' landing apply maximum reverse thrust brakes as quickly as possible. 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 74-30
The stopway an area which allows an increase only in Accelerate stop 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 74-31
Vr cannot be lower than Accelerate stop 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 74-32
The one engine out take off r is distance between brake release point and The middle of segment between vlof point 35 ft point. 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 74-33
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. 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 74-34
Regarding unaccelerated horizontal flight minimum drag Proportional to aircraft mass. the lesser aircraft mass is less lift you have to generate. Question 74-35
If aircraft mass in a horizontal unaccelerated flight decreases The minimum drag decreases the ias minimum drag decreases. 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 74-36
Density altitude the Pressure altitude corrected 'non standar temperature. 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 74-37
The density altitude Is used to determine aeroplane performance. 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 74-38
Which of following combinations adversely affects take off and initial climb performance High temperature high 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 74-39
What effect has a downhill slope on take off speeds the slope Decreases 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 74-40
During climb to cruising level a headwind component Decreases ground distance flown during that climb. 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.
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