What affect has a tailwind on the maximum endurance speed ?
Exercise > lift > off
During climb with all engines the altitude where the rate of climb reduces to 100 ft/min is called ?
The maximum rate of climb that can be maintained at the absolute ceiling is ?
A twin engine aeroplane flying at minimum control speed with take off thrust on both engines the critical engine suddenly fails after stabilising engine failure transient which parameter s must be maintainable Straight flight, straight flight altitude, heading, altitude a positive rate of climb of ft/min, altitude. minimum control speed vmca (minimum control speed in air). vmca located between v1 vr. vmca a controlling speed where straight flight can be maintained when critical engine has failed. 
The speed v2 The take off safety speed, that speed at which pic should decide to continue or not take off in case of an engine failure, lowest airspeed required to retract flaps without stall problems, lowest safety airspeed at which aeroplane under control with aerodynamic surfaces in case of an engine failure. 
Which take off speed affected the presence or absence of stopway and/or clearway 
Maximum and minimum values of v1 are limited Vr vmcg, v2 vmca, vr vmca, v2 vmcg. Question General 75 Answer 8
Take off r is defined as Horizontal distance along take off path from start of take off to a point equidistant between point at which vlof reached the point at which aeroplane 35 ft above take off surface, distance to vstop, assuming an engine failure at v , distance to 35 feet with an engine failure at vor 5% all engine distance to 35 feet, distance from brake release to v2. Question General 75 Answer 9
The minimum value of v2 must exceed vmc cs25 v2min, in terms of calibrated airspeed, may not be less than (1) 1.13 vsr for (i) two engined threeengined turbo propeller powered aeroplanes and (ii) turbojet powered aeroplanes without provisions obtaining a significant reduction in one engine inoperative power on stall speed (2) 1.08 vsr for (i) turbo propeller powered aeroplanes with more than three engines and (ii) turbojet powered aeroplanes with provisions obtaining a significant reduction in one engine inoperative power on stall speed and (3) 1.10 times vmc established under cs 25.149. Question General 75 Answer 10
Which of following true according to relevant regulations turbo propeller powered aeroplanes not performing a steep approach Maximum landing distance at destination aerodrome at any alternate aerodrome.7 x lda (landing distance available), maximum landing distance at destination.95 x lda (landing distance available), maximum take off run.5 x runway, maximum use of clearway.5 x runway. Question General 75 Answer 11
For take off obstacle clearance calculations obstacles may be avoided By banking not more than5° between 5ft 4 ft above runway elevation, banking as much as needed if aeroplane more than 5ft above runway elevation, only using standard turns, standard turns but only after passing5 ft. Question General 75 Answer 12
The speed vr Is speed at which rotation to lift off angle of attack initiated, must be higher than v2, must be higher than vlof, must be equal to or lower than v. Question General 75 Answer 13
If take off mass of an aeroplane brake energy limited a higher uphill slope would Increase maximum mass take off, decrease maximum mass take off, have no effect on maximum mass take off, decrease required take off distance. if runway has an uphill slope it will help to stop, the question states that mass only limited brake energy. in that particular case, an uphill slope permits to increase maximum mass take off. Question General 75 Answer 14
If take off mass of an aeroplane tyre speed limited downhill slope would Have no effect on maximum mass take off, decrease maximum mass take off, increase maximum mass take off, increase required take off distance. your weight limitation at take off due to a maximum tyre speed restriction (in other words, your maximum mass take off tyre speed limited). with a downhill slope you will accelerate to v1 faster, thus reaching vr in a smaller distance, that's all! it will not increase or decrease maximum mass take off, it will only reduce required take off distance. dalton why q25 has another answer ? q25 not talking about an aeroplane which tyre speed limited... (q25 how does runway slope affect allowable take off mass, assuming other factors remain constant not limiting? answer a downhill slope increases allowable take off mass ). Question General 75 Answer 15
The take off mass could be limited The take off distance available (toda), maximum brake energy the climb gradient with one engine inoperative, take off distance available (toda) only, maximum brake energy only, climb gradient with one engine inoperative only. Question General 75 Answer 16
The climb limited take off mass can be increased A lower flap setting take off selecting a higher v2, selecting a lower v , selecting a lower v2, selecting a lower vr. Question General 75 Answer 17
In event that take off mass obstacle limited and take off flight path includes a turn bank angle should not exceed 5 degrees up to height of 4 ft,degrees up to a height of 4 ft, 2degrees up to a height of 4 ft, 25 degrees up to a height of 4 ft. Question General 75 Answer 18
Which speed provides maximum obstacle clearance during climb The speed which ratio between rate of climb forward speed maximum, v2 +kt, the speed maximum rate of climb, v2. if you wish to avoid obstacles during a climb, with maximum clearance as possible, your speed will be speed maximum climb angle vx (best ratio between rate of climb forward speed). Question General 75 Answer 19
The take off mass of an aeroplane restricted the climb limit what would be effect on this limit of an increase in headwind component None, the effect would vary depending upon height of any obstacle within net take off flight path, the climb limited take off mass would increase, the climb limited take off mass would decrease. the wind component does not affect climb limited take off mass. climb limit maximum takeoff weight limited climb capability this limit the ability of the aircraft to climb from liftoff to 1500 feet above airport elevation to meet takeoff flight path limiting climb gradients under existing conditions of temperature pressure altitude. it is often referred to as wat limit weight altitude temperature. it important to remember that pressure altitude used not airport elevation. non standard altimeter settings can have a significant effect on climb capability. of course combination of temperature pressure altitude references airport density altitude. as density altitude affects the ability of engine to produce thrust of wing to produce lift, importance of using the correct number cannot be over emphasized. this limit has nothing to do with obstacle clearance must be met all takeoffs. Question General 75 Answer 20
If other factors are unchanged fuel mileage nautical miles per kg Lower with a forward centre of gravity position, independent from centre of gravity position, lower with an aft centre of gravity position, higher with a forward centre of gravity position. with a forward cg, aircraft 'nose heavy', it has a nose down moment, thus, downforce on tail on a steady flight, must increase. the total aircraft weight increases therefore more weight = more drag = more power. the fuel mileage (nautical miles per kg) lower with a forward centre of gravity position. example with a aft cg, fuel mileage = 10 nm 100 kg. with a forward cg, fuel mileage = only 8 nm 100 kg. Question General 75 Answer 21
Considering a rate of climb diagram rate of climb versus tas an aeroplane which of diagrams shows correct curves 'flaps down' compared to 'clean' configuration 2148 Diagram a, diagram b, diagram c, diagramd. graph 'a' shows that at all tas you will climb with a better rate of climb in clean configuration than with flap down, which logical. Question General 75 Answer 22
What the effect of increased mass on performance of a gliding aeroplane The speed best angle of descent increases, there no effect, the gliding angle decreases, the lift/drag ratio decreases. with an increased mass, you need more lift ==> more lift = more induced drag. induced drag will increase, displacing total drag curve upwards to right. ias minimum drag (vmd velocity minimum drag) increases. Question General 75 Answer 23
Which force compensates weight in unaccelerated straight and level flight The lift, thrust, drag, resultant from lift drag. Question General 75 Answer 24
In which of flight conditions listed below the thrust required equal to drag In level flight with constant ias, in accelerated level flight, in a climb with constant ias, in a descent with constant tas. while in steady state flight, attitude, direction, speed of airplane will remain constant until one or more of basic forces changes in magnitude. in unaccelerated flight (steady flight) opposing forces are in equilibrium. lift thrust are considered as positive forces, while weight drag are considered as negative forces, the sum of opposing forces zero. in other words, lift equals weight thrust equals drag. Question General 75 Answer 25
The load factor in a turn in level flight with constant tas depends on The bank angle only, radius of turn the bank angle, true airspeed the bank angle, radius of turn the weight of aeroplane. Question General 75 Answer 26
The induced drag of an aeroplane Decreases with increasing airspeed, decreases with increasing gross weight, independent of airspeed, increases with increasing airspeed. induced drag the drag produced as a consequence of generating lift. it inversely proportional to speed squared (1/v²). Question General 75 Answer 27
The induced drag of an aeroplane at constant mass in accelerated level flight greatest at The lowest achievable speed in a given configuration, vs , vmo, va. induced drag the drag produced as a consequence of generating lift. it inversely proportional to speed squared (1/v²). Question General 75 Answer 28
The point where drag coefficient/lift coefficient a minimum The lowest point of drag curve, point where a tangent from origin touches drag curve, at stalling speed (vs), on 'back side' of drag curve. Question General 75 Answer 29
On power versus tas graph level flight point at which a tangent from origin touches power required curve Is point where lift to drag ratio a maximum, the point where drag coefficient a minimum, the point where lift to drag ratio a minimum, the maximum drag speed. for a jet aeroplane, point at which tangent from origin touches power required curve the maximum endurance instead of maximum range. Question General 75 Answer 30
Assuming gross mass altitude and airspeed remain unchanged moving centre of gravity from forward safe limit to aft safe limit Decreases induced drag reduces power required, increases power required, affects neither drag nor power required, increases induced drag. induced drag the drag produced as a consequence of generating lift. it inversely proportional to speed squared. for a forward cg, downforce from tail (to maintain steady flight) increases total aircraft weight therefore more weight = more drag = more power. Question General 75 Answer 31
Compared to a more forward position a centre of gravity close to but not beyond aft limit Improves maximum range, increases stalling speed, improves longitudinal stability, decreases maximum range. for a aft cg, downforce from tail (to maintain steady flight) decreases total aircraft weight therefore less weight = less drag = less power = maximum range increases. Question General 75 Answer 32
The intersections of thrust available and drag curve are operating points of aeroplane In unaccelerated level flight, in descent with constant ias, in accelerated level flight, in unaccelerated climb. at intersections, thrust available = drag. the aircraft cannot accelerate in level flight. in jet case thrust not dependent on speed in propeller case thrust curve varies with speed Question General 75 Answer 33
In straight horizontal steady flight at speeds below that minimum drag A lower speed requires a higher thrust, aeroplane can be controlled only in level flight, a higher speed requires a higher thrust, aeroplane can not be controlled manually. Question General 75 Answer 34
A lower airspeed at constant mass and altitude requires A higher coefficient of lift, less thrust a lower coefficient of lift, more thrust a lower coefficient of lift, more thrust a lower coefficient of drag. lift = cl x 1/2 rho v² x s cl = lift coefficient rho = density v = tas (in m/s) s = surface if v decreased, to maintain lift we must increase our angle of attack (which means an increase in lift coefficient). Question General 75 Answer 35
The coefficient of lift can be increased either flap extension or Increasing angle of attack, increasing tas, decreasing 'nose up' elevator trim setting, increasing cas. Question General 75 Answer 36
When flying 'backside of thrust curve' means A lower airspeed requires more thrust, thrust required independent of airspeed, a thrust reduction results in an acceleration of aeroplane, a lower airspeed requires less thrust because drag decreased. Question General 75 Answer 37
'maximum endurance' Is achieved in unaccelerated level flight with minimum fuel flow, the same as maximum specific range with wind correction, can be flown in a steady climb only, can be reached with 'best rate of climb' speed in level flight. Question General 75 Answer 38
The speed maximum endurance Is always lower than speed maximum specific range, the speed at which aeroplane achieves 99% of maximum specific range, can be either higher or lower than speed maximum specific range, always higher than speed maximum specific range. if you want to stay in flight longest time possible, you need to fly at maximum endurance speed (which minimum power required speed (vmp velocity minimum power)). if you want to travel maximum distance possible, you need to fly at maximum range speed (the speed that wich gives maximum lift to drag ratio (vmd velocity minimum drag)). you can notice that maximum endurance speed always lower than maximum specific range speed. Question General 75 Answer 39
Which of equations below defines specific range sr Sr = true airspeed/total fuel flow, sr = indicated airspeed/total fuel flow, sr = mach number/total fuel flow, sr = groundspeed/total fuel flow. specific range (sr) the enroute tas divided the current fuel flow. the units of sr are nautical miles per gallon, or nautical miles per pound of fuel. Question General 75 Answer 40
To achieve maximum range over ground with headwind airspeed should be Higher compared to speed maximum range cruise with no wind, equal to speed maximum range cruise with no wind, lower compared to speed maximum range cruise with no wind, reduced to gust penetration speed. when striving maximum range, it advantageous to reduce time of exposure to a headwind component increase time of exposure to a tailwind component. therefore, airspeed should be higher with a headwind in order to achieve maximum range.
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