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 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. 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. 
Which take off speed affected the presence or absence of stopway and/or clearway The take off safety speed. 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. 
Maximum and minimum values of v1 are limited The take off safety speed. 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. Question 75-8
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. 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. Question 75-9
The minimum value of v2 must exceed vmc 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. 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 75-10
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). 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 75-11
For take off obstacle clearance calculations obstacles may be avoided By banking not more than 5° between 5 ft 4 ft above runway elevation. 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 75-12
The speed vr Is speed at which rotation to lift off angle of attack initiated. 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 75-13
If take off mass of an aeroplane brake energy limited a higher uphill slope would Increase maximum mass take off. 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 75-14
If take off mass of an aeroplane tyre speed limited downhill slope would Have no effect on maximum mass take off. 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 75-15
The take off mass could be limited The take off distance available (toda) maximum brake energy the climb gradient with one engine inoperative. 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 75-16
The climb limited take off mass can be increased A lower flap setting take off selecting a higher v2. . Question 75-17
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. . Question 75-18
Which speed provides maximum obstacle clearance during climb The speed which ratio between rate of climb forward speed maximum. 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 75-19
The take off mass of an aeroplane restricted the climb limit what would be effect on this limit of an increase in headwind component The speed which ratio between rate of climb forward speed maximum. 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 75-20
If other factors are unchanged fuel mileage nautical miles per kg Lower 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 75-21
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 Lower with a forward centre of gravity position. 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 75-22
What the effect of increased mass on performance of a gliding aeroplane The speed best angle of descent increases. 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 75-23
Which force compensates weight in unaccelerated straight and level flight The speed best angle of descent increases. 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 75-24
In which of flight conditions listed below the thrust required equal to drag In level flight with constant ias. 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 75-25
The load factor in a turn in level flight with constant tas depends on In level flight with constant ias. 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 75-26
The induced drag of an aeroplane Decreases with increasing airspeed. induced drag the drag produced as a consequence of generating lift it inversely proportional to speed squared (1/v²). Question 75-27
The induced drag of an aeroplane at constant mass in accelerated level flight greatest at The lowest achievable speed in a given configuration. induced drag the drag produced as a consequence of generating lift it inversely proportional to speed squared (1/v²). Question 75-28
The point where drag coefficient/lift coefficient a minimum The lowest point of drag curve. . Question 75-29
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. for a jet aeroplane point at which tangent from origin touches power required curve the maximum endurance instead of maximum range. Question 75-30
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. 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 75-31
Compared to a more forward position a centre of gravity close to but not beyond aft limit Improves 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 75-32
The intersections of thrust available and drag curve are operating points of aeroplane In unaccelerated level flight. 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 75-33
In straight horizontal steady flight at speeds below that minimum drag A lower speed requires a higher thrust. 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 75-34
A lower airspeed at constant mass and altitude requires A higher coefficient of lift. 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 75-35
The coefficient of lift can be increased either flap extension or Increasing angle of attack. 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 75-36
When flying 'backside of thrust curve' means A lower airspeed requires more thrust. 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 75-37
'maximum endurance' Is achieved in unaccelerated level flight with minimum fuel flow. 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 75-38
The speed maximum endurance Is always lower 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 75-39
Which of equations below defines specific range sr Sr = true airspeed/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 75-40
To achieve maximum range over ground with headwind airspeed should be Higher compared to speed maximum range cruise with no wind. 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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