What happens when flying at the 'backside of the power curve' ?
Mandatory > landing
The effect that an increased outside air temperature has on the climb performance of an aeroplane is that it ?
A headwind component increasing with altitude as compared to zero wind condition assuming IAS is constant ?
During a descent a headwind will Increases angle of descent flight path. during a descent a headwind will increases angle of descent flight path the descent distance over ground decreased rate of descent the angle of descent remain unchanged. 
With an true airspeed of 194 kt and a vertical speed of 1000 ft/min climb angle about Increases angle of descent flight path. climb angle (°) = gradient (%) x tas (kt) 1000 = gradient x 194 gradient = 1000 / 194 = 5% climb angle (°) = climb angle (%) x 0 6 thus climb angle (°) = 5 x 0 6 = 3°. 
With regard to a jet aeroplane specific range the Tas divided fuel flow. climb angle (°) = gradient (%) x tas (kt) 1000 = gradient x 194 gradient = 1000 / 194 = 5% climb angle (°) = climb angle (%) x 0 6 thus climb angle (°) = 5 x 0 6 = 3°. 
Which of following statements concerning tires the major consideration when establishing tyre speed limit Rotation rate of tyre temperature. Ecqb04 october 2017 vmax tyre maximum ground speed of tyres the highest speed that tires can handle without becoming damaged it possible to drive so fast that tread actually flies of tires if you drive fast enough centrifugal forces become so great that tire falls apart that must be avoided therefore there a maximum rolling speed a tyre that speed printed on side of tyre near size usually a number in miles per hour vmbe (maximum brake energy speed) the speed from which aeroplane may be brought to a stop without exceeding maximum energy absorption capability of brakes. Question 76-8
What will increase 'landing field length limited landing mas when operating with anti skid inoperative Rotation rate of tyre temperature. Ecqb04 october 2017 if you have a weight limitation at landing due to length of runway a headwind will help you to have a reduced approach landing speed therefore you may land at a higher mass other statements will are wrong since theay lead to an increase in required landing distance therefore a decrease in 'landing field length limited landing mas. Question 76-9
When calculating approach speeds minimum approach speed in initial approach phase usually 4 to 5 times vs. Ecqb04 october 2017 if you have a weight limitation at landing due to length of runway a headwind will help you to have a reduced approach landing speed therefore you may land at a higher mass other statements will are wrong since theay lead to an increase in required landing distance therefore a decrease in 'landing field length limited landing mas. Question 76-10
You are approaching a wet runway in gusty conditions you should Increase approach speed. Ecqb04 october 2017 you should in order to avoid windshear increase slightly your approach speed but you must land at your calculated landing speed not less not more. Question 76-11
Compared with a level runway use of a runway with a 2% downslope will Increase approach speed. Ecqb04 october 2017 vmbe (maximum brake energy speed) the speed from which aeroplane may be brought to a stop without exceeding maximum energy absorption capability of brakes for a downhill slope you will reach vmbe at a lower speed compared to a level runway (more kinetic energy needs to be absorb due to down hill component of runway) also 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 vmbe v1 will be reduced. Question 76-12
If anti skid system inoperative may auto brake system can be used Increase approach speed. anti skid system protection provided during auto brake operation therefore if anti skid inoperative you can not use auto brake system. Question 76-13
You climb with a climb speed schedule 300/ 78 what do you expect in crossover altitude 29200 ft oat = isa The rate of climb increases since constant ias climb replaced the constant mach climb. anti skid system protection provided during auto brake operation therefore if anti skid inoperative you can not use auto brake system. Question 76-14
The effect of an aft cg on take off performance are Take off distance decreases climb gradient increases. Ecqb04 october 2017. Question 76-15
At maximum landing mass structure of aircraft designed a rate of descent of Take off distance decreases climb gradient increases. Ecqb04 october 2017. Question 76-16
The approach climb requirement normally met Reducing flap setting approach with one engine inoperative. Ecqb04 october 2017. Question 76-17
A change of runway in use from a runway slope of 1% downhill to a runway slope of 1% uphill will Increase take off run increase take off distance. Ecqb04 october 2017. Question 76-18
An uphill slope runway will Increase take off run increase take off distance. Ecqb04 october 2017 a uphill slope increases accelerate stop distance required (asdr) taking off on a uphill slope does decrease braking distance in case of a rejected take off but it increases distance taken to accelerate to v1 due to addition of uphill component of weight of aircraft decreasing rate of acceleration. Question 76-19
Runway 30 in use and threshold elevation 2139 feet threshold elevation of runway 12 2289 feet take off r available 1720 metres and clearway 280 metres what the slope of runway in use Increase take off run increase take off distance. 2289 ft 2139 ft = 150 ft 150 ft x 0 3048 = 45 72m runway lenght 1720m slope in % is (45 72m /1720m) x 100 = 2 65%. Question 76-20
In event of an engine failure during cruise it necessary to reduce speed and descend to lower altitude at speed For maximum lift/drag ratio and if necessary start fuel jettisoning. 2289 ft 2139 ft = 150 ft 150 ft x 0 3048 = 45 72m runway lenght 1720m slope in % is (45 72m /1720m) x 100 = 2 65%. Question 76-21
On a long distance flight optimum cruise altitude continuously increased during flight As a consequence of fuel consumption. 2289 ft 2139 ft = 150 ft 150 ft x 0 3048 = 45 72m runway lenght 1720m slope in % is (45 72m /1720m) x 100 = 2 65%. Question 76-22
The take off and landing distances on a grass runway are in relation to that a paved runway Take off distance landing distance increase. Ecqb04 october 2017 take off distance on a dry short grass runway compared to a paved dry runway distance increases 20% landing distance on a dry short grass runway compared to a paved dry runway distance increases 15%. Question 76-23
Which take off condition most likely resulting in poorest climb performance 5 ft field elevation isa +2 ° take off flaps 3 °. Ecqb04 october 2017 take off distance on a dry short grass runway compared to a paved dry runway distance increases 20% landing distance on a dry short grass runway compared to a paved dry runway distance increases 15%. Question 76-24
During take off time between critical engine failure and v1 recognition time assumed to be approximately 5 ft field elevation isa +2 ° take off flaps 3 °. following an engine failure at v1 allowing a reaction time of 2 seconds a correctly loaded aircraft must be capable of decelerating to a halt within accelerate stop distance available. Question 76-25
The lift off speed vlof and take off safety speed v2 when flap position changed from 10° to 5° will 5 ft field elevation isa +2 ° take off flaps 3 °. following an engine failure at v1 allowing a reaction time of 2 seconds a correctly loaded aircraft must be capable of decelerating to a halt within accelerate stop distance available. Question 76-26
An aircraft has this following flap position up 5° 10° 20° if flap setting 'up' instead of 10° it will Increase take off distance. following an engine failure at v1 allowing a reaction time of 2 seconds a correctly loaded aircraft must be capable of decelerating to a halt within accelerate stop distance available. Question 76-27
Changing flaps selection from 10° to flaps 0° while establish in climb after take off will have following effects Climb gradient vy increase. Ecqb04 october 2017 vy the indicated airspeed best rate of climb climbing at vy allows pilots to maximize altitude gain per unit time climb gradient defined as ratio of increase of altitude to horizontal air distance expressed as a percentage you will generate less drag with a less flaps selection gap between thrust available thrust required increases. Question 76-28
During a descent a headwind will have following effects Descent angle remains constant flight path angle increases. Ecqb04 october 2017 during a descent a headwind will increases flight path angle img /com_en/com080 642 jpg the descent distance over ground decreased rate of descent the angle of descent remain unchanged angle of descent (descent angle) the angle you maintain on your attitude indicator (artificial horizon / pfd) note for theoretical knowledge examination purposes 'flight path angle' assumed to be ground related the flight path angle the actual vector flown in relation to ground it will increase during descent with a headwind. Question 76-29
During a descent a tailwind will have following effects Descent angle remains constant flight path angle decreases. Ecqb04 october 2017 during a descent a tailwind will decreases flight path angle img /com_en/com032 351 jpg the descent distance over ground increased rate of descent the angle of descent remain unchanged angle of descent (descent angle) the angle you maintain on your attitude indicator (artificial horizon / pfd) note for theoretical knowledge examination purposes 'flight path angle' assumed to be ground related the flight path angle the actual vector flown in relation to ground it will decrease during descent with a tailwind. Question 76-30
The 'flight path angle' the angle Between horizontal plane the flight path. Ecqb04 october 2017 note for theoretical knowledge examination purposes 'flight path angle' assumed to be ground related the flight path angle the actual vector flown in relation to ground it will decrease during descent with a tailwind angle of descent (descent angle) the angle you maintain on your attitude indicator (artificial horizon / pfd). Question 76-31
The vertical 'flight path angle' assumed to be Between horizontal plane the flight path. Ecqb04 october 2017 note for theoretical knowledge examination purposes 'flight path angle' assumed to be ground related the flight path angle the actual vector flown in relation to ground it will decrease during descent with a tailwind will increase with a headwind angle of descent (descent angle) the angle you maintain on your attitude indicator (artificial horizon / pfd). Question 76-32
Specific fuel consumption sfc Mass of fuel required to produce unit power unit time. Ecqb04 october 2017 specific fuel consumption the amount of fuel burnt per unit of thrust for jets it reduces with altitude up to tropopause. Question 76-33
The specific range sr The air distance that aircraft would fly per kilogram of fuel. specific range (sr) the enroute tas divided the current fuel flow sr = true airspeed/total fuel flow the units of sr are nautical miles per gallon or nautical miles per pound of fuel. Question 76-34
How does asdr accelerate stop distance required will be affected the addition of a stopway into runway strip length the asdr The air distance that aircraft would fly per kilogram of fuel. Ecqb04 november 2017 a stopway a defined rectangular area on ground at end of take off run available prepared as a suitable area in which an aircraft can be stopped in case of an abandoned take off asdr (accelerate stop distance required) calculated with actual values of flight (mass wind up or down slope oat pressure altitude etc ) it's a fixed value the projected take off the declared distances 'asda' (acceleration stop distance available) the length of take off run available plus length of stopway with a stopway provided 'runway strip' increase. Question 76-35
What the effect of using engine bleed air on take off distance Reduces available thrust increases take off distance. Ecqb04 november 2017 a stopway a defined rectangular area on ground at end of take off run available prepared as a suitable area in which an aircraft can be stopped in case of an abandoned take off asdr (accelerate stop distance required) calculated with actual values of flight (mass wind up or down slope oat pressure altitude etc ) it's a fixed value the projected take off the declared distances 'asda' (acceleration stop distance available) the length of take off run available plus length of stopway with a stopway provided 'runway strip' increase. Question 76-36
Which of following will decrease landing distance Reduces available thrust increases take off distance. Ecqb04 november 2017. Question 76-37
If cabin altitude cannot be controlled eg rapid decompression while in cruise at fl370 a rapid descent needed if structural integrity not in doubt you should adopt at first following speed and configuration Target speed mmo speedbrake deployed no flaps. Ecqb04 november 2017. Question 76-38
The climb gradient Always larger than angle of climb. Ecqb04 november 2017 the 'climb gradient' defined as ratio expressed as a percentage of change in geometric height divided the horizontal distance travelled climb gradient = change in height / distance travelled the value of climb gradient given as percent value of angle of climb given in degree for example 5% = 3° we can say that climb gradient always larger than angle of climb. Question 76-39
Induced drag caused Movement of aerofoil through air. Ecqb04 (feedback) november 2017. Question 76-40
How does an increase in aircraft mass affect gliding range Has no effect on gliding range. Ecqb04 (feedback) november 2017.
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