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Mandatory > landing : Can the length of a stopway be added to the runway length to determine the take ?

Question 76-1 : No no unless its centreline is on the extended centreline of the runway but the stopway must be able to carry the weight of the aeroplane but the stopway must have the same width as the runway

.a stopway means an area beyond the take off runway no less wide than the runway and centred upon the extended centreline of the runway able to support the aeroplane during an abortive take off without causing structural damage to the aeroplane and designated by the airport authorities for use in decelerating the aeroplane during an abortive take off . 1851.a clearway is an area beyond the paved runway free of obstacles the length of the clearway may be included in the length of the take off distance available toda . 771.but we are not allowed to stop on the clearway this is not a stopway exemple 176 no.no.

May anti skid be considered to determine the take off and landing data ?

Question 76-2 : No only for take off only for landing

.rejected take off and landing performance are determined by a multitude of variables airplane weight and configuration use of deceleration devices airport elevation atmospheric temperature wind runway length runway slope and runway surface condition i e dry wet contaminated improved unimproved grass etc are all factors in determining stopping performance inoperative anti skid braking will have a direct impact on the airplane's distance calculation to come to a full stop

In case of an engine failure recognized below v1 ?

Question 76-3 : The take off must be rejected the take off may be continued if a clearway is available the take off should only be rejected if a stopway is available the take off is to be continued unless v1 is less than the balanced v1

exemple 184 the take-off must be rejected.the take-off must be rejected.

In case of an engine failure which is recognized at or above v1 ?

Question 76-4 : The take off must be continued the take off must be rejected if the speed is still below vlof a height of 50 ft must be reached within the take off distance the take off should be rejected if the speed is still below vr

The take off distance available is ?

Question 76-5 : The length of the take off run available plus the length of the clearway available the runway length minus stopway the runway length plus half of the clearway the total runway length without clearway even if this one exists

.the take off distance available is the length of the take off run available plus the length of the clearway available in the following limit.take off .the take off distance must not exceed the take off distance available with a clearway distance not exceeding half of the takeoff run available exemple 192 the length of the take-off run available plus the length of the clearway available.the length of the take-off run available plus the length of the clearway available.

The result of a higher flap setting up to the optimum at take off is ?

Question 76-6 : A shorter ground roll an increased acceleration a higher v1 a longer take off run

.the result of a higher flap setting up to the optimum at take off is a shorter ground roll but the advantage of early lift off can be lost in this first part of the climb you may not be able to clear the obstacle with that higher flap setting.the use of flaps is especially beneficial for a short runway with no obstacles or only a low obstacle further away not using flaps is beneficial for a very long runway with a nearby obstacle .the picture below shows the choices in a somewhat exaggerated way . 1074 exemple 196 a shorter ground roll.a shorter ground roll.

How is wind considered in the take off performance data of the aeroplane ?

Question 76-7 : Not more than 50% of a headwind and not less than 150% of the tailwind unfactored headwind and tailwind components are used not more than 80% headwind and not less than 125% tailwind since take offs with tailwind are not permitted only headwinds are considered

exemple 200 not more than 50% of a headwind and not less than 150% of the tailwind.not more than 50% of a headwind and not less than 150% of the tailwind.

A higher pressure altitude at isa temperature ?

Question 76-8 : Decreases the field length limited take off mass decreases the take off distance increases the climb limited take off mass has no influence on the allowed take off mass

.pressure altitude is the height in the standard atmosphere that you may find a given pressure if you set 1013 hpa on the subscale and your altimeter reads 2000 ft the pressure altitude is 2000 ft .thus higher pressure altitude is similar to a higher field elevation .air density reduces with atmoshperic pressure less density less lift.take off distance increases and the take off mass limited by the field length must be decreased exemple 204 decreases the field length limited take-off mass.decreases the field length limited take-off mass.

A higher outside air temperature oat ?

Question 76-9 : Decreases the brake energy limited take off mass increases the field length limited take off mass increases the climb limited take off mass decreases the take off distance

.maximum brake energy speed vmbe is the speed from which the aeroplane may be brought to a stop without exceeding the maximum energy absorption capability of the brakes.vi must not exceed the vmbe otherwise the aircraft cannot be stopped within the asda in case of engine failure during take off when vi exceeds the vmbe take off weight must be reduced so that vi is within the vmbe limit this reduced weight is the vmbe limit weight.vmbe is based upon the kinetic energy of the aircraft and kinetic energy of an aircraft of mass 'm' traveling at a speed 'v' is 1/2 mv² .air density will be less for a higher outside air temperature therefore you need a higher speed to get the lift for taking off .there is a risk of exceeding the capability of the brakes to stop the aircraft exemple 208 decreases the brake energy limited take-off mass.decreases the brake energy limited take-off mass.

The take off distance required increases ?

Question 76-10 : Due to slush on the runway due to downhill slope because of the smaller angle of attack due to head wind because of the drag augmentation due to lower gross mass at take off

.the runway surface condition has effect on the wheel drag if the runway is contaminated by snow slush or standing water the wheel drag will be greater thus the accelerating force decreases and the take off distance required increases . 1813. 1812 exemple 212 due to slush on the runway.due to slush on the runway.

Due to standing water on the runway the field length limited take off mass will ?

Question 76-11 : Lower higher unaffected only higher for three and four engine aeroplanes

.take off and landing distances are affected by standing water on the runway on take off friction increase as if we were on a grass runway that lead to increase take off run field length limited take off mass will be lower .on landing we can imagine that the friction will help to stop the aircraft but in fact not standing water can lead to hydroplaning and grass will also reduce our brake capability exemple 216 lower.lower.

On a dry runway the accelerate stop distance is increased ?

Question 76-12 : By uphill slope by headwind by low outside air temperature by a lower take off mass because the aeroplane accelerates faster to v1

..the uphill slope = acceleration is slower.the uphill slope = breaking is better.the remaining distance for breaking is less so the accelerate stop distance is increased exemple 220 by uphill slope.by uphill slope.

Uphill slope ?

Question 76-13 : Increases the take off distance more than the accelerate stop distance decreases the accelerate stop distance only decreases the take off distance only increases the allowed take off mass

.takeoff distance is .we must be at 35 ft at the end of toda with an engine out.accelerated stop distance is the distance required to accelerate to v1 with all engines at takeoff power experience an engine failure at v1 and abort the takeoff and bring the airplane to a stop using only braking action without the use of reverse thrust..with a uphill slope our acceleration will be slower our take off run is increased thus our take off distance is increased.in case of malfunction at v1 if we stop we will benefit from the uphill slope our braking distance is reduced slower acceleration but better braking exemple 224 increases the take-off distance more than the accelerate stop distance.increases the take-off distance more than the accelerate stop distance.

V2 has to be equal to or higher than ?

Question 76-14 : 1 1 vmca 1 15 vmcg 1 1 vso 1 15 vr

.v2 can be limited by 1 1 vmca or by 1 13 vsr or 1 08 vsr for turbo propeller powered aeroplanes with more than three engines.at low field elevation there will be a high vmca because of the high asymetric thrust .v2 min based on vmca is 1 1 vmca.at low take off mass and with a large flap selection the 1 13 vsr or 1 08vsr will be less restrictive than the 1 1 vmca...this is from cs 25 certification specifications .v2min in terms of calibrated airspeed may not be less than. 1 1 13 vsr for. i two engined and threeengined turbo propeller powered aeroplanes and.. ii turbojet powered aeroplanes without provisions for obtaining a significant reduction in the 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 for obtaining a significant reduction in the one engine inoperative power on stall speed and.. 3 1 10 times vmc established under cs 25 149.vsr reference stall speed exemple 228 1.1 vmca.1.1 vmca.

V1 has to be ?

Question 76-15 : Equal to or higher than vmcg equal to or higher than vmca higher than vr equal to or higher than v2

exemple 232 equal to or higher than vmcg.equal to or higher than vmcg.

Under which condition should you fly considerably lower 4 000 ft or more than ?

Question 76-16 : If at the lower altitude either considerably less headwind or considerably more tailwind can be expected if the maximum altitude is below the optimum altitude if at the lower altitude there is a greater headwind if at the lower altitude there is less tailwind

exemple 236 if at the lower altitude either considerably less headwind or considerably more tailwind can be expected.if at the lower altitude either considerably less headwind or considerably more tailwind can be expected.

Which statement is correct for a descent without engine thrust at maximum lift ?

Question 76-17 : The higher the gross mass the greater is the speed for descent the higher the gross mass the lower is the speed for descent the higher the average temperature oat the lower is the speed for descent the mass of an aeroplane does not have any effect on the speed for descent

exemple 240 the higher the gross mass the greater is the speed for descent.the higher the gross mass the greater is the speed for descent.

The maximum mass for landing could be limited by ?

Question 76-18 : The climb requirements with one engine inoperative in the approach configuration the climb requirements with one engine inoperative in the landing configuration the climb requirements with all engines in the approach configuration the climb requirements with all engines in the landing configuration but with gear up

.you must always be prepared to go around .this is the reason why in case of a landing with one engine inoperative the climb requirements must be met and keep in mind that you might remain stuck in the approach configuration .if climb requirements cannot be met adjust the landing weight accordingly to meet climb requirements exemple 244 the climb requirements with one engine inoperative in the approach configuration.the climb requirements with one engine inoperative in the approach configuration.

On a long distance flight the gross mass decreases continuously as a ?

Question 76-19 : The specific range and the optimum altitude increases the speed must be increased to compensate the lower mass the specific range increases and the optimum altitude decreases the specific range decreases and the optimum altitude increases

.the optimum altitude increases all the time as the mass decreases .the fuel flow decreases as the mass decreases.specific air range = tas / fuel flow..as altitude increases tas increases therefore specific air range increases exemple 248 the specific range and the optimum altitude increases.the specific range and the optimum altitude increases.

With one or two engines inoperative the best specific range at high altitudes ?

Question 76-20 : Reduced improved not affected first improved and later reduced

.with one or two engines inoperative at high altitudes thrust is reduced speed will reduce you will have more drag you need to increase the angle of attack to increase the lift coefficient in order to maintain altitude you will generate more and more drag and you must apply max thrust on the remaining engine s the best specific range is reduced exemple 252 reduced.reduced.

In unaccelerated climb ?

Question 76-21 : Thrust equals drag plus the downhill component of the gross weight in the flight path direction lift is greater than the gross weight lift equals weight plus the vertical component of the drag thrust equals drag plus the uphill component of the gross weight in the flight path direction

. 1089.in unaccelerated climb thrust equals drag plus the downhill component of the gross weight in the flight path direction exemple 256 thrust equals drag plus the downhill component of the gross weight in the flight path direction.thrust equals drag plus the downhill component of the gross weight in the flight path direction.

The rate of climb is approximately equal to ?

Question 76-22 : The still air gradient multiplied by the tas the still air gradient divided by the tas the angle of climb multiplied by the tas the angle of climb divided by the tas

.example.1 kt = 101 11667 ft/min..tas 100kt..slope still air gradient 3 5%..rate of climb = 100 x 3 5 / 100 = 3 5 kt.3 5 kt = 353 9 ft/min the question states approximately exemple 260 the still-air gradient multiplied by the tas.the still-air gradient multiplied by the tas.

If the thrust available exceeds the thrust required for level flight ?

Question 76-23 : The aeroplane accelerates if the altitude is maintained the aeroplane descends if the airspeed is maintained the aeroplane decelerates if it is in the region of reversed command the aeroplane decelerates if the altitude is maintained

.if thrust is greater than drag the speed will increase if less the plane will slow down if lift is greater than weight the plane will climb if less the plane will descend .in order to maintain altitude you must decrease the angle of attack the lift remains unchanged thus the aeroplane will accelerate since only v² in the lift formula cl x 1/2 rho v² x s can changed..lift formula cl x 1/2 rho v² x s...cl = lift coefficient..rho = density..v = tas in m/s.s = surface exemple 264 the aeroplane accelerates if the altitude is maintained.the aeroplane accelerates if the altitude is maintained.

Any acceleration in climb with a constant power setting ?

Question 76-24 : Decreases the rate of climb and the angle of climb improves the climb gradient if the airspeed is below vx improves the rate of climb if the airspeed is below vy decreases rate of climb and increases angle of climb

.with a constant power setting you must reduce your angle of climb to accelerate your rate of climb will also be reduced exemple 268 decreases the rate of climb and the angle of climb.decreases the rate of climb and the angle of climb.

As long as an aeroplane is in a steady climb ?

Question 76-25 : Vx is always less than vy vx may be greater or less than vy depending on altitude vx is always greater than vy vy is always greater than vmo

.best angle of climb vx is performed at an airspeed that will produce the most altitude gain in a given distance vx is considerably lower than best rate of climb vy and is the airspeed where the most thrust is available over that required for level flight vy will result in a steeper climb path although the airplane will take longer to reach the same altitude than it would at vy .vx is used in clearing obstacles after takeoff .best rate of climb vy is performed at an airspeed where the most excess power is available over that required for level flight this condition of climb will produce the most gain in altitude in the least amount of time maximum rate of climb in feet per minute vy made at full allowable power is a maximum climb it must be fully understood that attempts to obtain more climb performance than the airplane is capable of by increasing pitch attitude will result in a decrease in the rate of altitude gain.it should be noted that as altitude increases the speed for vx increases and the speed for vy decreases the point at which these two speeds meet is the absolute ceiling of the airplane exemple 272 vx is always less than vy.vx is always less than vy.

The best rate of climb at a constant gross mass ?

Question 76-26 : Decreases with increasing altitude since the thrust available decreases due to the lower air density increases with increasing altitude since the drag decreases due to the lower air density increases with increasing altitude due to the higher true airspeed is independent of altitude

.the higher you go the less power you will have .you can increase the angle of climb and best rate of climb only if you have an excess of thrust or a rate of climb excess power exemple 276 decreases with increasing altitude since the thrust available decreases due to the lower air density.decreases with increasing altitude since the thrust available decreases due to the lower air density.

The 'climb gradient' is defined as the ratio of ?

Question 76-27 : The increase of altitude to horizontal air distance expressed as a percentage the increase of altitude to distance over ground expressed as a percentage true airspeed to rate of climb rate of climb to true airspeed

.the 'climb gradient' is defined as the ratio expressed as a percentage of the change in geometric height divided by the horizontal distance traveled.gradient = change in height/horizontal distance x 100%..for small angles of climb you can use rate of climb / true airspeed but this is not the exact definition of the 'climb gradient' exemple 280 the increase of altitude to horizontal air distance expressed as a percentage.the increase of altitude to horizontal air distance expressed as a percentage.

Higher gross mass at the same altitude decreases the gradient and the rate of ?

Question 76-28 : Vy and vx are increased vx is increased and vy is decreased vy and vx are not affected by a higher gross mass vy and vx are decreased

.vx is the speed where you will have max excess thrust and vy is the speed where you will have max excess of power .as mass increases induced drag increases and the total drag curve moves up and right . 1090.trhust required curve showing total drag and power required curve showing required power . 1135.on the power curve for the propeller driven aircraft curve the lowest point of the curve vmp is the tas at wich the least power is needed as opposed to producing the least drag and is therefore the maximum rate of climb speed vy because the gap between power required and power available is greatest more power is needed above and below the minimum power speed .vy for a jet aircraft is considerably higher than vy for a prop.on the thrust curve the best angle of climb speed vx is vmd for a jet and 1 1vs for a prop derived from the drag curve where the greatest excess of thrust to drag occurs.a higher mass will lower the max excess power and thrust and therefore both speeds will increase exemple 284 vy and vx are increased.vy and vx are increased.

A higher outside air temperature ?

Question 76-29 : Reduces the angle and the rate of climb increases the angle of climb but decreases the rate of climb does not have any noticeable effect on climb performance reduces the angle of climb but increases the rate of climb

exemple 288 reduces the angle and the rate of climb.reduces the angle and the rate of climb.

When compared to still air conditions a constant headwind component ?

Question 76-30 : Increases the angle of flight path during climb increases the best rate of climb decreases the angle of climb increases the maximum endurance

exemple 292 increases the angle of flight path during climb.increases the angle of flight path during climb.

The speed v1 is defined as ?

Question 76-31 : Take off decision speed take off climb speed speed for best angle of climb engine failure speed

.v1 critical engine failure speed or decision speed engine failure below this speed should result in an aborted takeoff above this speed the takeoff run should be continued exemple 296 take-off decision speed.take-off decision speed.

The speed vlo is defined as ?

Question 76-32 : Landing gear operating speed design low operating speed long distance operating speed lift off speed

exemple 300 landing gear operating speed.landing gear operating speed.

Vx is ?

Question 76-33 : The speed for best angle of climb the speed for best rate of climb the speed for best specific range the speed for best angle of flight path

exemple 304 the speed for best angle of climb.the speed for best angle of climb.

The speed for best rate of climb is called ?

Question 76-34 : Vy vx v2 vo

.vy is the indicated airspeed for best rate of climb climbing at vy allows pilots to maximize the altitude gain per unit time.vx is the indicated airspeed for best angle of climb climbing at vx allows pilots to maximize the altitude gain per unit ground distance.vx is slower than vy exemple 308 vy.vy.

The stalling speed or the minimum steady flight speed at which the aeroplane is ?

Question 76-35 : Vso vs1 vs vmc

.vs is the stalling speed or the minimum steady flight speed at which the aircraft is controllable bottom of the white arc.vs0 is the stalling speed or the minimum steady flight speed in the landing configuration.vs1 is the stalling speed or the minimum steady flight speed obtained in a specific configuration usually a 'clean' configuration without flaps landing gear and other sources of drag exemple 312 vso.vso.

The absolute ceiling ?

Question 76-36 : Is the altitude at which the rate of climb theoretically is zero can be reached only with minimum steady flight speed is the altitude at which the best climb gradient attainable is 5% is the altitude at which the aeroplane reaches a maximum rate of climb of 100 ft/min

exemple 316 is the altitude at which the rate of climb theoretically is zero.is the altitude at which the rate of climb theoretically is zero.

The maximum operating altitude for a certain aeroplane with a pressurised cabin ?

Question 76-37 : Is the highest pressure altitude certified for normal operation is dependent on aerodynamic ceiling is dependent on the oat is only certified for four engine aeroplanes

exemple 320 is the highest pressure altitude certified for normal operation.is the highest pressure altitude certified for normal operation.

The approach climb requirement has been established to ensure ?

Question 76-38 : Minimum climb gradient in case of a go around with one engine inoperative obstacle clearance in the approach area manoeuvrability in case of landing with one engine inoperative manoeuvrability during approach with full flaps and gear down all engines operating

.you must be able to perform a go around with one engine inoperative this is the reason why the approach climb requirement has been established .the steady gradient of climb may not be less than 2 4% for two engined aeroplanes 2 7% for three engined aeroplanes and 3 0% for four engined aeroplanes exemple 324 minimum climb gradient in case of a go-around with one engine inoperative.minimum climb gradient in case of a go-around with one engine inoperative.

Which statement relating to a take off from a wet runway is correct ?

Question 76-39 : A reduction of screen height is allowed in order to reduce weight penalties the use of a reduced vr is sufficient to maintain the same safety margins as for a dry runway in the case of a reverser inoperative the wet runway performance information can still be used screen height reduction cannot be applied because of the consequent reduction in obstacle clearance

.screen height for take off is the vertical distance between the take off surface and the take off flight path at the end of take off distance.on a wet runway you have to reduce v1 because brake efficiency is reduced this will reduced the max take off weight because in case of failure at v1 the distance on the ground to reach take off speed vr has increased .in that particular case you are allowed to reduce the screen height from 35 ft to 15 ft exemple 328 a reduction of screen height is allowed in order to reduce weight penalties.a reduction of screen height is allowed in order to reduce weight penalties.

Take off performance data for the ambient conditions show the following ?

Question 76-40 : 5° the obstacle limit is increased but the runway limit decreases 5° both limitations are increased 20° the obstacle limit is increased but the runway limit decreases 20° both limitations are increased

.high flaps selection gives a greater field length limited take off mass but decreases the climb limited and the obstacle limited take off mass because of the reduced climb gradient...low flaps selection gives a reduction of the field length limited take off mass but increases the climb limited and the obstacle limited take off mass because of the improved climb gradient...take off with flaps at 5° will increased the obstacle limited take off mass but will decreased the field length limited take off mass exemple 332 5°, the obstacle limit is increased but the runway limit decreases.5°, the obstacle limit is increased but the runway limit decreases.

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