Can the length of a stopway be added to the runway length to determine the take off distance available ?
Mandatory > landing
May anti skid be considered to determine the take off and landing data ?
In case of an engine failure recognized below V1 ?
In case of an engine failure which recognized at or above v1 The take off must be continued. rejected take off landing performance are determined a multitude of variables airplane weight configuration use of deceleration devices airport elevation atmospheric temperature wind runway length runway slope 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 airplane's distance calculation to come to a full stop. 
The take off distance available The length of take off run available plus length of clearway available. the take off distance available the length of take off run available plus length of clearway available in following limit take off the take off distance must not exceed take off distance available with a clearway distance not exceeding half of takeoff run available. 
The result of a higher flap setting up to optimum at take off A shorter ground roll. the result of a higher flap setting up to optimum at take off a shorter ground roll but advantage of early lift off can be lost in this first part of climb you may not be able to clear obstacle with that higher flap setting 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 . 
How wind considered in take off performance data of aeroplane operations manuals Not more than 5 % of a headwind not less than 5 % of tailwind. the result of a higher flap setting up to optimum at take off a shorter ground roll but advantage of early lift off can be lost in this first part of climb you may not be able to clear obstacle with that higher flap setting 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 76-8
A higher pressure altitude at isa temperature Decreases field length limited take off mass. pressure altitude the height in standard atmosphere that you may find a given pressure if you set 1013 hpa on subscale your altimeter reads 2000 ft pressure altitude 2000 ft thus higher pressure altitude similar to a higher field elevation air density reduces with atmoshperic pressure less density less lift take off distance increases the take off mass limited the field length must be decreased. Question 76-9
A higher outside air temperature oat Decreases brake energy limited take off mass. maximum brake energy speed vmbe the speed from which aeroplane may be brought to a stop without exceeding maximum energy absorption capability of brakes vi must not exceed vmbe otherwise aircraft cannot be stopped within asda in case of engine failure during take off when vi exceeds vmbe take off weight must be reduced so that vi within vmbe limit this reduced weight the vmbe limit weight vmbe based upon kinetic energy of aircraft kinetic energy of an aircraft of mass 'm' traveling at a speed 'v' 1/2 mv² air density will be less a higher outside air temperature therefore you need a higher speed to get lift taking off there a risk of exceeding capability of brakes to stop aircraft. Question 76-10
The take off distance required increases Due to slush on runway. the runway surface condition has effect on wheel drag if runway contaminated snow slush or standing water wheel drag will be greater thus accelerating force decreases the take off distance required increases . Question 76-11
Due to standing water on runway field length limited take off mass will be Due to slush on runway. take off landing distances are affected standing water on 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 friction will help to stop aircraft but in fact not standing water can lead to hydroplaning grass will also reduce our brake capability. Question 76-12
On a dry runway accelerate stop distance increased Due to slush on runway. the uphill slope = acceleration slower the uphill slope = breaking better the remaining distance breaking less so accelerate stop distance increased. Question 76-13
Uphill slope Increases take off distance more than accelerate stop distance. takeoff distance is we must be at 35 ft at end of toda with an engine out accelerated stop distance is distance required to accelerate to v1 with all engines at takeoff power experience an engine failure at v1 abort takeoff bring airplane to a stop using only braking action without use of reverse thrust with a uphill slope our acceleration will be slower our take off run increased thus our take off distance increased in case of malfunction at v1 if we stop we will benefit from uphill slope our braking distance reduced slower acceleration but better braking. Question 76-14
V2 has to be equal to or higher than Increases take off distance more than accelerate stop distance. v2 can be limited 1 1 vmca or 1 13 vsr (or 1 08 vsr turbo propeller powered aeroplanes with more than three engines) at low field elevation there will be a high vmca because of high asymetric thrust v2 min based on vmca 1 1 vmca at low take off mass with a large flap selection 1 13 vsr or 1 08vsr will be less restrictive than 1 1 vmca this from cs 25 (certification specifications) 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 vsr reference stall speed. Question 76-15
V1 has to be Equal to or higher than vmcg. v2 can be limited 1 1 vmca or 1 13 vsr (or 1 08 vsr turbo propeller powered aeroplanes with more than three engines) at low field elevation there will be a high vmca because of high asymetric thrust v2 min based on vmca 1 1 vmca at low take off mass with a large flap selection 1 13 vsr or 1 08vsr will be less restrictive than 1 1 vmca this from cs 25 (certification specifications) 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 vsr reference stall speed. Question 76-16
Under which condition should you fly considerably lower 4 000 ft or more than optimum altitude If at lower altitude either considerably less headwind or considerably more tailwind can be expected. v2 can be limited 1 1 vmca or 1 13 vsr (or 1 08 vsr turbo propeller powered aeroplanes with more than three engines) at low field elevation there will be a high vmca because of high asymetric thrust v2 min based on vmca 1 1 vmca at low take off mass with a large flap selection 1 13 vsr or 1 08vsr will be less restrictive than 1 1 vmca this from cs 25 (certification specifications) 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 vsr reference stall speed. Question 76-17
Which statement correct a descent without engine thrust at maximum lift to drag ratio speed The higher gross mass greater the speed descent. v2 can be limited 1 1 vmca or 1 13 vsr (or 1 08 vsr turbo propeller powered aeroplanes with more than three engines) at low field elevation there will be a high vmca because of high asymetric thrust v2 min based on vmca 1 1 vmca at low take off mass with a large flap selection 1 13 vsr or 1 08vsr will be less restrictive than 1 1 vmca this from cs 25 (certification specifications) 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 vsr reference stall speed. Question 76-18
The maximum mass landing could be limited The climb requirements with one engine inoperative in approach configuration. you must always be prepared to go around! this the reason why in case of a landing with one engine inoperative climb requirements must be met (and keep in mind that you might remain stuck in approach configuration) if climb requirements cannot be met adjust landing weight accordingly to meet climb requirements. Question 76-19
On a long distance flight gross mass decreases continuously as a consequence of fuel consumption the result The specific range the optimum altitude increases. the optimum altitude increases all time as mass decreases the fuel flow decreases as mass decreases specific air range = tas / fuel flow as altitude increases tas increases therefore specific air range increases. Question 76-20
With one or two engines inoperative best specific range at high altitudes assume altitude remains constant The specific range the optimum altitude increases. with one or two engines inoperative at high altitudes thrust reduced speed will reduce you will have more drag you need to increase angle of attack to increase lift coefficient in order to maintain altitude you will generate more more drag you must apply max thrust on remaining engine(s) the best specific range reduced. Question 76-21
In unaccelerated climb Thrust equals drag plus downhill component of gross weight in flight path direction. in unaccelerated climb thrust equals drag plus downhill component of gross weight in flight path direction. Question 76-22
The rate of climb approximately equal to The still air gradient multiplied 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 ). Question 76-23
If thrust available exceeds thrust required level flight The aeroplane accelerates if altitude maintained. if thrust greater than drag speed will increase if less plane will slow down if lift greater than weight plane will climb if less plane will descend in order to maintain altitude you must decrease angle of attack (the lift remains unchanged) thus aeroplane will accelerate (since only v² in 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. Question 76-24
Any acceleration in climb with a constant power setting Decreases rate of climb the 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. Question 76-25
As long as an aeroplane in a steady climb Vx always less than vy. best angle of climb (vx) performed at an airspeed that will produce most altitude gain in a given distance vx considerably lower than best rate of climb vy is airspeed where most thrust available over that required level flight vy will result in a steeper climb path although airplane will take longer to reach same altitude than it would at vy vx used in clearing obstacles after takeoff best rate of climb (vy) performed at an airspeed where most excess power available over that required level flight this condition of climb will produce most gain in altitude in least amount of time (maximum rate of climb in feet per minute) vy made at full allowable power a maximum climb it must be fully understood that attempts to obtain more climb performance than airplane capable of increasing pitch attitude will result in a decrease in rate of altitude gain it should be noted that as altitude increases speed vx increases the speed vy decreases the point at which these two speeds meet the absolute ceiling of airplane. Question 76-26
The best rate of climb at a constant gross mass Decreases with increasing altitude since thrust available decreases due to lower air density. the higher you go less power you will have you can increase angle of climb best rate of climb only if you have an excess of thrust or a rate of climb excess power. Question 76-27
The 'climb gradient' defined as ratio of The increase of altitude to horizontal air distance expressed as a percentage. the 'climb gradient' defined as ratio expressed as a percentage of change in geometric height divided 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 not exact definition of 'climb gradient'. Question 76-28
Higher gross mass at same altitude decreases gradient and rate of climb whereas The increase of altitude to horizontal air distance expressed as a percentage. vx the speed where you will have max excess thrust vy the speed where you will have max excess of power as mass increases induced drag increases the total drag curve moves up right trhust required curve (showing total drag) power required curve (showing required power) on power curve the propeller driven aircraft curve lowest point of curve (vmp) the tas at wich least power needed (as opposed to producing least drag) is therefore maximum rate of climb speed (vy) because gap between power required power available greatest (more power needed above below minimum power speed) vy a jet aircraft considerably higher than vy a prop on thrust curve best angle of climb speed (vx) vmd a jet 1 1vs a prop derived from drag curve (where greatest excess of thrust to drag occurs) a higher mass will lower max excess power thrust therefore both speeds will increase. Question 76-29
A higher outside air temperature Reduces angle the rate of climb. vx the speed where you will have max excess thrust vy the speed where you will have max excess of power as mass increases induced drag increases the total drag curve moves up right trhust required curve (showing total drag) power required curve (showing required power) on power curve the propeller driven aircraft curve lowest point of curve (vmp) the tas at wich least power needed (as opposed to producing least drag) is therefore maximum rate of climb speed (vy) because gap between power required power available greatest (more power needed above below minimum power speed) vy a jet aircraft considerably higher than vy a prop on thrust curve best angle of climb speed (vx) vmd a jet 1 1vs a prop derived from drag curve (where greatest excess of thrust to drag occurs) a higher mass will lower max excess power thrust therefore both speeds will increase. Question 76-30
When compared to still air conditions a constant headwind component Increases angle of flight path during climb. vx the speed where you will have max excess thrust vy the speed where you will have max excess of power as mass increases induced drag increases the total drag curve moves up right trhust required curve (showing total drag) power required curve (showing required power) on power curve the propeller driven aircraft curve lowest point of curve (vmp) the tas at wich least power needed (as opposed to producing least drag) is therefore maximum rate of climb speed (vy) because gap between power required power available greatest (more power needed above below minimum power speed) vy a jet aircraft considerably higher than vy a prop on thrust curve best angle of climb speed (vx) vmd a jet 1 1vs a prop derived from drag curve (where greatest excess of thrust to drag occurs) a higher mass will lower max excess power thrust therefore both speeds will increase. Question 76-31
The speed v1 defined as Take off decision speed. 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. Question 76-32
The speed vlo defined as Landing gear operating speed. 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. Question 76-33
Vx The speed best angle of climb. 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. Question 76-34
The speed best rate of climb called The speed best angle of climb. vy the indicated airspeed best rate of climb climbing at vy allows pilots to maximize altitude gain per unit time vx the indicated airspeed best angle of climb climbing at vx allows pilots to maximize altitude gain per unit ground distance vx slower than vy. Question 76-35
The stalling speed or minimum steady flight speed at which aeroplane controllable in landing configuration abbreviated as The speed best angle of climb. vs the stalling speed or minimum steady flight speed at which aircraft controllable (bottom of white arc) vs0 the stalling speed or minimum steady flight speed in landing configuration vs1 the stalling speed or minimum steady flight speed obtained in a specific configuration (usually a 'clean' configuration without flaps landing gear other sources of drag). Question 76-36
The absolute ceiling Is altitude at which rate of climb theoretically zero. vs the stalling speed or minimum steady flight speed at which aircraft controllable (bottom of white arc) vs0 the stalling speed or minimum steady flight speed in landing configuration vs1 the stalling speed or minimum steady flight speed obtained in a specific configuration (usually a 'clean' configuration without flaps landing gear other sources of drag). Question 76-37
The maximum operating altitude a certain aeroplane with a pressurised cabin Is highest pressure altitude certified normal operation. vs the stalling speed or minimum steady flight speed at which aircraft controllable (bottom of white arc) vs0 the stalling speed or minimum steady flight speed in landing configuration vs1 the stalling speed or minimum steady flight speed obtained in a specific configuration (usually a 'clean' configuration without flaps landing gear other sources of drag). Question 76-38
The approach climb requirement has been established to ensure Minimum climb gradient in case of a go around with one engine inoperative. you must be able to perform a go around with one engine inoperative this the reason why approach climb requirement has been established the steady gradient of climb may not be less than 2 4% two engined aeroplanes 2 7% three engined aeroplanes 3 0% four engined aeroplanes. Question 76-39
Which statement relating to a take off from a wet runway correct A reduction of screen height allowed in order to reduce weight penalties. screen height take off the vertical distance between take off surface the take off flight path at end of take off distance on a wet runway you have to reduce v1 because brake efficiency reduced this will reduced max take off weight because in case of failure at v1 distance on ground to reach take off speed vr has increased in that particular case you are allowed to reduce screen height from 35 ft to 15 ft. Question 76-40
Take off performance data the ambient conditions show following limitations with flap 10° selected runway limit 5 270 kg obstacle limit 4 630 kgestimated take off mass 5 000kg considering a take off with flaps at 5° obstacle limit increased but runway limit decreases. high flaps selection gives a greater field length limited take off mass but decreases climb limited the obstacle limited take off mass because of reduced climb gradient low flaps selection gives a reduction of field length limited take off mass but increases climb limited the obstacle limited take off mass because of improved climb gradient take off with flaps at 5° will increased obstacle limited take off mass but will decreased field length limited take off mass.
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