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, take off must be rejected if speed still below vlof, a height of 5ft must be reached within take off distance, take off should be rejected if speed still below vr. 
The take off distance available The length of take off run available plus length of clearway available, runway length minus stopway, runway length plus half of clearway, total runway length, without clearway even if this one exists. 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, an increased acceleration, a higher v , a longer take off run. 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 than5 % of tailwind, unfactored headwind tailwind components are used, not more than 8 % headwind not less than25% tailwind, since take offs with tailwind are not permitted, only headwinds are considered. Question General 76 Answer 8
A higher pressure altitude at isa temperature Decreases field length limited take off mass, decreases take off distance, increases climb limited take off mass, has no influence on allowed 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 General 76 Answer 9
A higher outside air temperature oat Decreases brake energy limited take off mass, increases field length limited take off mass, increases climb limited take off mass, decreases take off distance. 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 General 76 Answer 10
The take off distance required increases Due to slush on runway, due to downhill slope because of smaller angle of attack, due to head wind because of drag augmentation, due to lower gross mass at take off. 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 General 76 Answer 11
Due to standing water on runway field length limited take off mass will be Lower, higher, unaffected, only higher three four engine aeroplanes. 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 General 76 Answer 12
On a dry runway accelerate stop distance increased By uphill slope, headwind, low outside air temperature, a lower take off mass because aeroplane accelerates faster to v. the uphill slope = acceleration slower, the uphill slope = breaking better, the remaining distance breaking less, so accelerate stop distance increased. Question General 76 Answer 13
Uphill slope Increases take off distance more than accelerate stop distance, decreases accelerate stop distance only, decreases take off distance only, increases allowed take off mass. 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 General 76 Answer 14
V2 has to be equal to or higher than.vmca,. 5 vmcg,.vso,. 5 vr. 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 General 76 Answer 15
V1 has to be Equal to or higher than vmcg, equal to or higher than vmca, higher than vr, equal to or higher than v2. Question General 76 Answer 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, if maximum altitude below optimum altitude, if at lower altitude there a greater headwind, if at lower altitude there less tailwind. Question General 76 Answer 17
Which statement correct a descent without engine thrust at maximum lift to drag ratio speed The higher gross mass greater the speed descent, the higher gross mass lower the speed descent, the higher average temperature (oat) lower the speed descent, the mass of an aeroplane does not have any effect on speed descent. Question General 76 Answer 18
The maximum mass landing could be limited The climb requirements with one engine inoperative in approach configuration, climb requirements with one engine inoperative in landing configuration, climb requirements with all engines in approach configuration, climb requirements with all engines in landing configuration but with gear up. 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 General 76 Answer 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 speed must be increased to compensate lower mass, the specific range increases the optimum altitude decreases, the specific range decreases 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 General 76 Answer 20
With one or two engines inoperative best specific range at high altitudes assume altitude remains constant Reduced, improved, not affected, first improved later reduced. 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 General 76 Answer 21
In unaccelerated climb Thrust equals drag plus downhill component of gross weight in flight path direction, lift greater than gross weight, lift equals weight plus vertical component of drag, thrust equals drag plus uphill 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 General 76 Answer 22
The rate of climb approximately equal to The still air gradient multiplied the tas, still air gradient divided the tas, angle of climb multiplied the tas, angle of climb divided 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 General 76 Answer 23
If thrust available exceeds thrust required level flight The aeroplane accelerates if altitude maintained, aeroplane descends if airspeed maintained, aeroplane decelerates if it in region of reversed command, aeroplane decelerates 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 General 76 Answer 24
Any acceleration in climb with a constant power setting Decreases rate of climb the angle of climb, improves climb gradient if airspeed below vx, improves rate of climb if airspeed below vy, decreases rate of climb 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. Question General 76 Answer 25
As long as an aeroplane in a steady climb Vx always less than vy, vx may be greater or less than vy depending on altitude, vx always greater than vy, vy always greater than vmo. 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 General 76 Answer 26
The best rate of climb at a constant gross mass Decreases with increasing altitude since thrust available decreases due to lower air density, increases with increasing altitude since drag decreases due to lower air density, increases with increasing altitude due to higher true airspeed, independent of altitude. 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 General 76 Answer 27
The 'climb gradient' defined as ratio of The increase of altitude to horizontal air distance expressed as a percentage, 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' 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 General 76 Answer 28
Higher gross mass at same altitude decreases gradient and rate of climb whereas Vy vx are increased, vx increased vy decreased, vy vx are not affected a higher gross mass, vy vx are decreased. 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 General 76 Answer 29
A higher outside air temperature Reduces angle the rate of climb, increases angle of climb but decreases rate of climb, does not have any noticeable effect on climb performance, reduces angle of climb but increases rate of climb. Question General 76 Answer 30
When compared to still air conditions a constant headwind component Increases angle of flight path during climb, increases best rate of climb, decreases angle of climb, increases maximum endurance. Question General 76 Answer 31
The speed v1 defined as Take off decision speed, take off climb speed, speed 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 takeoff run should be continued. Question General 76 Answer 32
The speed vlo defined as Landing gear operating speed, design low operating speed, long distance operating speed, lift off speed. Question General 76 Answer 33
Vx The speed best angle of climb, speed best rate of climb, speed best specific range, speed best angle of flight path. Question General 76 Answer 34
The speed best rate of climb called 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 General 76 Answer 35
The stalling speed or minimum steady flight speed at which aeroplane controllable in landing configuration abbreviated as 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 General 76 Answer 36
The absolute ceiling Is altitude at which rate of climb theoretically zero, can be reached only with minimum steady flight speed, the altitude at which best climb gradient attainable 5%, the altitude at which aeroplane reaches a maximum rate of climb of ft/min. Question General 76 Answer 37
The maximum operating altitude a certain aeroplane with a pressurised cabin Is highest pressure altitude certified normal operation, dependent on aerodynamic ceiling, dependent on oat, only certified four engine aeroplanes. Question General 76 Answer 38
The approach climb requirement has been established to ensure Minimum climb gradient in case of a go around with one engine inoperative, obstacle clearance in approach area, manoeuvrability in case of landing with one engine inoperative, manoeuvrability during approach with full flaps gear down, all engines operating. 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 General 76 Answer 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, the use of a reduced vr sufficient to maintain same safety margins as a dry runway, in case of a reverser inoperative wet runway performance information can still be used, screen height reduction cannot be applied because of consequent reduction in obstacle clearance. 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 General 76 Answer 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, 5°, both limitations are increased, 2 °, obstacle limit increased but runway limit decreases, 2 °, both limitations are increased. 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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