Why should the temperature of the wheel brakes be checked prior to take off ?
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A jet aeroplane is climbing with constant IAS Which operational speed limit is most likely to be reached ?
A jet aeroplane descends with constant Mach number Which speed limit will be exceeded ?
Which of following statements regarding reduced thrust take off technique correct Reduced thrust can be used when actual take off mass less than performance limited take off mass. a reduced thrust take off a take off that accomplished utilizing less thrust than engines are capable of producing under existing conditions of temperature pressure altitude it not necessary to use maximum takeoff thrust when you are not at maximum takeoff weight (performance limited take off mass). 
Which statement in relation to climb limited take off mass of a jet aeroplane correct The climb limited take off mass decreases with increasing oat. the climb limited take off mass reduced because density (rho) decreases when air warmer the take off climb path has a fixed value to be able to deal with this value we must reduce our maximum take off mass the climb limited take off mass the highest takeoff mass that meets all of following regulatory requirements minimum one engine inoperative climb gradient ?first segment ?second segment ?final segment jomargra why answer 50% of a headwind taken into account when determining climb limited take off mass wrong? there are several performance criteria to comply with take off but they can be broadly split into two groups 1 runway performance 2 climb performance for 'runway performance' you would include things like field length limits brake energy limits tyre speed limits obstacle limits for all these you take into account runway length wet/dry slope qnh wind (50% or 150%) altitude (field elevation) temperature 'climb performance' has nothing to do with runways or obstacles it simply a regulatory requirement to achieve a minimum gradient of climb in various configurations at various engine settings (and numbers of engines) different climb segments. 
What the advantage of a balanced field length condition A balanced field length gives minimum required field length in event of an engine failure. a balanced field where toda = asda toda take off distance available asda acceleration stop distance available if you have an engine failure at v1 you continue take off you will just make screen height of 35ft v2 at end of toda but if you stop you will just stop within asda this then must be minimum required field length. 
At reference or see performance manual mrjt 1 figure 4 24 with regard to drift down performance of twin jet aeroplane what meant 'equivalent gross mass at engine failure' err _a_032 136 The equivalent gross mass at engine failure the actual gross mass corrected oat higher than isa + °c. a balanced field where toda = asda toda take off distance available asda acceleration stop distance available if you have an engine failure at v1 you continue take off you will just make screen height of 35ft v2 at end of toda but if you stop you will just stop within asda this then must be minimum required field length. Question 80-8
The effects of an increased ambient air temperature beyond flat rating cut off temperature of engines on i field length limited take off mass and ii climb limited take off mass are (i) decrease (ii) decrease. there are several parameters that determine maximum thermodynamic output of a turbine engine these are maximum turbine speed maximum pressures it can contain the maximum temperatures it's part can operate at too many rpm fan blades fail too high of pressures things break too hot they melt turbines are often 'flat rate with operating parameters set well below actual possible output of engine this very common in turboprops engine may be capable of 750 hp but can be 'flat rate at a much lower power perhaps 400 to 500 hp this normally done as a way to ensure that engine can deliver rated horse power under all conditions or to use engine in an airframe not certified at higher power rating one of key indications of power output often itt inlet turbine temperature a flat rated temp would mean that engine may be capable of higher operating temperatures but in this installation allowed temperature limited to maintain flat rating thus if ambient air temperature increases beyond flat rating cut off temperature you will reach maximum performance of airplane. Question 80-9
The tangent from origin to power required against true airspeed curve a jet aeroplane determines speed (i) decrease (ii) decrease. maximum endurance reached at minimum drag speed (vmd) vmd the speed minimum fuel consumption (maximum endurance) in a jet aircraft. Question 80-10
In drag versus tas curve a jet aeroplane speed maximum range corresponds with The point of contact of tangent from origin to drag curve. 'drag versus tas curve' also called 'thrust required curve' or 'drag or thrust required against airspee the speed maximum range a jet occurs at 1 32vmd. Question 80-11
Which cruise system gives minimum fuel consumption during cruise between top of climb and top of descent still air no turbulence The point of contact of tangent from origin to drag curve. giulicor12 vmd a jet the max endurance speed so gives lowest drag so lowest fuel consumption isn't it ? the question talking about 'fuel consumption during cruise' the cruise not carried out at maximum endurance speed but at maximum range speed (passengers don't want to spend their time in flight!) maximum range speed gives you minimum fuel consumption the cruise. Question 80-12
A twin jet aeroplane in cruise with one engine inoperative and has to overfly a high terrain area in order to allow greatest clearance height appropriate airspeed must be airspeed Of greatest lift to drag ratio. giulicor12 vmd a jet the max endurance speed so gives lowest drag so lowest fuel consumption isn't it ? the question talking about 'fuel consumption during cruise' the cruise not carried out at maximum endurance speed but at maximum range speed (passengers don't want to spend their time in flight!) maximum range speed gives you minimum fuel consumption the cruise. Question 80-13
A four jet engine aeroplane mass = 150 000 kg established on climb with all engines operating the lift to drag ratio 14 each engine has a thrust of 75 000 newton the gradient of climb given g= 10 m/s2 Of greatest lift to drag ratio. calculation the climb gradient aircraft weight 1500000 n all engines operating 4 x 75000 n = 300000 n lift/drag = 14 drag = lift/14 drag = 1500000n / 14 = 107143 n sin(angle of climb) = (thrust drag) / weight sin(angle of climb) = (300000 107143) / 1500000 sin(angle of climb) = 0 128571 multiplicate 100 a result in percent 12 86%. Question 80-14
The long range cruise speed in relation to speed maximum range cruise Of greatest lift to drag ratio. long range cruise speed 4% faster than maximum range speed long range cruise speed speed of 99% best specific range it efficient to fly faster than maximum range speed when whole cost of operation taken into account (fuel leasing costs maintenance costs crew costs atc costs etc ) shorter sector times achieved at faster speed make operation more efficient because it reduces overall costs. Question 80-15
Field length balanced when Take off distance available equals accelerate stop distance available. long range cruise speed 4% faster than maximum range speed long range cruise speed speed of 99% best specific range it efficient to fly faster than maximum range speed when whole cost of operation taken into account (fuel leasing costs maintenance costs crew costs atc costs etc ) shorter sector times achieved at faster speed make operation more efficient because it reduces overall costs. Question 80-16
The second segment begins When landing gear fully retracted. the first segment starts at 'reference zero' ends when gear comes up the second segment lasts until levelling off flap retraction the third segment ends when ready the enroute climb it usually a level burst at 400 ft during which acceleration made to climb speed flaps are retracted power reduced to max continuous. Question 80-17
An aeroplane operating under 180 minutes etops rule may be up to 8 minutes flying time from a suitable airport in still air with one engine inoperative. the first segment starts at 'reference zero' ends when gear comes up the second segment lasts until levelling off flap retraction the third segment ends when ready the enroute climb it usually a level burst at 400 ft during which acceleration made to climb speed flaps are retracted power reduced to max continuous. Question 80-18
Etops flight a twin engine jet aeroplane flight conducted over a route where no suitable airport within an area of 6 minutes flying time in still air at approved one engine out cruise speed. the first segment starts at 'reference zero' ends when gear comes up the second segment lasts until levelling off flap retraction the third segment ends when ready the enroute climb it usually a level burst at 400 ft during which acceleration made to climb speed flaps are retracted power reduced to max continuous. Question 80-19
At reference or see performance manual mrjt 1 figure 4 24 with regard to drift down performance of twin jet aeroplane why does curve representing 35 000 kg gross mass in chart drift down net profiles start at approximately 3 minutes at fl370 err _a_032 173 Because at this mass it takes about 3 minutes to decelerate to optimum speed drift down at original cruising level. the first segment starts at 'reference zero' ends when gear comes up the second segment lasts until levelling off flap retraction the third segment ends when ready the enroute climb it usually a level burst at 400 ft during which acceleration made to climb speed flaps are retracted power reduced to max continuous. Question 80-20
At reference or see performance manual mrjt 1 figure 4 5 with regard to take off performance of a twin jet aeroplane why does take off performance climb limit graph show a kink at 30°c and pa 0 ft err _a_032 174 The engines are pressure limited at lower temperature at higher temperatures they are temperature limited. An engine 'flat rate at temperatures below isa +15°c (approximately) temperature limited above that when an engine 'flat rate it means that an engine of high horsepower rating constrained to a lower horsepower rating. Question 80-21
At reference or see performance manual mrjt 1 figure 4 5 consider take off performance the twin jet aeroplane climb limit chart why has wind been omitted from chart err _a_032 175 The climb limit performances are taken relative to air. There no wind input to graph the climb limited take off mass an air gradient therefore unaffected wind. Question 80-22
The first segment of take off flight path ends At completion of gear retraction. the first segment starts at 'reference zero' ends when gear comes up the second segment lasts until levelling off flap retraction the third segment ends when ready the enroute climb it usually a level burst at 400 ft during which acceleration made to climb speed flaps are retracted power reduced to max continuous. Question 80-23
If climb speed schedule changed from 280/ 74 to 290/ 74 new crossover altitude will be At completion of gear retraction. the crossosver altitude the altitude at which a specified cas mach value represent same tas value the curves constant cas constant mach intersect at this point above this altitude mach number used to reference speeds typical climb profile. Question 80-24
The optimum cruise altitude The pressure altitude at which best specific range can be achieved. the crossosver altitude the altitude at which a specified cas mach value represent same tas value the curves constant cas constant mach intersect at this point above this altitude mach number used to reference speeds typical climb profile. Question 80-25
Which of following statements with regard to optimum cruise altitude best fuel mileage correct An aeroplane sometimes flies above optimum cruise altitude because atc normally does not allow to fly continuously at optimum cruise altitude. the crossosver altitude the altitude at which a specified cas mach value represent same tas value the curves constant cas constant mach intersect at this point above this altitude mach number used to reference speeds typical climb profile. Question 80-26
Which of following statements applicable to acceleration height at beginning of 3rd climb segment The maximum acceleration height depends on maximum time take off thrust may be applied. Kaketoe i am pretty sure that delta also correct please inform me if i'm wrong by answer 'delta' we suppose you mean there no requirement minimum climb performance when flying at acceleration height in fact question specifically states 'at beginning of 3rd climb segment' so we do not talk about entire 3rd segment we know that minimum acceleration height can start at 400ft it's beginning of 3rd segment but his upper limit (even if it's not a limit!) depends on maximum time take off thrust may be applied also on time aircraft takes to level off. Question 80-27
Which statement regarding influence of a runway down slope correct a balanced take off down slope Reduces v reduces take off distance required (todr). a downhill slope reduces accelerate stop distance required taking off on a downhill slope does increase braking distance in case of a rejected take off but it also decreases distance taken to accelerate to v1 due to addition of downhill component of weight of aircraft increasing rate of acceleration. Question 80-28
If field length limited take off mass has been calculated using a balanced field length technique use of any additional clearway in take off performance calculations may allow A greater field length limited take off mass but with a lower v. the balanced field length the shortest field length at which a balanced field takeoff can be performed a balanced field takeoff a condition where accelerate stop distance required (asdr) equal to takeoff distance required (todr) the aircraft weight engine thrust aircraft configuration runway condition thus use of any additional clearway in take off performance calculations may allow a greater field limited take off mass but v1 will be lower because extra take off mass means that more distance will be required to stop in event of an aborted takeoff. Question 80-29
Which of following statements with regard to actual acceleration height at beginning of 3rd climb segment correct The minimum value according to regulations 4 ft. the first segment starts at 'reference zero' ends when gear comes up the second segment lasts until levelling off flap retraction the third segment ends when ready the enroute climb it usually a level burst at 400 ft during which acceleration made to climb speed flaps are retracted power reduced to max continuous. Question 80-30
According to eu ops 1 which one of following statements concerning landing distance a turbojet aeroplane correct When determining maximum allowable landing mass at destination 6 % of available landing runway length should be taken into account. the first segment starts at 'reference zero' ends when gear comes up the second segment lasts until levelling off flap retraction the third segment ends when ready the enroute climb it usually a level burst at 400 ft during which acceleration made to climb speed flaps are retracted power reduced to max continuous. Question 80-31
Which one of following statements concerning drift down correct When determining obstacle clearance during drift down fuel dumping may be taken into account. in a multi engine aircraft losing power from one or more engines may require a descent due to aircraft weight atmospheric conditions if a descent required most fuel efficient method a driftdown this would be done first setting engines to a prescribed power setting (usually set to max continuous thrust (mct) on remaining engine(s) ) then achieving a computed 'driftdown' airspeed begin a descent to best altitude the aircraft on engines that are remaining the goal to stay longest time at high altitude (to remain clear of obstacles) to burn less fuel as possible having maximum chances to reach a suitable airport fuel dumping may be taken into account. Question 80-32
In accordance with cs25 take off safety speed v2min turbo propeller powered aeroplanes with more than three engines may not be less than When determining obstacle clearance during drift down fuel dumping may be taken into account. 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 vsr reference stall speed. Question 80-33
The take off safety speed v2 two engine or three engine turbo propeller powered aeroplanes may not be less than When determining obstacle clearance during drift down fuel dumping may be taken into account. 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 vsr reference stall speed. Question 80-34
What the minimum field length required the worst wind situation landing a twin jet aeroplane with anti skid inoperative elevation 2000 ftqnh 1013 hpalanding mass 50 000 kgflaps as required minimum landing distancerunway condition drywind maximum allowable tailwind 15 ktmaximum allowable headwind 50 kt 2149 When determining obstacle clearance during drift down fuel dumping may be taken into account. for minimum landing distance we use flaps 40°. Question 80-35
The lowest point of thrust required curve of a jet aeroplane the point When determining obstacle clearance during drift down fuel dumping may be taken into account. max endurance not a point on thrust required curve but 'minimum drag' is. Question 80-36
The airspeed jet aeroplanes at which 'power require minimum Is always lower than minimum drag speed. minimum power airspeed (vmp) less than minimum drag speed (vmd) jomargra the graph incorrect red letter corresponds to vmd the blue ones to 1 32vmd i suppose correct answer is the same as minimum drag speed our graph shows a 'power required curve' not a 'drag curve' the point at bottom of curve vmp velocity minimum power the tangent to curve vmd velocity minimum drag thus vmp less than vmd because it proportional to vmd it always less 'power' thrust required x tas as thrust required the same as drag power can also be written as power required = drag x tas this will in all cases move drag curve down left meaning point of minimum power (vmd) will be at a lower airspeed than point of minimum drag speed (vmd) power the rate of doing work as opposed to thrust which a force. Question 80-37
The speed range between low speed buffet and high speed buffet Decreases with increasing mass increasing altitude. minimum power airspeed (vmp) less than minimum drag speed (vmd) jomargra the graph incorrect red letter corresponds to vmd the blue ones to 1 32vmd i suppose correct answer is the same as minimum drag speed our graph shows a 'power required curve' not a 'drag curve' the point at bottom of curve vmp velocity minimum power the tangent to curve vmd velocity minimum drag thus vmp less than vmd because it proportional to vmd it always less 'power' thrust required x tas as thrust required the same as drag power can also be written as power required = drag x tas this will in all cases move drag curve down left meaning point of minimum power (vmd) will be at a lower airspeed than point of minimum drag speed (vmd) power the rate of doing work as opposed to thrust which a force. Question 80-38
The danger associated with low speed and/or high speed buffet Limits manoeuvring load factor at high altitudes. at low speed buffet you are near conventional stall (it occurs at higher speeds with altitude) in other hand high speed buffet occurs at lower speeds with altitude so at some stage buffets will merge the margin between them (called 'coffin corner') reduced g force caused turning turbulence (it means that you have to avoid any manoeuvres that can result in an increase of load factor). Question 80-39
Which of jet engine ratings below not a certified rating Maximum cruise thrust. at low speed buffet you are near conventional stall (it occurs at higher speeds with altitude) in other hand high speed buffet occurs at lower speeds with altitude so at some stage buffets will merge the margin between them (called 'coffin corner') reduced g force caused turning turbulence (it means that you have to avoid any manoeuvres that can result in an increase of load factor). Question 80-40
At constant thrust and constant altitude fuel flow of a jet engine Increases slightly with increasing airspeed. because your mass decreases with time the question states 'constant altitude' your airspeed will increase at constant thrust (because you have to decrease your angle of attack to maintain constant altitude) as more air entering engine ram effect increased compressor works harder which demands an increase of fuel flow.
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