Question > security : A commercial flight is planned with a turbojet aeroplane to an aerodrome with a ?

Question 81-1 : 1 440 m 1 250 m 1 090 m 1 655 m

.eu ops 1 515 landing dry runways . a an operator shall ensure that the landing mass of the aeroplane determined in accordance with eu ops 1 475 a for the estimated time of landing at the destination aerodrome and at any alternate aerodrome allows a full stop landing from 50 ft above the threshold. 1 for turbo jet powered aeroplanes within 60% of the landing distance available or.. 2 for turbo propeller powered aeroplanes within 70% of the landing distance available. 2400 x 0 6 = 1440 m

At the destination aerodrome the landing distance available is 3000m .the ?

Question 81-2 : 1565 m 2070 m 1800 m 2609 m

exemple 185 1565 m. — .eu ops 1 515 landing dry runways allows a full stop landing from 50 ft above the threshold. 1 for turbo jet powered aeroplanes within 60% of the landing distance available.landing wet and contaminated runways a the landing distance available is at least 115% of the required landing distance determined in accordance with eu ops 1 515.3000 m x 0 6 = 1800 m..1800 m / 1 15 = 1565 m 1565 m.

With zero wind the angle of attack for maximum range for an aeroplane with ?

Question 81-3 : Lower than the angle of attack corresponding to maximum endurance equal to the angle of attack corresponding to maximum endurance equal to the angle of attack corresponding to zero induced drag equal to the angle of attack corresponding to maximum lift to drag ratio

. 1100.for a jet aeroplane maximum endurance is achieved at a speed corresponding to the maximum l/d ratio which is vmd where the gap between power required and power available is greatest at this speed for a conventional aerofoil the angle of attack is about 4°.the speed for maximum range occurs at 1 32 times the speed of minimum drag vmd in level flight as speed goes up the angle of attack goes down angle of attack is less than 4° typically at around 2 5°.example .at 10° you are at the maximum range aoa .at 16° you are at the maximum endurance aoa . 2416

Two identical turbojet aeroplane whose specific fuel consumptions are ?

Question 81-4 : 3804 kg/h 3578 kg/h 3365 kg/h 4044 kg/h

exemple 193 3804 kg/h. — 115/130 x4300 = 3803 kg/h 3804 kg/h.

A jet aeroplane equipped with old engines has a specific fuel consumption of 0 ?

Question 81-5 : 8 17 kg/nm 11 7 kg/nm 10 7 kg/nm 14 kg/nm

exemple 197 8.17 kg/nm. — 14 x 0 035/0 06 = 8 1666 kg/nm 8.17 kg/nm.

The determination of the maximum mass on brake release of a certified turbojet ?

Question 81-6 : 67700 kg / 15° 69000 kg / 15° 72200 kg / 5° 69700 kg / 25°

exemple 201 67700 kg / 15°. — .cltom climb limited take off mass..flltom field length limited take off mass...the climb limited take off mass is based on still air so the wind correction is only applied to the runway limitation.tailwind component is 5 kt correction is 360 x 5 = 1800 kg...field length limited take off mass.runway limit for flap 5° = 66000 1800 = 64200 kg.runway limit for flap 15° = 69500 1800 = 67700 kg.runway limit for flap 25° = 71500 1800 = 69700 kg..the climb limited take off mass remain unchanged...so maximum take off mass is 67700 kg and flap 15° 67700 kg / 15°.

During certification test flights for a turbojet aeroplane the actual measured ?

Question 81-7 : 2009 m 1950 m 2096 m 2243 m

exemple 205 2009 m. — .the certificated value of the take off run is the greater of the 'all engine distance x 1 15' or 'engine out distance'..all engine distance x 1 15 = 1747 x 1 15 = 2009 m.engine out distance = 1950 m 2009 m.

For a twin engine turbojet aeroplane two take off flap settings 5° and 15° ?

Question 81-8 : 56 000 kg 53 000 kg 52 000 kg 70 000 kg

exemple 209 56 000 kg. — .we'll gonna perform a flap 15° take off . 1815.you have to be very precise when you are drawing the line otherwise you will always find something closer to 55 000kg than 56 000 kg 56 000 kg.

The lowest take off safety speed v2 min is ?

Question 81-9 : 1 13 vsr for two and three engine turbo propeller and turbojet aeroplanes 1 20 vsr for all aeroplanes 1 15 vsr for all turbojet and turbo propeller aeroplanes 1 20 vsr for all turbo propeller aeroplanes

exemple 213 1.13 vsr for two and three engine turbo-propeller and turbojet aeroplanes. — Cs25 .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 1.13 vsr for two and three engine turbo-propeller and turbojet aeroplanes.

Which of the following three speeds of a jet aeroplane are basically identical ?

Question 81-10 : Holding maximum climb angle and minimum glide angle maximum drag maximum endurance and maximum climb angle maximum range minimum drag and minimum glide angle maximum climb angle minimum glide angle and maximum range

exemple 217 holding, maximum climb angle and minimum glide angle. — .holding speed for a jet is at the vmd speed vmd means velocity minimum drag this is the speed for minimum fuel consumption .for a jet aeroplane the maximum climb angle is achieved at a speed corresponding to the maximum cl/cd ratio which is vmd where the gap between power required and power available is greatest .minimum glide angle speed permits to fly the longest ground distance without wind it is achieved at a speed corresponding to the maximum cl/cd ratio which is vmd holding, maximum climb angle and minimum glide angle.

The lift coefficient decreases during a glide with constant mach number mainly ?

Question 81-11 : Ias increases aircraft mass decreases tas decreases glide angle increases

exemple 221 ias increases. — .tas and ias increase during a descent at constant mach number thus we must decrease our angle of attack otherwise the lift will increase lift = 1/2 rho s v² cl and the descent may be stopped .so it is the increase in tas and ias which lead to decreasing the lift coefficient ias increases.

During a descent at constant mach number the margin to low speed buffet will ?

Question 81-12 : Increase because the lift coefficient decreases remain constant because the mach number remains constant increase because the lift coefficient increases decrease because the lift coefficient decreases

exemple 225 increase, because the lift coefficient decreases. — .during a descent at constant mach number your tas increases .with increasing tas ias is increasing thus from the lift formula the lift coefficient decreases .the gap between your speed and the stall speed increases the margin to low speed buffet will increase because the lift coefficient decreases increase, because the lift coefficient decreases.

A jet aeroplane is climbing at a constant ias and maximum climb thrust how will ?

Question 81-13 : Reduce / decrease reduce / remain constant remain constant / decrease remain constant / become larger

exemple 229 reduce / decrease. — .to maintain a constant ias while climbing you have to reduce the climb angle power available is decreasing with an increase of altitude .and a reduction of the climb angle is done by reducing the pitch angle reduce / decrease.

A jet aeroplane is flying long range cruise how does the specific range / fuel ?

Question 81-14 : Increase / decrease increase / increase decrease / increase decrease / decrease

exemple 233 increase / decrease. — Jjansen .isn't it 'decrease/increase' long range cruise = 1% less range specific range decrease 4% faster fuel flow increase..the question doesn't compare long range cruise and maximum range cruise.specific range is given as 'distance covered per unit of fuel'..as you are flying the aircraft mass decreases for the same long range cruise speed the fuel flow decreases .thus the specific range increases along the flight since for a same distance covered your fuel consumption is decreased increase / decrease.

During a glide at constant mach number the pitch angle of the aeroplane will ?

Question 81-15 : Decrease increase increase at first and decrease later on remain constant

exemple 237 decrease. — .during a glide the aircraft is descending .descent + constant mach number => tas increase.see ertm diagram . 1039.the mach line is vertical because the question states a glide at constant mach number.if tas increase => pitch angle decrease to remain at constant mach decrease.

During a cruise flight of a jet aeroplane at constant flight level and at the ?

Question 81-16 : Decrease / decrease increase / decrease increase / increase decrease / increase

To maintain flight at max range speed which is the tangent to the drag curve and 1 32 vmd we must reduce speed as mass decreases to maintain 1 32 vmd the mass reduction as a consequence of fuel burn means less induced drag the total drag curve moves down and left and takes 1 32 vmd with it

An aeroplane descends from fl 410 to fl 270 at its cruise mach number and from ?

Question 81-17 : I increases ii remains constant i increases ii decreases i remains constant ii decreases i decreases ii increases

exemple 245 (i) increases (ii) remains constant. — Descending at constant mach ias and tas will increase.total drag is proportional to v² drag will increase while descending and in order to maintain a constant mach number you must increased descent angle at idle thrust.at fl270 now we perform descent with a constant ias tas will decrease and density will increase and drag will stay constant our angle of descent will also stay contant (i) increases (ii) remains constant.

With a jet aeroplane the maximum climb angle can be flown at approximately ?

Question 81-18 : The maximum cl/cd ratio 1 1 vs the maximum cl/cd² ratio 1 2 vs

. 1100.for a jet aeroplane the maximum climb angle is achieved at a speed corresponding to the maximum cl/cd ratio which is vmd where the gap between power required and power available is greatest

What happens to the drag of a jet aeroplane if during the initial climb after ?

Question 81-19 : The drag remains almost constant the drag increases considerably the drag decreases the drag increases initially and decreases thereafter

exemple 253 the drag remains almost constant. — .during initial climb if ias is maintained constant tas increases see ertm graph below and density decreases .you can maintain a constant angle of attack to produce the same lift and if lift does not change the drag remains almost constant . 1960.the eas/ias line is vertical because the question states constant ias is maintained the drag remains almost constant.

Which of the following sequences of speed for a jet aeroplane is correct . from ?

Question 81-20 : Vs maximum angle climb speed maximum range speed vs maximum range speed maximum angle climb speed maximum endurance speed maximum range speed maximum angle of climb speed maximum endurance speed long range speed maximum range speed

exemple 257 vs, maximum angle climb speed, maximum range speed. — vs, maximum angle climb speed, maximum range speed.

If a flight is performed with a higher 'cost index' at a given mass which of ?

Question 81-21 : A higher cruise mach number a lower cruise mach number an increased maximum range an increased long range performance

exemple 261 a higher cruise mach number. — Cost index is the ratio of time related costs crew salaries maintenance etc to fuel cost as one of the independent variables in the speed schedule computation . cost index ci = flight time related cost/fuel cost..the cost index allows airlines to weight time and fuel costs based on their daily operations .a higher 'cost index' will result in a higher cruising speed. jomargra .but at a higher cruise mach number the aircraft will burn more fuel and the ci will reduce ..no we are talking about fuel cost not quantity .cost index is a made up figure which when input into the fmc is used to calculate econ speed the higher the cost index number the faster the aircraft flies basically the company decides on the cost of keeping the aircraft in the air and includes all sorts of costs such as crew aircraft operating costs fuel etc they then decide whether they want the aircraft to fly faster or slower and adjust the cost index as needed a higher cruise mach number.

For a jet transport aeroplane which of the following is the reason for the use ?

Question 81-22 : Minimum specific fuel consumption minimum fuel flow longest flight duration minimum drag

exemple 265 minimum specific fuel consumption. — .specific fuel consumption is weight of fuel consumed per unit power per unit time.the reason for the use of 'maximum range speed' is because you want to go the far as possible .usually a commercial airplane fly at 'long range speed' which is 4% faster than 'maximum range speed' you will lose only 1% of the maximum specific range but you will save time and thus you will reduce the whole costs atc fees engines ho y costs leasing costs crew costs .if you are looking for the longest flight duration you will fly at minimum fuel flow consumption minimum specific fuel consumption.

What happens when an aeroplane climbs at a constant mach number ?

Question 81-23 : The lift coefficient increases the '1 3g' altitude is exceeded so mach buffet will start immediately the tas continues to increase which may lead to structural problems ias stays constant so there will be no problems

exemple 269 the lift coefficient increases. — .lift = cl x 1/2 rho v² x s..cl = lift coefficient.rho = density. v = tas in m/s .s = surface..for a standard commercial aircraft the climb is first carried out at constant ias and after the crossover altitude at constant mach number.if you look at the ertm diagram for a climb at constant ias . 1960.we can see that tas increases when altitude increases.now if you look at the ertm diagram for a climb at constant mach number . 1039.we can see that tas decreases when altitude increases.since rho decreases in both case and tas decreases when we climb at constant mach number to maintain lift we must increase our angle of attack which means an increase in lift coefficient the lift coefficient increases.

Which of the following is a reason to operate an aeroplane at 'long range speed' ?

Question 81-24 : It is efficient to fly slightly faster than with maximum range speed in order to achieve speed stability the aircraft can be operated close to the buffet onset speed in order to prevent loss of speed stability and tuck under

exemple 273 it is efficient to fly slightly faster than with maximum range speed. — Jomargra .is not more efficient to fly at the maximum range speed .with a 1% less of specific range the speed can be increased to 4% more the nordian book states 'it also gives the aeroplane better handling qualities'..long range speed is 4% faster than maximum range speed you will lose only 1% of the maximum specific range .you will save time and thus you will reduce the whole costs atc fees engines ho y costs leasing costs crew costs .maximum range speed is a certified 'safe speed' you are stable and you do not risk a loss of control it is efficient to fly slightly faster than with maximum range speed.

If the value of the balanced v1 is found to be lower than vmcg which of the ?

Question 81-25 : V1 must be increased to at least the value of vmcg the one engine out take off distance will become greater than the asdr the vmcg will be lowered to v1 the asdr will become greater than the one engine out take off distance

exemple 277 v1 must be increased to at least the value of vmcg. — .vmcg is the minimum speed at which it is possible to maintain control following the failure of the critical engine during the take off run if the failure occurs before vmcg then the aircraft will go out of control and run off the side of the runway for this reason v1 must never be less than vmcg if pre take off performance calculations reveal that v1 is less than vmcg then v1 must be increased to equal vmcg v1 must be increased to at least the value of vmcg.

Reduced take off thrust should normally not be used when ?

Question 81-26 : Windshear is reported on the take off path it is dark the runway is dry the runway is wet

exemple 281 windshear is reported on the take-off path. — Apstudent46 .reduced thrust take off is used for engine life it is not permitted for. slippery runway.. contamined runway.. antiskid unserviceable.. reverse thrust unserviceable....nadp the noise abatment departure procedure should not be used under one the following conditions. runway surface condition adversly affected.. horizontal visibility < 1nm.. crosswind > 15kt.. tailwnd > 5kt.. windshear reported or forecast.. thunderstorm expected to affect approche or departure....windshear is a condition to avoid the nadp not for the reduced thrust...the correct answer regarding jeppesen book is the wet runway..reduced thrust is not permitted with icy or slippery runways a wet runway is defined in air law as being dark in colour and has no effect on the braking coefficient a wet runway is not dangerous .reduced thrust should not be used when anti skid is unserviceable reduced thrust should not be used when windshear is reported on the take off path windshear is reported on the take-off path.

Reduced take off thrust should normally not be used when ?

Question 81-27 : The runway is contaminated it is dark the runway is wet obstacles are present close to the end of the runway

exemple 285 the runway is contaminated. — Apstudent46 .in jeppesen book obstacles aren't condition for 'reduced take off thrust' to be used.these 4 conditions are. runway slippery.. runway contamined.. antiskid unserviceable.. reverse thrust unserviceable the runway is contaminated.

The use of reduced take off thrust is permitted only if ?

Question 81-28 : The actual take off mass tom is lower than the field length limited tom the take off distance available is lower than the take off distance required one engine out at v1 the actual take off mass tom including a margin is greater than the performance limited tom the actual take off mass tom is greater than the climb limited tom

exemple 289 the actual take-off mass (tom) is lower than the field length limited tom. — .a reduced thrust take off is a take off that is accomplished utilizing less thrust than the engines are capable of producing under the existing conditions of temperature and pressure altitude .it is not necessary to use the maximum takeoff thrust when you are not at the maximum takeoff weight performance limited take off mass the actual take-off mass (tom) is lower than the field length limited tom.

Which combination of circumstances or conditions would most likely lead to a ?

Question 81-29 : A high runway elevation and tail wind a low runway elevation and a cross wind a high runway elevation and a head wind a low runway elevation and a head wind

exemple 293 a high runway elevation and tail wind. — .conditions would most likely lead to a tyre speed limited take off are high tas high groundspeeds high temperatures tailwinds and high pressure altitudes .you need to increase take off speed since the density is reducing to gain your lift a high runway elevation and tail wind.

The drift down requirements are based on ?

Question 81-30 : The obstacle clearance during a descent to the new cruising altitude if an engine has failed the actual engine thrust output at the altitude of engine failure the maximum flight path gradient during the descent the landing mass limit at the alternate

exemple 297 the obstacle clearance during a descent to the new cruising altitude if an engine has failed. — .in a multi engine aircraft losing power from one or more engines may require a descent due to aircraft weight and atmospheric conditions if a descent is required the most fuel efficient method is a driftdown .this would be done by first setting the engines to a prescribed power setting usually set to max continuous thrust mct on the remaining engine s .then achieving a computed 'driftdown' airspeed begin a descent to the best altitude for the aircraft on the engines that are remaining . 2519.the goal is to stay the longest time at high altitude to remain clear of obstacles and to burn the less fuel as possible for having the maximum chances to reach a suitable airport the obstacle clearance during a descent to the new cruising altitude if an engine has failed.

Which of the following statements concerning the obstacle limited take off mass ?

Question 81-31 : It should be determined on the basis of a 35 ft obstacle clearance with the respect to the 'net take off flight path' it should not be corrected for 30° bank turns in the take off path it should be calculated in such a way that there is a margin of 50 ft with respect to the 'net take off flight path' it cannot be lower than the corresponding climb limited take off mass

exemple 301 it should be determined on the basis of a 35 ft obstacle clearance with the respect to the 'net take-off flight path'. — it should be determined on the basis of a 35 ft obstacle clearance with the respect to the 'net take-off flight path'.

The 'maximum tyre speed' limits ?

Question 81-32 : Vlof in terms of ground speed v1 in kt tas vr or vmu if this is lower than vr v1 in kt ground speed

exemple 305 vlof in terms of ground speed. — .vlof the lift off speed .the speed at which the main wheels lift from the ground this speed marks an important point the end of the rolling part of the takeoff also called the end of the 'ground roll'.vmax tyre the maximum ground speed of the tyres .the highest speed that the tires can handle without becoming damaged it is possible to drive so fast that the tread actually flies of the tires if you drive fast enough the centrifugal forces become so great that the tire falls apart that must be avoided and therefore there is a maximum rolling speed for a tyre that speed is printed on the side of the tyre near the size usually a number in miles per hour.vlof &le vmax tyre in terms of ground speed vlof in terms of ground speed.

Which of the following factors determines the maximum flight altitude in the ?

Question 81-33 : Aerodynamics theoretical ceiling service ceiling economy

exemple 309 aerodynamics. — .anytime that too great a lift demand is made on the wing whether from too fast an airspeed or from too high an angle of attack near the mmo the 'high speed buffet' will occur.mach buffet occurs as a result of supersonic airflow on the wing stall buffet occurs at angles of attack that produce airflow disturbances burbling over the upper surface of the wing which decreases lift as density altitude increases the angle of attack that is required to produce an airflow disturbance over the top of the wing is reduced until the density altitude is reached where mach buffet and stall buffet converge coffin corner .when this phenomenon is encountered serious consequences may result causing loss of airplane control . 1075.this is purely the aerodynamics factors which define the 'buffet onset boundary' graph aerodynamics.

Which data can be extracted from the buffet onset boundary chart ?

Question 81-34 : The values of the mach number at which low speed and mach buffet occur at various masses and altitudes the value of maximum operating mach number mmo at various masses and power settings the value of the critical mach number at various masses and altitudes the value of the mach number at which low speed and shockstall occur at various masses and altitudes

exemple 313 the values of the mach number at which low speed and mach buffet occur at various masses and altitudes. — .anytime that too great a lift demand is made on the wing whether from too fast an airspeed or from too high an angle of attack near the mmo the 'high speed buffet' will occur . 0175.'buffet onset boundary' graph.mach buffet occurs as a result of supersonic airflow on the wing stall buffet occurs at angles of attack that produce airflow disturbances burbling over the upper surface of the wing which decreases lift as density altitude increases the angle of attack that is required to produce an airflow disturbance over the top of the wing is reduced until the density altitude is reached where mach buffet and stall buffet converge coffin corner the values of the mach number at which low speed and mach buffet occur at various masses and altitudes.

Why should the temperature of the wheel brakes be checked prior to take off ?

Question 81-35 : Because overheated brakes will not perform adequately in the event of a rejected take off to ensure that the brake wear is not excessive to ensure that the wheels have warmed up evenly to ensure that the thermal blow out plugs are not melted

exemple 317 because overheated brakes will not perform adequately in the event of a rejected take-off. — because overheated brakes will not perform adequately in the event of a rejected take-off.

A jet aeroplane is climbing with constant ias which operational speed limit is ?

Question 81-36 : The maximum operating mach number the stalling speed the minimum control speed air the mach limit for the mach trim system

exemple 321 the maximum operating mach number. — . 975.mach number is increasing with altitude at constant ias you may reached mmo maximum operating mach number .vmca minimum control speed air and stalling speed refer to ias the question states 'climbing with constant ias' so there is no risk the maximum operating mach number.

A jet aeroplane descends with constant mach number which speed limit will be ?

Question 81-37 : Maximum operating speed never exceed speed high speed buffet limit maximum operating mach number

exemple 325 maximum operating speed. — .vmo/mmo is defined as the maximum operating limit speed vmo is expressed in knots calibrated airspeed kcas while mmo is expressed in mach number the vmo limit is usually associated with operations at lower altitudes and deals with structural loads and flutter .the mmo limit is associated with operations at higher altitudes and is usually more concerned with compressibility effects and flutter at lower altitudes structural loads and flutter are of concern at higher altitudes compressibility effects and flutter are of concern.the operational limit that may be exceeded during a descends with constant mach number is vmo maximum operating speed maximum operating speed.

Which of the following statements regarding the reduced thrust take off ?

Question 81-38 : Reduced thrust can be used when the actual take off mass is less than the performance limited take off mass the reduced thrust take off technique does not preserve engine life reduced thrust is used in order to save fuel the maximum reduction of thrust permitted for the mrjt using a reduced thrust take off is 20%

exemple 329 reduced thrust can be used when the actual take-off mass is less than the performance limited take-off mass. — .a reduced thrust take off is a take off that is accomplished utilizing less thrust than the engines are capable of producing under the existing conditions of temperature and pressure altitude .it is not necessary to use the maximum takeoff thrust when you are not at the maximum takeoff weight performance limited take off mass reduced thrust can be used when the actual take-off mass is less than the performance limited take-off mass.

Which statement in relation to the climb limited take off mass of a jet ?

Question 81-39 : The climb limited take off mass decreases with increasing oat the climb limited take off mass is determined at the speed for best rate of climb 50% of a head wind is taken into account when determining the climb limited take off mass on high elevation airports equipped with long runways the aeroplane will always be climb limited

exemple 333 the climb limited take-off mass decreases with increasing oat. — .the climb limited take off mass is reduced because density rho decreases when air is 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 is the highest takeoff mass that meets all of the following regulatory requirements for minimum one engine inoperative climb gradient . first segment . second segment . final segment. jomargra .why the answer 50% of a headwind is taken into account when determining the climb limited take off mass is wrong..there are several performance criteria to comply with for 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 and obstacle limits for all these you take into account runway length wet/dry slope qnh wind 50% or 150% altitude field elevation and temperature.'climb performance' has nothing to do with runways or obstacles it is simply a regulatory requirement to achieve a minimum gradient of climb in various configurations and at various engine settings and numbers of engines for different climb segments the climb limited take-off mass decreases with increasing oat.

What is the advantage of a balanced field length condition ?

Question 81-40 : A balanced field length gives the minimum required field length in the event of an engine failure a balanced take off provides the lowest elevator input force requirement for rotation for a balanced field length the required take off runway length always equals the available runway length a balanced field length provides the greatest margin between 'net' and 'gross' take off flight paths

exemple 337 a balanced field length gives the minimum required field length in the event of an engine failure. — .a balanced field is where toda = asda .toda take off distance available .asda acceleration stop distance available .if you have an engine failure at v1 and you continue the take off you will just make the screen height of 35ft and v2 at the end of toda .but if you stop you will just stop within asda this then must be the minimum required field length a balanced field length gives the minimum required field length in the event of an engine failure.

~

Exclusive rights reserved. Reproduction prohibited under penalty of prosecution.

3199 Free Training Exam