A commercial flight is planned with a turbojet aeroplane to an aerodrome with a landing distance available of 2400 m The aeroplane mass must be such ?
Question > security
At the destination aerodrome the landing distance available is 3000m The appropriate weather forecast indicates that the runway at the estimated time of arrival will be wet For a commercial flight ?
With zero wind the angle of attack for maximum range for an aeroplane with turbojet engines is ?
Two identical turbojet aeroplane whose specific fuel consumptions are considered to be equal are at holding speed at same altitude the mass of first aircraft 130 000 kg and its hourly fuel consumption 4300 kg/h the mass of second aircraft 115 000 kg and its hourly fuel consumption Lower than angle of attack corresponding to maximum endurance. (115/130)x4300 = 3803 kg/h. 
A jet aeroplane equipped with old engines has a specific fuel consumption of 0 06 kg per newton of thrust and per hour and in a given flying condition a fuel mileage of 14 kg per nautical mile in same flying conditions same aeroplane equipped with modern engines with a specific fuel consumption of 0 035 kg per newton of thrust and per hour has a fuel mileage of Lower than angle of attack corresponding to maximum endurance. 14 x 0 035/0 06 = 8 1666 kg/nm. 
The determination of maximum mass on brake release of a certified turbojet aeroplane with 5° 15° and 25° flaps angles on take off leads to following values with wind flap angle 5° 15° 25°flltom kg 66 000 69 500 71 500cltom 72 200 69 000 61 800wind correction head wind +120kg/kt tail wind 360kg/kt given that tail wind component equal to 5 kt maximum mass on brake release and corresponding flap angle will be Lower than angle of attack corresponding to maximum endurance. cltom climb limited take off mass flltom field length limited take off mass the climb limited take off mass based on still air so wind correction only applied to runway limitation tailwind component 5 kt correction is 360 x 5 = 1800 kg field length limited take off mass runway limit flap 5° = 66000 1800 = 64200 kg runway limit flap 15° = 69500 1800 = 67700 kg runway limit flap 25° = 71500 1800 = 69700 kg the climb limited take off mass remain unchanged so maximum take off mass 67700 kg flap 15°. 
During certification test flights a turbojet aeroplane actual measured take off runs from brake release to a point equidistant between point at which vlof reached and point at which aeroplane 35 feet above take off surface are 1747 m all engines operating 1950 m with critical engine failure recognized at v1 other factors remaining unchanged considering both possibilities to determine take off r tor the certificated value of take off r is Lower than angle of attack corresponding to maximum endurance. the certificated value of take off run 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. Question 81-8
For a twin engine turbojet aeroplane two take off flap settings 5° and 15° are certified given field length avalaible= 2400 moutside air temperature= 10°cairport pressure altitude= 7000 ftthe maximum allowed take off mass 2105 Lower than angle of attack corresponding to maximum endurance. we'll gonna perform a flap 15° take off you have to be very precise when you are drawing line otherwise you will always find something closer to 55 000kg than 56 000 kg. Question 81-9
The lowest take off safety speed v2 min 3 vsr two three engine turbo propeller turbojet aeroplanes. 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 81-10
Which of following three speeds of a jet aeroplane are basically identical the speeds Holding maximum climb angle minimum glide angle. holding speed a jet at vmd speed ((vmd means velocity minimum drag this the speed minimum fuel consumption) for a jet aeroplane maximum climb angle achieved at a speed corresponding to maximum cl/cd ratio which vmd (where gap between power required power available greatest) minimum glide angle speed permits to fly longest ground distance without wind it achieved at a speed corresponding to maximum cl/cd ratio which vmd. Question 81-11
The lift coefficient decreases during a glide with constant mach number mainly because Holding maximum climb angle minimum glide angle. tas ias increase during a descent at constant mach number thus we must decrease our angle of attack otherwise lift will increase (lift = 1/2 rho s v² cl) the descent may be stopped so it the increase in tas ias which lead to decreasing lift coefficient. Question 81-12
During a descent at constant mach number margin to low speed buffet will Increase because lift coefficient decreases. during a descent at constant mach number your tas increases with increasing tas ias increasing thus from lift formula lift coefficient decreases the gap between your speed the stall speed increases the margin to low speed buffet will increase because lift coefficient decreases. Question 81-13
A jet aeroplane climbing at a constant ias and maximum climb thrust how will climb angle / pitch angle change Increase because lift coefficient decreases. to maintain a constant ias while climbing you have to reduce climb angle power available decreasing with an increase of altitude and a reduction of climb angle done reducing pitch angle. Question 81-14
A jet aeroplane flying long range cruise how does specific range / fuel flow change Increase because lift coefficient decreases. 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 maximum range cruise specific range given as 'distance covered per unit of fue as you are flying aircraft mass decreases the same long range cruise speed fuel flow decreases thus specific range increases along flight since a same distance covered your fuel consumption decreased. Question 81-15
During a glide at constant mach number pitch angle of aeroplane will Increase because lift coefficient decreases. during a glide aircraft descending descent + constant mach number => tas increase see ertm diagram the mach line vertical because question states a glide at constant mach number if tas increase => pitch angle decrease to remain at constant mach. Question 81-16
During a cruise flight of a jet aeroplane at constant flight level and at maximum range speed ias / drag will Increase because lift coefficient decreases. To maintain flight at max range speed which the tangent to drag curve 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 left takes 1 32 vmd with it. Question 81-17
An aeroplane descends from fl 410 to fl 270 at its cruise mach number and from fl 270 to fl 100 at ias achieved at fl 270 assuming idle thrust a clean configuration and ignoring compressibility effects how does angle of descent change i in first and ii in second part of descent (i) increases (ii) remains constant. Descending at constant mach ias tas will increase total drag proportional to v² drag will increase while descending 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 density will increase drag will stay constant our angle of descent will also stay contant. Question 81-18
With a jet aeroplane maximum climb angle can be flown at approximately The maximum cl/cd ratio. for a jet aeroplane maximum climb angle achieved at a speed corresponding to maximum cl/cd ratio which vmd (where gap between power required power available greatest). Question 81-19
What happens to drag of a jet aeroplane if during initial climb after take off constant ias maintained assume a constant mass The drag remains almost constant. during initial climb if ias maintained constant tas increases (see ertm graph below) density decreases you can maintain a constant angle of attack to produce same lift if lift does not change drag remains almost constant the eas/ias line vertical because question states constant ias maintained. Question 81-20
Which of following sequences of speed a jet aeroplane correct from low to high speeds Vs maximum angle climb speed maximum range speed. during initial climb if ias maintained constant tas increases (see ertm graph below) density decreases you can maintain a constant angle of attack to produce same lift if lift does not change drag remains almost constant the eas/ias line vertical because question states constant ias maintained. Question 81-21
If a flight performed with a higher 'cost index' at a given mass which of following will occur A higher cruise mach number. Cost index the ratio of time related costs (crew salaries maintenance etc ) to fuel cost as one of independent variables in speed schedule computation cost index (ci) = flight time related cost/fuel cost the cost index allows airlines to weight time 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 aircraft will burn more fuel the ci will reduce no we are talking about fuel cost not quantity cost index a made up figure which when input into fmc used to calculate econ speed the higher cost index number faster aircraft flies basically company decides on cost of keeping aircraft in air includes all sorts of costs such as crew aircraft operating costs fuel etc they then decide whether they want aircraft to fly faster or slower adjust cost index as needed. Question 81-22
For a jet transport aeroplane which of following the reason the use of 'maximum range spee Minimum specific fuel consumption. specific fuel consumption is weight of fuel consumed per unit power per unit time the reason the use of 'maximum range spee because you want to go far as possible usually a commercial airplane fly at 'long range spee which 4% faster than 'maximum range spee you will lose only 1% of maximum specific range but you will save time thus you will reduce whole costs (atc fees engines hourly costs leasing costs crew costs ) if you are looking the longest flight duration you will fly at minimum fuel flow consumption. Question 81-23
What happens when an aeroplane climbs at a constant mach number 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 climb first carried out at constant ias after crossover altitude at constant mach number if you look at ertm diagram a climb at constant ias we can see that tas increases when altitude increases now if you look at ertm diagram a climb at constant mach number we can see that tas decreases when altitude increases since rho decreases in both case 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). Question 81-24
Which of following a reason to operate an aeroplane at 'long range spee It efficient to fly slightly faster than with maximum range speed. jomargra is not more efficient to fly at maximum range speed? with a 1% less of specific range speed can be increased to 4% more the nordian book states 'it also gives aeroplane better handling qualitie long range speed 4% faster than maximum range speed you will lose only 1% of maximum specific range you will save time thus you will reduce whole costs (atc fees engines hourly costs leasing costs crew costs ) maximum range speed a certified 'safe spee (you are stable you do not risk a loss of control). Question 81-25
If value of balanced v1 found to be lower than vmcg which of following correct V must be increased to at least value of vmcg. vmcg the minimum speed at which it possible to maintain control following failure of critical engine during take off run if failure occurs before vmcg then aircraft will go out of control run off side of runway for this reason v1 must never be less than vmcg if pre take off performance calculations reveal that v1 less than vmcg then v1 must be increased to equal vmcg. Question 81-26
Reduced take off thrust should normally not be used when Windshear reported on take off path. apstudent46 reduced thrust take off used engine life it not permitted slippery runway contamined runway antiskid unserviceable reverse thrust unserviceable nadp (the noise abatment departure procedure) should not be used under one 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 a condition to avoid nadp not the reduced thrust the correct answer (regarding jeppesen book) the wet runway reduced thrust not permitted with icy or slippery runways a wet runway defined in air law as being dark in colour has no effect on braking coefficient a wet runway not dangerous reduced thrust should not be used when anti skid unserviceable reduced thrust should not be used when windshear reported on take off path. Question 81-27
Reduced take off thrust should normally not be used when The runway contaminated. apstudent46 in jeppesen book obstacles aren't condition 'reduced take off thrust' to be used these 4 conditions are runway slippery runway contamined antiskid unserviceable reverse thrust unserviceable. Question 81-28
The use of reduced take off thrust permitted only if The actual take off mass (tom) lower than field length limited tom. 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). Question 81-29
Which combination of circumstances or conditions would most likely lead to a tyre speed limited take off A high runway elevation tail wind. conditions would most likely lead to a tyre speed limited take off are high tas high groundspeeds high temperatures tailwinds high pressure altitudes you need to increase take off speed since density reducing to gain your lift. Question 81-30
The drift down requirements are based on The obstacle clearance during a descent to 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 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. Question 81-31
Which of following statements concerning obstacle limited take off mass performance class a aeroplane correct It should be determined on basis of a 35 ft obstacle clearance with respect to 'net take off flight path'. 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. Question 81-32
The 'maximum tyre spee limits Vlof in terms of ground speed. vlof lift off speed the speed at which main wheels lift from ground this speed marks an important point the end of rolling part of takeoff also called end of 'ground rol vmax tyre maximum ground speed of tyres the highest speed that tires can handle without becoming damaged it possible to drive so fast that tread actually flies of tires if you drive fast enough centrifugal forces become so great that tire falls apart that must be avoided therefore there a maximum rolling speed a tyre that speed printed on side of tyre near size usually a number in miles per hour vlof &le vmax tyre in terms of ground speed. Question 81-33
Which of following factors determines maximum flight altitude in 'buffet onset boundary' graph Vlof in terms of ground speed. anytime that too great a lift demand made on wing whether from too fast an airspeed or from too high an angle of attack near mmo 'high speed buffet' will occur mach buffet occurs as a result of supersonic airflow on wing stall buffet occurs at angles of attack that produce airflow disturbances (burbling) over upper surface of wing which decreases lift as density altitude increases angle of attack that required to produce an airflow disturbance over top of wing reduced until density altitude reached where mach buffet stall buffet converge (coffin corner) when this phenomenon encountered serious consequences may result causing loss of airplane control this purely aerodynamics factors which define 'buffet onset boundary' graph. Question 81-34
Which data can be extracted from buffet onset boundary chart The values of mach number at which low speed mach buffet occur at various masses altitudes. anytime that too great a lift demand made on wing whether from too fast an airspeed or from too high an angle of attack near mmo 'high speed buffet' will occur 'buffet onset boundary' graph mach buffet occurs as a result of supersonic airflow on wing stall buffet occurs at angles of attack that produce airflow disturbances (burbling) over upper surface of wing which decreases lift as density altitude increases angle of attack that required to produce an airflow disturbance over top of wing reduced until density altitude reached where mach buffet stall buffet converge (coffin corner). Question 81-35
Why should temperature of wheel brakes be checked prior to take off Because overheated brakes will not perform adequately in event of a rejected take off. anytime that too great a lift demand made on wing whether from too fast an airspeed or from too high an angle of attack near mmo 'high speed buffet' will occur 'buffet onset boundary' graph mach buffet occurs as a result of supersonic airflow on wing stall buffet occurs at angles of attack that produce airflow disturbances (burbling) over upper surface of wing which decreases lift as density altitude increases angle of attack that required to produce an airflow disturbance over top of wing reduced until density altitude reached where mach buffet stall buffet converge (coffin corner). Question 81-36
A jet aeroplane climbing with constant ias which operational speed limit most likely to be reached The maximum operating mach number. mach number increasing with altitude at constant ias you may reached mmo (maximum operating mach number) vmca (minimum control speed air) stalling speed refer to ias the question states 'climbing with constant ia so there no risk. Question 81-37
A jet aeroplane descends with constant mach number which speed limit will be exceeded Maximum operating speed. vmo/mmo defined as maximum operating limit speed vmo expressed in knots calibrated airspeed (kcas) while mmo expressed in mach number the vmo limit usually associated with operations at lower altitudes deals with structural loads flutter the mmo limit associated with operations at higher altitudes is usually more concerned with compressibility effects flutter at lower altitudes structural loads flutter are of concern at higher altitudes compressibility effects flutter are of concern the operational limit that may be exceeded during a descends with constant mach number vmo (maximum operating speed). Question 81-38
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). Question 81-39
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. Question 81-40
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.
Exclusive rights reserved. Reproduction prohibited under penalty of prosecution.
3199 Free Training Exam