A 'Balanced Field Length' is said to exist where ?
Control > visibility
The optimum cruise altitude increases ?
Below the optimum cruise altitude ?
If after experiencing an engine failure when cruising above one engine inoperative ceiling an aeroplane unable to maintain its cruising altitude procedure that should be adopted Drift down procedure. 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. 
'drift down' the procedure to be applied After engine failure if aeroplane above one engine out maximum altitude. 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. 
If level off altitude below obstacle clearance altitude during a drift down procedure Fuel jettisoning should be started at beginning of drift down. 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 jettisoning should be started at beginning of drift down. 
The landing field length required turbojet aeroplanes at destination wet condition the demonstrated landing distance plus Fuel jettisoning should be started at beginning of drift down. for jet aeroplanes landing field length required at destination at alternate must be factored 1 66 to make it 60% of distance available landing distance required must be increased 15% if runway wet not to exceed 60% of landing distance available multiply dry result 1 15 1 66 x 1 15 = 1 92 (92%) the landing field length required jet aeroplanes at alternate (wet condition) the demonstrated landing distance plus 92%. Question 83-8
The landing field length required jet aeroplanes at alternate wet condition the demonstrated landing distance plus Fuel jettisoning should be started at beginning of drift down. for jet aeroplanes landing field length required at destination at alternate must be factored 1 66 to make it 60% of distance available landing distance required must be increased 15% if runway wet not to exceed 60% of landing distance available multiply dry result 1 15 1 66 x 1 15 = 1 92 (92%) the landing field length required jet aeroplanes at alternate (wet condition) the demonstrated landing distance plus 92%. Question 83-9
The speed vsr defined as As reference stall speed may not be less than g stall speed. for jet aeroplanes landing field length required at destination at alternate must be factored 1 66 to make it 60% of distance available landing distance required must be increased 15% if runway wet not to exceed 60% of landing distance available multiply dry result 1 15 1 66 x 1 15 = 1 92 (92%) the landing field length required jet aeroplanes at alternate (wet condition) the demonstrated landing distance plus 92%. Question 83-10
The speed v2 defined jet aeroplane as Take off climb speed or speed at 35 ft. for jet aeroplanes landing field length required at destination at alternate must be factored 1 66 to make it 60% of distance available landing distance required must be increased 15% if runway wet not to exceed 60% of landing distance available multiply dry result 1 15 1 66 x 1 15 = 1 92 (92%) the landing field length required jet aeroplanes at alternate (wet condition) the demonstrated landing distance plus 92%. Question 83-11
The aerodynamic ceiling Is altitude at which speeds low speed buffet for high speed buffet are same. if there no reserve of power available to permit any climb you are at absolute ceiling if you have lots of power you can climb until mmo minimum control speed coincide you are at your aerodynamic ceiling the aerodynamic ceiling that altitude at which low speed buffet the high speed buffet are equal. Question 83-12
'stepped climb are used on long distance flights To fly a profile as close as possible to optimum altitude as aeroplane mass reduces. if there no reserve of power available to permit any climb you are at absolute ceiling if you have lots of power you can climb until mmo minimum control speed coincide you are at your aerodynamic ceiling the aerodynamic ceiling that altitude at which low speed buffet the high speed buffet are equal. Question 83-13
The climb gradientafter take off in a standard atmosphere and still air at 0 ft pressure altitude 6% use following corrections to determine climb gradient after take off on a aerodrome 1000 ft aerodrome pressure altitude oat +17°c 1013 25 hpa wing and engine anti ice systems on aerodrome elevation +/ 0 2% per 1000ftdeviation from standard temperature +/ 0 1% per °cwing anti ice on 1 0%engine anti ice on 0 5% To fly a profile as close as possible to optimum altitude as aeroplane mass reduces. 6% minus 0 2% aerodrome elevation = 5 8% 5 8% minus 0 4% temperature deviation = 5 4% 5 4% minus 1% wing anti ice on = 4 4% 4 4% minus 0 5% engine anti ice on = 3 9%. Question 83-14
The drift down procedure specifies requirements concerning Obstacle clearance after engine failure. 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 jettisoning should be started at beginning of drift down. Question 83-15
Given a jet aircraft which order of increasing speeds in performance diagram correct Vs vx maximum range speed. this the order of speeds from slowest to fastest obviously vs slowest then vx vs stall speed (very slow) vx the speed best angle of climb climbing at vx allows pilots to maximize altitude gain per unit ground distance (vx faster than vs) maximum range speed gives you most lift the least drag the most economy te most distance altitude lost maximum range speed found at best lift/drag speed which faster than vx long range speed higher than maximum range speed is used as standard speed cruise it 4% faster than best range speed 99% of range. Question 83-16
When determining maximum landing mass of an turbojet powered aeroplane during planning phase what factor must be used on landing distance available dry runway Vs vx maximum range speed. eu?ops 1 515 landing ? dry runways (a) an operator shall ensure that landing mass of aeroplane determined in accordance with eu?ops 1 475(a) the estimated time of landing at destination aerodrome at any alternate aerodrome allows a full stop landing from 50 ft above threshold (1) for turbo jet powered aeroplanes within 60% of landing distance available or (2) for turbo propeller powered aeroplanes within 70% of landing distance available example an aircraft needs 1200 m to stop (landing distance required) with maximum braking manufacturers data factored slope wind effects for a dry runway this 1200 m must not represent more than 60% percent of landing distance available (lda) so minimum landing distance available indeed 1200 x 1 67 = 2004 m now if you start from 2004 m (the landing distance available) we use a 0 60 factor (2004 x 0 6 = 1200 m). Question 83-17
On a segment of take off flight path an obstacle requires a minimum gradient of climb of 2 6% in order to provide an adequate margin of safe clearance at a mass of 110000 kg gradient of climb 2 8% for same power and assuming that sine of angle of climb varies inversely with mass at what maximum mass will aeroplane be able to achieve minimum gradient Vs vx maximum range speed. 2 8 / 2 6 x 110000 = 118461 kg as we decrease our climb gradient the same power our mass can be increased. Question 83-18
Which statement with respect to step climb correct Performing a step climb based on economy can be limited the 3g buffet onset requirements. in order to maintain a minimum margin against buffeting ensure good aircraft maneuverability it necessary to determine an acceptable load factor limit below which buffeting shall never occur this load factor limit generally fixed to 1 3 this value an operating limitation but not a regulatory one the corresponding altitude called '1 3g buffet limited altitude' or 'buffet ceiling'. Question 83-19
In accordance to cs 25 which of following listed speeds are used determination of v2min Performing a step climb based on economy can be limited the 3g buffet onset requirements. 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 83-20
Reduced take off thrust should normally not be used when Anti skid not usable. a reduced take off thrust not permitted with icy or slippery runways (contamined runways) contamination can have a large uncertain drag on take off run for safety reasons it preferable to reduce running distance to reach v1 (even if you can accomplish a safety rejected take off on allowed asda) thus you shouldn't use reduced take off thrust when anti skid not usable. Question 83-21
Maximum tyre speed can limit lift off speed which kind of speed can be directly used to determine this limitation Anti skid not usable. a reduced take off thrust not permitted with icy or slippery runways (contamined runways) contamination can have a large uncertain drag on take off run for safety reasons it preferable to reduce running distance to reach v1 (even if you can accomplish a safety rejected take off on allowed asda) thus you shouldn't use reduced take off thrust when anti skid not usable. Question 83-22
According to cs 25 landing reference speed vref may not be less than 23 vsr must be maintained down to 5 ft height. cs 25 125 landing (a) the horizontal distance necessary to land to come to a complete stop from a point 15 m (50 ft) above landing surface (for standard temperatures at each weight altitude wind within operational limits established the applicant the aeroplane) with a landing reference speed vref not be less than 1 23 vsr0 vsr0 reference stall speed in landing configuration. Question 83-23
Which statement with respect to step climb correct Executing a desired step climb at high altitude can be limited buffet onset at g loads greater than. in order to maintain a minimum margin against buffeting ensure good aircraft maneuverability it necessary to determine an acceptable load factor limit below which buffeting shall never occur this load factor limit generally fixed to 1 3 this value an operating limitation but not a regulatory one the corresponding altitude called '1 3g buffet limited altitude' or 'buffet ceiling'. Question 83-24
Select from following list of conditions those that must prevail in second segment of take off net flight path a class a aeroplane are 1 undercarriage retracted 2 undercarriage extended 3 flaps up 4 flaps in take off position 5 all engines at take off thrust 6 operative engine s at take off thrust 7 climbing speed of v2 + 10 kt 8 climbing speed of 1 3vs 9 climbing speed of v2 10 commencing height 35ft Executing a desired step climb at high altitude can be limited buffet onset at g loads greater than. in order to maintain a minimum margin against buffeting ensure good aircraft maneuverability it necessary to determine an acceptable load factor limit below which buffeting shall never occur this load factor limit generally fixed to 1 3 this value an operating limitation but not a regulatory one the corresponding altitude called '1 3g buffet limited altitude' or 'buffet ceiling'. Question 83-25
V1 a balanced field calculated when The acceleration/stop distance available equal to take off distance available. in order to maintain a minimum margin against buffeting ensure good aircraft maneuverability it necessary to determine an acceptable load factor limit below which buffeting shall never occur this load factor limit generally fixed to 1 3 this value an operating limitation but not a regulatory one the corresponding altitude called '1 3g buffet limited altitude' or 'buffet ceiling'. Question 83-26
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 4 minutes at fl370 2128 Because at this mass it takes approximately 4 minutes to decelerate to optimum speed drift down at original cruising level. you will stay at original cruising level until you reach optimum speed descent. Question 83-27
The requirements of take off net flight path a class a aeroplane assume The failure of critical engine of a multi engined aeroplane at vef. you will stay at original cruising level until you reach optimum speed descent. Question 83-28
The angle of attack required to attain maximum still air range a turbo jet aeroplane Less than that the maximum lift to drag ratio. img /com_en/com032 334 jpg for a jet aeroplane maximum l/d ratio maximum endurance which vmd (where gap between power required power available greatest) at this speed a conventional aerofoil angle of attack about 4° the speed maximum range (maximum still air range) occurs at 1 32 times speed of minimum drag (vmd) in level flight as speed goes up angle of attack goes down (angle of attack less than 4° typically at around 2 5°). Question 83-29
Compared with balanced field calculations an aerodrome with no stopway or clearway use of a clearway in take off calculations will Increase field length limited take off mass. a field length balanced when take off distance available equals accelerate stop distance available the take off distance available the length of take off run available plus length of clearway available a clearway an area beyond paved runway free of obstacles the 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 83-30
The relationship of reference landing speed vref to reference stalling speed in landing configuration vsro that vref may not be below Increase field length limited take off mass. a field length balanced when take off distance available equals accelerate stop distance available the take off distance available the length of take off run available plus length of clearway available a clearway an area beyond paved runway free of obstacles the 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 83-31
The vertical interval which a class a aeroplane must avoid all obstacles in drift down path during drift down following an engine failure Increase field length limited take off mass. eu ops 1 500 en route one engine inoperative (c) the net flight path must permit aeroplane to continue flight from cruising altitude to an aerodrome where a landing can be made in accordance with eu?ops 1 515 or 1 520 as appropriate the net flight path clearing vertically at least 2 000 ft all terrain obstructions along route within 9 3 km (5 nm) on either side of intended track. Question 83-32
Cs 25 the correct formula remark ' Increase field length limited take off mass. the minimum control speed on ground vmcg based on directional control being maintained primary aerodynamic control only vef the speed at which critical engine assumed to fail during takeoff v1 follows vef it the decision speed at take off it the calibrated airspeed below which take off must be rejected if an engine failure recognized above which take off should be continued. Question 83-33
Calculate one engine failed climb gradient of a four engine aeroplane given following information aeroplane mass 358000 kgthrust per engine 245000 ndrag 455000 n assume acceleration due to gravity 10 m/s² Increase field length limited take off mass. Ecqb03 july 2016 calculation the climb gradient aircraft weight in newton 3 580 000 n 3 engines operating 3 x 245000 n = 300000 n drag = 455000 n sin(angle of climb) = (thrust drag) / weight sin(angle of climb) = (735000 455000) / 3580000 sin(angle of climb) = 0 078212 multiplicate 100 a result in percent 7 82%. Question 83-34
For jet propelled aeroplanes maximum endurance speed corresponds with Increase field length limited take off mass. Ecqb03 july 2016 calculation the climb gradient aircraft weight in newton 3 580 000 n 3 engines operating 3 x 245000 n = 300000 n drag = 455000 n sin(angle of climb) = (thrust drag) / weight sin(angle of climb) = (735000 455000) / 3580000 sin(angle of climb) = 0 078212 multiplicate 100 a result in percent 7 82%. Question 83-35
Complete following statement regarding take off performance of an aeroplane in performanceclass a following an engine failure at i and allowing a reaction time of ii a correctly loaded aircraft must be capable of decelerating to a halt within iii (i) v (ii) 2 seconds (iii) accelerate stop distance available. Ecqb03 july 2016 calculation the climb gradient aircraft weight in newton 3 580 000 n 3 engines operating 3 x 245000 n = 300000 n drag = 455000 n sin(angle of climb) = (thrust drag) / weight sin(angle of climb) = (735000 455000) / 3580000 sin(angle of climb) = 0 078212 multiplicate 100 a result in percent 7 82%. Question 83-36
Performance class a take off by mistake take off speed are selected a lower than actual take off mass as a consequence of this A tail strike might occur. Ecqb03 july 2016 calculation the climb gradient aircraft weight in newton 3 580 000 n 3 engines operating 3 x 245000 n = 300000 n drag = 455000 n sin(angle of climb) = (thrust drag) / weight sin(angle of climb) = (735000 455000) / 3580000 sin(angle of climb) = 0 078212 multiplicate 100 a result in percent 7 82%. Question 83-37
A 'balanced field take off' means One engine inoperative asdr = one engine inoperative todr. 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 a balanced field take off where 'one engine inoperative asdr' = 'one engine inoperative todr' you have a balanced v1 todr take off distance required asdr accelerate stop distance required. Question 83-38
The quick turnaround limit weight qtlw the maximum landing weight which There no minimum ground time required with respect to possible fuse plug melting before executing a subsequent takeoff. Ecqb04 october 2017 sorry incomplete feedback during stop internal friction of rotors stators of brakes cause brake heating the temperature rise in brakes will dissipate throughout wheel use of recommended cooling schedule will help avoid brake overheat fuse plug problems that could result from repeated landings at short time intervals or a rejected takeoff for normal operation (on crj embraer b737 a320) most landings are at weights below quick turnaround limit weight. Question 83-39
The purpose of 'quick turnaround limit to Avoid brake overheat fuse plug problems that could result from repeated landings at short time intervals or a rejected takeoff. Ecqb04 october 2017 during stop internal friction of rotors stators of brakes cause brake heating the temperature rise in brakes will dissipate throughout wheel use of recommended cooling schedule will help avoid brake overheat fuse plug problems that could result from repeated landings at short time intervals or a rejected takeoff for normal operation (on crj embraer b737 a320) most landings are at weights below quick turnaround limit weight. Question 83-40
Is credit given the use of reverse thrust in a rejected take off on a dry runway Avoid brake overheat fuse plug problems that could result from repeated landings at short time intervals or a rejected takeoff. Ecqb04 november 2017 for a dry runway you cannot take into account reverse thrust asdr but you can a wet runway.
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