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Question 100-1 : Where on the power required/power available graph can you find the speed for best endurance for a propeller aircraft ? [ Exam pilot ]
At the lowest point on the power required curve.
Refer to figures...power required curve... lowest point of curve – vmp...=> for prop best endurance speed.... tangent – vmd, best l/d ratio...=> for prop maximum range..=> for jet vx = maximum endurance...'by drawing a tangent from the origin of the graph up to the power required curve.' incorrect. this corresponds to the best endurance speed for a jet.
Question 100-2 : Where on the power required/power available graph can you find the speed for best range ?
By drawing a tangent from the origin of the graph up to the power required curve.
..piston/propeller aircraft..maximum best range. vimd at the most efficient altitude for the power units...jet aircraft..maximum best range. vi/dmax at the highest practicable altitude.
Question 100-3 : How are fuel flow and tas connected to each other in horizontal flight ?
An increase in tas will lead to a decrease in fuel flow up to the maximum endurance speed and increase thereafter.
..if you take a close look at the power required curve bottom graph on the attached figure , you may notice that up to the lowest point vmp , as airspeed increases, power required decreases, thus fuel flow decreases...now, past vmp, we can observe that an increase in airspeed will lead to an increased power required, and, consequently, increased fuel flow.
Question 100-4 : Assuming all other factors remain unchanged, what statement is correct regarding the effect on the best glide angle ?
A higher mass allows for a higher speed while maintaining the same best glide angle.
..effect of weight on a glide descent..sin = d t ÷ w..for the effect of weight on the descent we shall only consider the effect in a glide, in other words with idle power..sin = d ÷ w..considering weight almost the same as lift..sin = d ÷ l or sin = cd ÷ cl..best glide angle occurs at maximum cl ÷ cd, vmd. also, can be deducted that the best glide angle is unchanged by weight. however, a heavier aircraft will a have a higher vmd, and the aircraft will fly at a higher airspeed through the same glide path...rate of descent fpm = gradient of descent x tas vmd..maintaining the same gradient of descent with a higher airspeed, rod also increases.
Question 100-5 : With regard to a jet aeroplane, specific range is the... ?
Nautical air miles flown per unit mass of fuel.
Specific range..there are two types of specific range, specific air range sar and specific ground range sgr...specific air range is the range through the air, while sgr is the ground range...the difference is due to wind strength and direction. when wind is to be considered, specific range is assumed to mean sgr...specific range is the distance flown per unit of fuel. using the aviation units nautical miles and kilograms ..specific range = nm / kg..dividing by time...specific range = tas / fuel flow
Question 100-6 : Two identical aeroplanes at different masses are descending at zero wind and zero thrust. at a given angle of attack, which of the following statements correctly describes their descent characteristics ?
Both the vertical and the forward speed are greater for the heavier aeroplane.
..effect of weight on a glide descent..sin = d t ÷ w..for the effect of weight on the descent we shall only consider the effect in a glide, in other words with idle power..sin = d ÷ w..considering weight almost the same as lift..sin = d ÷ l or sin = cd ÷ cl..best glide angle occurs at maximum cl ÷ cd, vmd. also, can be deducted that the best glide angle is unchanged by weight. however, a heavier aircraft will a have a higher vmd, and the aircraft will fly at a higher airspeed through the same glide path...rate of descent fpm = gradient of descent x tas vmd..maintaining the same gradient of descent with a higher airspeed, rod also increases.
Question 100-7 : Which of the following factors leads to the maximum flight time of a glide ?
Low mass.
The best glide angle occurs at vmd, flying at this speed will give the best range in a glide. glide angle and glide range itself is independent of aircraft mass provided the aircraft glides at vmd, since it is the lift over drag l/d ratio that determines the gliding range and it is unchanged with mass. however, a speed faster or slower than vmd will lead to steeper glide angles...glide angle = cd / cl..gliding distance..wind speed is an important practical influence on gliding distance over the surface.... with a tailwind, the glide distance achieved will be increased as a result of the increased groundspeed... whereas with a headwind, it will be reduced because of the consequently slower groundspeed...gliding time..the aircraft's mass varies the time the aircraft will glide for... the heavier the aircraft is, the higher the airspeed must be to obtain the same glide ratio higher vmd => glide duration will be decreased... if two aircraft have the same l/d ratio but different weights and start a glide from the same altitude, the heavier aircraft gliding at a higher airspeed will arrive at the same touchdown point in a shorter time. however, both aircraft will cover the same distance but the lighter one will take a longer time to do so....summary..glide distance varies with wind.=> tailwind increases glide distance..=> headwind decreases glide distance..glide duration varies with mass..=> low mass increases glide duration..=> high mass decreases glide duration
Question 100-8 : Vx and vy with take off flaps will be… ?
Lower than that for clean configuration.
..effect of flaps on climb.with a higher flap angle setting, the profile of the wing is changed and the wing’s capability to provide lift at low speed increases. the actual generated lift though remains the same, considering the lower speed. for the same amount of lift, induced drags don’t change. with the change of wing shape the parasite drag increases, consequently total drag curve moves left and upwards. this reduces vmd, vx, vy and the rate of climb achieved.... . . increasing. roc. vy vx prop. vy vx jet. . . altitude. reduces. same. lower. . . temperature. reduces. same. lower. . . mass. reduces. higher. higher. . . flap angle. reduces. lower. lower
Question 100-9 : Assuming other factors remain constant and not limiting, increasing the aerodrome pressure altitude ?
Will cause the maximum permitted take off mass to decrease.
Density is determined by pressure, temperature and humidity. density affects.. the power or thrust of the engine. reduced density will reduce the thrust and/or power that the engine can generate. therefore, acceleration will be less, and the tom decreases. . the angle of the initial climb. since there is less thrust and/or power in low density, the angle of climb will reduce. therefore, getting to the screen height will require a longer horizontal distance, which could not be enough to be clear of obstacles.
Question 100-10 : An aeroplane executes a steady glide at the speed for minimum glide angle. if the forward speed is kept constant, what is the effect of a lower mass rate of descent / glide angle / cl/cd ratio… ?
Increases / increases / decreases
Refer to figures...lower mass = less lift requirement = less induced drag = drag curves moves left = lower vmd..but if a higher vmd is maintained then drag increases...descent angle is sin gamma = d t/w..normal descent is flown as a glide idle throttles...thrust being zero in a glide the formula for glide angle becomes..sin gamma = d / weight..lift can be taken equal to weight though it is actually slightly less , the foumula becomes..sin gamma = drag / lift..using the co efficients of drag and lift...sin gamma = cd/cl..with more drag..cd/cl increases = glide angle increases = rate of descent increases...cl/cd decreases for obvious reasons.
Question 100-11 : Which of the following factors will lead to an increase of ground distance during a glide, while maintaining the appropriate minimum glide angle speed ?
Tailwind.
..the best glide angle occurs at vmd, flying at this speed will give the best range in a glide. glide angle and glide range itself is independent of aircraft mass provided the aircraft glides at vmd, since it is the lift over drag l/d ratio that determines the gliding range and it is unchanged with mass. however, a speed faster or slower than vmd will lead to steeper glide angles...glide angle = cd / cl..gliding distance..wind speed is an important practical influence on gliding distance over the surface.... with a tailwind, the glide distance achieved will be increased as a result of the increased groundspeed... whereas with a headwind, it will be reduced because of the consequently slower groundspeed...gliding time..the aircraft's mass varies the time the aircraft will glide for... the heavier the aircraft is, the higher the airspeed must be to obtain the same glide ratio higher vmd... if two aircraft have the same l/d ratio but different weights and start a glide from the same altitude, the heavier aircraft gliding at a higher airspeed will arrive at the same touchdown point in a shorter time. however, both aircraft will cover the same distance but the lighter one will take a longer time to do so....summary..glide distance varies with wind.=> tailwind increases glide distance..=> headwind decreases glide distance..glide duration varies with mass..=> low mass increases glide duration..=> high mass decreases glide duration
Question 100-12 : The maximum indicated air speed of a piston engine aeroplane without turbo charger, in level flight, is reached ?
At the lowest possible altitude.
The greatest power output from a piston engine is when... the manifold pressure map is high.. mixture is rich.. rpm is at maximum....in an un supercharged piston engine, as the altitude or temperature increases then the map decreases and the power output decreases, too. for this reason, the maximum ias is reached at the lowest possible altitude...the supercharged engines maintain their power output to a higher altitude, but above the 'full throttle height', where the supercharger is no longer able to maintain the map, then the power output decreases above that.
Question 100-13 : The tangent from the origin to the power required against true airspeed curve, for a jet aeroplane, determines the speed for ?
Maximum endurance.
Refer to figures...power required curve..•lowest point of curve – vmp..=> for prop best endurance speed...•tangent – vmd, best l/d ratio..=> for prop maximum range speed...=> for jet vx best endurance speed.
Question 100-14 : What is the effect of increased mass on the performance of a gliding aeroplane ?
The speed for best angle of descent increases.
Increase of mass, increases the weight of the aircraft. that means, more lift has to be provided to counteract it.as lift increases there is an increase in lift induced drag..if your airplane is heavy, the speed for best glide distance will be higher than if it was light..vmd minimum drag speed increases for the increase in mass glide angle stays constant….
Question 100-15 : On the power versus tas graph for level flight, the point at which a tangent from the origin touches the power required curve ?
Is the point where the lift to drag ratio is a maximum.
Refer to figures...power required curve... lowest point of curve – vmp...=> for prop best endurance speed.... tangent – vmd, best l/d ratio...=> for prop maximum range..=> for jet vx= best endurance
Question 100-16 : Which of the equations below defines specific range sr ?
Sr = true airspeed / total fuel flow
There is two important performance parameters in the cruise range and endurance...for an airliner range is more important than endurance...where endurance is about the airborne time, range is more concerned with distance covered...range is not only about reduce the fuel flow but to maximize the speed..maximum range can be defined being the maximum distance an airplane can fly for a given quantity of fuel...range = distance nm ÷ fuel kg.the formula above needs to be adjusted in order to practical and give us useful information...the specific range can be determined with speed of the airplane and the fuel flow...specific range sr = tas ÷ fuel flow
Question 100-17 : When compared to still air conditions, a constant headwind component ?
Increases the angle of flight path during climb.
..a steady continuous head wind or tail wind will not affect your climb rate, only your climb angle...the angle of climb flight path is the angle the plane is flying with respect to the ground. when flying into a steady headwind the ground speed will be lower at the same airspeed. but the climb rate will be the same. therefore, if you're climbing at the same rate, but moving forward at a slower rate, the angle will be steeper. it means you will reach a specific altitude in the same time interval, but your ground distance will be affected. in the case of a headwind, your ground distance will be reduced...note a headwind will not affect the climb angle or rate of climb, but it will affect the angle of climb relative to the ground => it will make the flight path angle steeper.
Question 100-18 : An increase in atmospheric pressure has, among other things, the following consequences on landing performance ?
A reduced landing distance and improved go around performance
Refer to figures...an increase in atmospheric pressure means distance between air molecules getting smaller that we have denser air to use...denser air used by engines so the performance will be better if we compare with use lesser dense air...it effects pozitive for landing reduces distance more drag and go around improved performance more thrust...more air mass flowing over your wings makes generate much lift, and much oxygen mass in your cylinders makes burning much fuel, meaning more power...increasing air density increases performance.
Question 100-19 : What does the abbreviation vle mean ?
Maximum landing gear extended speed
Vle maximum landing gear extended speed..va design maneuvering speed..vb design speed for maximum gust intensity..vc design cruising speed..vd design diving speed..vdf/mdf demonstrated flight diving speed..vf design flap speed..vfc/mfc maximum speed for stability characteristics..vfe maximum flaps extended speed..vgo the slowest speed from which a takeoff can be safely continued after an engine failure for a given toda/todr...vh maximum speed in level flight with maximum continuous power..vle maximum landing gear extended speed..vlo maximum landing gear operating speed..vlof lift off speed..vmax maximum speed..vmbe maximum brake energy speed..vmc minimum control speed..vmca mimimum control speed airborne..vmcg minimum control speed ground..vmin minimum speed..vmo mmo maximum operating limit speed..vmu minimum unstick speed..vne never exceed speed..vno maximum structural cruising speed..vr rotation speed..vref reference speed..vs stalling speed..vso stalling speed in the landing configuration..vstop the highest speed from which a takeoff can be safely rejected for a given asda/asdr..vs1 stalling speed in a specified configuration..vtd touchdown indicated airspeed..vtoss takeoff safety speed for category a rotocraft..vx speed for best angle of climb..vy speed for best rate of climb..v1 takeoff decision speed..v2 takeoff safety speed..v2min minimum takeoff safety speed
Question 100-20 : The 'density altitude' is. ?
The altitude in the standard atmosphere at which the prevailing density occurs.
..density altitude is pressure altitude corrected for non standard temperature...you probably noticed that in hot days your airplane not well performing...as temperature and altitude increase, air density decreases...in a sense, it's the altitude at which the airplane 'feels' its flying...that's because with hot temperatures, density altitude increases and your airplane 'feels' like it's flying at a higher altitude.
Question 100-21 : What does the abbreviation 'oei' mean ?
One engine inoperative
..icao doc 10085..acronyms and abbreviations.aeo all engines operative..oei one engine inoperative
Question 100-22 : The abbreviation vy means ?
Speed for best rate of climb
..speed of best rate of climb vy..vy is the airspeed that will give the greatest height gain per unit of time. it is the same speed for maximum excess of power, all factors affecting the require power affects the vy.
Question 100-23 : Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed ?
The higher the gross mass the greater is the speed for descent.
Considering aircraft's weight, if it remains at vmd, a heavier aeroplane has the same lift/drag ratio and same glide angle and range...this is because the lift and drag have increased in the same proportion...however, the actual speed of vmd alters...a heavier aeroplane has to glide at a faster speed to be at vmd because the drag curve has moved up and to the right.
Question 100-24 : Having all other conditions the same, taking off from an upward sloping runway compared to a zero slope runway will result in... ?
An increased take off distance, and a decreased stopping distance in case of an aborted take off.
Among others, one of the factors affecting the take off distance required is the runway slope.... if the runway slopes downhill, the aircraft will be easier to accelerate, assisted by a component of the aircraft weight acting downhill and the distance to v1 and to rotate will be reduced.. while, an uphill slope makes the aircraft more difficult to accelerate, since the component of the aircraft weight is now added to the drag. thus, the distance to v1 and to rotate will be increased and as a result the take off distance increases too....also, if the runway slopes downhill, it will be harder to stop, while if the runway slopes uphill, it will be easier. therefore, in case of an aborted take off, the stopping distance decreases...note the questions asks for the stopping distance and not the accelerate stop distance.
Question 100-25 : All other criteria being equal, what factor can reduce the landing distance ?
The use of spoilers.
In large commercial airliners once the main wheels have positive touch on the runway the lift spoilers or lift dumpers are deployed which disrupt the airflow over the wing, destroying lift and increasing the parasite drag. this will help the aircraft to stop and decrease the landing distance.
Question 100-26 : Calculate the one engine failed climb gradient of a four engine aeroplane, given the following information..aeroplane mass 358 000 kg..thrust per engine 245 000 n..drag 455 000 n assume the acceleration due to gravity is 10 m/s2 ?
7.8%
.. t thrust = number of engines 4 1 inop x thrust per engine. t = 3 x 245 000 n = 735 000 n. w weight = aeroplane mass x 10 m/s2. w = 358 000 kg x 10 m/s2 = 3 580 000 n. climb gradient = thrust drag / weight x 100%. climb gradient = 735000 455000 / 3 580 000 x 100% = 7.8%
Question 100-27 : What is the minimum width of a clearway ?
500 feet
The clearway is described in eu ops, as a defined rectangular area on the ground or water under the control of the appropriate authority, selected or prepared as a suitable area over which an aeroplane may take a portion of its initial climb to a specified height. the clearway may be load bearing or not...the clearway is expressed in terms of a clearway plane with a minimum width of 500 feet or 152 metres , extending from the end of the runway with an upward slope not exceeding 1.25%, above which no object or terrain protrudes. however, threshold lights may protrude above the plane, if their height above the end of the runway is 0.66 metres or 26 inches or less and if they are located to each side of the runway. also, the clearway may not be greater than 50% of the tora and should extend at least 75 metres either side of the centre line...the tora take off run available plus the clearway make the toda take off distance available.
Question 100-28 : The specific range sr is ?
The air distance that the aircraft would fly per kilogram of fuel.
Specific range..there are two types of specific range, specific air range sar and specific ground range sgr. specific air range is the distance through the air covered per unit of fuel burnt, while sgr is the ground distance per unit of fuel. the difference is due to wind, in the same way that groundspeed is just true airspeed plus/minus wind...in the exam, and throughout the notes, consider specific range sr to be sar if not otherwise told. there is a very similar question to this one that asks about sgr, so watch out for that...typically this is expressed in nautical miles per pound/kg of fuel..specific air range = distance nm / fuel burnt kg..dividing both distance and fuel burnt by time..specific air range nm = tas/fuel flow
Question 100-29 : In a steady descending flight descent angle 3 equilibrium of forces acting on the aeroplane is given t = thrust, d = drag, w = weight ?
T+w sin 3 = d
..in a steady descent, thrust is reduced. as a result, the aircraft slows down due to a reduced forward force thrust in comparison to the backward force drag...in order for the aircraft to maintain speed and be in a steady descent, the forward component of weight must be increased to balance the drag. this is achieved by lowering the nose increasing descent angle y until this component of weight increases providing enough forward force to balance the drag...at this point, the backward and forward forces are balanced. drag d is balanced by the thrust t and weight component w sin y 'y' being the angle of descent...resulting on the following equation..d = t + w sin y..in this case, descent angle = 3. therefore, balance is represented.. d = t + w sin 3
Question 100-30 : For a jet transport aeroplane, which of the following is the reason for the use of ‘maximum range speed’ ?
Minimum specific fuel consumption.
Range is the distance an airplane can travel with a given amount of fuel. range will primarily depend on the amount of fuel carried on aboard and the specific fuel consumption sfc. sfc is the fuel flow required by the engine to produce a unit of thrust or power.specific range = tas ÷ sfc x drag therefore, maximum range will be achieved at the minimum specific fuel consumption.endurance is the amount of time an aircraft can stay in the air with one load of fuel. speed for maximum endurance is found where the thrust required to maintain level flight is minimum. therefore, maximum endurance is achieved at the minimum fuel flow.minimum ff = speed for max endurance vmd for jets.minimum sfc = speed for max range 1.32 vmd for jets
Question 100-31 : Given the following information, what is the all engine climb gradient for a two engine aeroplane thrust per engine 118000 newtons. mass 67000 kg. lift to drag ratio 9 1. assume g = 10 m/s ?
24.1%
Climb gradient is the ratio of height gained to distance travelled => tangent to climb angle y.. sin y = t – d / w. sin y = t/w – d/w. sin y = t / m x g – d / l/cos y . sin y = t / m x g – d x cos y /l for small angles => cos is nearly 1. so sin y = t / m x g – d/l. climb gradient = t / m x g – d/l x 100. with regards to this question, climb gradient = 236000 / 67000 x 10 – 1/9 x 100 = 24.1%
Question 100-32 : If the climb gradient in still air 3.2 percent, the height achieved is 640 ft, what is the distance travelled in the climb in still air ?
3.29 nm
Still air gradient of climb % = rate of climb fpm ÷ tas kt x 6000 ÷ 6080..still air gradient of climb % = height gain / distance travelled x 100..distance travelled = 640 ÷ 3.2 x 100 = 20 000 ft = 3.29 nm
Question 100-33 : The best rate of climb at a constant gross mass... ?
Decreases with increasing altitude since the thrust available decreases due to the lower air density.
Vy is the speed at which an aeroplane achieves its maximum rate of climb...since rate of climb depends on excess power, vy is the speed at which the difference between power available and power required is greatest...because power available is thrust available times tas, power available again differs for turbojet and propeller aeroplanes and must be considered separately...the above graph shows power available red line and power required green line for a propellerdriven aeroplane...vy, the speed where there is greatest excess power, is close to vmd, but will reduce with an..increase in altitude and decreased density thrust available...however, vx for a propeller driven aeroplane is normally close to vmp and the stall...for a propeller driven aeroplane, vy is slower than vmd...vy is again faster than vx unless at the absolute ceiling.
Question 100-34 : A jet aeroplane is flying at the speed for maximum range, below the optimum altitude. how does the specific range change when altitude increases the specific range… ?
First increases then decreases.
Optimum altitude..it is defined as being the pressure altitude which provides the greatest specific range or fuel mileage at a given weight and speed. flying higher or lower than the optimum altitude will decrease the range of the airplane...it is important to understand that the optimum altitude is not fixed. as the weight decreases through fuel burn, the drag curve moves down and left. therefore, the best range speed, 1.32vmd, falls and the total drag decreases. with decreasing weight, the airplane needs to slow down to maintain the best range speed. as it does so, the mach number will also decrease meaning that the airplane is not limited by the high mach number and corresponding high drag. this fact allows the airplane to climb a little. as the airplane climbs, the mach number will increase again to its previous limiting value and drag will increase back to its previous value. but more importantly the higher altitude has decreased the specific fuel consumption. this means that over time, as the weight decreases with fuel burn, the optimum altitude increases...specific range sr = tas ÷ fuel flow.reaching the optimum level, the aircraft specific range increases. as the aircraft mass decreases due to fuel consumption the optimum level will be higher. if the aircraft does not climb to the new optimum altitude the specific range decreases.
Question 100-35 : If the headwind increases by 10 kt, the maximum endurance speed will... ?
Remain unchanged.
Wind influence on range and endurance..range..wind speed is an important practical influence on gliding distance over the surface.... with a tailwind, the glide distance achieved will be increased as a result of the increased groundspeed... whereas with a headwind, it will be reduced because of the consequently slower groundspeed...endurance... the wind has no effect on endurance. endurance is about time in the air, not distance covered. maximum endurance is concerned with minimizing fuel flow and wind does not affect the fuel flow into the engine. as long as it has usable fuel in its tanks, an aircraft will still remain airborne....summary..range glide distance varies with wind.=> tailwind increases glide distance..=> headwind decreases glide distance.endurance glide duration varies with mass..=> low mass increases glide duration..=> high mass decreases glide duration
Question 100-36 : The stopway is an area designated to be used by an aircraft in order to… ?
Decelerate during an abortive take off.
Question 100-37 : During descent with idle power and assuming all other parameters remaining the same, how will an increased mass change the minimum angle of descent and the corresponding speed..the minimum angle of descent... ?
Remains the same at an increased speed.
The effect of weight on drag..if an aircraft is operated at a higher gross weight, more lift will be required. if more lift is generated, induced drag will be higher, total drag will be greater and vmd will occur at a higher ias...angle of descent, sin = d t / w..the weight is increased but the angle of descent will remain constant cause drag is increased as well for the increased weight.
Question 100-38 : When flying the 'backside of thrust curve' means… ?
A lower airspeed requires more thrust.
..region of reverse command..to maintain unaccelerated flight at an ias slower than vmd, thrust available must be increased. this is because at speeds below vmd, thrust required drag increases. the speed region slower than vmd has three alternative names... the back side of the drag curve. the speed unstable region. the region of reverse command so called because to maintain unaccelerated flight at an ias slower than vmd, thrust must be increased – the reverse of what is normally required.
Question 100-39 : The length of any available clearway is included in the... ?
Take off distance available.
. icao annex 14. volume i. declared distances.a take off run available tora. the length of runway declared available and suitable for the ground run of an aeroplane taking off.. b take off distance available toda. the length of the take off run available plus the length of the clearway, if provided.. c accelerate stop distance available asda. the length of the take off run available plus the length of the stopway, if provided.. d landing distance available lda. the length of runway which is declared available and suitable for the ground run of an aeroplane landing.
Question 100-40 : Consider the curve for the thrust required versus speed, for a jet aeroplane. what speed can be obtained from the minimum of this curve the speed for ?
Max endurance, because fuel flow is proportional to thrust at the minimum.
..note that the wording of the correct answer could be confusing. the fuel flow of a jet engine is approximately proportional to thrust output throughout the whole operating range not just at this minimum thrust required point remember that the engine doesn't know you are flying at vmd, that is an airframe consideration. this assumption works fine for the exams, but in reality there are other factors at play that skew the graphs a little....jet aircraft endurance..maximum endurance will occur at minimum fuel flow. in a jet aircraft means minimum thrust and therefore minimum drag, vmd...propeller aircraft endurance..minimum fuel flow for a propeller aircraft occurs when power required is minimum, so the speed to fly for endurance is vmp. vmp is minimum power to maintain straight and level flight, always less than vmd therefore the speed is unstable...jet aircraft range..the greatest still air range will occur when we get the largest tas for the smallest thrust required, the best tas/drag ratio. this point lies at the tangent of the drag curve from the origin , 1.32vmd...propeller aircraft range..the greatest still air range will occur when we get the largest tas for the smallest power required not thrust. this point lies at the tangent of the power curve, vmd.... . . . jet. propeller. . . best range speed. 1.32 vmd. vmd. . . best endurance speed. vmd. vmp
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