Question 107-1 : Which of the following statements concerning the obstacle limited take off mass for performance class a aeroplane is correct ? [ Exam pilot ]

Question 107-2 : The 'maximum tyre speed' limits ?

Vlof in terms of ground speed.

Vlof the lift off speedthe 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 tyresthe 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 hourvlof &le vmax tyre in terms of ground speed

Question 107-3 : Which of the following factors determines the maximum flight altitude in the buffet onset boundary graph ?

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 occurmach 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 1075this is purely the aerodynamics factors which define the buffet onset boundary graph

Question 107-4 : Which data can be extracted from the buffet onset boundary chart ?

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 graphmach 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

Question 107-5 : Why should the temperature of the wheel brakes be checked prior to take off ?

Because overheated brakes will not perform adequately in the event of a rejected take off.

Question 107-6 : A jet aeroplane is climbing with constant ias which operational speed limit is most likely to be reached ?

The maximum operating mach number.

975mach 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

Question 107-7 : A jet aeroplane descends with constant mach number which speed limit will be exceeded ?

Maximum operating speed.

Vmommo 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 flutterthe 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 concernthe operational limit that may be exceeded during a descends with constant mach number is vmo maximum operating speed

Question 107-8 : Which of the following statements regarding the reduced thrust take off technique is correct ?

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 altitudeit is not necessary to use the maximum takeoff thrust when you are not at the maximum takeoff weight performance limited take off mass

Question 107-9 : Which statement in relation to the climb limited take off mass of a jet aeroplane is correct ?

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 warmerthe take off climb path has a fixed value to be able to deal with this value we must reduce our maximum take off massthe 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 performance2 climb performancefor '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 wetdry 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

Question 107-10 : What is the advantage of a balanced field length condition ?

Question 107-11 : At reference or see performance manual mrjt 1 figure 424with regard to the drift down performance of the twin jet aeroplane what is meant by 'equivalent gross mass at engine failure' err a 032 136 ?

The equivalent gross mass at engine failure is the actual gross mass corrected for oat higher than isa +10°c.

Question 107-12 : The effects of an increased ambient air temperature beyond the flat rating cut off temperature of the engines on i the field length limited take off mass and ii the climb limited take off mass are ?

I decrease ii decrease.

There are several parameters that determine the maximum thermodynamic output of a turbine engine these are the maximum turbine speed the maximum pressures it can contain and the maximum temperatures it's part can operate at too many rpm and fan blades fail too high of pressures things break too hot and they meltturbines are often flat rated with the operating parameters set well below the actual possible output of the engine this is very common in turboprops the engine may be capable of 750 hp but can be flat rated at a much lower power perhaps 400 to 500 hpthis is normally done as a way to ensure that the engine can deliver the rated horse power under all conditions or to use the engine in an airframe not certified at the higher power ratingone of the key indications of power output is often the itt the inlet turbine temperaturea flat rated temp would mean that the engine may be capable of higher operating temperatures but in this installation the allowed temperature is limited to maintain the flat ratingthus if ambient air temperature increases beyond the flat rating cut off temperature you will reach the maximum performance of the airplane

Question 107-13 : The tangent from the origin to the power required against true airspeed curve for a jet aeroplane determines the speed for ?

Maximum endurance.

1085maximum endurance is reached at minimum drag speed vmd vmd is the speed for minimum fuel consumption maximum endurance in a jet aircraft

Question 107-14 : In the drag versus tas curve for a jet aeroplane the speed for maximum range corresponds with ?

The point of contact of the tangent from the origin to the drag curve.

1078 drag versus tas curve is also called thrust required curve or drag or thrust required against airspeed the speed for maximum range for a jet occurs at 132vmd

Question 107-15 : Which cruise system gives minimum fuel consumption during cruise between top of climb and top of descent still air no turbulence ?

Maximum range.

Giulicor12 vmd for a jet is the max endurance speed so gives the lowest drag and so the lowest fuel consumption isn't it the question is talking about 'fuel consumption during cruise' the cruise is not carried out at maximum endurance speed but at maximum range speed passengers don't want to spend their time in flight maximum range speed gives you minimum fuel consumption for the cruise

Question 107-16 : A twin jet aeroplane is in cruise with one engine inoperative and has to overfly a high terrain area in order to allow the greatest clearance height the appropriate airspeed must be the airspeed ?

Of greatest lift to drag ratio.

Question 107-17 : A four jet engine aeroplane mass = 150 000 kg is established on climb with all engines operatingthe lift to drag ratio is 14each engine has a thrust of 75 000 newtonthe gradient of climb is given g= 10 ms2 ?

1286%.

Calculation for the climb gradient aircraft weight 1500000 n all engines operating 4 x 75000 n = 300000 n liftdrag = 14drag = lift14drag = 1500000n 14 = 107143 nsin angle of climb = thrust drag weightsin angle of climb = 300000 107143 1500000sin angle of climb = 0128571multiplicate by 100 for a result in percent 1286%

Question 107-18 : The long range cruise speed is in relation to the speed for maximum range cruise ?

Higher.

Long range cruise speed is 4% faster than maximum range speed long range cruise speed is speed of 99% best specific rangeit is efficient to fly faster than maximum range speed when the whole cost of the operation is taken into account fuel leasing costs maintenance costs crew costs atc costs etc the shorter sector times achieved at the faster speed make the operation more efficient because it reduces overall costs

Question 107-19 : Field length is balanced when ?

Take off distance available equals accelerate stop distance available.

Question 107-20 : The second segment begins ?

When landing gear is fully retracted.

The first segment starts at 'reference zero' and ends when the gear comes upthe second segment lasts until levelling off for flap retractionthe third segment ends when ready for the enroute climb it is usually a level burst at 400 ft during which acceleration is made to climb speed flaps are retracted and power is reduced to max continuous

Question 107-21 : An aeroplane operating under the 180 minutes etops rule may be up to ?

180 minutes flying time from a suitable airport in still air with one engine inoperative.

Question 107-22 : Etops flight is a twin engine jet aeroplane flight conducted over a route where no suitable airport is within an area of ?

60 minutes flying time in still air at the approved one engine out cruise speed.

Question 107-23 : At reference or see performance manual mrjt 1 figure 424with regard to the drift down performance of the twin jet aeroplane why does the curve representing 35 000 kg gross mass in the chart for drift down net profiles start at approximately 3 minutes at fl370 err a 032 173 ?

Because at this mass it takes about 3 minutes to decelerate to the optimum speed for drift down at the original cruising level.

Question 107-24 : At reference or see performance manual mrjt 1 figure 45with regard to the take off performance of a twin jet aeroplane why does the take off performance climb limit graph show a kink at 30°c and pa 0 ft err a 032 174 ?

The engines are pressure limited at lower temperature at higher temperatures they are temperature limited.

An engine is 'flat rated' at temperatures below isa +15°c approximately and temperature limited above thatwhen an engine is 'flat rated' it means that an engine of high horsepower rating is constrained to a lower horsepower rating

Question 107-25 : At reference or see performance manual mrjt 1 figure 45consider the take off performance for the twin jet aeroplane climb limit chart why has the wind been omitted from the chart err a 032 175 ?

The climb limit performances are taken relative to the air.

There is no wind input to the graph the climb limited take off mass is an air gradient and therefore unaffected by wind

Question 107-26 : The first segment of the take off flight path ends ?

At completion of gear retraction.

The first segment starts at 'reference zero' and ends when the gear comes upthe second segment lasts until levelling off for flap retractionthe third segment ends when ready for the enroute climb it is usually a level burst at 400 ft during which acceleration is made to climb speed flaps are retracted and power is reduced to max continuous

Question 107-27 : If the climb speed schedule is changed from 28074 to 29074 the new crossover altitude will be ?

Lower.

The crossosver altitude is the altitude at which a specified cas and mach value represent the same tas value the curves for constant cas and constant mach intersect at this point above this altitude the mach number is used to reference speeds 1081 typical climb profile

Question 107-28 : The optimum cruise altitude is ?

The pressure altitude at which the best specific range can be achieved.

Question 107-29 : Which of the following statements with regard to the optimum cruise altitude best fuel mileage is correct ?

An aeroplane sometimes flies above the optimum cruise altitude because atc normally does not allow to fly continuously at the optimum cruise altitude.

Question 107-30 : Which of the following statements is applicable to the acceleration height at the beginning of the 3rd climb segment ?

The maximum acceleration height depends on the maximum time take off thrust may be applied.

Kaketoe i am pretty sure that delta is also correctplease inform me if i'm wrong by answer delta we suppose you mean there is no requirement for minimum climb performance when flying at the acceleration height in fact the question specifically states at the beginning of the 3rd climb segment so we do not talk about the entire 3rd segmentwe know that the minimum acceleration height can start at 400ft it's the beginning of the 3rd segment but his upper limit even if it's not a limit depends on the maximum time take off thrust may be applied and also on the time the aircraft takes to level off

Question 107-31 : Which statement regarding the influence of a runway down slope is correct for a balanced take off down slope ?

Reduces v1 and reduces take off distance required todr .

A downhill slope reduces the accelerate stop distance required taking off on a downhill slope does increase the braking distance in the case of a rejected take off but it also decreases the distance taken to accelerate to v1 due to the addition of the downhill component of the weight of the aircraft increasing the rate of acceleration

Question 107-32 : If the field length limited take off mass has been calculated using a balanced field length technique the use of any additional clearway in take off performance calculations may allow ?

A greater field length limited take off mass but with a lower v1.

The balanced field length is the shortest field length at which a balanced field takeoff can be performed a balanced field takeoff is a condition where the accelerate stop distance required asdr is equal to the takeoff distance required todr for the aircraft weight engine thrust aircraft configuration and runway conditionthus the use of any additional clearway in take off performance calculations may allow a greater field limited take off mass but the v1 will be lower because the extra take off mass means that more distance will be required to stop in the event of an aborted takeoff

Question 107-33 : Which of the following statements with regard to the actual acceleration height at the beginning of the 3rd climb segment is correct ?

The minimum value according to regulations is 400 ft.

The first segment starts at 'reference zero' and ends when the gear comes upthe second segment lasts until levelling off for flap retractionthe third segment ends when ready for the enroute climb it is usually a level burst at 400 ft during which acceleration is made to climb speed flaps are retracted and power is reduced to max continuous

Question 107-34 : According to eu ops 1 which one of the following statements concerning the landing distance for a turbojet aeroplane is correct ?

When determining the maximum allowable landing mass at destination 60% of the available landing runway length should be taken into account.

Question 107-35 : Which one of the following statements concerning drift down is correct ?

When determining the obstacle clearance during drift down fuel dumping may be taken into account.

In a multi engine aircraft losing power from one or more engines may require a descent due to aircraft weight and atmospheric conditions if a descent is required the most fuel efficient method is a driftdownthis 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 2519the 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 airportfuel dumping may be taken into account

Question 107-36 : In accordance with cs25 the take off safety speed v2min for turbo propeller powered aeroplanes with more than three engines may not be less than ?

108 vsr.

Cs25 v2min in terms of calibrated airspeed may not be less than 1 113 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 2 108 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 3 110 times vmc established under cs 25149vsr reference stall speed

Question 107-37 : The take off safety speed v2 for two engine or three engine turbo propeller powered aeroplanes may not be less than ?

113 vsr.

Cs25 v2min in terms of calibrated airspeed may not be less than 1 113 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 2 108 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 3 110 times vmc established under cs 25149vsr reference stall speed

Question 107-38 : What is the minimum field length required for the worst wind situation landing a twin jet aeroplane with the anti skid inoperative elevation 2000 ftqnh 1013 hpalanding mass 50 000 kgflaps as required for minimum landing distancerunway condition drywind maximum allowable tailwind 15 ktmaximum ?

3100 m.

1127for minimum landing distance we use flaps 40°

Question 107-39 : The lowest point of the thrust required curve of a jet aeroplane is the point for ?

Minimum drag.

1083max endurance is not a point on the thrust required curve but minimum drag is

Question 107-40 : The airspeed for jet aeroplanes at which power required is minimum ?

Is always lower than the minimum drag speed.

1085minimum power airspeed vmp is less than minimum drag speed vmd jomargra the graph is incorrect the red letter corresponds to vmd and the blue ones to 132vmd i suppose the correct answer is is the same as the minimum drag speed our graph shows a power required curve not a drag curve the point at the bottom of the curve is vmp velocity for minimum powerthe tangent to the curve is vmd velocity for minimum dragthus vmp is less than vmd and because it is proportional to vmd it is always less power is thrust required x tasas thrust required is the same as drag power can also be written as power required = drag x tasthis will in all cases move the drag curve down and left meaning the point of minimum power vmd will be at a lower airspeed than the point of minimum drag speed vmd power is the rate of doing work as opposed to thrust which is a force