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Question 109-1 : Cs 25 the correct formula is. remark ' ? [ Exam pilot ]
Vmcg
.the minimum control speed on the ground, vmcg, is based on directional control being maintained by primary aerodynamic control only..vef is the speed at which the critical engine is assumed to fail during takeoff..v1 follows vef, it is the decision speed at take off and it is the calibrated airspeed below which take off must be rejected if an engine failure is recognized, above which take off should be continued.
Question 109-2 : Calculate the one engine failed climb gradient of a four engine aeroplane, given the following information.aeroplane mass 358000 kg.thrust per engine 245000 n.drag 455000 n. assume the acceleration due to gravity is 10 m/s² ?
7.8 %
Ecqb03 july 2016....calculation for 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 by 100 for a result in percent 7.82%.
Question 109-3 : For jet propelled aeroplanes, the maximum endurance speed corresponds with the ?
Minimum drag speed.
Question 109-4 : Complete the following statement regarding the take off performance of an aeroplane in performance.class a..following an engine failure at i........... and allowing for a reaction time of ii........... a correctly loaded aircraft must be capable of decelerating to a halt within the iii......... ?
I v1 ii 2 seconds iii accelerate stop distance available
Ecqb03, august 2016
Question 109-5 : Performance class a, take off...by mistake, the take off speed are selected for a lower than actual take off mass. as a consequence of this ?
A tail strike might occur.
Ecqb04, october 2017
Question 109-6 : A 'balanced field take off' means ?
One engine inoperative asdr = one engine inoperative todr.
.a balanced field is where toda = asda..toda take off distance available..asda acceleration stop distance available..if you have an engine failure at v1 and you continue the take off, you will just make the screen height of 35ft and v2 at the end of toda..but if you stop, you will just stop within asda. this then must be the minimum required field length...a balanced field take off is 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 109-7 : The quick turnaround limit weight qtlw is the maximum landing weight for which ?
There is 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 the rotors and stators of the brakes cause brake heating. the temperature rise in the brakes will dissipate throughout the wheel. use of the recommended cooling schedule will help avoid brake overheat and fuse plug problems that could result from repeated landings at short time intervals or a rejected takeoff..for normal operation on crj, embraer, b737 and a320 , most landings are at weights below the quick turnaround limit weight.
Question 109-8 : The purpose of the 'quick turnaround limits' is to ?
Avoid brake overheat and 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 the rotors and stators of the brakes cause brake heating. the temperature rise in the brakes will dissipate throughout the wheel. use of the recommended cooling schedule will help avoid brake overheat and fuse plug problems that could result from repeated landings at short time intervals or a rejected takeoff..for normal operation on crj, embraer, b737 and a320 , most landings are at weights below the quick turnaround limit weight.
Question 109-9 : Is credit given for the use of reverse thrust in a rejected take off on a dry runway ?
No.
Ecqb04, november 2017....for a dry runway you cannot take into account reverse thrust for asdr, but you can for a wet runway.
Question 109-10 : What is the one second interval for in the engine failure at take off ?
To recognise and react to the engine failure by v1.
Ecqb04, november 2017.
Question 109-11 : If the v1 and field length limited take off mass flltom have been calculated using the balanced field technique, what will be the influence on v1 and the flltom if the stopway is increased ?
V1 increases, flltom increases.
Ecqb04, november 2017....a field length is balanced when take off distance available equals accelerate stop distance available asda...a stopway is a defined rectangular area on the ground at the end of the take off run available, prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take off...the declared distances 'asda' acceleration stop distance available is the length of the take off run available plus the length of stopway. with a stopway provided, the 'runway strip' is increase...so, asda is longer, for a balanced runway, take off distance is increase and stop distance is increase.you can increase v1 and the flltom...important if it was a clearway instead of a stopway, you will only be able to increase the flltom, but you will have to reduce v1 since a clearway is just an area beyond the paved runway, free of obstacles, that you can overfly to finish the take off...
Question 109-12 : Compared with a balanced field with no stopway or clearway, the use of a stopway in the take off calculations allows to... ?
Increase the take off mass, and increase the v1.
Stopway, area beyond the take off runway, no less wide than the runway and centered upon the extended center line of the runway, able to support the airplane during an aborted take off, without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted take off...with a longer distance available to stop the aircraft after an aborted take off, the v1 decision speed can be increased. all the speeds are related with reference stall speed, which is a function of the aircraft mass...a higher allowed v1 permits a higher take off mass.
Question 109-13 : Under which circumstances can the v2 improved climb procedure be used ?
With a long runway and to clear close in obstacles.
Take off with increased v2 speed..this procedure is used when the performance limited mass is the climb limit mass. at v2 the climbing performance is poor and limits the maximum take off mass. it is important to understand that in the event of engine failure, the initial climb out speed is v2. however, v2 is not the best climb angle speed. v2 is considerably slower than the best angle of climb speed, which is vx. climbing with a speed closer to the best angle of climb greatly enhance the climb performance...if runway available it would be possible to stay on the runway for longer during the take off to build up more speed to a higher v1, this will ensure that at the screen height, a faster v2 will be reached, closer to vx. as a result of the improved climb performance, the climb limit mass can be increased.
Question 109-14 : What is the primary advantage of using the increased v2 improved climb procedure on take off ?
The obstacle limited take off mass is increased.
Take off with increased v2 speed..this procedure is used when the performance limited mass is the climb limit mass. at v2 the climbing performance is poor and limits the maximum take off mass. it is important to understand that in the event of engine failure, the initial climb out speed is v2. however, v2 is not the best climb angle speed. v2 is considerably slower than the best angle of climb speed, which is vx. climbing with a speed closer to the best angle of climb greatly enhance the climb performance...if runway available it would be possible to stay on the runway for longer during the take off to build up more speed to a higher v1, this will ensure that at the screen height, a faster v2 will be reached, closer to vx. as a result of the improved climb performance, the climb limit mass can be increased.
Question 109-15 : When compared to a balanced condition, taking into account a stopway leads to a… ?
Higher take off mass and increased v1.
Balanced field length.. when the accelerate stop distance available asda is equal to the take off distance available toda , this is known as a balanced field length. likewise, when the asda and toda are different lengths, this is known as an unbalanced field length.. . . . . balanced field take off.. a balanced field take off is performance based and is a condition where the accelerate stop distance required asdr is equal to the take off distance required todr for the aircraft weight, engine thrust, aircraft configuration and runway condition... the balanced field length is the shortest field length at which a balanced field take off can be performed.. . . .... a balanced field length is used to simplify the field length take off mass. when applying this concept, tod = asd and v1 = v1 balanced. and this means that we are using the minimum requirements in case of engine failure, thus increasing safety margins. when using stopway or clearway, extra distance will be available and v1 will vary....balanced v1..the first graph on the attached figure, helps understanding the impact of increasing or decreasing v1...analyzing it, we can conclude the following... a balanced v1 is a v1 speed which results in todr equal to asdr. often called the ideal v1 as it gives the minimum field length required for a given weight and optimum performance.. any lower v1 v1 < v1b would increase todr, as it would take longer for the aircraft to accelerate to v2 with oei. as a result, the total field required increases.. any higher v1 v1 > v1b would increase asdr due to a higher energy absorption by the brakes. as a result, the total field required would also increase....=> in essence, balanced v1 improves field length limited take off performance...=> unbalanced v1 allows for higher take off weights by taking advantage of any runway and clearway or stopway available in excess of balanced field length....summary and extra info... if tod = asd, v1 = balanced, balanced condition.. if tod > asd, v1 < v1 balanced, unbalanced condition... clearway, no stopway = higher mass and lower v1 speed. if tod < asd, v1 > v1 balanced, unbalanced condition... stopway, no clearway = higher mass and higher v1 speed....tora take off run distance available => runway only no stopway or clearway..toda take off distance available => tora + clearway..asda accelarate stop distance available => tora + stopway
Question 109-16 : When determining the take off distance for performance class a aeroplanes, assuming an engine failure on a wet or contaminated runway, the screen height is... ?
15 ft.
Class a net take off distance required..the take off distance required is the greatest of the following three distances... all engines operating. the horizontal distance travelled, with all engines operating, to reach a screen height of 35 ft multiplied by 1.15. one engine inoperative dry runway. the horizontal distance from brp to the point at which the airplane attains 35 ft, assuming the critical power unit fails at vef on a dry, hard surface...one engine inoperative wet runway. the horizontal distance from brp to the point at which the airplane attains 15 ft, assuming the critical power unit fails at vef on a wet or contaminated hard surface, achieved in a manner consistent with the achievement of v2 by 35 ft.
Question 109-17 : During the climb speed schedule, what is the significance of the cross over altitude ?
During climb with a constant speed, a constant ias/cas is changed to a constant mach number at this altitude.
Crossover altitude..initially the airplane climbs at a constant indicated airspeed. continuously climbing at a constant indicated airspeed causes the mach number to rise. beyond a certain altitude mach number gets too high and mmo could be exceeded. to avoid this at the crossover or changeover altitude the climb profile is changed to a constant mach number climb...the descent profile is almost the reverse of the climb profile. the descent is flown initially at mach number at the crossover or changeover altitude the descent profile is changed to a constant indicated airspeed, to avoid vmo be exceeded.
Question 109-18 : If a jet aeroplane descends with constant mach number, which speed limit will be exceeded ?
Maximum operating airspeed.
Aircraft are limited by both air speed vmo, affects loads on the structures and mach mmo, formation of shock waves resulting in buffet.in a descent, at the changeover altitude i.e. fl300 , mmo must be changed to vmo i.e. 0.82 m to 290 kias , because in a descent at constant mach number, ias will increase and if the operational speed limit is not changed at the changeover altitude from mmo to vmo, there's a very high risk of exceeding vmo.the sequence of speeds is vmo maximum operating limit , vne never exceed speed and vd design diving speed. as you can see, vne and vd speeds are higher than vmo, therefore, vmo is reached first.note you may find a different variation of this question where the correct option is vmo in the database with question number 324005.
Question 109-19 : The take off runway performance requirements for transport category aeroplanes are based upon ?
Failure of the critical engine or all engines operating whichever requirement gives the greater distance.
Cs 25.113..take off distance and takeoff run.. a take off distance on a dry runway is the greater of –. 1 the horizontal distance along the take off path from the start of the take off to the point at which the aeroplane is 11 m 35 ft above the take off surface, determined under cs 25.111 for a dry runway. or.. 2 115% of the horizontal distance along the take off path, with all engines operating, from the start of the take off to the point at which the aeroplane is 11 m 35 ft above the take off surface, as determined by a procedure consistent with cs 25.111. see amc 25.113 a 2 , b 2 and c 2... c if the take off distance does not include a clearway, the take off run is equal to the take off distance. if the take off distance includes a clearway –.. 1 the take off run on a dry runway is the greater of –.. i the horizontal distance along the take off path from the start of the takeoff to a point equidistant between the point at which vlof is reached and the point at which the aeroplane is 11 m 35 ft above the take off surface, as determined under cs 25.111 for a dry runway. or.. ii 115% of the horizontal distance along the take off path, with all engines operating, from the start of the take off to a point equidistant between the point at which vlof is reached and the point at which the aeroplane is 11 m 35 ft above the take off surface, determined by a procedure consistent with cs 25.111. see amc 25.113 a 2 , b 2 and c 2...... as you can see from the above regulation, the take off performance will be determined on the greater distance of 'all engines operating' and 'failure of critical engine'.
Question 109-20 : How does runway slope affect allowable take off mass, assuming other factors remain constant and not limiting ?
A downhill slope increases allowable take off mass.
..if the runway is sloping, a component of the weight will act along the longitudinal axis of the airplane...this will either augment thrust, or augment drag which will increase or decrease the accelerating force...a downhill slope will increase the accelerating force, and reduce the take off distance, whereas an uphill slope will reduce the accelerating force and increase the take off distance...v1 can be increased and consequently the tom for the same toda...even though it is an uphill slope and the aircraft will come to stop within a shorter distance, the aircraft will need a longer distance to accelerate to v1...the acceleration needed to achieve v1 has a major impact in the asdr calculation...in case of a downhill slope the asdr decreases.
Question 109-21 : An airport has a 3000 metres long runway, and a 2000 metres clearway at each end of that runway. for the calculation of the maximum allowed take off mass, the take off distance available cannot be greater than ?
4500 metres.
The take off distance available is the take off run available plus any clearway and cannot be more than 1.5 the tora. if there is no clearway at the aerodrome, then the take off distance available will be the same length as the take off run available...toda = tora + clearway max. 0.5 tora = 3000 + 1500 = 4500 m
Question 109-22 : Which of the following sets of factors will increase the climb limited tom every factor considered independently ?
Low flap setting, low pa, low oat.
The takeoff climb or flight path typically extends from 35 feet above the takeoff surface to 1 500 feet above the surface. however, during a contaminated runway takeoff, the takeoff climb begins at 15 feet instead of 35 feet. the reference zero point is the location on the ground directly below the 35 foot screen...the takeoff climb has two main requirements that must be met in the event of an engine failure at vef, as engine failure must be accounted for in all flight phases for class a aircraft. firstly, the aircraft must be able to achieve the minimum climb gradients, and secondly, it must maintain sufficient obstacle clearance...summary of some factors that can increase the climb limited take off mass, which in turn increases the maximum achievable climb gradient. these factors include... . lower flap setting extended flaps or gear beyond their normal retraction points cause additional drag, which reduces excess thrust and takeoff climb performance which reduces climb gradient. therefore, a lower flap setting positively affects the climb limited take off mass.. . . higher air density air density is typically higher at lower airport elevations, resulting in more thrust being available depending on the engine. conversely, lower air density results in a lower climb gradient, leading to a lower climb limited take off mass.. . . lower outside air temperature lower temperatures increase air density, which improves climb gradient. this concept is similar to the effect of higher air density at lower airport elevations.
Question 109-23 : Long range cruise is a flight procedure which gives ?
A specific range which is approximately 99% of maximum specific range and a higher cruise speed.
..the advantage of flying at the maximum range speed is simply that the airplane will use the least amount of fuel and therefore have the least fuel cost for a given distance. operationally a faster long range cruise is used. this speed is used because getting to destination more quickly, more revenue earning flights can be carried out for a given period. for a given time period, 4% more flights can be carried out with only a fuel consumption increase of 1%.
Question 109-24 : The optimum long range cruise altitude for a turbojet aeroplane ?
Increases when the aeroplane mass 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.
Question 109-25 : What percentages of the head wind and tail wind component are taken into account when calculating the take off field length required ?
Not more than 50% head wind and not less than 150% tail wind.
Easa air ops..regulation eu no 965/2012..cat.pol.a.305 take off.. a the take off mass shall not exceed the maximum take off mass specified in the afm for the pressure altitude and the ambient temperature at the aerodrome of departure... b the unfactored take off distance, specified in the afm, shall not exceed.. 1 when multiplied by a factor of 1.25, the take off run available tora. or.. 2 when stopway and/or clearway is available, the following.. i the tora... ii when multiplied by a factor of 1.15, the take off distance available toda. or.. iii when multiplied by a factor of 1.3, the asda... c when showing compliance with b , the following shall be taken into account.. 1 the mass of the aeroplane at the commencement of the take off run... 2 the pressure altitude at the aerodrome... 3 the ambient temperature at the aerodrome... 4 the runway surface condition and the type of runway surface... 5 the runway slope in the direction of take off. and.. 6 not more than 50% of the reported headwind component or not less than 150% of the reported tailwind component...previous legislation eu ops 1.490..easa cs 25.105 take off.. d the take off data must include, within the established operational limits of the aeroplane, the following operational correction factors.. 1 not more than 50% of nominal wind components along the take off path opposite to the direction of take off, and not less than 150% of nominal wind components along the take off path in the direction of take off... 2 effective runway gradients.
Question 109-26 : An aeroplane descends from fl410 to fl270 at its cruise mach number and from fl270 to fl100 at the ias achieved at fl270. assuming idle thrust, a clean configuration and ignoring compressibility effects, how does the angle of descent change.. i in the first and.. ii in the second part of the descent ?
I increases ii remains constant
Descent at a constant mach number in standard conditions..during a descent, lss will be increasing, as temperature increases...therefore, if mach number is being kept constant the tas must be increasing mach number = tas/lss...during the descent air density increases tas is increasing and ias also increases at a greater rate dynamic pressure = 1 2 v2...similarly, in a climb at constant mach number the tas and ias both reduce...during descend with a constant mach no. the lift increases as ias is increasing...lift = 1 2 v2 cl..to balance the lift cl is reduced by lowering the aircraft nose...lowering the nose, the aircraft will have a steeper angle of descent...flying with a constant ias, the lift will remain constant and there is no need to further lower the nose...angle of descent remains constant.
Question 109-27 : For jet aeroplanes which of the following statements is correct ?
When determining the maximum allowable landing mass at destination, 60% of the available distance is taken into account, if the runway is expected to be dry.
For dispatching the aircraft, the maximum allowable landing mass at destination must be determined on the most limiting runway, in still air conditions, and on the runway most likely to be assigned to the aircraft on arrival...when making these calculations, class a jet aircraft must be assumed to land and stop within 60% of the landing distance available lda. this is in addition to any factors for wet runways. this percentage factor can also be expressed as multiplication and division factor... actual landing distance
Question 109-28 : To minimise the risk of hydroplaning during landing the pilot should ?
Make a positive landing and apply maximum reverse thrust and brakes as quickly as possible.
When landing on a floaded runway, you should aim for a 'positive' landing meaning that you don't make it a floating gentle landing smooth landing , but, instead, a firm and therefore positive touchdown. this ensures that you break through the layer of water on the surface of the runway. after touching down, brakes and thrust reverse should be used as soon as possible => use light brake pressure, and use aerodynamic braking to keep maximum weight on your landing gear
Question 109-29 : The one engine out take off run is the distance between the brake release point and ?
The middle of the segment between vlof point and 35 ft point.
..cap 698..section 4 data for medium range jet transport mrjt1..2 take off..2.1.2 the field length requirements specified in cs 25 are..a if the take off distance includes a clearway, the take off run is the greatest of..i all power units operating dry and wet runway. the total of the gross distance from the start of the take off run to the point at which vlof is reached, plus one half of the gross distance from vlof to the point at which the aeroplane reaches 35 ft, all factorised by 1.15 to obtain the net torr...ii one power unit inoperative dry runway. the horizontal distance from the brakes release point brp to a point equidistant between vlof and the point at which the aeroplane reaches 35 ft with the critical power unit inoperative...iii one power unit inoperative wet runway. the horizontal distance from the brake release point brp to the point at which the aeroplane is 15ft above the take off surface, achieved in a manner consistent with the attainment of v2 by 35ft, assuming the critical power unit inoperative at vef
Question 109-30 : A jet aeroplane is climbing at constant mach number below the tropopause. which of the following statements is correct assume standard atmospheric conditions ?
Ias decreases and tas decreases.
Descent at a constant mach number in standard conditions..during a descent, lss will be increasing, as temperature increases. therefore, if mach number is being kept constant the tas must be increasing mach number = tas/lss. during the descent air density increases tas is increasing and cas also increases at a greater rate dynamic pressure = 1 2 v2. similarly, in a climb at constant mach number the tas or cas both reduce...maximum operating speed, called vmo when using indicated airspeed. vmo could be exceed while maintaining a constant mach no. during descent.
Question 109-31 : Which of the following will decrease v1 ?
Inoperative anti skid.
Take off with anti skid inoperative..if the anti skid system does not work, then the stopping ability will be severely reduced and will cause the accelerate stop distance to increase dramatically. to solve the problem, v1 is reduced...v1 decreases the accelerate stop distance but increases the take off distance. to resolve this, the mass of the airplane is reduced, which will decrease both the accelerate stop distance and take off distance required so that they remain within the available field lengths.
Question 109-32 : In accordance with cs 25, the reference landing speed vref has the following minimum margin above the reference stalling speed in the landing configuration vsr0 ?
23%.
The speed across the threshold is described as vref, but also in some manufacturer's graph as the 'barrier speed'...more specifically, vref the speed of the aeroplane, in a specified landing configuration, at the point where it descends through the landing screen height in the determination of the landing distance for manual landings...vsr0 means the reference stall speed in the landing configuration...the touchdown speed ultimately results from the threshold speed. this is based on a function of the stall speed of the aircraft, 1.23 vsr0 for class a or 23% above vsr0 and not less than the minimum control speed in the landing configuration, vmcl...according to cs 25.125 landing 'vref may not be less than1.23 vsr0'.
Question 109-33 : During take off the third segment begins ?
When acceleration to final take off speed vfto is started.
..segments of the take off climb..for a class a aircraft, one engine inoperative, the t/o climb is divided into 4 segments... the take off flight path starts once the take off is complete, at 35 ft with the airplane at v2 with one engine inoperative. on a wet runway, the screen height is reduced to 15'. operating engines are at takeoff thrust, the flaps/slats are in takeoff configuration and landing gear retraction is initiated once safely airborne with positive climb. the first segment ends when the landing gear is fully retracted.. begins when the landing gear is fully retracted. engines are at takeoff thrust and the flaps/slats are in the takeoff configuration. this segment ends at the higher of 400'.. begins at 400' or higher specified acceleration altitude. engines are at takeoff thrust and the aircraft is accelerated in level flight. slats/flaps are retracted on speed. the segment ends when aircraft is in clean configuration and the final take off speed has been achieved. once this has happened, thrust can be reduced from maximum take off thrust, toga, to maximum continuous thrust, mct.. starts when the flaps are retracted, the final segment speed is achieved, and the thrust is set to maximum continuous thrust. from this point the airplane is climbed to above 1500 ft where the take off flight path ends. the climb gradient for this last stage must not be less than 1.2%..... . . . 1º segment. 2º segment. 3º segment. 4º segment. . . starts. 35 ft. gear up. > 400 agl. flaps up.. vfto.. mct. . . action. select gear up. climb to > 400 agl. retract flaps.. accelerate to vfto.. set mct. climb to 1500 agl. . . gradient for 2 engines. .. > 0%. .. > 2.4%. .. > 1.2%. .. > 1.2%. . . gradient for 3 engines. .. > 0.3%. .. > 2.7%. .. > 1.5%. .. > 1.5%. . . gradient for 4 engines. .. > 0.5%. .. > 3.0%. .. > 1.7%. .. > 1.7%. . ..note while third segment is usually flown in level flight, the available gradient must be at least equal to that required in final segment 1.2%. during third segment the high lift devices are retracted.
Question 109-34 : Under which condition should you fly considerably lower 4 000 ft or more than the optimum altitude ?
If at the lower altitude either considerably less headwind or considerably more tailwind can be expected.
..optimum altitude..optimum altitude is defined as the pressure altitude for the best possible fuel efficiency in cruise, at which a given thrust setting results in the corresponding maximum range speed at a given weight and speed. as a result, if flown at a higher or lower pressure altitude than the optimum altitude will decrease the aircraft range...the optimum altitude is not constant and changes over the period of a long flight as atmospheric conditions and the weight of the aircraft change.... optimum altitude increases with reducing aircraft weight the drag curve will move down and to the left as the weight decreases through fuel burn. the aeroplane maximizes its specific range by remaining at the optimum altitude as it slowly increases it must climb along the green line shown in the attached figure. as the optimum altitude increases, the specific range increases. however, for a number of reasons, atc will probably not allow a cruise climb. the compromise between a level cruise and a cruise climb is a step climb....step climb means that the airplane climbs to about 2000 ft above the optimum altitude and levels off. as fuel is used and weight falls, the optimum altitude will increase to a point where it is again 2000 ft above the airplane’s current level. and thereafter the climb process can be repeated. this is the most common way of operating jets in real life.... the pilot should always aim to use the step climb technique to remain as close as possible to the optimum altitude. however, it can be beneficial to fly at an altitude other than the optimum altitude in case of, for example, significant tailwind at a different level even if it means flying significantly below the optimum altitude. or when experiencing severe turbulence at the optimum altitude.
Question 109-35 : Stepped climbs are used on long distance flights ?
To fly a profile as close as possible to the optimum altitude as the aeroplane mass reduces.
Step climbs..step climbs means that the airplane climbs to about 2000 ft above the optimum altitude and levels off. as fuel is used and weight falls, the optimum altitude will increase to a point where it is again 2000 ft above the airplane’s current level. and thereafter the climb process can be repeated.
Question 109-36 : Drift down is the procedure to be utilised ?
After engine failure, if the aeroplane is above the one engine inoperative cruise ceiling.
Engine failure and drift down..in the case of an engine failure, the remaining thrust is not sufficient to balance the drag force and the cruise speed cannot be maintained. the only solution is to descend to a lower flight altitude, where the remaining engine can provide enough thrust to balance the drag and allow level flight. as the airplane descends into the lower atmosphere where density is greater, the remaining engine can develop more thrust which will equal the drag force, this is the gross level off altitude, but would give no performance margin. so the drift down procedure is continued to a lower altitude, the net level off altitude...the main purpose of the drift down procedure is to bring the aircraft to an altitude where the aircraft can generate enough trust with the remaining to balance the drag. the level off altitude is determined by the actual air density.
Question 109-37 : The approach climb requirement has been established to ensure ?
Minimum climb gradient in case of a go around with one engine inoperative.
Easa cs 25.119 landing climb all engines operating.in the landing configuration, the steady gradient of climb may not be less than 3.2%, with the engines at the power or thrust that is available 8 seconds after initiation of movement of the power or thrust controls from the minimum flight idle to the go around power or thrust setting.... easa cs 25.121 climb one engine inoperative.... d approach..in a configuration corresponding to the normal all engines operating procedure in which vsr for this configuration does not exceed 110% of the vsr for the related all engines operating landing configuration. 1 the steady gradient of climb may not be less than 2.1% for two engined aeroplanes, 2.4% for three engined aeroplanes and 2.7% for four engined aeroplanes, with – i the critical engine inoperative, the remaining engines at the go around power or thrust setting.. ii the maximum landing weight.. iii a climb speed established in connection with normal landing procedures, but not more than 1·4 vsr. and. iv landing gear retractedapproach climb requirement flaps approach, gear up and oei.landing climb requirement flaps landing, gear down and aeo.
Question 109-38 : Which statement with respect to the stepped climb is correct ?
Performing a stepped climb can be up to the 1.3g buffet onset limit.
Optimum altitude.optimum altitude is defined as the pressure altitude for the best possible fuel efficiency in cruise, at which a given thrust setting results in the corresponding maximum range speed at a given weight and speed. as a result, if flown at a higher or lower pressure altitude than the optimum altitude will decrease the aircraft range.the optimum altitude is not constant and changes over the period of a long flight as atmospheric conditions and the weight of the aircraft change.optimum altitude increases with reducing aircraft weight the drag curve will move down and to the left as the weight decreases through fuel burn. the aeroplane maximizes its specific range by remaining at the optimum altitude as it slowly increases it must climb along the green line shown in the attached figure. as the optimum altitude increases, the specific range increases. however, for a number of reasons, atc will probably not allow a cruise climb. the compromise between a level cruise and a cruise climb is a step climb.step climb means that the airplane climbs to about 2000 ft above the optimum altitude and levels off. as fuel is used and weight falls, the optimum altitude will increase to a point where it is again 2000 ft above the airplane’s current level. and thereafter the climb process can be repeated. this is the most common way of operating jets in real life.the pilot should always aim to use the step climb technique to remain as close as possible to the optimum altitude. although a climb above the 1.3 g cruise buffet boundary altitude may be possible, it is prudent to maintain the safety that this limiting altitude gives. at times, a further climb may narrow the gap between high speed buffet and low speed buffet, this should be avoided.
Question 109-39 : What effect does temperature have on the performance limited take off mass ?
Rising temperatures will lower the performance limited take off mass.
Density altitude is pressure altitude corrected for non standard temperature.you probably noticed that in hot days your airplane not well performing.that's because with hot temperatures, density altitude increases and your airplane 'feels' like it's flying at a higher altitude...less air mass flowing over your wings prevents you from generate as much lift, and less oxygen mass in your cylinders prevents you from burning as much fuel, meaning less power.decreasing air density decreases performance, so be careful on hot days at high altitudes...the higher the air temperature, the less thrust can be produced by the engine.because of that the difference between the thrust and the drag during takeoff is smaller.therefore the rate of acceleration is smaller and the aircraft will need a longer takeoff distance...the pltom is the lowest of the... fltom. climb limited mass. tyre limited mass. obstacle limited mass...practically, the tyre limited mass is rarely limiting because hot, high conditions also reduce the climb limited mass.however, taking off with a tailwind in hot, high conditions could result in a tyre limiting mass and must be checked.this situation could also result in an obstacle limiting mass...if there are no significant obstacles to be cleared after take off, either the fltom or climb limited mass normally limits the pltom.to ensure that the aeroplane completes its take off within the field length available, and then climbs at least the minimum required gradient, the pltom must be the lighter of these two masses...however, the pilot has a choice of flap settings. increasing flap setting increases the fltom but reduces the climb limited mass.
Question 109-40 : Optimum altitude can be increased progressively during the flight due to the... ?
Fuel consumption.
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.
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