Which of the following sets of factors will increase the climb limited tom ? [ Attainment AIM ]

Question 88-1 : Low flap setting low pressure altitude low oat high flap setting low pressure altitude low oat low flap setting high pressure altitude high oat low flap setting high pressure altitude low oat

Admin .low flap setting a higher flap setting will reduce the takeoff ground run for a given aircraft weight but it will reduce climb limited tom the flaps will reduce the best angle of attack therefore the maximum climb slope will be reduced low flap setting permits a better climb angle .low pressure altitude density is higher lift is increase .low oat cold air means that density increase lift inscreases the climb limited tom is increased

The requirements with regard to take off flight path and the climb segments are ?

Question 88-2 : The failure of the critical engine on a multi engines aeroplane the failure of any engine on a multi engine aeroplane two engine aeroplane the failure of two engines on a multi engine aeroplane

exemple 192 The failure of the critical engine on a multi-engines aeroplane. — The failure of the critical engine on a multi-engines aeroplane.

A head wind will ?

Question 88-3 : Increase the climb flight path angle increase the angle of climb increase the rate of climb shorten the time of climb

exemple 196 Increase the climb flight path angle. — Increase the climb flight path angle.

Assuming that the required lift exists which forces determine an aeroplane's ?

Question 88-4 : Weight drag and thrust weight and drag only thrust and drag only weight and thrust only

exemple 200 Weight, drag and thrust. — Weight, drag and thrust.

How does the best angle of climb and best rate of climb vary with increasing ?

Question 88-5 : Both decrease best angle of climb decreases while best rate of climb increases best angle of climb increases while best rate of climb decreases both increase

exemple 204 Both decrease. — The higher you go the less power you will have .you can increase the angle of climb only if you have an excess of thrust or a rate of climb excess power Both decrease.

An operator shall ensure that the net take off flight path clears all obstacles ?

Question 88-6 : 90 m + 0 125 d 0 125 d 90 m + 1 125 d 90 m + d / 0 125

exemple 208 90 m + 0.125 d. — Admin .take off obstacle clearance . a an operator shall ensure that the take off flight path with one engine inoperative clears all obstacles by a vertical margin of at least 50 ft or by a horizontal distance of at least 90 m plus 0 125 x d where d is the horizontal distance the aeroplane has travelled from the end of the take off distance available .for aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m plus 0 125 x d may be used 90 m + 0.125 d.

What is the effect of tail wind on the time to climb to a given altitude ?

Question 88-7 : The time to climb does not change the time to climb increases the time to climb decreases the effect on time to climb will depend on the aeroplane type

exemple 212 The time to climb does not change. — The time to climb does not change.

The angle of climb with flaps extended compared to that with flaps retracted ?

Question 88-8 : Smaller larger not change increase at moderate flap setting decrease at large flap setting

exemple 216 Smaller. — Admin .we assume same mass and same speed same vertical speed all other conditions unchanged angle of climb will be smaller with flaps extended compared to that with flaps retracted for the same vertical speed center of pressure moves aft when flaps are extended thus we have to lower the nose Smaller.

Vx and vy with take off flaps will be ?

Question 88-9 : Lower than that for clean configuration higher than that for clean configuration same as that for clean configuration changed so that vx increases and vy decreases compared to clean configuration

exemple 220 Lower than that for clean configuration. — Admin .vx is best angle of climb speed and vy is best rate of climb speed they occur at the point where there is the biggest gap between thrust and drag vx and power required and power available vy . 1068.the deployment of flap increases profile drag which moves the red drag curve up and left you can see that vmd which is vx for a jet moves left and the gap closes between thrust available and drag so vx decreases and the angle of climb decreases . 1069.the power required curve also moves up and left with the increase in drag and the point of vy moves left and the gap closes between power required and power available .vx and vy with take off flaps will be lower than that for clean configuration Lower than that for clean configuration.

Other factors remaining constant how does increasing altitude affect vx and vy ?

Question 88-10 : Both will increase both will remain the same both will decrease vx will decrease and vy will increase

exemple 224 Both will increase. — Admin .best explanation ever .pdf929 Both will increase.

Considering tas for maximum range and maximum endurance other factors remaining ?

Question 88-11 : Both will increase with increasing altitude both will decrease with increasing altitude both will stay constant regardless of altitude tas for maximum range will increase with increased altitude while tas for maximum endurance will decrease with increased altitude

exemple 228 Both will increase with increasing altitude. — Admin .in flight maximum range speed and maximum endurance speed are eas .use the very simple 'ertm' diagram ertm for e as/ r as rectified air speed or cas / t as/ m ach . 1960.the eas/ias line is vertical tas increase with increasing altitude Both will increase with increasing altitude.

Given that .vef= critical engine failure speed.vmcg= ground minimum control ?

Question 88-12 : Vmcg is less than or equal to vef is less than v1 v2min is less than or equal to vef is less than or equal to vmu 1 05 vmca is less than or equal to vef is less than or equal to v1 1 05 vmcg is less than vefis less than or equal to vr

exemple 232 Vmcg is less than or equal to vef is less than v1. — Admin . vmcg it is the minimum speed on ground at which when the critical engine becomes inoperative it is possible to recover control of the airplane with the use of primary aerodynamic control alone .this maneuver must follow the guidelines . to steer only aerodynamic forces may be used . nose wheel steering is not used . rudder force may not exceed 150 lbs . cs 25 107 take off speeds . a v1 must be established in relation to vef as follows . 1 vef is the calibrated airspeed at which the critical engine is assumed to fail vef must be selected by the applicant but may not be less than vmcg determined under cs 25 149 e . 2 v1 in terms of calibrated airspeed is selected by the applicant however v1 may not be less than vef plus the speed gained with the critical engine inoperative during the.time interval between the instant at which the critical engine is failed and the instant at.which the pilot recognises and reacts to the engine failure as indicated by the pilot's.initiation of the first action e g applying brakes reducing thrust deploying speed brakes to stop the aeroplane during accelerate stop tests Vmcg is less than or equal to vef is less than v1.

Given .vs= stalling speed.vmca= air minimum control speed.vmu= minimum unstick ?

Question 88-13 : Vs< vmca < v2 min v2 min < vmca < vmu vr < vmca < vlof vmu = vmca < v1

exemple 236 Vs< vmca < v2 min — Admin .vmca minimum control speed in the air is located between v1 and vr .at vs the aircraft is falling at v2min the aircraft is airborne and flyable v2min is the lowest speed at which the aircraft complies with the handling criteria associated with climb after take off following the failure of an engine Vs< vmca < v2 min

Regarding take off the take off decision speed v1 ?

Question 88-14 : Is the airspeed on the ground at which the pilot is assumed to have made a decision to continue or discontinue the take off is always equal to vef engine failure speed is an airspeed at which the aeroplane is airborne but below 35 ft and the pilot is assumed to have made a decision to continue or discontinue the take off is the airspeed of the aeroplane upon reaching 35 feet above the take off surface

exemple 240 Is the airspeed on the ground at which the pilot is assumed to have made a decision to continue or discontinue the take-off. — Is the airspeed on the ground at which the pilot is assumed to have made a decision to continue or discontinue the take-off.

An airport has a 3000 metres long runway and a 2000 metres clearway at each end ?

Question 88-15 : 4500 metres 6000 metres 4000 metres 5000 metres

exemple 244 4500 metres. — Admin .the take off distance must not exceed the take off distance available with a clearway distance not exceeding half of the takeoff run available .3000 m runway + only 1500 m clearway = 4500 metres 4500 metres.

The net flight path gradient after take off compared to the actual climb ?

Question 88-16 : Smaller larger equal depends on type of aircraft and may be smaller or larger respectively

exemple 248 Smaller. — Admin . cs 25 115 take off flight path . . b the net take off flight path data must be determined so that they represent the actual take off flight paths determined in accordance with cs25 111 and with sub paragraph a of this paragraph reduced at each point by a gradient of climb equal to . 1 0 8% for two engined aeroplanes . 2 0 9% for three engined aeroplanes and. 3 1 0% for four engined aeroplanes Smaller.

Which of the following diagrams correctly shows the movement of the power ?

Question 88-17 : Figure d figure a figure b figure c

exemple 252 Figure d. — Admin . 1070.tas increases with altitude from ertm graph thus the curve moves right .power required = drag x tas .if tas increases drag increases power required increases thus the curve moves up Figure d.

In a steady descending flight descent angle gamma equilibrium of forces acting ?

Question 88-18 : T + w sin gamma = d t w sin gamma = d t d = w sin gamma t + d = w sin gamma

exemple 256 T + w sin gamma = d — Admin .a descent is a negative climb the more drag we have the steeper the descent angle is .drag thrust/weight = sin descent angle.drag = thrust + weight x sin descent angle.in descent the weight vector on the longitudinal axis of the airplane is added to thrust .this is the reason why airplane needs less energy to descent than to climb T + w sin gamma = d

An aeroplane executes a steady glide at the speed for minimum glide angle if ?

Question 88-19 : Increases / increases / decreases decreases / constant / decreases increases / increases / constant increases / constant / increases

exemple 260 Increases / increases / decreases. — Admin .the forward speed is kept constant example if the speed for minimum glide angle is 100 kt when we lower the mass we keep 100 kt .because we maintain this speed we have to increase our rate of descent to reach 100 kt thus the glide angle increases too .cl/cd ratio is reduced because lift is reduced too Increases / increases / decreases.

An aeroplane is in a power off glide at speed for minimum glide angle if the ?

Question 88-20 : Decreases increases remains the same may increase or decrease depending on the type of aeroplane

exemple 264 Decreases. — Admin .it doesnt matter whether the attitude is changed pitch up or pitch down there is only one attitude that gives you minimum glide angle so any change from it will decrease the distance you glide .the glide angle is the angle of the slope on which the aircraft is descending therefore a minimum glide angle is the smallest angle for this slope and hence the shallowest Decreases.

Which of the following combinations basically has an effect on the angle of ?

Question 88-21 : Configuration and angle of attack mass and altitude altitude and configuration configuration and mass

exemple 268 Configuration and angle of attack. — Admin .your angle of glide/descent is a function of lift/drag ratio all you have to do is fly at vmd velocity minimum drag for your aircraft which means flying at the correct angle of attack then of course extending flap or airbrake or change propeller pitch configuration will also have an effect Configuration and angle of attack.

Two identical aeroplanes at different masses are descending at idle thrust ?

Question 88-22 : At a given angle of attack both the vertical and the forward speed are greater for the heavier aeroplane there is no difference between the descent characteristics of the two aeroplanes at a given angle of attack the heavier aeroplane will always glide further than the lighter aeroplane at a given angle of attack the lighter aeroplane will always glide further than the heavier aeroplane

exemple 272 At a given angle of attack, both the vertical and the forward speed are greater for the heavier aeroplane. — At a given angle of attack, both the vertical and the forward speed are greater for the heavier aeroplane.

Compared with still air the effect a headwind has on the values of the maximum ?

Question 88-23 : The maximum range speed increases and the maximum gradient climb speed is not affected the maximum range speed decreases and the maximum gradient climb speed increases the maximum range speed decreases and the maximum gradient climb speed decreases the maximum range speed decreases and the maximum gradient climb speed is not affected

exemple 276 The maximum range speed increases and the maximum gradient climb speed is not affected. — Admin . maximum range speed increases .when striving for maximum range it is advantageous to reduce the time of exposure to a headwind component and increase the time of exposure to a tailwind component .. maximum gradient climb speed .the speed is not affected the ground distance will be reduce with a headwind ground speed is different the gradient over the ground changes but vx speed stays constant .the maximum climb angle speed vx vmd for a jet 1 1vs for a prop is unaffected by wind because the object is to achieve maximum angle The maximum range speed increases and the maximum gradient climb speed is not affected.

The maximum speed in horizontal flight occurs when ?

Question 88-24 : The maximum thrust is equal to the total drag the thrust is equal to the maximum drag the thrust is equal to minimum drag the thrust does not increase further with increasing speed

exemple 280 The maximum thrust is equal to the total drag. — Admin .as long as available thrust exceeds required thrust in level flight the aircraft will accelerate once drag increases to equal maximum thrust the aircraft will not accelerate thus the maximum speed is achieved when maximum thrust is equal to the total drag The maximum thrust is equal to the total drag.

With respect to the optimum altitude which of the following statements is ?

Question 88-25 : An aeroplane sometimes flies above or below the optimum altitude because optimum altitude increases continuously during flight an aeroplane always flies below the optimum altitude because mach buffet might occur an aeroplane always flies at the optimum altitude because this is economically seen as the most attractive altitude an aeroplane flies most of the time above the optimum altitude because this yields the most economic result

exemple 284 An aeroplane sometimes flies above or below the optimum altitude because optimum altitude increases continuously during flight. — An aeroplane sometimes flies above or below the optimum altitude because optimum altitude increases continuously during flight.

How does the lift coefficient for maximum range vary with altitude . no ?

Question 88-26 : The lift coefficient is independent of altitude the lift coefficient decreases with increasing altitude the lift coefficient increases with increasing altitude only at low speeds the lift coefficient decreases with increasing altitude

exemple 288 The lift coefficient is independent of altitude. — Admin .when flying at range speed regardless of altitude you will be at 1 32vmd velocity minimum drag on the drag curve for a jet where alpha will be about 2 degrees and at vmd for the propeller where alpha is about 4 degrees . 1135 The lift coefficient is independent of altitude.

The speed for maximum lift/drag ratio will result in ?

Question 88-27 : The maximum range for a propeller driven aeroplane the maximum endurance for a propeller driven aeroplane the maximum range for a jet aeroplane the maximum angle of climb for a propeller driven aeroplane

exemple 292 The maximum range for a propeller driven aeroplane. — Admin . 1135. the speed for maximum lift/drag ratio l/d max will result in the maximum range for a propeller driven aeroplane .for the propeller driven aeroplane curve the lowest point of the power required curve is the tas at wich the least power is needed as opposed to producing the least drag and is therefore the best for endurance in level flight it is also the maximum rate of climb speed because the gap between power required and power available is greatest more power is needed above and below the minimum power speed The maximum range for a propeller driven aeroplane.

Which of the following provides maximum obstacle clearance during climb ?

Question 88-28 : The speed for maximum climb angle vx 1 2vs the speed for maximum rate of climb the speed at which the flaps may be selected one position further up

exemple 296 The speed for maximum climb angle vx. — The speed for maximum climb angle vx.

Which of the following factors will lead to an increase of ground distance ?

Question 88-29 : Tailwind decrease of aircraft mass increase of aircraft mass headwind

exemple 300 Tailwind. — Admin .by maintaining the appropriate minimum glide angle speed it permits to fly the longest ground distance without wind thus the only way to increase the ground distance is to benefit from a tailwind Tailwind.

Which of the following factors leads to the maximum flight time of a glide ?

Question 88-30 : Low mass high mass headwind tailwind

exemple 304 Low mass. — .the wind affects only the ground distance .to maintain the flight as longer as possible you must have the lowest rate of descent this rate of descent varies with mass .for a heavier aircraft the lowest rate of descent speed is reach at a higher speed than when this aircraft is empty total drag is proportional to v² therefore his rate of descent is increased Low mass.

When v1 has to be reduced because of a wet runway the one engine out obstacle ?

Question 88-31 : Decreases / remains constant increases / increases remains constant / remains constant decreases / decreases

exemple 308 Decreases / remains constant. — .v1 has to be reduce because in case of stop on a wet runway we will reduce our speed slower than on a dry runway .obstacle clearance decreases if failure occurs after v1 because from v1 to vr we will gain speed on one engine only by decreasing v1 due to the wet runway the take off distance to reach our screen height will be increased margin from obstacle will be reduced ..now our climb performance remains constant because it is not affected by the value of v1 we are now flying the question states 'how does v1 affect the one engine out climb performance' our climb performance are not affected by v1 Decreases / remains constant.

Which statement concerning the inclusion of a clearway in take off calculation ?

Question 88-32 : The field length limited take off mass will increase the usable length of the clearway is not limited v1 is increased v1 remains constant

exemple 312 The field length limited take-off mass will increase. — .a clearway is an area beyond the paved runway free of obstacles the length of the clearway may be included in the length of the take off distance available toda . 771..our maximum takeoff distance is limited by this condition .we must be at 35 ft at the end of toda with an engine out .the takeoff run available is increased we can take off at a later point the field length limited take off mass will increase .the acceleration stop distance available asda remains the same we are not allowed to stop on the clearway this is not a stopway thus v1 is decreased because after passing v1 we must be able to take off with an engine out and make 35 ft within toda . /com en/com032 109b jpg.in both cases v1 must decrease imagine if you maintain v1 at 100 kt what will happen The field length limited take-off mass will increase.

Which of the following factors favours the selection of a low flap setting for ?

Question 88-33 : High field elevation distant obstacles in the climb out path long runway and a high ambient temperature low field elevation close in obstacles in the climb out path long runway and a high ambient temperature high field elevation no obstacles in the climb out path low ambient temperature and short runway low field elevation no obstacles in the climb out path short runway and a low ambient temperature

exemple 316 High field elevation, distant obstacles in the climb-out path, long runway and a high ambient temperature. — Admin .obstacles are distant we have a long runway low flap setting will increase the ground run but increases the climb capabilities .the use of flaps is especially beneficial for a short runway with no obstacles or only a low obstacle further away not using flaps is beneficial for a very long runway with a nearby obstacle the picture below shows the choices in a somewhat exaggerated way . 1074 High field elevation, distant obstacles in the climb-out path, long runway and a high ambient temperature.

How is v2 affected if t/o flaps 20° is chosen instead of t/o flaps 10° ?

Question 88-34 : V2 decreases if not restricted by vmca v2 has the same value in both cases v2 increases in proportion to the angle at which the flaps are set v2 has no connection with t/o flap setting as it is a function of runway length only

exemple 320 V2 decreases if not restricted by vmca. — .vmca minimum control speed in the air is located between v1 and vr .at vs the aircraft is falling at v2min the aircraft is airborne and flyable v2min is the lowest speed at which the aircraft complies with the handling criteria associated with climb after take off following the failure of an engine .basically more flaps will decrease the v speeds in this case since more flaps will result in a lower v1 and vr v2 will also decrase since flaps do decrease stall speed more flaps will reduce the v2 speed unless it is limited by vmca vmca can be high at low pressure altitudes low temperature and low humidity and will be limiting at the lower weights regardless of flap setting V2 decreases if not restricted by vmca.

During the flight preparation the climb limited take off mass tom is found to ?

Question 88-35 : By selecting a higher flap setting by selecting a higher v2 by selecting a lower v2 by selecting a lower flap setting

exemple 324 By selecting a higher flap setting. — . the climb limited take off mass tom is found to be much greater than the field length limited tom it means that our first limitation is the runway lenght .you will take off earlier by selecting a higher flap setting but your climb angle will be reduced this is not a problem here since the question states there are no limiting obstacles By selecting a higher flap setting.

If on a particular flight the value of v1 used on take off exceeds the correct ?

Question 88-36 : The accelerate/stop distance will exceed the accelerate/stop distance available the one engine inoperative take off distance may exceed the take off distance available v2 may be too high so that climb performance decreases it may lead to over rotation

exemple 328 The accelerate/stop distance will exceed the accelerate/stop distance available. — The accelerate/stop distance will exceed the accelerate/stop distance available.

Which is the correct sequence of speeds during take off ?

Question 88-37 : Vmcg v1 vr v2 v1 vmcg vr v2 v1 vr vmcg v2 v1 vr v2 vmca

exemple 332 Vmcg, v1, vr, v2. — Img1459.v1 critical engine failure speed or decision speed engine failure below this speed should result in an aborted takeoff above this speed the takeoff run should be continued .vr speed at which the rotation of the airplane is initiated to takeoff attitude this speed cannot.be less than v1 or less than 1 05 x vmca minimum control speed in the air .vmcg the minimum control speed in the ground .vlof the speed at which the airplane first becomes airborne this is an engineering term used when the airplane is certificated and must meet certain requirements if it is not listed in the airplane flight manual it is within requirements and does not have to be taken into consideration by the pilot Vmcg, v1, vr, v2.

Regarding the obstacle limited take off mass which of the following statements ?

Question 88-38 : A take off in the direction of an obstacle is also permitted in tail wind condition wind speed plays no role when calculating this particular mass the obstacle limited mass can never be lower than the climb limited take off mass the maximum bank angle which can be used is 10°

exemple 336 A take-off in the direction of an obstacle is also permitted in tail wind condition. — .when you perform calculation for take off on a graph you have a 'wind reference line' for tailwind or headwind adjustement .there is no restriction for a take off with tail wind until a certain value and in the case of an obstacle on the take off path it will redude the allowed take off mass that's all A take-off in the direction of an obstacle is also permitted in tail wind condition.

When an aircraft takes off with the mass limited by the toda ?

Question 88-39 : The actual take off mass equals the field length limited take off mass the distance from brake release to v1 will be equal to the distance from v1 to the 35 feet point the 'balanced take off distance' equals 115% of the 'all engine take off distance' the end of the runway will be cleared by 35 feet following an engine failure at v1

exemple 340 The actual take-off mass equals the field length limited take-off mass. — .the field length limited take off mass is based upon the most restrictive distance of tora toda or asda and the ambient conditions pressure altitude and temperature .here the answer states that the actual take off mass is limited by toda it could have also said the actual take off mass is limited by asda or tora .tora take off run available .toda take off distance available .asda acceleration stop available The actual take-off mass equals the field length limited take-off mass.

For a take off from a contaminated runway which of the following statements is ?

Question 88-40 : The performance data for take off must be determined in general by means of calculation only a few values are verified by flight tests the greater the depth of contamination at constant take off mass the more v1 has to be decreased to compensate for decreasing friction dry snow is not considered to affect the take off performance a slush covered runway must be cleared before take off even if the performance data for contaminated runway is available

exemple 344 The performance data for take-off must be determined in general by means of calculation, only a few values are verified by flight tests. — .you must use graphs or data sheets which give you the performance data for take off .the take off mass is always reduced by a pre determined amount depending on the depth of contaminant The performance data for take-off must be determined in general by means of calculation, only a few values are verified by flight tests.

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