.the lesser the aircraft mass is the less lift you have to generate
Question 89-3 : If the aircraft mass in a horizontal unaccelerated flight decreases ?
The minimum drag decreases and the ias for minimum drag decreases
Admin .with less mass you need less lift ==> less lift = less induced drag . 1077.induced drag will decrease displacing the total drag curve downwards and to the left ias for minimum drag vmd velocity minimum drag decreases
Question 89-4 : Density altitude is the ?
Pressure altitude corrected for 'non standard' temperature
.density altitude is pressure altitude adjusted for non standard temperature .if you fly from any air mass into a colder air mass and maintain a constant indicated altitude read on your altimeter you are going to fly at a lower true altitude .therefore it stands to reason that when flying at a constant true altitude from higher to lower temperature the indicated altitude on the altimeter will over read .example .an aircraft flying at 5000 ft indicated altitude where oat = +5°c equal to isa at this altitude will have a true altitude of 5000 ft .the aircraft then flies into an area where oat = 5°c isa 10°c maintaining an indicated altitude of 5000 ft will produce a true altitude of 4800 ft 4 ft x 5000/1000 x 10 = 200 ft .if the aircraft was to maintain a true altitude of 5000 ft the altimeter would indicate 5200 ft .therefore the altimeter is now over reading by 200 ft
Question 89-5 : The density altitude ?
Is used to determine the aeroplane performance
Question 89-6 : Which of the following combinations adversely affects take off and initial climb performance ?
High temperature and high relative humidity
Adding water vapour to air makes it less dense because the molecular weight is lower dry air is 29 water vapour is 18 with low temperatures humidity is less of a problem because cold air holds less vapour high temperatures expand air it becomes thinner thinner air is less dense .thus high temperature and high relative humidity will adversely affect take off and initial climb performance
Question 89-7 : What effect has a downhill slope on the take off speeds the slope ?
Decreases the take off speed v1
.a downhill slope means that you need a longer distance to stop in case of failure before v1 and you will reach v1 at an earlier point in the take off run than on a 'flat' runway v1 has to be reduced
Question 89-8 : During climb to the cruising level a headwind component ?
Decreases the ground distance flown during that climb
Question 89-9 : What affect has a tailwind on the maximum endurance speed ?
No affect
Question 89-10 : During climb with all engines the altitude where the rate of climb reduces to 100 ft/min is called ?
Service ceiling
Question 89-11 : The maximum rate of climb that can be maintained at the absolute ceiling is ?
0 ft/min
Question 89-12 : A twin engine aeroplane is flying at the minimum control speed with take off thrust on both engines .the critical engine suddenly fails after stabilising the engine failure transient which parameter s must be maintainable ?
Straight flight
. minimum control speed is vmca minimum control speed in the air vmca is located between v1 and vr .vmca is a controlling speed where straight flight can be maintained when the critical engine has failed
Question 89-13 : The speed v2 is ?
The take off safety speed
Question 89-14 : Which take off speed is affected by the presence or absence of stopway and/or clearway ?
V1
Question 89-15 : Maximum and minimum values of v1 are limited by ?
Vr and vmcg
Question 89-16 : Take off run is defined as the ?
Horizontal distance along the take off path 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 35 ft above the take off surface
Question 89-17 : The minimum value of v2 must exceed vmc by ?
10%
.cs25 .v2min in terms of calibrated airspeed may not be less than . 1 1 13 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 1 08 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 1 10 times vmc established under cs 25 149
Question 89-18 : Which of the following is true according to the relevant regulations for turbo propeller powered aeroplanes not performing a steep approach ?
Maximum landing distance at the destination aerodrome and at any alternate aerodrome is 0 7 x lda landing distance available
Question 89-19 : For take off obstacle clearance calculations obstacles may be avoided ?
By banking not more than 15° between 50 ft and 400 ft above the runway elevation
Question 89-20 : The speed vr ?
Is the speed at which rotation to the lift off angle of attack is initiated
Question 89-21 : If the take off mass of an aeroplane is brake energy limited a higher uphill slope would ?
Increase the maximum mass for take off
.if the runway has an uphill slope it will help to stop and the question states that the mass is only limited by brake energy in that particular case an uphill slope permits to increase the maximum mass for take off
Question 89-22 : If the take off mass of an aeroplane is tyre speed limited downhill slope would ?
Have no effect on the maximum mass for take off
.your weight limitation at take off is due to a maximum tyre speed restriction in other words your maximum mass for take off is tyre speed limited .with a downhill slope you will accelerate to v1 faster thus reaching vr in a smaller distance and that's all .it will not increase or decrease the maximum mass for take off it will only reduce the required take off distance . dalton .why q25 has another answer ..q25 is not talking about an aeroplane which is tyre speed limited . q25 how does runway slope affect allowable take off mass assuming other factors remain constant and not limiting .answer a downhill slope increases allowable take off mass
Question 89-23 : The take off mass could be limited by ?
The take off distance available toda the maximum brake energy and the climb gradient with one engine inoperative
Question 89-24 : The climb limited take off mass can be increased by ?
A lower flap setting for take off and selecting a higher v2
Admin . 1080
Question 89-25 : In the event that the take off mass is obstacle limited and the take off flight path includes a turn the bank angle should not exceed ?
15 degrees up to height of 400 ft
Question 89-26 : Which speed provides maximum obstacle clearance during climb ?
The speed for which the ratio between rate of climb and forward speed is maximum
Admin .if you wish to avoid obstacles during a climb with the maximum clearance as possible your speed will be the speed for maximum climb angle vx best ratio between rate of climb and forward speed
Question 89-27 : The take off mass of an aeroplane is restricted by the climb limit what would be the effect on this limit of an increase in the headwind component ?
None
Admin .the wind component does not affect the climb limited take off mass .climb limit maximum takeoff weight limited by climb capability .this limit is the ability of the.aircraft to climb from liftoff to 1500 feet above the airport elevation and to meet takeoff flight.path limiting climb gradients under existing conditions of temperature and pressure altitude it is.often referred to as the wat limit the weight for altitude and temperature .it is important to.remember that pressure altitude is used and not airport elevation non standard altimeter.settings can have a significant effect on climb capability of course the combination of temperature and pressure altitude references airport density altitude as density altitude affects.the ability of the engine to produce thrust and of the wing to produce lift the importance of using.the correct number cannot be over emphasized .this limit has nothing to do with obstacle clearance and must be met for all takeoffs
Question 89-28 : If other factors are unchanged the fuel mileage nautical miles per kg is ?
Lower with a forward centre of gravity position
Admin .with a forward cg the aircraft is 'nose heavy' it has a nose down moment thus the downforce on the tail on a steady flight must increase the total aircraft weight increases and therefore more weight = more drag = more power .the fuel mileage nautical miles per kg is lower with a forward centre of gravity position .example . with a aft cg fuel mileage = 10 nm for 100 kg . with a forward cg fuel mileage = only 8 nm for 100 kg
Question 89-29 : Considering a rate of climb diagram rate of climb versus tas for an aeroplane .which of the diagrams shows the correct curves for 'flaps down' compared to 'clean' configuration . 2148 ?
Diagram a
Admin .graph 'a' shows that at all tas you will climb with a better rate of climb in clean configuration than with flap down which is logical
Question 89-30 : What is the effect of increased mass on the performance of a gliding aeroplane ?
The speed for best angle of descent increases
Admin .with an increased mass you need more lift ==> more lift = more induced drag . 1082.induced drag will increase displacing the total drag curve upwards and to the right ias for minimum drag vmd velocity minimum drag increases
Question 89-31 : Which force compensates the weight in unaccelerated straight and level flight ?
The lift
Question 89-32 : In which of the flight conditions listed below is the thrust required equal to the drag ?
In level flight with constant ias
Admin .while in steady state flight the attitude direction and speed of the airplane will remain constant until one or more of the basic forces changes in magnitude in unaccelerated flight steady flight the opposing forces are in equilibrium lift and thrust are considered as positive forces while weight and drag are considered as negative forces and the sum of the opposing forces is zero in other words lift equals weight and thrust equals drag
Question 89-33 : The load factor in a turn in level flight with constant tas depends on ?
The bank angle only
Question 89-34 : The induced drag of an aeroplane ?
Decreases with increasing airspeed
Admin .induced drag is the drag produced as a consequence of generating lift it is inversely proportional to speed squared 1/v²
Question 89-35 : The induced drag of an aeroplane at constant mass in un accelerated level flight is greatest at ?
The lowest achievable speed in a given configuration
Admin .induced drag is the drag produced as a consequence of generating lift it is inversely proportional to speed squared 1/v²
Question 89-36 : The point where drag coefficient/lift coefficient is a minimum is ?
The lowest point of the drag curve
Admin . 1084
Question 89-37 : 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
Admin . 1086.for a jet aeroplane the point at which the tangent from the origin touches the power required curve is the maximum endurance instead of maximum range
Question 89-38 : Assuming the gross mass altitude and airspeed remain unchanged moving the centre of gravity from the forward safe limit to the aft safe limit ?
Decreases the induced drag and reduces the power required
Admin .induced drag is the drag produced as a consequence of generating lift it is inversely proportional to speed squared .for a forward cg the downforce from the tail to maintain steady flight increases total aircraft weight and therefore more weight = more drag = more power
Question 89-39 : Compared to a more forward position a centre of gravity close to but not beyond the aft limit ?
Improves the maximum range
Admin .for a aft cg the downforce from the tail to maintain steady flight decreases total aircraft weight and therefore less weight = less drag = less power = maximum range increases
Question 89-40 : The intersections of the thrust available and the drag curve are the operating points of the aeroplane ?
In unaccelerated level flight
Admin .at the intersections thrust available = drag .the aircraft cannot accelerate in level flight .in the jet case the thrust is not dependent on speed . 1087.in the propeller case the thrust curve varies with speed . 1088
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