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On the power versus tas graph for level flight the point at which a tangent ? [ Exam pilot ]

Question 90-1 : Is the point where the lift to drag ratio is a maximum is the point where drag coefficient is a minimum is the point where the lift to drag ratio is a minimum is the maximum drag speed

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

Assuming the gross mass altitude and airspeed remain unchanged moving the ?

Question 90-2 : Decreases the induced drag and reduces the power required increases the power required affects neither drag nor power required increases the induced drag

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 exemple 194 Decreases the induced drag and reduces the power required.Decreases the induced drag and reduces the power required.

Compared to a more forward position a centre of gravity close to but not beyond ?

Question 90-3 : Improves the maximum range increases the stalling speed improves the longitudinal stability decreases 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 exemple 198 Improves the maximum range.Improves the maximum range.

The intersections of the thrust available and the drag curve are the operating ?

Question 90-4 : In unaccelerated level flight in descent with constant ias in accelerated level flight in unaccelerated climb

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 exemple 202 In unaccelerated level flight.In unaccelerated level flight.

In straight horizontal steady flight at speeds below that for minimum drag ?

Question 90-5 : A lower speed requires a higher thrust the aeroplane can be controlled only in level flight a higher speed requires a higher thrust the aeroplane can not be controlled manually

exemple 206 A lower speed requires a higher thrust.A lower speed requires a higher thrust.

A lower airspeed at constant mass and altitude requires ?

Question 90-6 : A higher coefficient of lift less thrust and a lower coefficient of lift more thrust and a lower coefficient of lift more thrust and a lower coefficient of drag

Admin .lift = cl x 1/2 rho v² x s.cl = lift coefficient.rho = density.v = tas in m/s .s = surface.if v is decreased to maintain lift we must increase our angle of attack which means an increase in lift coefficient exemple 210 A higher coefficient of lift.A higher coefficient of lift.

The coefficient of lift can be increased either by flap extension or by ?

Question 90-7 : Increasing the angle of attack increasing the tas decreasing the 'nose up' elevator trim setting increasing the cas

exemple 214 Increasing the angle of attack.Increasing the angle of attack.

When flying the 'backside of thrust curve' means ?

Question 90-8 : A lower airspeed requires more thrust the thrust required is independent of the airspeed a thrust reduction results in an acceleration of the aeroplane a lower airspeed requires less thrust because drag is decreased

exemple 218 A lower airspeed requires more thrust.A lower airspeed requires more thrust.

'maximum endurance' ?

Question 90-9 : Is achieved in unaccelerated level flight with minimum fuel flow is the same as maximum specific range with wind correction can be flown in a steady climb only can be reached with the 'best rate of climb' speed in level flight

exemple 222 Is achieved in unaccelerated level flight with minimum fuel flow.Is achieved in unaccelerated level flight with minimum fuel flow.

The speed for maximum endurance ?

Question 90-10 : Is always lower than the speed for maximum specific range is the speed at which the aeroplane achieves 99% of maximum specific range can be either higher or lower than the speed for maximum specific range is always higher than the speed for maximum specific range

Admin .if you want to stay in flight the longest time possible you need to fly at the maximum endurance speed which is minimum power required speed vmp velocity for minimum power .if you want to travel the maximum distance possible you need to fly at the maximum range speed the speed that wich gives maximum lift to drag ratio vmd velocity for minimum drag . 1135.you can notice that the maximum endurance speed is always lower than the maximum specific range speed exemple 226 Is always lower than the speed for maximum specific range.Is always lower than the speed for maximum specific range.

Which of the equations below defines specific range sr ?

Question 90-11 : Sr = true airspeed/total fuel flow sr = indicated airspeed/total fuel flow sr = mach number/total fuel flow sr = groundspeed/total fuel flow

Admin .specific range sr is the enroute tas divided by the current fuel flow .the units of sr are nautical miles per gallon or nautical miles per pound of fuel exemple 230 Sr = true airspeed/total fuel flow.Sr = true airspeed/total fuel flow.

To achieve the maximum range over ground with headwind the airspeed should be ?

Question 90-12 : Higher compared to the speed for maximum range cruise with no wind equal to the speed for maximum range cruise with no wind lower compared to the speed for maximum range cruise with no wind reduced to the gust penetration speed

Admin .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 .therefore the airspeed should be higher with a headwind in order to achieve the maximum range exemple 234 Higher compared to the speed for maximum range cruise with no wind.Higher compared to the speed for maximum range cruise with no wind.

Can the length of a stopway be added to the runway length to determine the take ?

Question 90-13 : No no unless its centreline is on the extended centreline of the runway but the stopway must be able to carry the weight of the aeroplane but the stopway must have the same width as the runway

Admin .a stopway means an area beyond the take off runway no less wide than the runway and centred upon the extended centreline of the runway able to support the aeroplane during an abortive take off without causing structural damage to the aeroplane and designated by the airport authorities for use in decelerating the aeroplane during an abortive take off . 1851.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.but we are not allowed to stop on the clearway this is not a stopway exemple 238 No.No.

May anti skid be considered to determine the take off and landing data ?

Question 90-14 : Yes no only for take off only for landing

Admin .rejected take off and landing performance are determined by a multitude of variables airplane weight and configuration use of deceleration devices airport elevation atmospheric temperature wind runway length runway slope and runway surface condition i e dry wet contaminated improved unimproved grass etc are all factors in determining stopping performance inoperative anti skid braking will have a direct impact on the airplane's distance calculation to come to a full stop

In case of an engine failure recognized below v1 ?

Question 90-15 : The take off must be rejected the take off may be continued if a clearway is available the take off should only be rejected if a stopway is available the take off is to be continued unless v1 is less than the balanced v1

exemple 246 The take-off must be rejected.The take-off must be rejected.

In case of an engine failure which is recognized at or above v1 ?

Question 90-16 : The take off must be continued the take off must be rejected if the speed is still below vlof a height of 50 ft must be reached within the take off distance the take off should be rejected if the speed is still below vr

exemple 250 The take-off must be continued.The take-off must be continued.

The take off distance available is ?

Question 90-17 : The length of the take off run available plus the length of the clearway available the runway length minus stopway the runway length plus half of the clearway the total runway length without clearway even if this one exists

Admin .the take off distance available is the length of the take off run available plus the length of the clearway available in the following limit .take off .the take off distance must not exceed the take off distance available with a clearway distance not exceeding half of the takeoff run available exemple 254 The length of the take-off run available plus the length of the clearway available.The length of the take-off run available plus the length of the clearway available.

The result of a higher flap setting up to the optimum at take off is ?

Question 90-18 : A shorter ground roll an increased acceleration a higher v1 a longer take off run

Admin .the result of a higher flap setting up to the optimum at take off is a shorter ground roll but the advantage of early lift off can be lost in this first part of the climb you may not be able to clear the obstacle with that higher flap setting .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 exemple 258 A shorter ground roll.A shorter ground roll.

How is wind considered in the take off performance data of the aeroplane ?

Question 90-19 : Not more than 50% of a headwind and not less than 150% of the tailwind unfactored headwind and tailwind components are used not more than 80% headwind and not less than 125% tailwind since take offs with tailwind are not permitted only headwinds are considered

exemple 262 Not more than 50% of a headwind and not less than 150% of the tailwind.Not more than 50% of a headwind and not less than 150% of the tailwind.

A higher pressure altitude at isa temperature ?

Question 90-20 : Decreases the field length limited take off mass decreases the take off distance increases the climb limited take off mass has no influence on the allowed take off mass

Admin .pressure altitude is the height in the standard atmosphere that you may find a given pressure if you set 1013 hpa on the subscale and your altimeter reads 2000 ft the pressure altitude is 2000 ft .thus higher pressure altitude is similar to a higher field elevation .air density reduces with atmoshperic pressure less density less lift .take off distance increases and the take off mass limited by the field length must be decreased exemple 266 Decreases the field length limited take-off mass.Decreases the field length limited take-off mass.

A higher outside air temperature oat ?

Question 90-21 : Decreases the brake energy limited take off mass increases the field length limited take off mass increases the climb limited take off mass decreases the take off distance

Admin .maximum brake energy speed vmbe is the speed from which the aeroplane may be brought to a stop without exceeding the maximum energy absorption capability of the brakes .vi must not exceed the vmbe otherwise the aircraft cannot be stopped within the asda in case of engine failure during take off when vi exceeds the vmbe take off weight must be reduced so that vi is within the vmbe limit this reduced weight is the vmbe limit weight .vmbe is based upon the kinetic energy of the aircraft and kinetic energy of an aircraft of mass 'm' traveling at a speed 'v' is 1/2 mv² .air density will be less for a higher outside air temperature therefore you need a higher speed to get the lift for taking off .there is a risk of exceeding the capability of the brakes to stop the aircraft exemple 270 Decreases the brake energy limited take-off mass.Decreases the brake energy limited take-off mass.

The take off distance required increases ?

Question 90-22 : Due to slush on the runway due to downhill slope because of the smaller angle of attack due to head wind because of the drag augmentation due to lower gross mass at take off

Admin .the runway surface condition has effect on the wheel drag if the runway is contaminated by snow slush or standing water the wheel drag will be greater thus the accelerating force decreases and the take off distance required increases . 1813. 1812 exemple 274 Due to slush on the runway.Due to slush on the runway.

Due to standing water on the runway the field length limited take off mass will ?

Question 90-23 : Lower higher unaffected only higher for three and four engine aeroplanes

.take off and landing distances are affected by standing water on the runway on take off friction increase as if we were on a grass runway that lead to increase take off run field length limited take off mass will be lower .on landing we can imagine that the friction will help to stop the aircraft but in fact not standing water can lead to hydroplaning and grass will also reduce our brake capability exemple 278 Lower.Lower.

On a dry runway the accelerate stop distance is increased ?

Question 90-24 : By uphill slope by headwind by low outside air temperature by a lower take off mass because the aeroplane accelerates faster to v1

.the uphill slope = acceleration is slower .the uphill slope = breaking is better .the remaining distance for breaking is less so the accelerate stop distance is increased exemple 282 By uphill slope.By uphill slope.

Uphill slope ?

Question 90-25 : Increases the take off distance more than the accelerate stop distance decreases the accelerate stop distance only decreases the take off distance only increases the allowed take off mass

.takeoff distance is .we must be at 35 ft at the end of toda with an engine out .accelerated stop distance is the distance required to accelerate to v1 with all engines at takeoff power experience an engine failure at v1 and abort the takeoff and bring the airplane to a stop using only braking action without the use of reverse thrust.with a uphill slope our acceleration will be slower our take off run is increased thus our take off distance is increased .in case of malfunction at v1 if we stop we will benefit from the uphill slope our braking distance is reduced slower acceleration but better braking exemple 286 Increases the take-off distance more than the accelerate stop distance.Increases the take-off distance more than the accelerate stop distance.

V2 has to be equal to or higher than ?

Question 90-26 : 1 1 vmca 1 15 vmcg 1 1 vso 1 15 vr

.v2 can be limited by 1 1 vmca or by 1 13 vsr or 1 08 vsr for turbo propeller powered aeroplanes with more than three engines .at low field elevation there will be a high vmca because of the high asymetric thrust .v2 min based on vmca is 1 1 vmca .at low take off mass and with a large flap selection the 1 13 vsr or 1 08vsr will be less restrictive than the 1 1 vmca ..this is from cs 25 certification specifications .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 .vsr reference stall speed exemple 290 1.1 vmca.1.1 vmca.

V1 has to be ?

Question 90-27 : Equal to or higher than vmcg equal to or higher than vmca higher than vr equal to or higher than v2

exemple 294 Equal to or higher than vmcg.Equal to or higher than vmcg.

Under which condition should you fly considerably lower 4 000 ft or more than ?

Question 90-28 : If at the lower altitude either considerably less headwind or considerably more tailwind can be expected if the maximum altitude is below the optimum altitude if at the lower altitude there is a greater headwind if at the lower altitude there is less tailwind

exemple 298 If at the lower altitude either considerably less headwind or considerably more tailwind can be expected.If at the lower altitude either considerably less headwind or considerably more tailwind can be expected.

Which statement is correct for a descent without engine thrust at maximum lift ?

Question 90-29 : The higher the gross mass the greater is the speed for descent the higher the gross mass the lower is the speed for descent the higher the average temperature oat the lower is the speed for descent the mass of an aeroplane does not have any effect on the speed for descent

exemple 302 The higher the gross mass the greater is the speed for descent.The higher the gross mass the greater is the speed for descent.

The maximum mass for landing could be limited by ?

Question 90-30 : The climb requirements with one engine inoperative in the approach configuration the climb requirements with one engine inoperative in the landing configuration the climb requirements with all engines in the approach configuration the climb requirements with all engines in the landing configuration but with gear up

.you must always be prepared to go around .this is the reason why in case of a landing with one engine inoperative the climb requirements must be met and keep in mind that you might remain stuck in the approach configuration .if climb requirements cannot be met adjust the landing weight accordingly to meet climb requirements exemple 306 The climb requirements with one engine inoperative in the approach configuration.The climb requirements with one engine inoperative in the approach configuration.

On a long distance flight the gross mass decreases continuously as a ?

Question 90-31 : The specific range and the optimum altitude increases the speed must be increased to compensate the lower mass the specific range increases and the optimum altitude decreases the specific range decreases and the optimum altitude increases

.the optimum altitude increases all the time as the mass decreases .the fuel flow decreases as the mass decreases .specific air range = tas / fuel flow.as altitude increases tas increases therefore specific air range increases exemple 310 The specific range and the optimum altitude increases.The specific range and the optimum altitude increases.

With one or two engines inoperative the best specific range at high altitudes ?

Question 90-32 : Reduced improved not affected first improved and later reduced

.with one or two engines inoperative at high altitudes thrust is reduced speed will reduce you will have more drag you need to increase the angle of attack to increase the lift coefficient in order to maintain altitude you will generate more and more drag and you must apply max thrust on the remaining engine s the best specific range is reduced exemple 314 Reduced.Reduced.

In unaccelerated climb ?

Question 90-33 : Thrust equals drag plus the downhill component of the gross weight in the flight path direction lift is greater than the gross weight lift equals weight plus the vertical component of the drag thrust equals drag plus the uphill component of the gross weight in the flight path direction

Admin . 1089.in unaccelerated climb thrust equals drag plus the downhill component of the gross weight in the flight path direction exemple 318 Thrust equals drag plus the downhill component of the gross weight in the flight path direction.Thrust equals drag plus the downhill component of the gross weight in the flight path direction.

The rate of climb is approximately equal to ?

Question 90-34 : The still air gradient multiplied by the tas the still air gradient divided by the tas the angle of climb multiplied by the tas the angle of climb divided by the tas

.example .1 kt = 101 11667 ft/min.tas 100kt.slope still air gradient 3 5%.rate of climb = 100 x 3 5 / 100 = 3 5 kt .3 5 kt = 353 9 ft/min the question states approximately exemple 322 The still-air gradient multiplied by the tas.The still-air gradient multiplied by the tas.

If the thrust available exceeds the thrust required for level flight ?

Question 90-35 : The aeroplane accelerates if the altitude is maintained the aeroplane descends if the airspeed is maintained the aeroplane decelerates if it is in the region of reversed command the aeroplane decelerates if the altitude is maintained

.if thrust is greater than drag the speed will increase if less the plane will slow down if lift is greater than weight the plane will climb if less the plane will descend .in order to maintain altitude you must decrease the angle of attack the lift remains unchanged thus the aeroplane will accelerate since only v² in the lift formula cl x 1/2 rho v² x s can changed ..lift formula cl x 1/2 rho v² x s..cl = lift coefficient.rho = density.v = tas in m/s .s = surface exemple 326 The aeroplane accelerates if the altitude is maintained.The aeroplane accelerates if the altitude is maintained.

Any acceleration in climb with a constant power setting ?

Question 90-36 : Decreases the rate of climb and the angle of climb improves the climb gradient if the airspeed is below vx improves the rate of climb if the airspeed is below vy decreases rate of climb and increases angle of climb

.with a constant power setting you must reduce your angle of climb to accelerate your rate of climb will also be reduced exemple 330 Decreases the rate of climb and the angle of climb.Decreases the rate of climb and the angle of climb.

As long as an aeroplane is in a steady climb ?

Question 90-37 : Vx is always less than vy vx may be greater or less than vy depending on altitude vx is always greater than vy vy is always greater than vmo

.best angle of climb vx is performed at an airspeed that will produce the most altitude gain in a given distance vx is considerably lower than best rate of climb vy and is the airspeed where the most thrust is available over that required for level flight vy will result in a steeper climb path although the airplane will take longer to reach the same altitude than it would at vy .vx is used in clearing obstacles after takeoff .best rate of climb vy is performed at an airspeed where the most excess power is available over that required for level flight this condition of climb will produce the most gain in altitude in the least amount of time maximum rate of climb in feet per minute vy made at full allowable power is a maximum climb it must be fully understood that attempts to obtain more climb performance than the airplane is capable of by increasing pitch attitude will result in a decrease in the rate of altitude gain .it should be noted that as altitude increases the speed for vx increases and the speed for vy decreases the point at which these two speeds meet is the absolute ceiling of the airplane exemple 334 Vx is always less than vy.Vx is always less than vy.

The best rate of climb at a constant gross mass ?

Question 90-38 : Decreases with increasing altitude since the thrust available decreases due to the lower air density increases with increasing altitude since the drag decreases due to the lower air density increases with increasing altitude due to the higher true airspeed is independent of altitude

.the higher you go the less power you will have .you can increase the angle of climb and best rate of climb only if you have an excess of thrust or a rate of climb excess power exemple 338 Decreases with increasing altitude since the thrust available decreases due to the lower air density.Decreases with increasing altitude since the thrust available decreases due to the lower air density.

The 'climb gradient' is defined as the ratio of ?

Question 90-39 : The increase of altitude to horizontal air distance expressed as a percentage the increase of altitude to distance over ground expressed as a percentage true airspeed to rate of climb rate of climb to true airspeed

.the 'climb gradient' is defined as the ratio expressed as a percentage of the change in geometric height divided by the horizontal distance traveled .gradient = change in height/horizontal distance x 100%.for small angles of climb you can use rate of climb / true airspeed but this is not the exact definition of the 'climb gradient' exemple 342 The increase of altitude to horizontal air distance expressed as a percentage.The increase of altitude to horizontal air distance expressed as a percentage.

Higher gross mass at the same altitude decreases the gradient and the rate of ?

Question 90-40 : Vy and vx are increased vx is increased and vy is decreased vy and vx are not affected by a higher gross mass vy and vx are decreased

Admin .vx is the speed where you will have max excess thrust and vy is the speed where you will have max excess of power .as mass increases induced drag increases and the total drag curve moves up and right . 1090.trhust required curve showing total drag and power required curve showing required power . 1135.on the power curve for the propeller driven aircraft curve the lowest point of the curve vmp is the tas at wich the least power is needed as opposed to producing the least drag and is therefore the maximum rate of climb speed vy because the gap between power required and power available is greatest more power is needed above and below the minimum power speed .vy for a jet aircraft is considerably higher than vy for a prop .on the thrust curve the best angle of climb speed vx is vmd for a jet and 1 1vs for a prop derived from the drag curve where the greatest excess of thrust to drag occurs .a higher mass will lower the max excess power and thrust and therefore both speeds will increase exemple 346 Vy and vx are increased.Vy and vx are increased.

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