A free Premium account on the FCL.055 website! Read here
Sign up to unlock all our services and 15164 corrected and explained questions.
Question 94-1 : The maximum area load of the floor of the cargo bay of an aircraft is 400 kg/m2. there is a load of 245 kg that needs to be positioned in the cargo bay. what are the dimensions of the appropriate pallet for that load, to ensure that the maximum floor load limit is not violated ? [ Experience landing ]
0.33 m x 2.0 m
The question only asks about the maximum area load. therefore, we assume that the other limits, such as maximum running load, are not violated...the mass of the cargo will be distributed over the area of the pallets...floor loading limit 400 kg / m2..check every pallet separately... 0.43 m x 1.4 m = 0.602 m2.. area load = 245 kg 0.602 m2 = 407 kg/m2 exceed the limit. 0.80 m x 0.75 m = 0.6 m2.. area load = 245 kg 0.6 m2 = 408 kg/m2 exceed the limit. 0.50 m x 1.0 m = 0.5 m2.. area load = 245 kg 0.5 m2 = 490 kg/m2 exceed the limit. 0.33 m x 2.0 m = 0.66 m2.. area load = 245 kg 0.66 m2 = 371 kg/m2 within the limit...the pallet 0.33 x 2.0 m allows for an area load within the limit below 400 kg/m2.
Question 94-2 : The maximum permissible floor loading for a cargo compartment in an aircraft is given as 135 kg/m2. a container will be added to the cargo compartment with a length of 2.4 m, a width of 1.2 m and a height of 1.3 m. the container will be loaded on its base. what is the maximum mass of the container ?
388.8 kg
Floor contact area... 2.4 m l x 1.2 m w = 2.88 m2...maximum permissable load 135 kg/ m2..our container is 2.88 m2 and we can load 135 kg in 1 m2..maximum mass that can be loaded in the container... max load = maximum distribution load intensity x contact area = 135 kg/ m2 x 2.88 m2 = 388.8 kg
Question 94-3 : A jet aeroplane is climbing at constant mach number below the tropopause..which of the following statements is correct ?
Ias decreases and tas decreases.
Use the very simple 'ertm' diagram. 1039..the mach line is vertical because the question states climbing at constant mach number... ertm for e as/ r as rectified air speed or cas / t as/ m ach...mach number = tas / lss.local speed of sound lss changes in proportion to temperature.when climbing below the tropopause, the temperature decreases, lss decreases..thus, tas must decrease to keep mach number constant...tas is ias corrected for instrument, position, compressibility and density errors. if tas decreases, ias decreases.
Question 94-4 : Which of the following statements is correct ?
A stopway means an area beyond the take off runway, able to support the aeroplane during an aborted take off.
Question 94-5 : Which of the following is true with regard to vmca air minimum control speed ?
Straight flight can not be maintained below vmca, when the critical engine has failed.
Question 94-6 : Which of the following will decrease v1 ?
Inoperative anti skid.
Antiskid system the hydraulic system provides antiskid protection. when the system detects a skid, the associated antiskid valve reduces brake pressure until skidding stops...an inoperative anti skid system will increase the stop distance, thus our asda is increased, and v1 need to be decreased...an increased take off mass, or an increased of oat, will increase v1 until we reach one of the maximum available distances tora, toda and asda...an inoperative fms has no effect on v1.
Question 94-7 : Which of the following are to be taken into account for the runway in use for take off ?
Airport elevation, runway slope, outside air temperature, pressure altitude and wind components.
Question 94-8 : Changing the take off flap setting from flap 15° to flap 5° will normally result in ?
A longer take off distance and a better climb.
Question 94-9 : 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%.
.vref is the landing reference speed... cs 25.125 landing..... i in non icing conditions, vref may not be less than. a 1.23 vsr0..example 100 x 1.23 = 123 kt.
Question 94-10 : In relation to the net take off flight path, the required 35 ft vertical distance to clear all obstacles is ?
The minimum vertical distance between the lowest part of the aeroplane and all obstacles within the obstacle domain.
Question 94-11 : At a given altitude, when a turbojet aeroplane mass is increased by 5% assuming the engines specific consumption remains unchanged , its ho y consumption is approximately increased by ?
5%.
.for a turbojet aeroplane, fuel consumption decreases or increases in proportion to the change in aeroplane weight.
Question 94-12 : What will be the effect on an aeroplane's performance if aerodrome pressure altitude is decreased ?
It will decrease the take off distance required.
.pressure altitude is the altitude displayed on an altimeter. if you set 1013 hpa on the subscale, your altimeter will show your pressure altitude above the 1013 hpa pressure level..if your pressure altitude is decreasing, your actual altitude above that level will decrease too...lower altitude means denser air, it means better performance and then, it will decrease the take off distance required.
Question 94-13 : What will be the influence on the aeroplane performance if aerodrome pressure altitude is increased ?
It will increase the take off distance.
.pressure altitude is the altitude displayed on an altimeter. if your pressure altitude indicated a high, it means a reduced air density..air density has direct effect on lift, drag, engine performance. when air density decreases, aircraft performance decreases, take off run will be increased.
Question 94-14 : Which of the following distances will increase if you increase v1, but vr remains unchanged ?
Accelerate stop distance.
.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. thus, if you increase v1, the accelerate stop distance asd will increase...the decision speed at take off v1 is the calibrated airspeed below which take off must be rejected if an engine failure is recognized, above which take off should be continued...vr remains unchanged, and vr is the speed at which rotation to the lift off angle of attack is initiated. so take off run , take off distance and all engine take off distance remain unchanged.
Question 94-15 : Which of the following answers is true ?
V1 is lower or equal to vr.
.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...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 the minimum control speed in the ground.. 1459.note vmca minimum control speed in the air is located between v1 and vr.
Question 94-16 : The length of a clearway may be included in ?
The take off distance available.
. 1067
Question 94-17 : 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.
.a downhill slope increases allowable take off mass..it will be easier to accelerate the aircraft assisted by the downhill component of weight therefore we can increase the mass and make 35 ft and v2 within toda, however we will have to reduce v1 in case we have to stop with a heavier aircraft..
Question 94-18 : Provided all other parameters stay constant. which of the following alternatives will decrease the take off ground run ?
Decreased take off mass, increased density, increased flap setting.
Question 94-19 : The effect of increasing the flap setting, from zero to the recommended take off setting, on the length of take off distance required todr and the field length limited take off mass tom is ?
Decreased tod required and increased field length limited tom.
.a larger flap selection will permit to take off earlier, but will decrease the path climb angle...if you have a weight limitation at take off due to the length of the runway, by choosing a larger flap setting, you will permit to reduce your take off run, thus you can carry more weight.
Question 94-20 : How is vmca influenced by increasing pressure altitude ?
Vmca decreases with increasing pressure altitude.
.vmc speeds are cas based it means they are not affected by the air density. vmca is a controlling speed with one engine inoperative...as the altitude increases we get less asymmetric thrust therefore the controlling speed of vmca decreases...increase in pressure altitude means less thrust or more correctly less asymmetric thrust. the controlling speed reduces as the thrust reduces.
Question 94-21 : Which one of the following is not affected by a tail wind ?
The climb limited take off mass.
.the climb limited take off mass cltom is a gradient requirement under the certification rules cs25..it is an air gradient based upon pressure altitude and temperature and is unaffected by wind.
Question 94-22 : Which statement is correct ?
Vr must not be less than 1.05 vmca and not less than v1.
.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...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 the minimum control speed in the ground.. 1459.note vmca minimum control speed in the air is located between v1 and vr.
Question 94-23 : Which of the following represents the minimum for v1 ?
Vmcg.
. 1459.note vmca minimum control speed in the air is located between v1 and vr.
Question 94-24 : In the event of engine failure below v1, the first action to be taken by the pilot in order to decelerate the aeroplane is to ?
Reduce the engine thrust.
Question 94-25 : If the antiskid system is inoperative, which of the following statements is true ?
The accelerate stop distance increases.
.antiskid system the hydraulic system provides antiskid protection. when the system detects a skid, the associated antiskid valve reduces brake pressure until skidding stops...an inoperative anti skid system will increase the stop distance, thus our asda is increased, and v1 need to be decreased...take off with anti skid inoperative is permitted under condition.
Question 94-26 : Other factors remaining constant and not limiting, how does increasing pressure altitude affect allowable take off mass ?
Allowable take off mass decreases.
.density decreases with altitude, less density will reduce take off thrust available, allowable take off mass will decrease.
Question 94-27 : If there is a tail wind, the climb limited tom take off mass will ?
Not be affected.
Question 94-28 : Which of the following sets of factors will increase the climb limited tom every factor considered independently ?
Low flap setting, low pressure altitude, low oat.
.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.
Question 94-29 : The requirements with regard to take off flight path and the climb segments are only specified for ?
The failure of the critical engine on a multi engines aeroplane.
Question 94-30 : A head wind will ?
Increase the climb flight path angle.
Question 94-31 : Assuming that the required lift exists, which forces determine an aeroplane's angle of climb ?
Weight, drag and thrust.
Question 94-32 : How does the best angle of climb and best rate of climb vary with increasing altitude for an aeroplane with a normal aspirated piston engine ?
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.
Question 94-33 : An operator shall ensure that the net take off flight path clears all obstacles. the half width of the obstacle corridor at the distance d from the end of the toda is at least ?
90 m + 0.125 d.
.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.
Question 94-34 : What is the effect of tail wind on the time to climb to a given altitude ?
The time to climb does not change.
Question 94-35 : The angle of climb with flaps extended, compared to that with flaps retracted, will normally be ?
Smaller.
.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.
Question 94-36 : Vx and vy with take off flaps will be ?
Lower than that for clean configuration.
.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.
Question 94-37 : Other factors remaining constant, how does increasing altitude affect vx and vy in terms of tas ?
Both will increase.
.best explanation ever.pdf929
Question 94-38 : Considering tas for maximum range and maximum endurance, other factors remaining constant ?
Both will increase with increasing altitude.
.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.
Question 94-39 : Given that.vef= critical engine failure speed.vmcg= ground minimum control speed.vmca= air minimum control speed.vmu= minimum unstick speed.v1= take off decision speed.vr= rotation speed.v2 min= minimum take off safety speed..the correct formula is ?
Vmcg is less than or equal to vef is less than v1.
. 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.
Question 94-40 : Given.vs= stalling speed.vmca= air minimum control speed.vmu= minimum unstick speed disregarding engine failure.v1= take off decision speed.vr= rotation speed.v2 min= minimum take off safety speed.vlof lift off speed...the correct formula is ?
Vs< vmca < v2 min
.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.
~
Exclusive rights reserved. Reproduction prohibited under penalty of prosecution.
