Question 95-1 : Given vs= stalling speedvmca= air minimum control speedvmu= minimum unstick speed disregarding engine failure v1= take off decision speedvr= rotation speedv2 min= minimum take off safety speedvlof lift off speedthe correct formula is ? [ Success topography ]

Question 95-2 : Regarding take off the take off decision speed v1 ?

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

Question 95-3 : An airport has a 3000 metres long runway and a 2000 metres clearway at each end of that runwayfor the calculation of the maximum allowed take off mass the take off distance available cannot be greater than ?

4500 metres.

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

Question 95-4 : The net flight path gradient after take off compared to the actual climb gradient is ?

Smaller.

cs 25115 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 cs25111 and with sub paragraph a of this paragraph reduced at each point by a gradient of climb equal to 1 08% for two engined aeroplanes 2 09% for three engined aeroplanes and 3 10% for four engined aeroplanes

Question 95-5 : Which of the following diagrams correctly shows the movement of the power required curve with increasing altitude h1 < h2 2106 ?

Figure d.

1070tas increases with altitude from ertm graph thus the curve moves rightpower required = drag x tasif tas increases drag increases power required increases thus the curve moves up

Question 95-6 : In a steady descending flight descent angle gamma equilibrium of forces acting on the aeroplane is given by t = thrust d = drag w = weight ?

T + w sin gamma = d.

A descent is a negative climb the more drag we have the steeper the descent angle isdrag thrustweight = sin descent angledrag = thrust + weight x sin descent anglein descent the weight vector on the longitudinal axis of the airplane is added to thrustthis is the reason why airplane needs less energy to descent than to climb

Question 95-7 : An aeroplane executes a steady glide at the speed for minimum glide angle if the forward speed is kept constant the effect of a lower mass on the following parameters is rate of descent glide angle clcd ratio ?

Increases increases decreases.

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 ktbecause we maintain this speed we have to increase our rate of descent to reach 100 kt thus the glide angle increases tooclcd ratio is reduced because lift is reduced too

Question 95-8 : An aeroplane is in a power off glide at speed for minimum glide angle if the pilot increases pitch attitude the glide distance ?

Decreases.

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 glidethe 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

Question 95-9 : Which of the following combinations basically has an effect on the angle of descent in a glide ignore compressibility effects ?

Configuration and angle of attack.

Your angle of glidedescent is a function of liftdrag 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

Question 95-10 : Two identical aeroplanes at different masses are descending at idle thrustwhich of the following statements correctly describes their descent characteristics ?

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

Question 95-11 : Compared with still air the effect a headwind has on the values of the maximum range speed and the maximum gradient climb speed respectively is that ?

The maximum range speed increases and the maximum gradient climb speed is not affected.

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 constantthe maximum climb angle speed vx vmd for a jet 11vs for a prop is unaffected by wind because the object is to achieve maximum angle

Question 95-12 : The maximum speed in horizontal flight occurs when ?

The maximum thrust is equal to the total drag.

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

Question 95-13 : With respect to the optimum altitude which of the following statements is correct ?

Question 95-14 : How does the lift coefficient for maximum range vary with altitude no compressibility effects ?

The lift coefficient is independent of altitude.

When flying at range speed regardless of altitude you will be at 132vmd 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

Question 95-15 : The speed for maximum liftdrag ratio will result in ?

The maximum range for a propeller driven aeroplane.

1135 the speed for maximum liftdrag ratio ld 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

Question 95-16 : Which of the following provides maximum obstacle clearance during climb ?

The speed for maximum climb angle vx.

Question 95-17 : Which of the following factors will lead to an increase of ground distance during a glide while maintaining the appropriate minimum glide angle speed ?

Tailwind.

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

Question 95-18 : Which of the following factors leads to the maximum flight time of a glide ?

Low mass.

The wind affects only the ground distanceto 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

Question 95-19 : When v1 has to be reduced because of a wet runway the one engine out obstacle clearance climb performance ?

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 runwayobstacle 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 reducednow 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

Question 95-20 : Which statement concerning the inclusion of a clearway in take off calculation is correct ?

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 771our maximum takeoff distance is limited by this condition we must be at 35 ft at the end of toda with an engine outthe takeoff run available is increased we can take off at a later point the field length limited take off mass will increasethe 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 encom032 109bjpgin both cases v1 must decrease imagine if you maintain v1 at 100 kt what will happen

Question 95-21 : Which of the following factors favours the selection of a low flap setting for the take off ?

High field elevation distant obstacles in the climb out path long runway and a high ambient temperature.

Obstacles are distant we have a long runway low flap setting will increase the ground run but increases the climb capabilitiesthe 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

Question 95-22 : How is v2 affected if to flaps 20° is chosen instead of to flaps 10° ?

V2 decreases if not restricted by vmca.

Vmca minimum control speed in the air is located between v1 and vrat 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

Question 95-23 : During the flight preparation the climb limited take off mass tom is found to be much greater than the field length limited tom using 5° flap in what way can the performance limited tom be increased there are no limiting obstacles ?

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 lenghtyou 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

Question 95-24 : If on a particular flight the value of v1 used on take off exceeds the correct value of v1 if an engine fails at a speed immediately above the correct value of v1 then ?

The acceleratestop distance will exceed the acceleratestop distance available.

Question 95-25 : Which is the correct sequence of speeds during take off ?

Vmcg v1 vr v2.

Img1459v1 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 continuedvr speed at which the rotation of the airplane is initiated to takeoff attitude this speed cannotbe less than v1 or less than 105 x vmca minimum control speed in the air vmcg the minimum control speed in the groundvlof 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

Question 95-26 : Regarding the obstacle limited take off mass which of the following statements is correct ?

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 adjustementthere 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

Question 95-27 : When an aircraft takes off with the mass limited by the toda ?

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 temperaturehere 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 toratora take off run availabletoda take off distance availableasda acceleration stop available

Question 95-28 : For a take off from a contaminated runway which of the following statements is correct ?

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 offthe take off mass is always reduced by a pre determined amount depending on the depth of contaminant

Question 95-29 : To minimize the risk of hydroplaning during landing the pilot should ?

Make a positive landing and apply maximum reverse thrust and brakes as quickly as possible.

Question 95-30 : The stopway is an area which allows an increase only in the ?

Accelerate stop distance available.

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 771but we are not allowed to stop on the clearway this is not a stopwaya 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 1851the stopway is an area which allows an increase only in the accelerate stop distance available

Question 95-31 : Vr cannot be lower than ?

V1 and 105% of vmca.

Question 95-32 : 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.

The one engine out take off run tor n 1 is defined as from the brake release point to a point equidistant between vlof and 35 ft 1076

Question 95-33 : 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.

Question 95-34 : Regarding unaccelerated horizontal flight minimum drag is ?

Proportional to aircraft mass.

The lesser the aircraft mass is the less lift you have to generate

Question 95-35 : If the aircraft mass in a horizontal unaccelerated flight decreases ?

The minimum drag decreases and the ias for minimum drag decreases.

With less mass you need less lift ==> less lift = less induced drag 1077induced drag will decrease displacing the total drag curve downwards and to the left ias for minimum drag vmd velocity minimum drag decreases

Question 95-36 : Density altitude is the ?

Pressure altitude corrected for 'non standard' temperature.

Density altitude is pressure altitude adjusted for non standard temperatureif 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 altitudetherefore 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 readexample 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 ftthe 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 50001000 x 10 = 200 ft if the aircraft was to maintain a true altitude of 5000 ft the altimeter would indicate 5200 fttherefore the altimeter is now over reading by 200 ft

Question 95-37 : The density altitude ?

Is used to determine the aeroplane performance.

Question 95-38 : 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 densethus high temperature and high relative humidity will adversely affect take off and initial climb performance

Question 95-39 : What effect has a downhill slope on the take off speeds the slope ?

Decreases the take off speed v1.

Question 95-40 : During climb to the cruising level a headwind component ?

Decreases the ground distance flown during that climb.