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Question 95-1 : During certification flight testing on a four engine turbojet aeroplane the actual take off distances measured are . 3050 m with failure of the critical engine recognised at v1. 2555 m with all engines operating and all other things being equal. ? [ Success topography ]
3050 m
.you multiply the all engine performance by 1 15 and then compare to the one engine inoperative distance you take the higher figure .all engines operating distance = 2555 x 1 15 = 2938 m .3050 m distance with failure of the critical engine recognised at v1 is the highest distance adopted for the certification file
Question 95-2 : In which of the following distances can the length of a stopway be included ?
In the accelerate stop distance available
Question 95-3 : At which minimum height will the second climb segment end ?
400 ft above field elevation
.the first segment starts at 'reference zero' and ends when the gear comes up .the second segment lasts until levelling off for flap retraction .the third segment ends when ready for the enroute climb it is usually a level burst at 400 ft during which acceleration is made to climb speed flaps are retracted and power is reduced to max continuous
Question 95-4 : How does tas vary in a constant mach climb in the troposphere under isa conditions ?
Tas decreases
Admin .for those questions use the very simple 'ertm' diagram . 1039.the mach line is vertical because the question states in a constant climb mach . ertm for e as/ r as rectified air speed or cas / t as/ m ach .mach number = tas / local sound speed .the velocity of sound is decreasing as temperature decreases to maintain constant mach as the velocity of sound reduces tas has to reduce
Question 95-5 : The optimum long range cruise altitude for a turbojet aeroplane ?
Increases when the aeroplane mass decreases
Question 95-6 : How does the specific range change when the altitude increases for jet aeroplane flying with the speed for maximum range ?
First increases then decreases
.specific air range = tas / fuel flow.as altitude increases tas increases therefore specific air range increases .but as for jet aircraft maximum range in still air is achieved at maximum tas/drag ratio and approximately 95% rpm engine efficiency the speed for maximum still air range occurs at 1 32 times the speed of minimum drag as you climb past a certain height the engines go past their best efficiency so initially you increase specific fuel consumption then it decreases
Question 95-7 : At reference .assuming constant l/d ratio which of the diagrams provided correctly shows the movement of the 'thrust required curve' .mass m1 is higher than mass m2 . err a 032 55 ?
C
The curve is the total drag on the 'thrust required curve' or 'drag or thrust required against airspeed' .with less mass you need less lift ==> less lift = less induced drag .induced drag will decrease displacing the total drag curve downwards and to the left .the lowest point on the curve is vmd eas for minimum drag vmd velocity minimum drag decreases
Question 95-8 : Long range cruise is a flight procedure which gives ?
A specific range which is approximately 99% of maximum specific range and a higher cruise speed
Question 95-9 : A commercial flight is planned with a turbojet aeroplane to an aerodrome with a landing distance available of 2400 m .the aeroplane mass must be such that on arrival the aeroplane can be landed within ?
1 440 m
.eu ops 1 515 landing dry runways . a an operator shall ensure that the landing mass of the aeroplane determined in accordance with eu ops 1 475 a for the estimated time of landing at the destination aerodrome and at any alternate aerodrome allows a full stop landing from 50 ft above the threshold . 1 for turbo jet powered aeroplanes within 60% of the landing distance available or. 2 for turbo propeller powered aeroplanes within 70% of the landing distance available . 2400 x 0 6 = 1440 m
Question 95-10 : At the destination aerodrome the landing distance available is 3000m .the appropriate weather forecast indicates that the runway at the estimated time of arrival will be wet .for a commercial flight the mass of a turbojet aeroplane at landing must be such that the aeroplane can be landed within ?
1565 m
.eu ops 1 515 landing dry runways allows a full stop landing from 50 ft above the threshold . 1 for turbo jet powered aeroplanes within 60% of the landing distance available .landing wet and contaminated runways a the landing distance available is at least 115% of the required landing distance determined in accordance with eu ops 1 515 .3000 m x 0 6 = 1800 m.1800 m / 1 15 = 1565 m
Question 95-11 : With zero wind the angle of attack for maximum range for an aeroplane with turbojet engines is ?
Lower than the angle of attack corresponding to maximum endurance
Admin . 1100.for a jet aeroplane maximum endurance is achieved at a speed corresponding to the maximum l/d ratio which is vmd where the gap between power required and power available is greatest at this speed for a conventional aerofoil the angle of attack is about 4° .the speed for maximum range occurs at 1 32 times the speed of minimum drag vmd in level flight as speed goes up the angle of attack goes down angle of attack is less than 4° typically at around 2 5° .example .at 10° you are at the maximum range aoa .at 16° you are at the maximum endurance aoa . 2416
Question 95-12 : Two identical turbojet aeroplane whose specific fuel consumptions are considered to be equal are at holding speed at the same altitude . ?
3804 kg/h
115/130 x4300 = 3803 kg/h
Question 95-13 : A jet aeroplane equipped with old engines has a specific fuel consumption of 0 06 kg per newton of thrust and per hour and in a given flying condition a fuel mileage of 14 kg per nautical mile . ?
8 17 kg/nm
14 x 0 035/0 06 = 8 1666 kg/nm
Question 95-14 : The determination of the maximum mass on brake release of a certified turbojet aeroplane with 5° 15° and 25° flaps angles on take off leads to the following values with wind .flap angle 5° 15° 25°.flltom kg 66 000 69 500 71 500.cltom 72 200 69 000 61 800.wind correction . ?
67700 kg / 15°
.cltom climb limited take off mass.flltom field length limited take off mass..the climb limited take off mass is based on still air so the wind correction is only applied to the runway limitation .tailwind component is 5 kt correction is 360 x 5 = 1800 kg..field length limited take off mass .runway limit for flap 5° = 66000 1800 = 64200 kg .runway limit for flap 15° = 69500 1800 = 67700 kg .runway limit for flap 25° = 71500 1800 = 69700 kg ..the climb limited take off mass remain unchanged..so maximum take off mass is 67700 kg and flap 15°
Question 95-15 : During certification test flights for a turbojet aeroplane the actual measured take off runs from brake release to a point equidistant between the point at which vlof is reached and the point at which the aeroplane is 35 feet above the take off surface are . 1747 m all engines operating. ?
2009 m
.the certificated value of the take off run is the greater of the all engine distance x 1 15 or engine out distance .all engine distance x 1 15 = 1747 x 1 15 = 2009 m .engine out distance = 1950 m
Question 95-16 : For a twin engine turbojet aeroplane two take off flap settings 5° and 15° are certified .given .field length avalaible= 2400 m.outside air temperature= 10°c.airport pressure altitude= 7000 ft.the maximum allowed take off mass is . 2105 ?
56 000 kg
Admin .we'll gonna perform a flap 15° take off . 1815.you have to be very precise when you are drawing the line otherwise you will always find something closer to 55 000kg than 56 000 kg
Question 95-17 : The lowest take off safety speed v2 min is ?
1 13 vsr for two and three engine turbo propeller and turbojet aeroplanes
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 .vsr reference stall speed
Question 95-18 : Which of the following three speeds of a jet aeroplane are basically identical .the speeds for ?
Holding maximum climb angle and minimum glide angle
.holding speed for a jet is at the vmd speed vmd means velocity minimum drag this is the speed for minimum fuel consumption .for a jet aeroplane the maximum climb angle is achieved at a speed corresponding to the maximum cl/cd ratio which is vmd where the gap between power required and power available is greatest .minimum glide angle speed permits to fly the longest ground distance without wind it is achieved at a speed corresponding to the maximum cl/cd ratio which is vmd
Question 95-19 : The lift coefficient decreases during a glide with constant mach number mainly because the ?
Ias increases
.tas and ias increase during a descent at constant mach number thus we must decrease our angle of attack otherwise the lift will increase lift = 1/2 rho s v² cl and the descent may be stopped .so it is the increase in tas and ias which lead to decreasing the lift coefficient
Question 95-20 : During a descent at constant mach number the margin to low speed buffet will ?
Increase because the lift coefficient decreases
.during a descent at constant mach number your tas increases .with increasing tas ias is increasing thus from the lift formula the lift coefficient decreases .the gap between your speed and the stall speed increases the margin to low speed buffet will increase because the lift coefficient decreases
Question 95-21 : A jet aeroplane is climbing at a constant ias and maximum climb thrust how will the climb angle / the pitch angle change ?
Reduce / decrease
.to maintain a constant ias while climbing you have to reduce the climb angle power available is decreasing with an increase of altitude .and a reduction of the climb angle is done by reducing the pitch angle
Question 95-22 : A jet aeroplane is flying long range cruise how does the specific range / fuel flow change ?
Increase / decrease
Jjansen .isn't it 'decrease/increase' long range cruise = 1% less range specific range decrease 4% faster fuel flow increase ..the question doesn't compare long range cruise and maximum range cruise .specific range is given as 'distance covered per unit of fuel'.as you are flying the aircraft mass decreases for the same long range cruise speed the fuel flow decreases .thus the specific range increases along the flight since for a same distance covered your fuel consumption is decreased
Question 95-23 : During a glide at constant mach number the pitch angle of the aeroplane will ?
Decrease
Admin .during a glide the aircraft is descending .descent + constant mach number => tas increase.see ertm diagram . 1039.the mach line is vertical because the question states a glide at constant mach number .if tas increase => pitch angle decrease to remain at constant mach
Question 95-24 : During a cruise flight of a jet aeroplane at constant flight level and at the maximum range speed the ias / the drag will ?
Decrease / decrease
.to maintain flight at max range speed which is the tangent to the drag curve and 1 32 vmd we must reduce speed as mass decreases to maintain 1 32 vmd the mass reduction as a consequence of fuel burn means less induced drag the total drag curve moves down and left and takes 1 32 vmd with it
Question 95-25 : An aeroplane descends from fl 410 to fl 270 at its cruise mach number and from fl 270 to fl 100 at the ias achieved at fl 270 .assuming idle thrust a clean configuration and ignoring compressibility effects how does the angle of descent change i in the first and ii in the second part of the descent ?
I increases ii remains constant
Descending at constant mach ias and tas will increase .total drag is proportional to v² drag will increase while descending and in order to maintain a constant mach number you must increased descent angle at idle thrust .at fl270 now we perform descent with a constant ias tas will decrease and density will increase and drag will stay constant our angle of descent will also stay contant
Question 95-26 : With a jet aeroplane the maximum climb angle can be flown at approximately ?
The maximum cl/cd ratio
Admin . 1100.for a jet aeroplane the maximum climb angle is achieved at a speed corresponding to the maximum cl/cd ratio which is vmd where the gap between power required and power available is greatest
Question 95-27 : What happens to the drag of a jet aeroplane if during the initial climb after take off constant ias is maintained . assume a constant mass ?
The drag remains almost constant
Admin .during initial climb if ias is maintained constant tas increases see ertm graph below and density decreases .you can maintain a constant angle of attack to produce the same lift and if lift does not change the drag remains almost constant . 1960.the eas/ias line is vertical because the question states constant ias is maintained
Question 95-28 : Which of the following sequences of speed for a jet aeroplane is correct . from low to high speeds ?
Vs maximum angle climb speed maximum range speed
Question 95-29 : If a flight is performed with a higher 'cost index' at a given mass which of the following will occur ?
A higher cruise mach number
Cost index is the ratio of time related costs crew salaries maintenance etc to fuel cost as one of the independent variables in the speed schedule computation . cost index ci = flight time related cost/fuel cost ..the cost index allows airlines to weight time and fuel costs based on their daily operations .a higher 'cost index' will result in a higher cruising speed . jomargra .but at a higher cruise mach number the aircraft will burn more fuel and the ci will reduce ..no we are talking about fuel cost not quantity .cost index is a made up figure which when input into the fmc is used to calculate econ speed the higher the cost index number the faster the aircraft flies basically the company decides on the cost of keeping the aircraft in the air and includes all sorts of costs such as crew aircraft operating costs fuel etc they then decide whether they want the aircraft to fly faster or slower and adjust the cost index as needed
Question 95-30 : For a jet transport aeroplane which of the following is the reason for the use of 'maximum range speed' ?
Minimum specific fuel consumption
.specific fuel consumption is weight of fuel consumed per unit power per unit time .the reason for the use of 'maximum range speed' is because you want to go the far as possible .usually a commercial airplane fly at 'long range speed' which is 4% faster than 'maximum range speed' you will lose only 1% of the maximum specific range but you will save time and thus you will reduce the whole costs atc fees engines ho y costs leasing costs crew costs .if you are looking for the longest flight duration you will fly at minimum fuel flow consumption
Question 95-31 : What happens when an aeroplane climbs at a constant mach number ?
The lift coefficient increases
Admin .lift = cl x 1/2 rho v² x s.cl = lift coefficient.rho = density. v = tas in m/s .s = surface.for a standard commercial aircraft the climb is first carried out at constant ias and after the crossover altitude at constant mach number .if you look at the ertm diagram for a climb at constant ias . 1960.we can see that tas increases when altitude increases .now if you look at the ertm diagram for a climb at constant mach number . 1039.we can see that tas decreases when altitude increases .since rho decreases in both case and tas decreases when we climb at constant mach number to maintain lift we must increase our angle of attack which means an increase in lift coefficient
Question 95-32 : Which of the following is a reason to operate an aeroplane at 'long range speed' ?
It is efficient to fly slightly faster than with maximum range speed
Jomargra .is not more efficient to fly at the maximum range speed .with a 1% less of specific range the speed can be increased to 4% more the nordian book states 'it also gives the aeroplane better handling qualities' ..long range speed is 4% faster than maximum range speed you will lose only 1% of the maximum specific range .you will save time and thus you will reduce the whole costs atc fees engines ho y costs leasing costs crew costs .maximum range speed is a certified 'safe speed' you are stable and you do not risk a loss of control
Question 95-33 : If the value of the balanced v1 is found to be lower than vmcg which of the following is correct ?
V1 must be increased to at least the value of vmcg
.vmcg is the minimum speed at which it is possible to maintain control following the failure of the critical engine during the take off run if the failure occurs before vmcg then the aircraft will go out of control and run off the side of the runway for this reason v1 must never be less than vmcg if pre take off performance calculations reveal that v1 is less than vmcg then v1 must be increased to equal vmcg
Question 95-34 : Reduced take off thrust should normally not be used when ?
Windshear is reported on the take off path
Apstudent46 .reduced thrust take off is used for engine life it is not permitted for . slippery runway. contamined runway. antiskid unserviceable. reverse thrust unserviceable..nadp the noise abatment departure procedure should not be used under one the following conditions . runway surface condition adversly affected. horizontal visibility < 1nm. crosswind > 15kt. tailwnd > 5kt. windshear reported or forecast. thunderstorm expected to affect approche or departure..windshear is a condition to avoid the nadp not for the reduced thrust ..the correct answer regarding jeppesen book is the wet runway ..reduced thrust is not permitted with icy or slippery runways a wet runway is defined in air law as being dark in colour and has no effect on the braking coefficient a wet runway is not dangerous .reduced thrust should not be used when anti skid is unserviceable reduced thrust should not be used when windshear is reported on the take off path
Question 95-35 : Reduced take off thrust should normally not be used when ?
The runway is contaminated
Apstudent46 .in jeppesen book obstacles aren't condition for 'reduced take off thrust' to be used .these 4 conditions are . runway slippery. runway contamined. antiskid unserviceable. reverse thrust unserviceable
Question 95-36 : The use of reduced take off thrust is permitted only if ?
The actual take off mass tom is lower than the field length limited tom
.a reduced thrust take off is a take off that is accomplished utilizing less thrust than the engines are capable of producing under the existing conditions of temperature and pressure altitude .it is not necessary to use the maximum takeoff thrust when you are not at the maximum takeoff weight performance limited take off mass
Question 95-37 : Which combination of circumstances or conditions would most likely lead to a tyre speed limited take off ?
A high runway elevation and tail wind
.conditions would most likely lead to a tyre speed limited take off are high tas high groundspeeds high temperatures tailwinds and high pressure altitudes .you need to increase take off speed since the density is reducing to gain your lift
Question 95-38 : The drift down requirements are based on ?
The obstacle clearance during a descent to the new cruising altitude if an engine has failed
Admin .in a multi engine aircraft losing power from one or more engines may require a descent due to aircraft weight and atmospheric conditions if a descent is required the most fuel efficient method is a driftdown .this would be done by first setting the engines to a prescribed power setting usually set to max continuous thrust mct on the remaining engine s .then achieving a computed 'driftdown' airspeed begin a descent to the best altitude for the aircraft on the engines that are remaining . 2519.the goal is to stay the longest time at high altitude to remain clear of obstacles and to burn the less fuel as possible for having the maximum chances to reach a suitable airport
Question 95-39 : Which of the following statements concerning the obstacle limited take off mass for performance class a aeroplane is correct ?
It should be determined on the basis of a 35 ft obstacle clearance with the respect to the 'net take off flight path'
Question 95-40 : The 'maximum tyre speed' limits ?
Vlof in terms of ground speed
.vlof the lift off speed .the speed at which the main wheels lift from the ground this speed marks an important point the end of the rolling part of the takeoff also called the end of the 'ground roll' .vmax tyre the maximum ground speed of the tyres .the highest speed that the tires can handle without becoming damaged it is possible to drive so fast that the tread actually flies of the tires if you drive fast enough the centrifugal forces become so great that the tire falls apart that must be avoided and therefore there is a maximum rolling speed for a tyre that speed is printed on the side of the tyre near the size usually a number in miles per hour .vlof &le vmax tyre in terms of ground speed
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