Question 96-1 : What affect has a tailwind on the maximum endurance speed ? [ Concept Manual ]

Question 96-2 : During climb with all engines the altitude where the rate of climb reduces to 100 ftmin is called ?

Service ceiling.

Question 96-3 : The maximum rate of climb that can be maintained at the absolute ceiling is ?

0 ftmin.

Question 96-4 : A twin engine aeroplane is flying at the minimum control speed with take off thrust on both enginesthe 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 vrvmca is a controlling speed where straight flight can be maintained when the critical engine has failed

Question 96-5 : The speed v2 is ?

The take off safety speed.

Question 96-6 : Which take off speed is affected by the presence or absence of stopway andor clearway ?

V1.

Question 96-7 : Maximum and minimum values of v1 are limited by ?

Vr and vmcg.

Question 96-8 : 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 96-9 : The minimum value of v2 must exceed vmc by ?

10%.

Cs25 v2min in terms of calibrated airspeed may not be less than 1 113 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 2 108 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 3 110 times vmc established under cs 25149

Question 96-10 : 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 07 x lda landing distance available .

Question 96-11 : 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 96-12 : The speed vr ?

Is the speed at which rotation to the lift off angle of attack is initiated.

Question 96-13 : 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 96-14 : 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 96-15 : 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 96-16 : The climb limited take off mass can be increased by ?

A lower flap setting for take off and selecting a higher v2.

1080

Question 96-17 : 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 96-18 : Which speed provides maximum obstacle clearance during climb ?

The speed for which the ratio between rate of climb and forward speed is maximum.

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 96-19 : 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.

The wind component does not affect the climb limited take off massclimb limit maximum takeoff weight limited by climb capability this limit is the ability of theaircraft to climb from liftoff to 1500 feet above the airport elevation and to meet takeoff flightpath limiting climb gradients under existing conditions of temperature and pressure altitude it isoften referred to as the wat limit the weight for altitude and temperatureit is important toremember that pressure altitude is used and not airport elevation non standard altimetersettings can have a significant effect on climb capability of course the combination of temperature and pressure altitude references airport density altitude as density altitude affectsthe ability of the engine to produce thrust and of the wing to produce lift the importance of usingthe correct number cannot be over emphasizedthis limit has nothing to do with obstacle clearance and must be met for all takeoffs

Question 96-20 : If other factors are unchanged the fuel mileage nautical miles per kg is ?

Lower with a forward centre of gravity position.

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 powerthe fuel mileage nautical miles per kg is lower with a forward centre of gravity positionexample with a aft cg fuel mileage = 10 nm for 100 kg with a forward cg fuel mileage = only 8 nm for 100 kg

Question 96-21 : Considering a rate of climb diagram rate of climb versus tas for an aeroplanewhich of the diagrams shows the correct curves for flaps down compared to clean configuration 2148 ?

Diagram a.

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 96-22 : What is the effect of increased mass on the performance of a gliding aeroplane ?

The speed for best angle of descent increases.

With an increased mass you need more lift ==> more lift = more induced drag 1082induced drag will increase displacing the total drag curve upwards and to the right ias for minimum drag vmd velocity minimum drag increases

Question 96-23 : Which force compensates the weight in unaccelerated straight and level flight ?

The lift.

Question 96-24 : In which of the flight conditions listed below is the thrust required equal to the drag ?

In level flight with constant ias.

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 96-25 : The load factor in a turn in level flight with constant tas depends on ?

The bank angle only.

Question 96-26 : The induced drag of an aeroplane ?

Decreases with increasing airspeed.

Induced drag is the drag produced as a consequence of generating lift it is inversely proportional to speed squared 1v²

Question 96-27 : 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.

Induced drag is the drag produced as a consequence of generating lift it is inversely proportional to speed squared 1v²

Question 96-28 : The point where drag coefficientlift coefficient is a minimum is ?

The lowest point of the drag curve.

1084

Question 96-29 : 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.

1086for 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 96-30 : 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.

Induced drag is the drag produced as a consequence of generating lift it is inversely proportional to speed squaredfor 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 96-31 : Compared to a more forward position a centre of gravity close to but not beyond the aft limit ?

Improves the maximum range.

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 96-32 : The intersections of the thrust available and the drag curve are the operating points of the aeroplane ?

In unaccelerated level flight.

At the intersections thrust available = dragthe aircraft cannot accelerate in level flightin the jet case the thrust is not dependent on speed 1087in the propeller case the thrust curve varies with speed 1088

Question 96-33 : In straight horizontal steady flight at speeds below that for minimum drag ?

A lower speed requires a higher thrust.

Question 96-34 : A lower airspeed at constant mass and altitude requires ?

A higher coefficient of lift.

Lift = cl x 12 rho v² x scl = lift coefficientrho = densityv = tas in ms s = surfaceif v is decreased to maintain lift we must increase our angle of attack which means an increase in lift coefficient

Question 96-35 : The coefficient of lift can be increased either by flap extension or by ?

Increasing the angle of attack.

Question 96-36 : When flying the backside of thrust curve means ?

A lower airspeed requires more thrust.

Question 96-37 : 'maximum endurance' ?

Is achieved in unaccelerated level flight with minimum fuel flow.

Question 96-38 : The speed for maximum endurance ?

Is always lower than the speed for maximum specific range.

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 1135you can notice that the maximum endurance speed is always lower than the maximum specific range speed

Question 96-39 : Which of the equations below defines specific range sr ?

Sr = true airspeedtotal fuel flow.

Specific range sr is the enroute tas divided by the current fuel flowthe units of sr are nautical miles per gallon or nautical miles per pound of fuel

Question 96-40 : To achieve the maximum range over ground with headwind the airspeed should be ?

Higher compared to the speed for maximum range cruise with no wind.

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 componenttherefore the airspeed should be higher with a headwind in order to achieve the maximum range