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Question 96-1 : During climb with all engines, the altitude where the rate of climb reduces to 100 ft/min is called ? [ Concept Manual ]
Service ceiling.
Question 96-2 : The maximum rate of climb that can be maintained at the absolute ceiling is ?
0 ft/min.
Question 96-3 : A twin engine aeroplane is flying at the minimum control speed with take off thrust on both engines..the 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 vr..vmca is a controlling speed where straight flight can be maintained when the critical engine has failed.
Question 96-4 : The speed v2 is ?
The take off safety speed.
Question 96-5 : Which take off speed is affected by the presence or absence of stopway and/or clearway ?
V1.
Question 96-6 : Maximum and minimum values of v1 are limited by ?
Vr and vmcg.
Question 96-7 : 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 96-8 : The minimum value of v2 must exceed vmc by ?
10%.
.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.
Question 96-9 : 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 0.7 x lda landing distance available.
Question 96-10 : 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 96-11 : The speed vr ?
Is the speed at which rotation to the lift off angle of attack is initiated.
Question 96-12 : 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 96-13 : 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 96-14 : 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 96-15 : The climb limited take off mass can be increased by ?
A lower flap setting for take off and selecting a higher v2.
. 1080
Question 96-16 : 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 96-17 : 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 96-18 : 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 mass...climb limit maximum takeoff weight limited by climb capability.this limit is the ability of the.aircraft to climb from liftoff to 1500 feet above the airport elevation and to meet takeoff flight.path limiting climb gradients under existing conditions of temperature and pressure altitude. it is.often referred to as the wat limit the weight for altitude and temperature..it is important to.remember that pressure altitude is used and not airport elevation. non standard altimeter.settings can have a significant effect on climb capability. of course the combination of temperature and pressure altitude references airport density altitude. as density altitude affects.the ability of the engine to produce thrust and of the wing to produce lift, the importance of using.the correct number cannot be over emphasized..this limit has nothing to do with obstacle clearance and must be met for all takeoffs.
Question 96-19 : 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 power...the fuel mileage nautical miles per kg is lower with a forward centre of gravity position..example. with a aft cg, fuel mileage = 10 nm for 100 kg.. with a forward cg, fuel mileage = only 8 nm for 100 kg.
Question 96-20 : Considering a rate of climb diagram rate of climb versus tas for an aeroplane..which 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 96-21 : 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.. 1082.induced drag will increase, displacing the total drag curve upwards and to the right. ias for minimum drag vmd velocity minimum drag increases.
Question 96-22 : Which force compensates the weight in unaccelerated straight and level flight ?
The lift.
Question 96-23 : 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 96-24 : The load factor in a turn in level flight with constant tas depends on ?
The bank angle only.
Question 96-25 : 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 1/v².
Question 96-26 : 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 1/v².
Question 96-27 : The point where drag coefficient/lift coefficient is a minimum is ?
The lowest point of the drag curve.
. 1084
Question 96-28 : 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.
. 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.
Question 96-29 : 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 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.
Question 96-30 : 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 96-31 : 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 = 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
Question 96-32 : In straight horizontal steady flight, at speeds below that for minimum drag ?
A lower speed requires a higher thrust.
Question 96-33 : A lower airspeed at constant mass and altitude requires ?
A higher coefficient of lift.
.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.
Question 96-34 : The coefficient of lift can be increased either by flap extension or by ?
Increasing the angle of attack.
Question 96-35 : When flying the backside of thrust curve means ?
A lower airspeed requires more thrust.
Question 96-36 : 'maximum endurance' ?
Is achieved in unaccelerated level flight with minimum fuel flow.
Question 96-37 : 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.. 1135.you can notice that the maximum endurance speed is always lower than the maximum specific range speed.
Question 96-38 : Which of the equations below defines specific range sr ?
Sr = true airspeed/total fuel flow.
.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.
Question 96-39 : 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 component..therefore, the airspeed should be higher with a headwind in order to achieve the maximum range.
Question 96-40 : Can the length of a stopway be added to the runway length to determine the take off distance available ?
No.
.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.
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