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 97-1 : May anti skid be considered to determine the take off and landing data ? [ Attainment AIM ]
Yes.
.rejected take off and landing performance are determined by a multitude of variables. airplane weight and configuration, use of deceleration devices, airport elevation, atmospheric temperature, wind, runway length, runway slope, and runway surface condition i.e., dry, wet, contaminated, improved, unimproved, grass, etc. are all factors in determining stopping performance. inoperative anti skid braking will have a direct impact on the airplane's distance calculation to come to a full stop.
Question 97-2 : In case of an engine failure recognized below v1 ?
The take off must be rejected.
Question 97-3 : In case of an engine failure which is recognized at or above v1 ?
The take off must be continued.
Question 97-4 : The take off distance available is ?
The length of the take off run available plus the length of the clearway available.
.the take off distance available is the length of the take off run available plus the length of the clearway available in the following limit..take off.the take off distance must not exceed the take off distance available, with a clearway distance not exceeding half of the takeoff run available.
Question 97-5 : The result of a higher flap setting up to the optimum at take off is ?
A shorter ground roll.
.the result of a higher flap setting up to the optimum at take off is a shorter ground roll, but the advantage of early lift off can be lost in this first part of the climb. you may not be able to clear the obstacle with that higher flap setting...the 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 97-6 : How is wind considered in the take off performance data of the aeroplane operations manuals ?
Not more than 50% of a headwind and not less than 150% of the tailwind.
Question 97-7 : A higher pressure altitude at isa temperature ?
Decreases the field length limited take off mass.
.pressure altitude is the height in the standard atmosphere that you may find a given pressure. if you set 1013 hpa on the subscale and your altimeter reads 2000 ft, the pressure altitude is 2000 ft..thus, higher pressure altitude is similar to a higher field elevation..air density reduces with atmoshperic pressure less density, less lift...take off distance increases and the take off mass limited by the field length must be decreased.
Question 97-8 : A higher outside air temperature oat ?
Decreases the brake energy limited take off mass.
.maximum brake energy speed, vmbe is the speed from which the aeroplane may be brought to a stop without exceeding the maximum energy absorption capability of the brakes...vi must not exceed the vmbe otherwise the aircraft cannot be stopped within the asda in case of engine failure during take off. when vi exceeds the vmbe, take off weight must be reduced so that vi is within the vmbe limit. this reduced weight is the vmbe limit weight...vmbe is based upon the kinetic energy of the aircraft, and kinetic energy of an aircraft of mass m traveling at a speed v is 1/2 mv²..air density will be less for a higher outside air temperature, therefore you need a higher speed to get the lift for taking off..there is a risk of exceeding the capability of the brakes to stop the aircraft.
Question 97-9 : The take off distance required increases ?
Due to slush on the runway.
.the runway surface condition has effect on the wheel drag. if the runway is contaminated by snow, slush or standing water, the wheel drag will be greater. thus the accelerating force decreases and the take off distance required increases.. 1813. 1812
Question 97-10 : Due to standing water on the runway the field length limited take off mass will be ?
Lower.
.take off and landing distances are affected by standing water on the runway. on take off, friction increase, as if we were on a grass runway, that lead to increase take off run. field length limited take off mass will be lower..on landing, we can imagine that the friction will help to stop the aircraft, but in fact not, standing water can lead to hydroplaning, and grass will also reduce our brake capability.
Question 97-11 : On a dry runway the accelerate stop distance is increased ?
By uphill slope.
The uphill slope = acceleration is slower,..the uphill slope = breaking is better,..the remaining distance for breaking is less, so the accelerate stop distance is increased.
Question 97-12 : Uphill slope ?
Increases the take off distance more than the accelerate stop distance.
.takeoff distance is.we must be at 35 ft at the end of toda with an engine out...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..with a uphill slope, our acceleration will be slower, our take off run is increased thus our take off distance is increased...in case of malfunction at v1, if we stop, we will benefit from the uphill slope, our braking distance is reduced. slower acceleration but better braking.
Question 97-13 : V2 has to be equal to or higher than ?
1.1 vmca.
.v2 can be limited by 1.1 vmca or by 1.13 vsr or 1.08 vsr for turbo propeller powered aeroplanes with more than three engines...at low field elevation there will be a high vmca because of the high asymetric thrust..v2 min based on vmca is 1.1 vmca...at low take off mass and with a large flap selection, the 1.13 vsr or 1.08vsr will be less restrictive than the 1.1 vmca.....this is from cs 25 certification specifications.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 97-14 : V1 has to be ?
Equal to or higher than vmcg.
Question 97-15 : Under which condition should you fly considerably lower 4 000 ft or more than the optimum altitude ?
If at the lower altitude either considerably less headwind or considerably more tailwind can be expected.
Question 97-16 : Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed ?
The higher the gross mass the greater is the speed for descent.
Question 97-17 : The maximum mass for landing could be limited by ?
The climb requirements with one engine inoperative in the approach configuration.
.you must always be prepared to go around.this is the reason why in case of a landing with one engine inoperative the climb requirements must be met and keep in mind that you might remain stuck in the approach configuration..if climb requirements cannot be met, adjust the landing weight accordingly to meet climb requirements.
Question 97-18 : On a long distance flight the gross mass decreases continuously as a consequence of the fuel consumption..the result is ?
The specific range and the optimum altitude increases.
.the optimum altitude increases all the time as the mass decreases..the fuel flow decreases as the mass decreases...specific air range = tas / fuel flow..as altitude increases tas increases, therefore specific air range increases.
Question 97-19 : With one or two engines inoperative the best specific range at high altitudes is. assume altitude remains constant ?
Reduced.
.with one or two engines inoperative at high altitudes, thrust is reduced, speed will reduce, you will have more drag, you need to increase the angle of attack to increase the lift coefficient in order to maintain altitude... you will generate more and more drag and you must apply max thrust on the remaining engine s. the best specific range is reduced.
Question 97-20 : In unaccelerated climb ?
Thrust equals drag plus the downhill component of the gross weight in the flight path direction.
. 1089.in unaccelerated climb thrust equals drag plus the downhill component of the gross weight in the flight path direction.
Question 97-21 : The rate of climb is approximately equal to ?
The still air gradient multiplied by the tas.
.example..1 kt = 101.11667 ft/min..tas 100kt..slope still air gradient 3.5%..rate of climb = 100 x 3.5 / 100 = 3.5 kt..3.5 kt = 353.9 ft/min the question states approximately.
Question 97-22 : If the thrust available exceeds the thrust required for level flight ?
The aeroplane accelerates if the altitude is maintained.
.if thrust is greater than drag, the speed will increase. if less, the plane will slow down. if lift is greater than weight, the plane will climb. if less, the plane will descend..in order to maintain altitude, you must decrease the angle of attack the lift remains unchanged , thus the aeroplane will accelerate since only v² in the lift formula cl x 1/2 rho v² x s can changed...lift formula cl x 1/2 rho v² x s..cl = lift coefficient.rho = density.v = tas in m/s.s = surface.
Question 97-23 : Any acceleration in climb, with a constant power setting ?
Decreases the rate of climb and the angle of climb.
.with a constant power setting, you must reduce your angle of climb to accelerate, your rate of climb will also be reduced.
Question 97-24 : As long as an aeroplane is in a steady climb ?
Vx is always less than vy.
. best angle of climb vx is performed at an airspeed that will produce the most altitude gain in a given distance. vx is considerably lower than best rate of climb, vy, and is the airspeed where the most thrust is available over that required for level flight. vy will result in a steeper climb path, although the airplane will take longer to reach the same altitude than it would at vy..vx is used in clearing obstacles after takeoff... best rate of climb vy is performed at an airspeed where the most excess power is available over that required for level flight. this condition of climb will produce the most gain in altitude in the least amount of time maximum rate of climb in feet per minute. vy made at full allowable power is a maximum climb. it must be fully understood that attempts to obtain more climb performance than the airplane is capable of by increasing pitch attitude will result in a decrease in the rate of altitude gain...it should be noted that, as altitude increases, the speed for vx increases, and the speed for vy decreases. the point at which these two speeds meet is the absolute ceiling of the airplane.
Question 97-25 : The best rate of climb at a constant gross mass ?
Decreases with increasing altitude since the thrust available decreases due to the lower air density.
The higher you go, the less power you will have..you can increase the angle of climb and best rate of climb only if you have an excess of thrust or a rate of climb excess power.
Question 97-26 : The climb gradient is defined as the ratio of ?
The increase of altitude to horizontal air distance expressed as a percentage.
The climb gradient is defined as the ratio, expressed as a percentage, of the change in geometric height divided by the horizontal distance traveled...gradient = change in height/horizontal distance x 100%..for small angles of climb, you can use rate of climb / true airspeed, but this is not the exact definition of the climb gradient.
Question 97-27 : Higher gross mass at the same altitude decreases the gradient and the rate of climb whereas ?
Vy and vx are increased.
.vx is the speed where you will have max excess thrust and vy is the speed where you will have max excess of power..as mass increases, induced drag increases and the total drag curve moves up and right. 1090.trhust required curve showing total drag and power required curve showing required power. 1135.on the power curve, for the propeller driven aircraft curve, the lowest point of the curve vmp is the tas at wich the least power is needed as opposed to producing the least drag and is therefore the maximum rate of climb speed vy because the gap between power required and power available is greatest more power is needed above and below the minimum power speed..vy for a jet aircraft is considerably higher than vy for a prop...on the thrust curve, the best angle of climb speed vx is vmd for a jet and 1.1vs for a prop derived from the drag curve where the greatest excess of thrust to drag occurs...a higher mass will lower the max excess power and thrust and therefore both speeds will increase.
Question 97-28 : A higher outside air temperature ?
Reduces the angle and the rate of climb.
Question 97-29 : When compared to still air conditions, a constant headwind component ?
Increases the angle of flight path during climb.
Question 97-30 : The speed v1 is defined as ?
Take off decision speed.
.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.
Question 97-31 : The speed vlo is defined as ?
Landing gear operating speed.
Question 97-32 : Vx is ?
The speed for best angle of climb.
Question 97-33 : The speed for best rate of climb is called ?
Vy.
.vy is the indicated airspeed for best rate of climb. climbing at vy allows pilots to maximize the altitude gain per unit time...vx is the indicated airspeed for best angle of climb. climbing at vx allows pilots to maximize the altitude gain per unit ground distance...vx is slower than vy.
Question 97-34 : The stalling speed or the minimum steady flight speed at which the aeroplane is controllable in landing configuration is abbreviated as ?
Vso.
.vs is the stalling speed or the minimum steady flight speed at which the aircraft is controllable. bottom of the white arc...vs0 is the stalling speed or the minimum steady flight speed in the landing configuration...vs1 is the stalling speed or the minimum steady flight speed obtained in a specific configuration usually a 'clean' configuration without flaps, landing gear and other sources of drag.
Question 97-35 : The absolute ceiling ?
Is the altitude at which the rate of climb theoretically is zero.
Question 97-36 : The maximum operating altitude for a certain aeroplane with a pressurised cabin ?
Is the highest pressure altitude certified for normal operation.
Question 97-37 : The approach climb requirement has been established to ensure ?
Minimum climb gradient in case of a go around with one engine inoperative.
You must be able to perform a go around with one engine inoperative, this is the reason why the approach climb requirement has been established..the steady gradient of climb may not be less than 2.4% for two engined aeroplanes, 2.7% for three engined aeroplanes and 3.0% for four engined aeroplanes.
Question 97-38 : Which statement relating to a take off from a wet runway is correct ?
A reduction of screen height is allowed in order to reduce weight penalties.
Screen height for take off is the vertical distance between the take off surface and the take off flight path at the end of take off distance...on a wet runway, you have to reduce v1 because brake efficiency is reduced. this will reduced the max take off weight because in case of failure at v1, the distance on the ground to reach take off speed vr has increased..in that particular case, you are allowed to reduce the screen height from 35 ft to 15 ft.
Question 97-39 : Take off performance data, for the ambient conditions, show the following limitations with flap 10° selected. runway limit 5 270 kg. obstacle limit 4 630 kg.estimated take off mass is 5 000kg..considering a take off with flaps at ?
5°, the obstacle limit is increased but the runway limit decreases.
High flaps selection gives a greater field length limited take off mass but decreases the climb limited and the obstacle limited take off mass because of the reduced climb gradient...low flaps selection gives a reduction of the field length limited take off mass but increases the climb limited and the obstacle limited take off mass because of the improved climb gradient...take off with flaps at 5° will increased the obstacle limited take off mass but will decreased the field length limited take off mass.
Question 97-40 : A climb gradient required is 3,3%. for an aircraft maintaining 100 kt true airspeed, no wind, this climb gradient corresponds to a rate of climb of approximately ?
330 ft/min.
.climb gradient = rate of climb / true airspeed.rate of climb = 100 x 3.3 = 330 ft/min.
~
Exclusive rights reserved. Reproduction prohibited under penalty of prosecution.
