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Question 98-1 : An aircraft has two certified landing flaps positions, 25° and 35°. if a pilot chooses 25° instead of 35°, the aircraft will have ? [ Validation Marking ]
An increased landing distance and better go around performance.
Question 98-2 : The take off distance of an aircraft is 800m in standard atmosphere, no wind at 0 ft pressure altitude..using the following corrections ± 20 m / 1 000 ft field elevation. 5 m / kt headwind.+ 10 m / kt tail wind.± 15 m / % runway slope.± 5 m / °c deviation from standard temperature.the take off ?
970 m.
Take off distance 800 m +..airport at 2 000 ft elevation = 2x20m = +40 m..2% runway up slope = 2x15m = +30 m..at 2000ft, temperature is isa+10° = 10x5m = +50 m..5 kt tail wind = 5x10m = +50 m..total = 970 m.
Question 98-3 : Is there any difference between the vertical speed versus forward speed curves for two identical aeroplanes having different masses. assume zero thrust and wind ?
Yes, the difference is that for a given angle of attack both the vertical and forward speeds of the heavier aeroplane will be larger.
Question 98-4 : Which statement regarding the relationship between traffic load and range is correct ?
The traffic load can be limited by the desired range.
On long distance flight you need lots of fuel, and fuel does not count as part of the traffic load, thus the traffic load is normally limited by the maximum take off mass..if you need more fuel to perform the flight, you will normally need to reduce the traffic load because the maximum take off mass will be reached.
Question 98-5 : Which statement regarding v1 is correct ?
Vr may not be lower than v1.
.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.....vr speed at which the rotation of the airplane is initiated to takeoff attitude. this speed cannot.be less than v1 or less than 1.05 x vmca minimum control speed in the air.....vmcg the minimum control speed in the ground.
Question 98-6 : An increase in atmospheric pressure has, among other things, the following consequences on landing performance ?
A reduced landing distance and improved go around performance.
.an increase in atmospheric pressure = higher density = lower altitude..lift = cl x 1/2rho x v² x s. rho = density...more lift = lower approach speed = landing distance reduced...more lift = go around performance improves.
Question 98-7 : A decrease in atmospheric pressure has, among other things, the following consequences on take off performance ?
An increased take off distance and degraded initial climb performance.
A decrease in atmospheric pressure = similar to a higher altitude = less density....lift = cl x 1/2rho x v² x s.. rho = density.....less lift = higher take off speed = take off distance increased...less density = less thrust = degraded initial climb performance...less lift = degraded initial climb performance.
Question 98-8 : An increase in atmospheric pressure has, among other things, the following consequences on take off performance ?
A reduced take off distance and improved initial climb performance.
An increase in atmospheric pressure = a decrease in altitude...at low altitude, air density is higher, take off distance is shorter, climb performance is improved..any decrease in altitude means an increase in the aircraft's optimum performance.
Question 98-9 : The take off distance of an aircraft is 600m in standard atmosphere, no wind at 0 ft pressure altitude. using the following corrections.± 20 m / 1 000 ft field elevation,. 5 m / kt headwind,+ 10 m / kt tail wind,.± 15 m / % runway slope,.± 5 m / °c deviation from standard temperature...the take off ?
755 m.
.take off distance 600 m +..airport at 1 000 ft elevation = 1x20m = +20 m..1% runway up slope = 1x15m = +15 m..at 1000ft, temperature is isa+4° = 4x5m = +20 m..10 kt tail wind = 10x10m = +100 m..total = 755 m.
Question 98-10 : An aircraft has two certified landing flaps positions, 25° and 35°..if a pilot chooses 35° instead of 25°, the aircraft will have ?
A reduced landing distance and degraded go around performance.
Question 98-11 : A runway is contaminated by a 0,5 cm layer of wet snow. the take off distance in relation to a dry runway will be ?
Increased.
Question 98-12 : With an true airspeed of 194 kt and a vertical speed of 1000 ft/min, the climb gradient is about ?
5.1%.
.convert tas to ft/min = 194 nm x 6080 ft / 60 minutes = 19658 ft/min...climb gradient = rate of climb / tas ft/min..climb gradient = 1000 / 19658 x 100 = 5.086%... 6080 ft = 1 nm.. babar350.or more simply 1000 / 194 = 5,15%....exact, for small angles of climb, you can use rate of climb / true airspeed.
Question 98-13 : If the airworthiness documents do not specify a correction for landing on a wet runway.the landing distance must be increased by ?
15%.
Question 98-14 : What percentages of the head wind and tail wind component are taken into account when calculating the take off field length required ?
50% head wind and 150% tail wind.
.an operator shall ensure that the take off mass does not exceed the maximum take off mass specified in the aeroplane flight manual for the.pressure altitude and the ambient temperature at the aerodrome at which the take off is to be made......not more that 50% of the reported head wind component or not less than 150% of.the reported tail wind component....
Question 98-15 : If all other parameters remain constant, what is the influence of mass on the maximum rate of climb roc speed ?
The roc speed increases with increasing mass.
.maximum rate of climb is reached at the maximum rate of climb speed vy..the speed vy changes with pressure altitude and mass...on the power required curve drag x tas , maximum rate of climb occurs at the point of the power required curve where a line is draw from the origin tangential to the curve..if aircraft mass increases, power required curve will move up and right taking vy with it.
Question 98-16 : What is the equation for the climb gradient expressed in percentage during unaccelerated flight applicable to small angles only ?
Climb gradient = thrust drag /weight x 100
Question 98-17 : The take off runway performance requirements for transport category aeroplanes are based upon ?
Failure of the critical engine or all engines operating whichever requirement gives the greater distance.
.for a standard take off, we are usually considering a derated or flex take off then take off run will be longer than a normal take off..if a failure occurs just after v1, you may apply full thrust on the remaining engine s. in certain conditions, your take off distance can be lower than with all engines operating at reduced thrust.
Question 98-18 : Which combination of answers of the following parameters give an increase or decrease of the take off ground run..1 decreasing take off mass..2 increasing take off mass..3 increasing density..4 decreasing density..5 increasing flap setting..6 decreasing flap setting..7 increasing pressure ?
1, 3, 5 and 8.
.this question exists at the exam with and without the statement which parameters will decrease the take off ground run. as you can see, you find a correct combination for a decreasing take off run..1 decreasing take off mass vr will be lower, take off run will be reduced...3 increasing density density has direct effect on lift, drag, engine performance. when air density increases, aircraft performance increases, take off run will be reduced...5 increasing flap setting higher flap selection will increase lift and permits an earlier take off..8 decreasing pressure altitude it means a lower altitude, and if altitude is low, density increases, thus take off run will be reduced... boicko.question states increase or decrease in the take off run. should be 'decrease in the take off run'only... .as explained before, you can not find an answer with parameters corresponding to an increase of the take off ground run.
Question 98-19 : In certain conditions v2 can be limited by vmca ?
Low take off mass, large flap extension, low field elevation.
.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.. vsr reference stall speed.
Question 98-20 : For turbo prop aeroplanes, the required runway length at a destination airport is ?
The same as that required at an alternate airport.
Question 98-21 : If the actual landing mass is higher than planned ?
The landing distance will be longer.
Question 98-22 : Considering vr, which statement is correct ?
Vr is the speed at which rotation should be initiated.
.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...vr speed at which the rotation of the airplane is initiated to takeoff attitude. this speed cannot.be less than v1 or less than 1.05 x vmca minimum control speed in the air...vlof 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...vmcg the minimum control speed in the ground.. 1459.note vmca minimum control speed in the air is located between v1 and vr.
Question 98-23 : Which statement regarding v1 is correct ?
V1 must not exceed vr.
.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...vr speed at which the rotation of the airplane is initiated to takeoff attitude. this speed cannot.be less than v1 or less than 1.05 x vmca minimum control speed in the air...vlof 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...vmcg the minimum control speed in the ground.. 1459.note vmca minimum control speed in the air is located between v1 and vr.
Question 98-24 : Which statement is correct ?
The climb limited take off mass depends on pressure altitude and outer air temperature.
.pressure altitude is the height above the standard datum plane usually mean sea level...the effect of pressure altitude and ambient temperature is to define the density altitude and its effect on takeoff performance. while subsequent corrections are appropriate for the effect of temperature on certain items of powerplant performance, density altitude defines specific effects on takeoff performance. an increase in density altitude can produce a twofold effect on takeoff performance..1. greater takeoff speed..2. decreased thrust and reduced net accelerating force..if an aircraft of given weight and configuration is operated at greater heights above standard sea level, the aircraft requires the same dynamic pressure to become airborne at the takeoff lift coefficient. thus, the aircraft at altitude will take off at the same indicated airspeed ias as at sea level, but because of the reduced air density, the tas will be greater...proper accounting of pressure altitude and temperature is mandatory for accurate prediction of takeoff roll distance. the most critical conditions of takeoff performance are the result of some combination of high gross weight, altitude, temperature, and unfavorable wind tailwind.
Question 98-25 : Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed ?
A tailwind component increases the ground distance.
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Question 98-26 : Which one of the following statements is true concerning the effect of changes of ambient temperature on an aeroplane's performance, assuming all other performance parameters remain constant ?
A decrease will cause an increase of the climb gradient.
.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%..a decreased outside air temperature will improve both engine performance and lift. the climb gradient will increased.
Question 98-27 : Which of the following statements is correct ?
The climb limited take off mass is independent of the wind component.
.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 98-28 : Which of the alternatives represents the correct relationship ?
Vmcg and v1 should not exceed vr.
Question 98-29 : With all engines out, a pilot wants to fly for maximum time. therefore he has to fly the speed corresponding to ?
The minimum power required.
.with all engines out, you have two possibilities..flying for maximum range or flying for maximum time...minimum power required speed vmp permits maximum airborne time with engines, but also permits the lowest rate of descent when you are a glider...if the pilot wants to fly for maximum range, he has to fly at the speed corresponding to best lift/drag ratio l/d max.
Question 98-30 : Considering the take off decision speed v1, which of the following is correct ?
If an engine failure is recognized before reaching v1, the take off must be aborted.
Question 98-31 : The effect of a higher take off flap setting up to the maximum certified take off flap setting is ?
An increase of the field length limited take off mass but a decrease of the climb limited take off mass.
.a larger flap selection will permit to take off earlier, but will decrease the path climb angle..if you have a weight limitation at take off due to the length of the runway, by choosing a larger flap setting, you will permit to reduce your take off run, thus you can carry more weight.
Question 98-32 : Which of the following statements is correct ?
A stopway is an area beyond the end of tora able to support the aeroplane mass during an abandoned take off.
.official easa definition..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...tora take off run available.
Question 98-33 : Besides lift, the forces that determine the gradient of climb of an aeroplane are ?
Weight, drag and thrust.
Question 98-34 : What happens when flying at the 'backside of the power curve' ?
The speed is unstable.
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Question 98-35 : The effect that an increased outside air temperature has on the climb performance of an aeroplane is that it ?
Reduces both the climb gradient and the rate of climb.
Question 98-36 : A headwind component increasing with altitude, as compared to zero wind condition, assuming ias is constant ?
Has no effect on rate of climb.
.wind has no effect on rate of climb or rate of descent , but a head wind will decrease the distance covered over the ground to climb a given distance the slope increases.
Question 98-37 : During a descent a headwind will ?
Increases the angle of the descent flight path.
.during a descent a headwind will increases the angle of the descent flight path. 2518.the descent distance over ground is decreased, the rate of descent and the angle of descent remain unchanged.
Question 98-38 : With an true airspeed of 194 kt and a vertical speed of 1000 ft/min, the climb angle is about ?
3°.
.climb angle ° = gradient % x tas kt..1000 = gradient x 194..gradient = 1000 / 194 = 5%..climb angle ° = climb angle % x 0.6..thus climb angle ° = 5 x 0.6 = 3°.
Question 98-39 : With regard to a jet aeroplane, specific range is the... ?
Tas divided by fuel flow.
Ecqb03 july 2016
Question 98-40 : Which of the following statements, concerning tires, is the major consideration when establishing the tyre speed limit ?
Rotation rate of the tyre and temperature.
Ecqb04, october 2017...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...vmbe maximum brake energy speed is the speed from which the aeroplane may be brought to a stop without exceeding the maximum energy absorption capability of the brakes.
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