PERFORMANCE OF AEROPLANES

subj Domanda RispostaA 032 Two identical turbojet aeroplanes (whose specific fuel consumption is 3259 kg#h assumed to be constant) are in a holding pattern at the same altitude. The mass of the first one is 95 000 kg and its hourl fuel consumption is e!ual to 3"00 kg#h. $ince the mass of the second one is "05 000 kg% its hourl fuel consumption is& 032 (+or this !uestion use anne, 032-9"5.) /hat is the 0ertical speed of a 8"2'( ft # min. three engine turbojet aeroplane with one engine inoperati0e (1-") and a mass of (5 000 kg2 3sing the following& g 4 "0 m#s5 " kt 4 "00 ft#min $61( .ngle of climb) 4 (Thrust- 7rag)# /eight 032 6n relation to the net take-off flight path% the re!uired 35 ft 0ertical the minimum 0ertical distance between the distance to clear all obstacles is& lowest part of the aeroplane and all obstacles within the obstacle domain. 032 7uring certification flight testing of a transport aeroplane% the distances "((9 m. measured from brake release to the 35 feet point are e!ual to& "5*( m with all engines running "(20 m with failure of critical engine at 9"% with all other things remaining unchanged. The take-off distance adopted for the certification file is& 032 +or a turboprop powered aeroplane (performance class .) on a "339 m. commercial flight% a 2200 m long runwa at the destination aerodrome is e,pected to be wet. 6t must be ensured that the landing mass of the aeroplane allows a full stop landing on a dr runwa within a landing distance of& 032 .t a gi0en altitude% when a turbojet aeroplane mass is increased b 5: - 5: assuming the engines specific consumption remains unchanged -% its hourl consumption is appro,imatel increased b & 032 ;onsidering the take-off decision speed 9"% which of the following is 6f an engine failure is recogni<ed before correct2 reaching 9"% the take-off must be aborted. 032 /hat will be the effect on an aeroplane>s performance if aerodrome pressure altitude is decreased2 032 /hat will be the influence on the aeroplane performance if aerodrome pressure altitude is increased2 032 ?i0en that the characteristics of a three engine turbojet aeroplane are as follows& Thrust 4 50 000 1ewton # @ngine g 4 "0 m#s5 7rag 4 (2 5'9 1 Ainimum stead gradient of climb (2nd segment) 4 2.(: $61(.ngle of climb) 4 (Thrust- 7rag) # /eight The ma,imum take-off mass under 2nd segment conditions is& 032 The minimum climb gradient re!uired on the 2nd flight path segment after the take-off of a jet aeroplane is defined b the following parameters& " ?ear up 2 ?ear down 3 /ing flaps retracted * /ing flaps in take-off position 5 1 engines at the take-off thrust ' (1-") engines at the take-off thrust ( $peed o0er the path e!ual to 92 8 "0 kt ) $peed o0er the path e!ual to ".3 9$ 9 $peed o0er the path e!ual to 92 "0 .t a height of 35 ft abo0e the runwa The correct statements are& 032 Ainimum control speed on the ground% 9A;?% is based on directional control being maintained b & 032 The take-off runwa performance re!uirements for transport categor aeroplanes are based upon& 032 /hich of the following distances will increase if ou increase 9"% but 9= remains unchanged2 032 /hich of the following answers is true2 032 The length of a clearwa ma be included in& 6t will decrease the take-off distance re!uired. 6t will increase the take-off distance. "0" 59' kg RispostaB 3'02 kg#h 3()( kg#h RispostaC 3*2' kg#h RispostaD Check

-"2'( ft # min.

0 ft # min.

83293 ft # min.

based on pressure altitudes.

"9() m.

the height b which acceleration the height at which power is reduced to and flap retraction should be ma,imum climb thrust. completed. "5*( m. "(20 m.

"((" m.

"5*0 m.

""*( m.

(.5:

"0:

2.5:

9" ma not be less than 92min% the minimum take-off safet speed. 6t will increase the take-off distance re!uired. 6t will decrease the take-off distance. 2)' ()" kg

6f an engine failure is recogni<ed 9" is sometimes greater than the rotation after reaching 9"% the take-off speed 9=. must be aborted. 6t will increase the take-off 6t will increase the accelerate stop distance. ground run. 6t will increase the take-off 6t will decrease the take-off run. distance a0ailable. (* 0'* kg 209 0'* kg

"% *% '% 9

2% 3% '% 9

"% *% 5% "0

"% 5% )% "0

primar aerod namic control onl .

primar aerod namic control and nose wheel steering.

failure of the critical engine or all engines all engines operating onl . operating whiche0er re!uirement gi0es the greater distance. .ccelerate $top 7istance Take-off distance 9" is lower or e!ual to 9= the take-off distance a0ailable. 9" is higher 9BC+ the accelerate-stop distance a0ailable.

primar aerod namic control% nose wheel steering and differential braking. one engine inoperati0e onl .

nose wheel steering onl .

failure of the critical engine onl .

.ll @ngine Take-off distance 9" is higher 9= the take-off run a0ailable.

Take-off run 9" is lower 9A;? the distance to reach 9".

PERFORMANCE OF AEROPLANES
subj Domanda 032 Dow does runwa slope affect allowable take-off mass% assuming other factors remain constant and not limiting2 032 The following parameters affect the take off ground run& " decreasing take off mass 2 increasing take off mass 3 increasing densit * decreasing densit 5 increasing flap setting ' decreasing flap setting ( increasing pressure altitude ) decreasing pressure altitude /hich parameters will decrease the take off ground run2 032 /hat is the result of a large take off flap setting compared to a small take off flap setting on re!uired Take-off 7istance (TC7) and the field length limited Take-off Aass (TCA)2 032 Dow is 9A;. influenced b increasing pressure altitude2 032 /hich one of the following is not affected b a tail wind2 032 ;onsidering 9=% which statement is correct2 RispostaA RispostaB RispostaC . downhill slope increases allowable take- .n uphill slope increases the allowable take- .llowable take-off mass is not off mass. off mass. affected b runwa slope. "% 3% 5 and ) "% *% ' and ) 2% *% 5 and ( RispostaD . downhill slope decreases allowable takeoff mass. 2% 3% ' and ( Check

7ecreased TC7 re!uired and increased field length limited TCA.

032 /hich statement is correct2 032 /hich of the following represents the minimum for 9"2

6ncreased TC7 re!uired and decreased field 6ncreased TC7 re!uired and length limited TCA. increased field length limited TCA. 9A;. decreases with increasing pressure 9A;. decreases with increasing pressure 9A;. increases with altitude. altitude. increasing pressure altitude. the climb limited take-off mass. the field limited take-off mass. the obstacle limited take-off mass. 9= is the speed at which rotation should be 9= is the lowest climb speed after engine 6n case of engine failure below initiated. failure. 9= the take-off should be aborted. 9= must not be less than ".05 9A;. and 9= must not be less than 9A;. and not 9= must not be less than "." not less than 9". less than ".05 9". 9A;. and not less than 9". 9A;? 9BC+ 9A3 9A;. 35"3 m 92 2555 m

7ecreased TC7 re!uired and decreased field length limited TCA. 9A;. decreases with pressure altitude higher than *000 ft. the take-off run. 9= is the lowest speed for directional control in case of engine failure. 9= must not be less than ".05 9A;. and not less than "." 9". 9= 9=@+ 293) m

032 /hich of the following represents the ma,imum 0alue for 9" assuming 9= ma, t re speed and ma, brake energ speed are not limiting2 032 7uring certification flight testing on a four engine turbojet aeroplane the 3050 m actual take-off distances measured are& 3050 m with failure of the critical engine recognised at 9" 2555 m with all engines operating and all other things being e!ual The take-off distance adopted for the certification file is& 032 6n the e0ent of engine failure below 9"% the first action to be taken b reduce the engine thrust. the pilot in order to decelerate the aeroplane is to& 032 6f the antiskid s stem is inoperati0e% which of the following statements The accelerate stop distance increases. is true2 032 6n which of the following distances can the length of a stopwa be 6n the accelerate stop distance a0ailable. included2 032 Cther factors remaining constant and not limiting% how does increasing .llowable take-off mass decreases. pressure altitude affect allowable take-off mass2 032 6f there is a tail wind% the climb limited TCA will& not be affected. 032 /hich of the following sets of factors will increase the climb-limited TCA (e0er factor considered independentl )2 032 The re!uirements with regard to take-off flight path and the climb segments are onl specified for& 032 .t which minimum height will the second climb segment end2 032 . head wind will& 032 .ssuming that the re!uired lift e,ists% which forces determine an aeroplane>s angle of climb2 032 Dow does the best angle of climb and best rate of climb 0ar with increasing altitude for an aeroplane with a normal aspirated piston engine2 032 .n operator shall ensure that the net take-off flight path clears all obstacles. The half-width of the obstacle-corridor at the distance 7 from the end of the TC7. is at least& 032 /hat is the effect of tail wind on the time to climb to a gi0en altitude2 Bow flap setting% low E.% low C.T.

re0erse engine thrust. The accelerate stop distance decreases. 6n the one-engine failure case% take-off distance. .llowable take-off mass increases. increase. Digh flap setting% low E.% low C.T.

appl wheel brakes. 6t has no effect on the accelerate stop distance. 6n the all-engine take-off distance. There is no effect on allowable take-off mass. decrease.

deplo airbrakes or spoilers. Take-off with anti-skid inoperati0e is ne0er permitted. 6n the take-off run a0ailable. .llowable take-off mass remains uninfluenced up to 5000 ft pressure altitude. increase in the flaps e,tended case.

the failure of the critical engine on a multi- the failure of an engine on a multi-engine engines aeroplane. aeroplane. *00 ft abo0e field ele0ation. 35 ft abo0e ground. increase the climb flight path angle. /eight% drag and thrust. Foth decrease. increase the angle of climb. /eight and drag onl . Foth increase.

Bow flap setting% high E.% high Bow flap setting% high E.% low C.T. C.T. 2 engine aeroplane. the failure of two engines on a multi-engine aeroplane. /hen gear retraction is "500 ft abo0e field ele0ation. completed. increase the rate of climb. shorten the time of climb. Thrust and drag onl . Fest angle of climb increases while best rate of climb decreases. 90m 8 "."257 /eight and thrust onl . Fest angle of climb decreases while best rate of climb increases. 90m 8 7#0."25

90m 8 0."257

0."257

The time to climb does not change.

The time to climb increases.

The time to climb decreases.

The effect on time to climb will depend on

PERFORMANCE OF AEROPLANES
subj Domanda $maller. lower than that for clean configuration. RispostaA Barger. higher than that for clean configuration. Foth will remain the same. T.$ increases. is alwa s e!ual to the powerplant ceiling. both will decrease with increasing altitude. RispostaB RispostaC 1ot change. same as that for clean configuration. Foth will decrease. T.$ is constant. is independent of the aeroplane mass. both will sta constant regardless of altitude. 032 The angle of climb with flaps e,tended% compared to that with flaps retracted% will normall be& 032 9, and 9 with take-off flaps will be& RispostaD Check the aeroplane t pe. 6ncrease at moderate flap setting% decrease at large flap setting. changed so that 9, increases and 9 decreases compared to clean configuration. 9, will decrease and 9 will increase. T.$ is not related to Aach 1umber. is onl dependent on the outside air temperature. T.$ for ma,imum range will increase with increased altitude while T.$ for ma,imum endurance will decrease with increased altitude. 6ncreases onl if there is no wind. d

032 Cther factors remaining constant% how does increasing altitude affect Foth will increase. 9, and 9 in terms of T.$2 032 Dow does T.$ 0ar in a constant Aach climb in the troposphere (under T.$ decreases. 6$. conditions) 2 032 The optimum long-range cruise altitude for a turbojet aeroplane& increases when the aeroplane mass decreases. 032 ;onsidering T.$ for ma,imum range and ma,imum endurance% other both will increase with increasing altitude. factors remaining constant%

032 Dow does the specific range change when the altitude increases for jet +irst increases than decreases. aeroplane fl ing with the speed for ma,imum range2 032 (+or this !uestion use anne, 032-"0"*. re0. 05.05.2003) .ssuming c constant B#7 ratio% which of the diagrams pro0ided correctl shows the mo0ement of the GThrust =e!uired ;ur0eG. Aass m" is higher than mass m2. 032 Bong range cruise is a flight procedure which gi0es& a specific range which is appro,imatel 99: of ma,imum specific range and a higher cruise speed. 032 . twin engine aeroplane in cruise flight with one engine inoperati0e has the speed corresponding to the ma,imum to fl o0er high ground. 6n order to maintain the highest possible 0alue of the lift # drag ratio. altitude the pilot should choose& 032 . commercial flight is planned with a turbojet aeroplane to an " **0 m. aerodrome with a landing distance a0ailable of 2*00 m. The aeroplane mass must be such that on arri0al the aeroplane can be landed within& 032 .t the destination aerodrome the landing distance a0ailable is 3000m. "5'5 m. The appropriate weather forecast indicates that the runwa at the estimated time of arri0al will be wet. +or a commercial flight the mass of a turbojet aeroplane at landing must be such that the aeroplane can be landed within& 032 /ith <ero wind% the angle of attack for ma,imum range for an lower than the angle of attack aeroplane with turbojet engines is& corresponding to ma,imum endurance 032 Two identical turbojet aeroplane (whose specific fuel consumptions are 3)0* kg#h. considered to be e!ual) are at holding speed at the same altitude. The mass of the first aircraft is "30 000 kg and its hourl fuel consumption is *300 kg#h. The mass of the second aircraft is ""5 000 kg and its hourl fuel consumption is& 032 . jet aeroplane e!uipped with old engines has a specific fuel )."( kg#1A. consumption of 0.0' kg per 1ewton of thrust and per hour and% in a gi0en fl ing condition% a fuel consumption of "* kg per 1A. 6n the same fl ing conditions% the same aeroplane e!uipped with modern engines with a specific fuel consumption of 0.035 kg per 1ewton of thrust and per hour% has a fuel consumption per 1A of& 032 The determination of the ma,imum mass on brake release% of a certified '( (00 kg # "5 deg turbojet aeroplane with 5I% "5I and 25I flaps angles on take-off% leads to the following 0alues& +lap angle& 5I "5I 25I =unwa limitation (kg)& '' 000 '9 500 (" 500 2nd segment climb limitation& (2 200 '9 000 '" )00 /ind correction& Dead wind&8"20kg # kt Tail wind& -3'0kg # kt ?i0en that the tail wind component is e!ual to 5 kt% the ma,imum mass on

7ecreases. a

7oes not change. b

a ": higher T.$ for ma,imum specific range. the long range speed.

" 250 m.

an 6.$ which is ": higher than the 6.$ for ma,imum specific range. the speed corresponding to the minimum 0alue of (lift # drag)H3#2. " 090 m.

a specific range which is appro,imatel 99: of ma,imum specific range and a lower cruise speed. the speed at the ma,imum lift.

" '55 m.

")00 m.

2'09 m.

2 0(0 m.

e!ual to the angle of attack corresponding to e!ual to the angle of attack ma,imum endurance corresponding to <ero induced drag. *0** kg#h. 33'5 kg#h.

e!ual to the angle of attack corresponding to ma,imum lift to drag ratio. 35() kg#h.

"* kg#1A.

"".( kg#1A.

"0.( kg#1A.

'9 000 kg # "5 deg

(2 200 kg # 5 deg

'9 (00 kg # 25 deg

PERFORMANCE OF AEROPLANES
subj Domanda brake release and corresponding flap angle will be& 032 The correct formula is& (=emark& GJ4G means Ge!ual to or lowerG) RispostaA 9A;?J49@+ J 9" RispostaB ".05 9A;.J4 9@+J4 9" RispostaC ".05 9A;?J 9@+J4 9= 9A3J4 9A;.J 9" RispostaD 92minJ4 9@+J4 9A3 92minJ 9A;.K 9A3 Check

032 ?i0en& 9$4 $talling speed 9A;.4 .ir minimum control speed 9A34 9$J 9A;.J 92 min 9=J 9A;.J 9BC+ Ainimum unstick speed (disregarding engine failure) 9"4 take-off decision speed 9=4 =otation speed 92 min.4 Ainimum take-off safet speed 9BC+& Bift-off speed The correct formula is& 032 =egarding take-off% the take-off decision speed 9"& is the airspeed on the ground at which the is alwa s e!ual to 9@+ (@ngine +ailure pilot is assumed to ha0e made a decision to speed). continue or discontinue the take-off.

032 7uring certification test flights for a turbojet aeroplane% the actual 2009 m. measured take-off runs from brake release to a point e!uidistant between the point at which 9BC+ is reached and the point at which the aeroplane is 35 feet abo0e the take-off surface are& - "(*( m% all engines operating - "950 m% with the critical engine failure recogni<ed at 9"% the other factors remaining unchanged. ;onsidering both possibilities to determine the take-off run (TC=). /hat is the correct distance2 032 .n airport has a 3000 metres long runwa % and a 2000 metres clearwa *500 metres. at each end of that runwa . +or the calculation of the ma,imum allowed take-off mass% the take-off distance a0ailable cannot be greater than& 032 The lowest take-off safet speed (92 min) is& "."3 9$= for two- and three-engine turbopropeller and turbojet aeroplanes. 032 The net flight path gradient after take-off compared to the actual climb smaller. gradient is& 032 /hich of the following three speeds of a jet aeroplane are basicall holding% ma,imum climb angle and identical2 The speeds for& minimum glide angle. 032 The lift coefficient decreases during a glide with constant Aach 6.$ increases. number% mainl because the& 032 (+or this !uestion use anne, 032-22"".) /hich of the following +igure d diagrams correctl shows the mo0ement of the power re!uired cur0e with increasing altitude .(D" J D2) 032 .n aeroplane e,ecutes a stead glide at the speed for minimum glide increases # increases # decreases angle. 6f the forward speed is kept constant% what is the effect of a lower mass2 =ate of descent # ?lide angle # ;B#;7 ratio 032 .n aeroplane is in a power off glide at speed for minimum glide angle. decreases. 6f the pilot increases pitch attitude the glide distance& 032 Aa,imum endurance for a piston engine aeroplane is achie0ed at& The speed that appro,imatel corresponds to the ma,imum rate of climb speed. 032 The ma,imum indicated air speed of a piston engine aeroplane without at the lowest possible altitude. turbo charger% in le0el flight% is reached& 032 7uring a descent at constant Aach 1umber% the margin to low speed increase% because the lift coefficient buffet will& decreases. 032 (+or this !uestion use anne, 032-22"9. or Eerformance Aanual $@E" "0 kt. " +igure 2.* ) /ith regard to the graph for landing performance% what is the minimum headwind component re!uired in order to land at Delgoland airport2 ?i0en& =unwa length& "300 ft =unwa ele0ation& A$B /eather& assume 6$. conditions Aass& 3200 lbs Cbstacle height& 50 ft 032 . jet aeroplane is climbing at a constant 6.$ and ma,imum climb =educe # decrease. thrust% how will the climb angle # the pitch angle change2 032 . jet aeroplane is fl ing long range cruise. Dow does the specific 6ncrease # decrease. range # fuel flow change2

22*3 m.

is an airspeed at which the is the airspeed of the aeroplane upon aeroplane is airborne but below reaching 35 feet abo0e the take-off surface. 35 ft and the pilot is assumed to ha0e made a decision to continue or discontinue the takeoff . 209' m. "950 m.

'000 metres.

*000 metres.

5000 metres.

".20 9$= for all aeroplanes. larger. ma,imum drag% ma,imum endurance and ma,imum climb angle. aircraft mass decreases. +igure b

"."5 9$= for all turbojet and turbo-propeller aeroplanes. e!ual.

".20 9$= for all turbo-propeller aeroplanes.

depends on t pe of aircraft and ma be smaller or larger respecti0el . ma,imum range% minimum drag ma,imum climb angle% minimum glide angle and minimum glide angle. and ma,imum range. T.$ decreases. glide angle increases. +igure c +igure a

decreases # constant # decreases

increases # increases # constant

increases # constant # increases

increases. The speed for ma,imum lift coefficient. at the optimum cruise altitude.

remains the same. The speed for minimum drag. at the ser0ice ceiling.

ma increase or decrease depending on the t pe of aeroplane. The speed that corresponds to the speed for ma,imum climb angle. at the practical ceiling. decrease% because the lift coefficient decreases. "5 kt.

remain constant% because the Aach number increase% because the lift remains constant. coefficient increases. 1o wind. 5 kt.

=educe # remain constant. 6ncrease # increase.

=emain constant # decrease. 7ecrease # increase.

=emain constant # become larger. 7ecrease # decrease.

PERFORMANCE OF AEROPLANES
subj Domanda 032 7uring a glide at constant Aach number% the pitch angle of the aeroplane will& 032 7uring a cruise flight of a jet aeroplane at constant flight le0el and at the ma,imum range speed% the 6.$ # the drag will& 032 .n aeroplane carries out a descent from +B *"0 to +B 2(0 at cruise Aach number% and from +B 2(0 to +B "00 at the 6.$ reached at +B 2(0. Dow does the angle of descent change in the first and in the second part of the descent2 .ssume idle thrust and clean configuration and ignore compressibilit effects. 032 /hich statement with respect to the step climb is correct2 RispostaA decrease. decrease # decrease. increase. increase # decrease. RispostaB RispostaC increase at first and decrease later on. increase # increase. 6s constant in the first partL decreases in the second. RispostaD remain constant. decrease # increase. 7ecreases in the first partL increases in the second. Check

6ncreases in the first partL is constant in the 6ncreases in the first partL decreases in the second. second.

032 /hich of the following combinations basicall has an effect on the angle of descent in a glide2 (6gnore compressibilit effects.) 032 Two identical aeroplanes at different masses are descending at idle thrust. /hich of the following statements correctl describes their descent characteristics 2 032 /hat is the effect of a head wind component% compared to still air% on the ma,imum range speed (6.$) and the speed for ma,imum climb angle respecti0el 2 032 +or a jet aeroplane% the ma,imum climb angle is achie0ed at a speed corresponding to& 032 The ma,imum speed in hori<ontal flight occurs when&

@,ecuting a desired step climb at high altitude can be limited b buffet onset at gloads greater than ". ;onfiguration and angle of attack.

. step climb must be e,ecuted immediatel after the aeroplane has e,ceeded the optimum altitude. Aass and altitude.

. step climb is e,ecuted because .T; desires a higher altitude. .ltitude and configuration. .t a gi0en angle of attack the hea0ier aeroplane will alwa s glide further than the lighter aeroplane. Aa,imum range speed decreases and ma,imum climb angle speed decreases. ".2 9s

. step climb is e,ecuted in principle when% just after le0elling off% the ".3g altitude is reached. ;onfiguration and mass. .t a gi0en angle of attack the lighter aeroplane will alwa s glide further than the hea0ier aeroplane. Aa,imum range speed increases and ma,imum climb angle speed increases. "." 9s The thrust does not increase further with increasing speed. .n aeroplane flies most of the time abo0e the optimum altitude because this ields the most economic result. Cnl at low speeds the lift coefficient decreases with increasing altitude. The drag increases initiall and decreases thereafter. Aa,imum endurance speed% long range speed% ma,imum range speed.

.t a gi0en angle of attack% both the 0ertical There is no difference between the descent and the forward speed are greater for the characteristics of the two aeroplanes. hea0ier aeroplane. Aa,imum range speed increases and ma,imum climb angle speed sta s constant. the ma,imum ;B#;7 ratio Aa,imum range speed decreases and ma,imum climb angle speed increases. the ma,imum ;B#;75 ratio The thrust is e!ual to the ma,imum drag.

The ma,imum thrust is e!ual to the total drag. 032 /ith respect to the optimum altitude% which of the following statements .n aeroplane sometimes flies abo0e or is correct 2 below the optimum altitude because optimum altitude increases continuousl during flight. 032 Dow does the lift coefficient for ma,imum range 0ar with altitude2 The lift coefficient is independent of (1o compressibilit effects.) altitude. 032 /hat happens to the drag of a jet aeroplane if% during the initial climb The drag remains almost constant. after take off% constant 6.$ is maintained2 (.ssume a constant mass.) 032 /hich of the following se!uences of speed for a jet aeroplane is 9s% ma,imum angle climb speed% correct 2 (from low to high speeds) ma,imum range speed. 032 6f a flight is performed with a higher G;ost 6nde,G at a gi0en mass which of the following will occur2 032 +or a jet transport aeroplane% which of the following is the reason for the use of >ma,imum range speed> 2 032 The speed for ma,imum lift#drag ratio will result in& 032 /hat happens when an aeroplane climbs at a constant Aach number2 . higher cruise Aach number. Ainimum specific fuel consumption.

The thrust is e!ual to minimum drag. .n aeroplane alwa s flies below the .n aeroplane alwa s flies at the optimum altitude% because Aach buffet optimum altitude because this is might occur. economicall seen as the most attracti0e altitude. The lift coefficient decreases with increasing The lift coefficient increases altitude. with increasing altitude. The drag increases considerabl . The drag decreases.

9s% ma,imum range speed% ma,imum angle Aa,imum endurance speed% climb speed. ma,imum range speed% ma,imum angle of climb speed. . lower cruise Aach number. .n increased ma,imum range. .n increased long range performance. Ainimum fuel flow. Bongest flight duration. The ma,imum endurance for a propeller dri0en aeroplane. 6.$ sta s constant so there will be no problems. The speed for ma,imum rate of climb. 7ecrease of aircraft mass. Ainimum drag.

032 /hich of the following pro0ides ma,imum obstacle clearance during climb2 032 /hich of the following factors will lead to an increase of ground Tailwind. distance during a glide% while maintaining the appropriate minimum glide angle speed2 032 /hich of the following factors leads to the ma,imum flight time of a Bow mass. glide2 032 /hich of the following is a reason to operate an aeroplane at >long 6t is efficient to fl slightl faster than with range speed>2 ma,imum range speed. 032 ;omplete the following statement regarding the take-off performance of (i) 9" (ii) 2 seconds (iii) .ccelerate - stop

The ma,imum range for a propeller dri0en The ma,imum range for a jet aeroplane. aeroplane. The lift coefficient increases. The T.$ continues to increase% which ma lead to structural problems. The speed for ma,imum climb angle 9,. ".29s. 6ncrease of aircraft mass.

The ma,imum angle of climb for a propeller dri0en aeroplane. The G".3?G altitude is e,ceeded% so Aach buffet will start immediatel . The speed% at which the flaps ma be selected one position further 3E. Deadwind.

Digh mass. 6n order to achie0e speed stabilit . (i) 92 (ii) 3 seconds (iii) Take-off distance

Deadwind. The aircraft can be operated close to the buffet onset speed. (i) 9" (ii) " second (iii)

Tailwind. 6n order to pre0ent loss of speed stabilit and tuck-under. (i) 9" (ii) 2 seconds (iii) Take-off distance

PERFORMANCE OF AEROPLANES
subj Domanda RispostaA an aeroplane in performance class .. +ollowing an engine failure at distance a0ailable. (i) ........... and allowing for a reaction time of (ii) ........... a correctl loaded aircraft must be capable of decelerating to a halt within the (iii) ......... 032 6f the 0alue of the balanced 9" is found to be lower than 9A;?% which 9" must be increased to at least the 0alue of the following is correct 2 of 9A;?. 032 6n accordance to M.= 25 which of the following listed speeds are used 9$=% 9A;. for determination of 92min& 032 Aa,imum T re $peed can limit the Bift-off $peed. /hich kind of speed ?roundspeed. can be directl used to determine this limitation2 032 =educed take-off thrust should normall not be used when& windshear is reported on the take-off path. 032 =educed take-off thrust should normall not be used when& 032 =educed take-off thrust should normall not be used when& anti skid is not usable. the runwa is contaminated. RispostaB a0ailable. RispostaC .ccelerate - stop distance a0ailable. RispostaD a0ailable. Check

The one engine out take-off distance will become greater than the .$7=. 9A;?% 92 6.$. it is dark. it is dark. it is dark.

The 9A;? will be lowered to 9". 9BC+% 9A;.. T.$. the runwa is dr . the runwa is wet. the runwa is wet.

The .$7= will become greater than the one engine out take-off distance. 9"% 9=. @$$. the runwa is wet. the C.T is 6$. 8"0I;

obstacles are present close to the end of the runwa . 032 The use of reduced take-off thrust is permitted% onl if& The actual take-off mass (TCA) is lower The take-off distance a0ailable is lower than The actual take-off mass (TCA) The actual take-off mass (TCA) is greater than the field length limited TCA. the take-off distance re!uired one engine out including a margin is greater than the climb limited TCA. at 9". than the performance limited TCA. 032 /hen 9" has to be reduced because of a wet runwa the one engine out decreases # remains constant. increases # increases. remains constant # remains decreases # decreases. obstacle clearance # climb performance& constant. 032 /hich statement concerning the inclusion of a clearwa in take-off The field length limited take-off mass will The usable length of the clearwa is not 9" is increased. 9" remains constant. calculation is correct2 increase. limited. 032 6n certain conditions 92 can be limited b 9;A. Bow take-off mass% large flap e,tension% Bow take-off mass% small flap e,tension% low Digh take-off mass% large flap Digh take-off mass% small flap e,tension% low field ele0ation. field ele0ation. e,tension% low field ele0ation. high field ele0ation. 032 /hich of the following factors fa0ours the selection of a low flap Digh field ele0ation% distant obstacles in Bow field ele0ation% close-in obstacles in the Digh field ele0ation% no Bow field ele0ation% no obstacles in the setting for the take-off2 the climb-out path% long runwa and a high climb-out path% long runwa and a high obstacles in the climb-out path% climb-out path% short runwa and a low ambient temperature. ambient temperature. low ambient temperature and ambient temperature. short runwa . 032 The approach climb re!uirement has been established so that the minimum climb gradient in the e0ent of a obstacle clearance in the approach area. manoeu0rabilit in the e0ent of manoeu0rabilit during approach with full aeroplane will achie0e& go-around with one engine inoperati0e. landing with one engine flaps and gear down% all engines operating. inoperati0e. 032 Dow is 92 affected if T#C flaps 20I is chosen instead of T#C flaps "0I2 92 decreases if not restricted b 9A;.. 92 has the same 0alue in both cases. 92 increases in proportion to the 92 has no connection with T#C flap setting% angle at which the flaps are set. as it is a function of runwa length onl . 032 /hat is the ad0antage of balancing 9"% e0en in the e0ent of a climb The safet margin with respect to the The take-off distance re!uired with one The accelerate stop distance The climb limited take-off mass is the limited take-off2 runwa length is greatest. engine out at 9" is the shortest. re!uired is the shortest. highest. 032 7uring the flight preparation the climb limited take-off mass (TCA) is F selecting a higher flap setting. F selecting a higher 92. F selecting a lower 92. F selecting a lower flap setting. found to be much greater than the field length limited TCA using 5I flap. 6n what wa can the performance limited TCA be increased2 There are no limiting obstacles. 032 /hich combination of circumstances or conditions would most likel . high runwa ele0ation and tail wind. . low runwa ele0ation and a cross wind. . high runwa ele0ation and a . low runwa ele0ation and a head wind. lead to a t re speed limited take-off2 head wind. 032 7uring the flight preparation a pilot makes a mistake b selecting a 9" The stop distance re!uired will e,ceed the The one engine out take-off distance 92 ma be too high so that 6t ma lead to o0er-rotation. greater than that re!uired. /hich problem will occur when the engine stop distance a0ailable. re!uired ma e,ceed the take-off distance climb performance decreases. fails at a speed immediatel abo0e the correct 0alue of 9"2 a0ailable. 032 /hich of the following statements is correct2 The climb limited take-off mass is The performance limited take-off mass is The accelerate stop distance The take-off distance with one engine out is independent of the wind component. independent of the wind component. re!uired is independent of the independent of the wind component. runwa condition. 032 The drift down re!uirements are based on& the obstacle clearance during a descent to the actual engine thrust output at the altitude the ma,imum flight path the landing mass limit at the alternate. the new cruising altitude if an engine has of engine failure. gradient during the descent. failed. 032 /hich of the following statements% concerning the obstacle limited 6t should be determined on the basis of a 35 6t should not be corrected for 30I bank turns 6t should be calculated in such a 6t cannot be lower than the corresponding take-off mass for performance class . aeroplane% is correct2 ft obstacle clearance with the respect to the in the take-off path. wa that there is a margin of 50 climb limited take-off mass. Gnet take-off flight pathG. ft with respect to the Gnet take

PERFORMANCE OF AEROPLANES
subj RispostaC off flight pathG. 032 /hich of the following statements is correct2 9= is the speed at which the pilot should 9= should not be higher than 9". 9= should not be higher than start to rotate the aeroplane. ".05 9A;?. 032 The >ma,imum t re speed> limits& 9BC+ in terms of ground speed. 9" in kt T.$. 9=% or 9A3 if this is lower than 9=. 032 +or jet aeroplanes which of the following statements is correct2 /hen determining the ma,imum allowable 6n an case runwa slope is one of the .n anti-skid s stem malfunction landing mass at destination% '0: of the factors taken into account when determining has no effect on the re!uired a0ailable distance is taken into account% if the re!uired landing field length. landing field length. the runwa is e,pected to be dr . 032 /hich statement is correct2 The climb limited take-off mass depends The performance limited take-off mass is the The climb limited take-off mass on pressure altitude and outer air highest of& field length limited take-off mass will increase if the headwind temperature climb limited take-off mass obstacle limited component increases. take-off mass. 032 /hich of the following factors determines the ma,imum flight altitude .erod namics. Theoretical ceiling. $er0ice ceiling. in the GFuffet Cnset Foundar G graph2 032 /hich data can be e,tracted from the Fuffet Cnset Foundar ;hart2 The 0alues of the Aach number at which The 0alue of ma,imum operating Aach The 0alue of the critical Aach low speed and Aach buffet occur at number (AAC) at 0arious masses and number at 0arious masses and 0arious masses and altitudes. power settings. altitudes. 032 /h should the temperature of the wheel brakes be checked prior to Fecause o0erheated brakes will not To ensure that the brake wear is not To ensure that the wheels ha0e take off2G perform ade!uatel in the e0ent of a e,cessi0e. warmed up e0enl . rejected take-off. 032 /hich is the correct se!uence of speeds during take-off2 9A;?% 9"% 9=% 92. 9"% 9A;?% 9=% 92. 9"% 9=% 9A;?% 92. 032 . jet aeroplane is climbing with constant 6.$. /hich operational speed The Aa,imum operating Aach number. The $talling speed. limit is most likel to be reached2 032 . jet aeroplane descends with constant Aach number. /hich speed Aa,imum Cperating $peed 1e0er @,ceed $peed limit will be e,ceeded2 032 /hich statement about reduced thrust is correct2 =educed thrust can be used when the actual =educed thrust is primaril a noise take-off mass is less than the field length abatement procedure. limited take-off mass. 032 /hich statement% in relation to the climb limited take-off mass of a jet The climb limited take-off mass decreases The climb limited take-off mass is aeroplane% is correct2 with increasing C.T. determined at the speed for best rate of climb. 032 =egarding the obstacle limited take-off mass% which of the following . take-off in the direction of an obstacle is /ind speed pla s no role when calculating statements is correct2 also permitted in tail wind condition. this particular mass. 032 /hich statement regarding 9" is correct2 Domanda RispostaA RispostaB RispostaD 9= is the speed at which% during rotation% the nose wheel comes off the runwa . 9" in kt ground speed. The re!uired landing field length is the distance from 35 ft to the full stop point. Check

The climb limited take-off mass increases when a larger take-off flap setting is used.

@conom . The 0alue of the Aach number at which low speed and shockstall occur at 0arious masses and altitudes. To ensure that the thermal blow-out plugs are not melted. 9"% 9=% 92% 9A;..

The Ainimum control speed air. The Aach limit for the Aach trim s stem. Digh $peed Fuffet Bimit =educed thrust is used in order to sa0e fuel. Aa,imum Cperational Aach 1umber 6n case of reduced thrust 9" should be decreased. Cn high ele0ation airports e!uipped with long runwa s the aeroplane will alwa s be climb limited. The ma,imum bank angle which can be used is "0I. The 9" correction for up-slope is negati0e.

032 /hen an aircraft takes off with the mass limited b the TC7.&

032 +or a take-off from a contaminated runwa % which of the following statements is correct2

032 To minimi<e the risk of h droplaning during landing the pilot should&

032 /hat is the ad0antage of a balanced field length condition 2

50: of a head wind is taken into account when determining the climb limited take-off mass. The obstacle limited mass can ne0er be lower than the climb limited take-off mass. 9" must not e,ceed 9=. 9" must not e,ceed 9A;?. /hen determining the 9"% re0erse thrust is onl allowed to be taken into account on the remaining s mmetric engines. the actual take-off mass e!uals the field the distance from brake release to 9" will be the Gbalanced take-off distanceG length limited take-off mass. e!ual to the distance from 9" to the 35 feet e!uals ""5: of the Gall engine point. take-off distanceG. The performance data for take-off must be The greater the depth of contamination at 7r snow is not considered to determined in general b means of constant take-off mass% the more 9" has to affect the take-off performance. calculation% onl a few 0alues are 0erified be decreased to compensate for decreasing b flight tests. friction. make a Gpositi0eG landing and appl use ma,imum re0erse thrust% and should use normal landing-% brakingma,imum re0erse thrust and brakes as start braking below the h droplaning speed. and re0erse techni!ue. !uickl as possible. . balanced field length gi0es the minimum . balanced take-off pro0ides the lowest +or a balanced field length the re!uired field length in the e0ent of an ele0ator input force re!uirement for rotation. re!uired take-off runwa length engine failure. alwa s e!uals the a0ailable runwa length.

the end of the runwa will be cleared b 35 feet following an engine failure at 9". . slush co0ered runwa must be cleared before take-off% e0en if the performance data for contaminated runwa is a0ailable. postpone the landing until the risk of h droplaning no longer e,ists. . balanced field length pro0ides the greatest margin between GnetG and GgrossG take-off flight paths.

PERFORMANCE OF AEROPLANES
subj Domanda 032 The stopwa is an area which allows an increase onl in the& 032 9= cannot be lower than& RispostaA accelerate-stop distance a0ailable. 9" and "05: of 9A;.. RispostaB take-off run a0ailable. "05: of 9" and 9A;.. RispostaC take-off distance a0ailable. RispostaD landing distance a0ailable. "."5 9s for turbo-prop with three or more engines. an increase of both the field length limited take-off mass and the climb limited take-off mass. field length limited take-off mass increases but the climb limited take-off mass decreases. the point half wa between 9" and 92. at which the failure of the critical engine is e,pected to occur. The minimum drag is independent of the aircraft mass. the minimum drag decreases and the 6.$ for minimum drag increases. critical angle of attack. that corresponding to the point of contact of the tangent from the origin to the Eower re!uired 0ersus T.$ cur0e. Bong range. 6.$ increases and T.$ decreases. the ma,imum lift. critical angle of attack. Check ".2 9s for twin and three engine jet aeroplane. 032 The effect of a higher take-off flap setting up to the optimum is& an increase of the field length limited take- a decrease of the field length limited take-off a decrease of both the field off mass but a decrease of the climb mass but an increase of the climb limited length limited take-off mass and limited take-off mass. take-off mass. the climb limited take-off mass. 032 /hen the outside air temperature increases be ond the flat rated field length limited take-off mass and the field length limited take-off mass and the field length limited take-off temperature of the engines% the& climb limited take-off mass decreases. climb limited take-off mass increases. mass decreases but the climb limited take-off mass increases. 032 The one engine out take-off run is the distance between the brake the middle of the segment between 9BC+ the lift-off point. the point where 92 is reached. release point and& point and 35 ft point. 032 The decision speed at take-off (9") is the calibrated airspeed& below which take-off must be rejected if an at which the take-off must be rejected. below which the take-off must engine failure is recogni<ed% abo0e which be continued. take-off must be continued. 032 /ith regard to an unaccelerated hori<ontal flight% which of the The minimum drag is proportional to the The minimum drag is a function of the The minimum drag is a function following statements is correct2 (no compressibilit effects) aircraft mass. pressure altitude. of the densit altitude. 032 6f the aircraft mass% in a hori<ontal unaccelerated flight% decreases& the minimum drag decreases and the 6.$ the minimum drag increases and the 6.$ for the minimum drag increases and for minimum drag decreases. minimum drag decreases. the 6.$ for minimum drag increases. 032 The tangent from the origin to the power re!uired against true airspeed ma,imum endurance. minimum power. ma,imum specific range. cur0e% for a jet aeroplane% determines the speed for& 032 +or a jet aeroplane% the speed for ma,imum range is& that corresponding to the point of contact that corresponding to the point of the that corresponding to the point of the tangent from the origin to the 7rag minimum drag at the 7rag 0ersus T.$ of the minimum power re!uired 0ersus T.$ cur0e. cur0e. the 7rag 0ersus T.$ cur0e. 032 /hich cruise s stem gi0es minimum fuel consumption during cruise Aa,imum range. Aa,imum endurance. Dolding. between top of climb and top of descent2 (still air% no turbulence)2 032 . jet aeroplane is climbing at constant Aach number below the 6.$ decreases and T.$ decreases. 6.$ increases and T.$ increases. 6.$ decreases and T.$ tropopause. /hich of the following statements is correct2 increases. 032 /ith all engines out% a pilot wants to fl for ma,imum time. Therefore the minimum power re!uired. the critical Aach number. the minimum angle of descent. he has to fl the speed corresponding to& 032 (+or this !uestion use anne, 032-2929.) ;onsider the graphic ma,imum specific range. ma,imum endurance. ma,imum thrust. representation of the power re!uired 0ersus true air speed (T.$)% for a piston engine aeroplane with a gi0en mass. /hen drawing the tangent from the origin% the point of contact (.) determines the speed of& 032 +or a piston engine aeroplane% the speed for ma,imum range is& that which gi0es the ma,imum lift to drag that which gi0es the minimum 0alue of drag. that which gi0es the ma,imum ratio. 0alue of lift 032 . twin jet aeroplane is in cruise% with one engine inoperati0e% and has to of greatest lift-to-drag ratio. gi0ing the lowest ;l#;d ratio. gi0ing the highest ;d#;l ratio. o0erfl a high terrain area. 6n order to allow the greatest clearance height% the appropriate airspeed must be the airspeed 032 . four jet-engine aeroplane (mass 4 "50 000 kg) is established on climb "2.)':. ".2)':. 2(:. with all engines operating. The lift-to-drag ratio is "*. @ach engine has a thrust of (5 000 1ewton. The gradient of climb is& (gi0en& g4 "0 m#s5) 032 7ensit altitude is the pressure altitude corrected for >non altitude reference to the standard datum altitude read directl from the standard> temperature plane altimeter 032 The 7ensit .ltitude is used to determine the aeroplane is e!ual to the pressure altitude. is used to establish minimum performance. clearance of 2.000 feet o0er mountains. 032 /hich of the following combinations ad0ersel affects take-off and Digh temperature and high relati0e Bow temperature and high relati0e humidit Digh temperature and low initial climb performance 2 humidit relati0e humidit 032 /hat effect has a downhill slope on the take-off speeds2 The slope decreases the take-off speed 9". decreases the T.$ for take-off. increases the 6.$ for take-off. 032 7uring climb to the cruising le0el% a headwind component decreases the ground distance flown during increases the amount of fuel for the climb. that climb. increases the climb time.

".* times the stall speed in clean configuration. for long-range cruise.

(.)':.

height abo0e the surface is used to calculate the +B abo0e the Transition .ltitude. Bow temperature and low relati0e humidit has no effect on the take-off speed 9". decreases the climb time.

PERFORMANCE OF AEROPLANES
subj Domanda 032 /hat affect has a tailwind on the ma,imum endurance speed2 032 7uring climb with all engines% the altitude where the rate of climb reduces to "00 ft#min is called& 032 The ma,imum rate of climb that can be maintained at the absolute ceiling is& 032 Dow does the thrust of a propeller 0ar during take-off run% assuming unstalled flow conditions at the propeller blades2 The thrust 032 . twin engine aeroplane is fl ing at the minimum control speed with take-off thrust on both engines. The critical engine suddenl fails. .fter stabilising the engine failure transient which parameter(s) must be maintainable2 032 The speed 92 is RispostaA 1o affect $er0ice ceiling 0 ft#min RispostaB Tailwind onl effects holding speed. .bsolute ceiling "25 ft#min RispostaC The 6.$ will be increased. Thrust ceiling 500 ft#min 0aries with mass changes onl . RispostaD The 6.$ will be decreased. Aa,imum transfer ceiling "00 ft#min has no change during take-off and climb. Check

decreases while the aeroplane speed builds increases while the aeroplane speed builds up. up. $traight flight $traight flight and altitude

Deading% altitude and a positi0e .ltitude rate of climb of "00 ft#min

the take-off safet speed.

032 /hich take-off speed is affected b the presence or absence of stopwa and#or clearwa 2 032 /hat is the influence of the mass on ma,imum rate of climb (=C;) speed if all other parameters remain constant 2 032 The long range cruise speed is in relation to the speed for ma,imum range cruise. 032 .pproaching in turbulent wind conditions during manual flight re!uires 032 .n aeroplane operating under the ")0 minutes @TCE$ rule ma be up to&

9" The =C; speed increases with increasing mass. Digher an increase in approach speed ")0 minutes fl ing time from a suitable airport in still air% with one engine inoperati0e.

that speed at which the E6; should decide to continue or not the take-off in the case of an engine failure. 92 The =C; speed decreases with increasing mass. Bower an increase in 9=@+ ")0 minutes fl ing time from a suitable airport under the pre0ailing weather condition with one engine inoperati0e.

the lowest airspeed re!uired to retract flaps without stall problems. 9A;? The =C; is affected b the mass% but not the =C; speed. 7epending on the C.T and net mass. a steeper approach path

the lowest safet airspeed at which the aeroplane is under control with aerod namic surfaces in the case of an engine failure. 9A;. The =C; and the =C; speed are independent of the mass. 7epending on densit altitude and mass. no change

")0 minutes fl ing time from 90 minutes fl ing time from the first enroute suitable airport in still air% at the airport and another 90 minutes from the normal cruising speed. second enroute airport in still air with one engine inoperati0e. 032 @TCE$ flight is a twin engine jet aeroplane flight conducted o0er a '0 minutes fl ing time in still air at the '0 minutes fl ing time in still air at the 30 minutes fl ing time at the (5 minutes fl ing time at the appro0ed one route% where no suitable airport is within an area of appro0ed one engine out cruise speed. normal cruising speed. normal cruising speed. engine out cruise speed. 032 (+or this !uestion use anne, 032-35)9. or Eerformance Aanual A=MT Fecause at this mass it takes appro,imatel Fecause at this mass the engines slow down 7ue to higher T.$ at this mass .ll the cur0es start at the same point% which " +igure *.2*) /ith regard to the drift down performance of the twin jet * minutes to decelerate to the optimum at a slower rate after failure% there is still it takes more time to de0elop the is situated outside the chart. aeroplane% wh does the cur0e representing 35 000 kg gross mass in the speed for drift down at the original cruising some thrust left during four minutes. optimal rate of descent% because chart for drift down net profiles start at appro,imatel * minutes at le0el. of the inertia in0ol0ed. +B3(02 032 (+or this !uestion use anne, 032-3590. or Eerformance Aanual A=MT The engines are pressure limited at lower .t higher temperatures the 9AF@ .t lower temperatures one has .t higher temperatures the flat rated engines " +igure *.5) /ith regard to the take-off performance of a twin jet temperature% at higher temperatures the determines the climb limit mass. to take the danger of icing into determines the climb limit mass. aeroplane% wh does the take-off performance climb limit graph show a are temperature limited. account. kink at 30I; and E. 0 ft2 032 (+or this !uestion use anne, 032-359". or Eerformance Aanual A=MT The climb limit performances are taken The effect of the wind must be taken from There is no effect of the wind on There is a built-in safet measure. " +igure *.5) ;onsider the take-off performance for the twin jet relati0e to the air. another chart. the climb angle relati0e to the aeroplane climb limit chart. /h has the wind been omitted from the ground. chart2 032 +ield length is balanced when take-off distance a0ailable e!uals calculated 92 is less than ""0: 9A;. and all engine acceleration to 9" and one engine acceleration from 9" to 9BC+ accelerate stop distance a0ailable. 9". braking distance for rejected plus flare distance between 9BC+ and 35 take-off are e!ual. feet are e!ual. 032 The second segment begins when landing gear is full retracted. when flap retraction begins. when flaps are selected up. when acceleration starts from 92 to the speed for flap retraction. 032 /hich of the alternati0es represents the correct relationship2 9A;? and 9" should not e,ceed 9= 9A;. and 9" should not e,ceed 92 9A;B and 9" should not 92 and 9" should not e,ceed 9A;? e,ceed 9= 032 Take-off run is defined as the hori<ontal distance along the take-off path distance to 9" and stop% assuming an engine distance to 35 feet with an 7istance from brake release to 92. from the start of the take-off to a point failure at 9". engine failure at 9" or ""5: all e!uidistant between the point at which engine distance to 35 feet. 9BC+ is reached and the point at which the aeroplane is 35 ft abo0e the take-off surface.

PERFORMANCE OF AEROPLANES
subj Domanda 032 The minimum 0alue of 92 must e,ceed 9A; b & 032 /hich of the following is true according to M.. regulations for turbo propeller powered aeroplanes not performing a steep approach2 RispostaA "0: "5: RispostaB 20: RispostaC 30: RispostaD Check Aa,imum Banding 7istance at the Aa,imum Banding 7istance at destination is Aa,imum Take-off =un is 0%5 , Aa,imum use of clearwa is "%5 , runwa . destination aerodrome and at an alternate 0%95 , B7. (Banding 7istance .0ailable). runwa . aerodrome is 0%( , B7. (Banding 7istance .0ailable). 032 +or take-off obstacle clearance calculations% obstacles ma be a0oided b banking not more than "5I between 50 b banking as much as needed if aeroplane onl b using standard turns. b standard turns - but onl after passing ft and *00 ft abo0e the runwa ele0ation. is more than 50 ft abo0e runwa ele0ation. "500 ft. 032 /hich of the following statements is correct 2 . stopwa means an area be ond the take- .n underrun is an area be ond the runwa . clearwa is an area be ond 6f a clearwa or a stopwa is used% the liftoff runwa % able to support the aeroplane end which can be used for an aborted take- the runwa which can be used off point must be attainable at least at the during an aborted take-off. off. for an aborted take-off. end of the permanent runwa surface. 032 .ccording to M.= 25 the landing reference speed 9=@+ ma not be less ".23 9$=C and must be maintained down 9$=C and must be maintained down to 35 ft ".23 9$=C for turbojet powered ".2 9A;. than to 50 ft height height and ".30 for turboprop powered aeroplanes 032 7uring take-off the third segment begins& when acceleration to flap retraction speed when landing gear is full retracted. when acceleration starts from when flap retraction is completed. is started. 9BC+ to 92. 032 /hich of the following is true with regard to 9A;. (air minimum $traight flight can not be maintained below The aeroplane is uncontrollable below The aeroplane will not gather 9A;. onl applies to four-engine control speed)2 9A;.% when the critical engine has failed. 9A;. the minimum re!uired climb aeroplanes gradient 032 /hich of the following will decrease 9"2 6noperati0e anti-skid. 6ncreased take-off mass. 6noperati0e flight management 6ncreased outside air temperature. s stem. 032 /hich of the following are to be taken into account for the runwa in .irport ele0ation% runwa slope% outside air .irport ele0ation% runwa slope% standard .irport ele0ation% runwa slope% .irport ele0ation% runwa slope% outside air use for take-off 2 temperature% pressure altitude and wind temperature% standard pressure and wind standard temperature% pressure temperature% standard pressure and wind components. components. altitude and wind components. components. 032 .ccording to M.=-CE$ "% for turbo-prop aeroplanes% the re!uired the same as that re!uired at an alternate less then that re!uired at an alternate airport. more than that re!uired at an '0: greater than that re!uired at an alternate runwa length at a destination airport is& airport. alternate airport. airport 032 ;hanging the take-off flap setting from flap "5I to flap 5I will normall a longer take-off distance and a better a shorter take-off distance and an e!ual a better climb and an e!ual take- a shorter take-off distance and a better climb. result in& climb. climb. off distance. 032 The landing reference speed 9=@+ has% in accordance with M.= 25% the 23: "5: 20: "0: following margins abo0e reference stall speed in landing configuration& 032 6f other factors are unchanged% the fuel mileage (nautical miles per kg) lower with a forward centre of gra0it independent from the centre of gra0it lower with an aft centre of higher with a forward centre of gra0it is position. position. gra0it position. position. 032 (+or this !uestion use anne, 032-*(32. or Eerformance Aanual A=MT The e!ui0alent gross weight at engine The increment represents fuel used before This gross weight accounts for The increment accounts for the higher fuel " +igure *.2*) /ith regard to the drift down performance of the twin jet failure is the actual gross weight corrected engine failure. the lower Aach number at flow at higher temperatures. aeroplane% what is meant b Ge!ui0alent gross weight at engine for C.T higher than 6$. 8"0I;. higher temperatures. failureG 2 032 (+or this !uestion use anne, 032-*(33. or Eerformance Aanual A=MT 3"00 m. 2'00 m. 2(00 m. 2900 m. " +igure *.2)) /hat is the minimum field length re!uired for the worst wind situation% landing a twin jet aeroplane with the anti-skid inoperati0e2 @le0ation& 2000 ft N1D& "0"3 hEa Banding mass& 50 000 kg +laps& as re!uired for minimum landing distance =unwa condition& dr /ind& Aa,imum allowable tailwind& "5 kt Aa,imum allowable headwind& 50 kt 032 (+or this !uestion use anne, 032-*(*3. or Eerformance Aanual A@E" 1o% the performance will be worse than in Eerformance will be better than in the chart. Oes% the chart has been made for 6t does not matter which take-off techni!ue +igure 3.2) /ith regard to the graph for the light twin aeroplane% will the chart. this situation. is being used. the accelerate and stop distance be achie0ed in a take-off where the brakes are released before take-off power is set2 032 (+or this !uestion use anne, 032-*(**.) ;onsidering a rate of climb a b c d diagram (=C; 0ersus T.$) for an aeroplane. /hich of the diagrams shows the correct cur0es for Gflaps downG compared to GcleanG configuration2 032 /hat is the most important aspect of the >backside of the power cur0e>2 The speed is unstable. The aeroplane will not stall. The altitude cannot be The ele0ator must be pulled to lower the maintained. nose. 032 /hat is the effect of increased mass on the performance of a gliding The speed for best angle of descent There is no effect. The gliding angle decreases. The lift#drag ratio decreases. aeroplane2 increases.

PERFORMANCE OF AEROPLANES
subj Domanda RispostaA 032 /hich force compensates the weight in unaccelerated straight and le0el the lift flight 2 032 6n which of the flight conditions listed below is the thrust re!uired e!ual 6n le0el flight with constant 6.$ to the drag2 032 The load factor in a turn in le0el flight with constant T.$ depends on the bank angle onl . 032 The induced drag of an aeroplane 032 The induced drag of an aeroplane at constant mass in un-accelerated le0el flight is highest at& 032 The lowest point of the thrust re!uired cur0e of a jet aeroplane is the point for& 032 The point where 7rag coefficient#Bift coefficient is a minimum is 032 The airspeed for jet aeroplanes at which Gpower re!uiredG is minimum decreases with increasing airspeed. the lowest achie0able speed at a gi0en configuration minimum drag. the point where a tangent from the origin touches the drag cur0e. is alwa s lower than the minimum drag speed. RispostaB the thrust 6n accelerated le0el flight the radius of the turn and the bank angle. decreases with increasing gross weight. 9$" ma,imum specific range. the lowest point of the drag cur0e. is alwa s higher than the minimum drag speed. the drag 6n a climb with constant 6.$ the true airspeed and the bank angle. is independent of the airspeed. 9AC ma,imum endurance. at stalling speed (9$). is lower than the minimum drag speed in the climb and higher than the minimum drag speed in the descent. is the point where the Bift to 7rag ratio is a minimum. the lift#drag ratio must be increased. an increase in airspeed is re!uired but power setting does not change. increases at constant T.$. RispostaC RispostaD the resultant from lift and drag 6n a descent with constant T.$ the radius of the turn and the weight of the aeroplane. increases with increasing airspeed. 9. minimum specific range. on the Gback sideG of the drag cur0e. is the same as the minimum drag speed. Check

032 The point at which a tangent out of the origin touches the power re!uired cur0e 032 Cn a reciprocating engine aeroplane% to maintain a gi0en angle of attack% configuration and altitude at higher gross mass 032 Cn a reciprocating engine aeroplane% to maintain a gi0en angle of attack% configuration and altitude at higher gross mass

is the point where the Bift to 7rag ratio is a is the point where 7rag coefficient is a ma,imum. minimum. the airspeed and the drag will be increased. the airspeed will be decreased and the drag increased. an increase in airspeed and power is a higher coefficient of drag is re!uired. re!uired. remains unchanged but the ;.$ increases. increases but T.$ remains constant. increases the power re!uired. increases the stalling speed.

is the ma,imum drag speed. the airspeed will be increased but the drag does not change. re!uires an increase in power and decrease in the airspeed.

032 .n aeroplane with reciprocating engines is fl ing at a constant angle of remains unchanged but the T.$ increases. attack% mass and configuration. /ith increasing altitude the drag 032 Cn a reciprocating engine aeroplane% with increasing altitude at constant increases and the T.$ increases b the gross mass% angle of attack and configuration the power re!uired same percentage. 032 Ao0ing the centre of gra0it from the forward to the aft limit (gross decreases the induced drag and reduces the mass% altitude and airspeed remain unchanged) power re!uired. 032 The centre of gra0it near% but still within% the aft limit impro0es the ma,imum range. 032 The critical engine inoperati0e

increases the power re!uired and the total does not affect the aeroplane performance drag due to the additional drag of the since it is independent of the power plant. windmilling engine and the compensation of the aw moment.

032 The speed range between low speed buffet and high speed buffet 032 The danger associated with low speed and#or high speed buffet 032 /hich of the jet engine ratings below is not a certified rating2 032 .t constant thrust and constant altitude the fuel flow of a jet engine 032 .t a constant Aach number the thrust and the fuel flow of a jet engine 032 The thrust of a jet engine at constant =EA 032 The intersections of the thrust a0ailable and the drag cur0e are the operating points of the aeroplane 032 6n straight hori<ontal stead flight% at speeds below that for minimum drag&

decreases with increasing mass and increasing altitude. limits the manoeu0ring load factor at high altitudes. Aa,imum ;ruise Thrust

decreases with increasing mass and is independent of altitude. can be reduced b increasing the load factor. e,ists onl abo0e AAC. Aa,imum ;ontinuous Thrust ?o-.round Thrust

decreases and the ;.$ decreases too because of the lower air densit . decreases slightl because of the remains unchanged but the T.$ increases. lower air densit . affects neither drag nor power increases the induced drag. re!uired. impro0es the longitudinal decreases the ma,imum range. stabilit . decreases the power re!uired increases the power re!uired and decreases and increases the total drag due the total drag due to the windmilling engine. to the additional drag of the windmilling engine and the compensation of the aw moment. is onl limiting at low altitudes. increases with increasing mass. has to be considered at take-off and landing. Aa,imum Take-off Thrust increases with decreasing C.T. increase in proportion to the ambient pressure at constant temperature. is in0ersel proportional to the airspeed. in unaccelerated climb. the aeroplane can be controlled onl in le0el flight.

increases slightl with increasing airspeed. is independent of the airspeed. decrease in proportion to the ambient pressure at constant temperature. increases in proportion to the airspeed. in unaccelerated le0el flight. a lower speed re!uires a higher thrust. increase with increasing altitude. does not change with changing altitude. in descent with constant 6.$. a higher speed% but still below that for minimum drag re!uires a higher thrust.

decreases slightl with increasing airspeed. are independent of outside air temperature (C.T). is independent of the airspeed. in accelerated le0el flight. the aeroplane cannot be controlled manuall .

PERFORMANCE OF AEROPLANES
subj Domanda 032 . lower airspeed at constant mass and altitude re!uires 032 . higher altitude at constant mass and Aach number re!uires 032 /hen fl ing the GFackside of Thrust cur0eG means RispostaA a higher coefficient of lift. a higher angle of attack. a lower airspeed re!uires more thrust. RispostaB less thrust and a lower coefficient of lift. a lower coefficient of lift. the thrust re!uired is independent of the airspeed. is the same as ma,imum specific range with wind correction. is the lower speed to achie0e 99: of ma,imum specific range. RispostaC more thrust and a lower coefficient of lift. a lower coefficient of drag. RispostaD more thrust and a lower coefficient of drag. a lower angle of attack. Check

a thrust reduction results in an a lower airspeed re!uires less thrust because acceleration of the aeroplane. drag is decreased. 032 GAa,imum enduranceG is achie0ed in unaccelerated le0el flight can be flown in a stead climb can be reached with the >best rate of climb> with minimum fuel flow. onl . speed in le0el flight. 032 The speed for ma,imum endurance is alwa s lower than the speed for can either be higher or lower is alwa s higher than the speed for ma,imum specific range. than the speed for ma,imum ma,imum specific range. specific range. 032 /hich of the e!uations below defines specific range ($=)2 $= 4 True .irspeed#Total +uel +low $= 4 6ndicated .irspeed#Total +uel +low $= 4 Aach 1umber#Total +uel $= 4 ?roundspeed#Total +uel +low +low 032 Bong range cruise is selected as the higher speed to achie0e 99: of the speed for best econom . the climbing cruise with one or specific range with tailwind. ma,imum specific range in <ero wind. two engines inoperati0e. 032 The optimum altitude increases as mass decreases and is the decreases as mass decreases. is the altitude at which the is the altitude up to which cabin pressure of altitude at which the specific range reaches specific range reaches its ) 000 ft can be maintained. its ma,imum. minimum. 032 To achie0e the ma,imum range o0er ground with headwind the airspeed higher compared to the speed for e!ual to the speed for ma,imum range cruise lower compared to the speed for reduced to the gust penetration speed. should be ma,imum range cruise with no wind. with no wind. ma,imum range cruise with no wind. 032 The take-off run is the hori<ontal distance along the take-off ".5 times the distance from the point of "."5 times the distance from the the distance of the point of brake release to a path from the start of the take-off to a point brake release to a point e!uidistant between point of brake release to the point e!uidistant between the point at which e!uidistant between the point at which the point at which 9BC+ is reached and the point at which 9BC+ is reached 9BC+ is reached and the point at which the 9BC+ is reached and the point at which point at which the aeroplane attains a height assuming a failure of the critical aeroplane attains a height of 50 ft abo0e the the aeroplane is 35 ft abo0e the take-off of 35 ft abo0e the runwa with all engines engine at 9". runwa assuming a failure of the critical surface. operati0e. engine at 9". 032 ;an the length of a stopwa be added to the runwa length to determine 1o. 1o% unless its centreline is on the e,tended Oes% but the stopwa must be Oes% but the stopwa must ha0e the same the take-off distance a0ailable 2 centreline of the runwa . able to carr the weight of the width as the runwa . aeroplane. 032 Aa anti-skid be considered to determine the take-off and landing Oes. 1o. Cnl for take-off. Cnl for landing. data 2 032 6n case of an engine failure recogni<ed below 9" the take-off must be rejected. the take-off ma be continued if a clearwa the take-off should onl be the take-off is to be continued unless 9" is is a0ailable. rejected if a stopwa is less than the balanced 9". a0ailable. 032 6n case of an engine failure which is recogni<ed at or abo0e 9" the take-off must be continued. the take-off must be rejected if the speed is a height of 50 ft must be reached the take-off should be rejected if the speed is still below 9BC+. within the take-off distance. still below 9=. 032 The take-off distance a0ailable is the length of the take-off run a0ailable plus the runwa length minus stopwa . the runwa length plus half of the total runwa length% without clearwa the length of the clearwa a0ailable. the clearwa . e0en if this one e,ists. 032 The result of a higher flap setting up to the optimum at take-off is a shorter ground roll. an increased acceleration. a higher 9". a longer take-off run. 032 =educed take-off thrust has the benefit of impro0ing engine life. can be used if the actual take-off mass is higher than the performance limited take-off mass. 1ot more than 50: of a headwind and not 3nfactored headwind and tailwind less than "50: of the tailwind. components are used. decreases the field length limited take-off decreases the take-off distance. mass. decreases the brake energ limited take-off increases the field length limited take-off mass. mass. due to slush on the runwa . due to downhill slope because of the smaller angle of attack. lower. higher. is not recommended at 0er low can be used if the headwind component temperatures (C.T). during take-off is at least "0 kt. 1ot more than )0: headwind and not less than "25: tailwind. increases the climb limited takeoff mass. increases the climb limited takeoff mass. due to head wind because of the drag augmentation. unaffected. $ince take-offs with tailwind are not permitted% onl headwinds are considered. has no influence on the allowed take-off mass. decreases the take-off distance. due to lower gross mass at take-off. onl higher for three and four engine aeroplanes.

032 Dow is wind considered in the take-off performance data of the .eroplane Cperations Aanuals 2 032 . higher pressure altitude at 6$. temperature 032 . higher outside air temperature (C.T) 032 The take-off distance re!uired increases 032 7ue to standing water on the runwa the field length limited take-off mass will be

PERFORMANCE OF AEROPLANES
subj Domanda 032 Cn a dr runwa the accelerate stop distance is increased 032 3phill slope 032 . balanced 9" is obtained when& RispostaA b uphill slope. b headwind. RispostaB RispostaC RispostaD Check b low outside air temperature. b a lower take-off mass because the aeroplane accelerates faster to 9". decreases the take-off distance increases the allowed take-off mass. onl . a clearwa is used to obtain the it is e!ual to 92. highest runwa length limited take off mass. The accelerate stop distance is The one engine out take-off distance is e!ual e!ual to the all engine take-off to the all engine take-off distance. distance. "." 9$C. "."5 9=. higher than 9=. must be higher than 9BC+. e!ual to or higher than 92. must be e!ual to or lower than 9".

increases the take-off distance more than decreases the accelerate stop distance onl . the accelerate stop distance. the accelerate stop distance is e!ual to the a stopwa is used to obtain the highest one engine out take-off distance. runwa length limited take off mass. The accelerate stop distance is e!ual to the The clearwa does not e!ual the stopwa . take-off distance a0ailable. "." 9A;.. e!ual to or higher than 9A;?. "."5 9A;?. e!ual to or higher than 9A;..

032 . >Falanced +ield Bength> is said to e,ist where&

032 92 has to be e!ual to or higher than 032 9" has to be 032 The speed 9=

032 6f the take-off mass of an aeroplane is brake energ limited a higher uphill slope would 032 6f the take-off mass of an aeroplane is t re speed limited% downhill slope ha0e no effect on the ma,imum mass for would take-off. 032 The first segment of the take-off flight path ends at completion of gear retraction. 032 The climb limited take-off mass can be increased b a lower flap setting for take-off and selecting a higher 92. "5 degrees up to height of *00 ft.

is the speed at which rotation to the lift-off must be higher than 92. angle of attack is initiated. increase the ma,imum mass for take-off. decrease the ma,imum mass for take-off. decrease the ma,imum mass for take-off. at completion of flap retraction. selecting a lower 9". "0 degrees up to a height of *00 ft. The rate of climb decreases since climb performance at a constant Aach number is grossl reduced as compared to constant 6.$. higher.

ha0e no effect on the ma,imum decrease the re!uired take-off distance. mass for take-off. increase the ma,imum mass for increase the re!uired take-off distance. take-off. at reaching 92. at 35 ft abo0e the runwa . selecting a lower 92. 20 degrees up to a height of *00 ft. 7uring the acceleration to the Aach number .() the rate of climb is appro,imatel <ero. unchanged. selecting a lower 9=. 25 degrees up to a height of *00 ft. 1o noticeable effect since the true airspeed at 300 kt 6.$ and .() Aach are the same (at 6$. temperature T.$4*'0 kt) onl affected b the aeroplane gross mass. the pressure altitude at which the speed for high speed buffet as T.$ is a ma,imum. if the aeroplane mass is increased. the Aach number for long range cruise increases continuousl with decreasing altitude. 6f at the lower altitude either more headwind or less tailwind can be e,pected. Bong =ange ;ruise 7escent. to conduct a 0isual approach with one engine out. the drift down should be flown with flaps in the approach configuration. The mass of an aeroplane does not ha0e an effect on the speed for descent. . tailwind component decreases the ground

032 6n the e0ent that the take-off mass is obstacle limited and the take-off flight path includes a turn% the bank angle should not e,ceed 032 Oou climb with a climb speed schedule 300#.(). /hat do ou e,pect in The rate of climb increases since the the crosso0er altitude 29 200 ft (C.T 4 6$.) 2 constant 6.$-climb is replaced b the constant Aach-climb. 032 6f the climb speed schedule is changed from 2)0#.(* to 290#.(* the new lower. crosso0er altitude will be 032 The optimum cruise altitude is the pressure altitude at which the best specific range can be achie0ed. 032 The optimum cruise altitude increases 032 Felow the optimum cruise altitude if the aeroplane mass is decreased. the Aach number for long range cruise decreases continuousl with decreasing altitude. 6f at the lower altitude either considerabl less headwind or considerabl more tailwind can be e,pected. 7rift 7own Erocedure.

032 3nder which condition should ou fl considerabl lower (* 000 ft or more) than the optimum altitude 2 032 .fter engine failure the aeroplane is unable to maintain its cruising altitude. /hat is the procedure which should be followed2 032 >7rift down> is the procedure to be applied

the pressure altitude at which the fuel flow is the pressure altitude up to which a ma,imum. a cabin altitude of )000 ft can be maintained. if the temperature (C.T) is increased. if the tailwind component is decreased. the 6.$ for long range cruise increases the T.$ for long range cruise continuousl with decreasing altitude. increases continuousl with decreasing altitude. 6f the ma,imum altitude is below the 6f the temperature is lower at the optimum altitude. low altitude (high altitude in0ersion). @mergenc 7escent Erocedure. @TCE$. after cabin depressuri<ation. to conduct an instrument approach at the alternate.

after engine failure if the aeroplane is abo0e the one engine out ma,imum altitude. 032 6f the le0el-off altitude is below the obstacle clearance altitude during a fuel jettisoning should be started at the drift down procedure beginning of drift down. 032 /hich statement is correct for a descent without engine thrust at ma,imum lift to drag ratio speed2 032 /hich statement is correct for a descent without engine thrust at

the recommended drift down speed should be disregarded and it should be flown at the stall speed plus "0 kt. The higher the gross mass the greater is the The higher the gross mass the lower is the speed for descent. speed for descent.

fuel jettisoning should be started when the obstacle clearance altitude is reached. The higher the a0erage temperature (C.T) the lower is the speed for descent. . tailwind component increases the ground . headwind component increases the ground . tailwind component increases

PERFORMANCE OF AEROPLANES
subj Domanda ma,imum lift to drag ratio speed2 032 The ma,imum mass for landing could be limited b RispostaB distance. distance. the climb re!uirements with one engine the climb re!uirements with one engine inoperati0e in the approach configuration. inoperati0e in the landing configuration. 92: 92: The specific range and the optimum altitude increases. reduced. thrust e!uals drag plus the downhill component of the gross weight in the flight path direction. ;limb ?radient 4 ((Thrust - 7rag)#/eight) , "00 is appro,imatel climb gradient times true airspeed di0ided b "00. the aeroplane accelerates if the altitude is maintained. '(: *3: RispostaA RispostaC fuel and time to descent. the climb re!uirements with all engines in the approach configuration. (0: (0: RispostaD distance. the climb re!uirements with all engines in the landing configuration but with gear up. *3: '(: Check

032 The landing field length re!uired for turbojet aeroplanes at the destination (wet condition) is the demonstrated landing distance plus 032 The landing field length re!uired for jet aeroplanes at the alternate (wet condition) is the demonstrated landing distance plus 032 Cn a long distance flight the gross mass decreases continuousl as a conse!uence of the fuel consumption. The result is& 032 /ith one or two engines inoperati0e the best specific range at high altitudes is (assume altitude remains constant) 032 6n unaccelerated climb

The speed must be increased to compensate The specific range increases and The specific range decreases and the the lower mass. the optimum altitude decreases. optimum altitude increases. impro0ed. not affected. first impro0ed and later reduced. lift is greater than the gross weight. lift e!uals weight plus the thrust e!uals drag plus the uphill component 0ertical component of the drag. of the gross weight in the flight path direction. ;limb ?radient 4 ((Thrust ;limb ?radient 4 (Bift#/eight) , "00 Aass)#Bift) , "00 is angle of climb times true is the hori<ontal component of the true airspeed. airspeed. the aeroplane decelerates if it is the aeroplane decelerates if the altitude is in the region of re0ersed maintained. command. impro0es the rate of climb if the decreases rate of climb and increases angle airspeed is below 9O. of climb. 9P is alwa s abo0e 9O. 9O is alwa s abo0e 9AC. increases with increasing altitude due to the higher true airspeed. true airspeed to rate of climb. 9O and 9P are not affected b a higher gross mass. does not ha0e an noticeable effect on climb performance. impro0es angle and rate of climb. increases the rate of descent. decreases the angle of climb. speed for best angle of climb. design stress speed. take-off decision speed. long distance operating speed. is independent of altitude.

032 /hat is the e!uation for the climb gradient e,pressed in percentage during unaccelerated flight (applicable to small angles onl ) 032 The rate of climb 032 6f the thrust a0ailable e,ceeds the thrust re!uired for le0el flight

;limb ?radient 4 ((Thrust 8 7rag)#Bift) , "00 is the downhill component of the true airspeed. the aeroplane descends if the airspeed is maintained.

032 .n acceleration in climb% with a constant power setting% 032 .s long as an aeroplane is in a positi0e climb 032 The best rate of climb at a constant gross mass

032 The >climb gradient> is defined as the ratio of 032 Digher gross mass at the same altitude decreases the gradient and the rate of climb whereas 032 . higher outside air temperature 032 . headwind component increasing with altitude% as compared to <ero wind condition% (assuming 6.$ is constant) 032 . constant headwind

decreases the rate of climb and the angle of impro0es the climb gradient if the airspeed climb. is below 9P. 9P is alwa s below 9O. 9P ma be greater or less than 9O depending on altitude decreases with increasing altitude since the increases with increasing altitude since the thrust a0ailable decreases due to the lower drag decreases due to the lower air densit . air densit . the increase of altitude to hori<ontal air the increase of altitude to distance o0er distance e,pressed as a percentage. ground e,pressed as a percentage. 9O and 9P are increased. 9P is increased and 9O is decreased. reduces the angle and the rate of climb. has no effect on rate of climb. increases the angle of climb but decreases the rate of climb. does not ha0e an effect on the angle of flight path during climb. increases the angle of descent. increases the best rate of climb. take-off climb speed.

rate of climb to true airspeed. 9O and 9P are decreased. reduces the angle of climb but increases the rate of climb. decreases angle and rate of climb. increases the descent distance o0er ground. increases the ma,imum endurance. engine failure speed. speed for best specific range. critical engine failure speed. lift off speed.

increases the angle of the descent flight path. 032 /hen compared to still air conditions% a constant headwind component& increases the angle of flight path during climb. 032 The speed 9" is defined as take-off decision speed. 032 The speed 9$= is defined as 032 The speed 92 is defined for jet aeroplane as 032 The speed 9BC is defined as 032 9P is 032 The speed for best rate of climb is called 032 The stalling speed or the minimum stead flight speed at which the aeroplane is controllable in landing configuration is abbre0iated as

as reference stall speed and ma not be less safe rotation speed for take-off . than "-g stall speed. take-off climb speed or speed at 35 ft. lift off speed. landing gear operating speed. the speed for best angle of climb. 9O. 9$C. design low operating speed. the speed for best rate of climb. 9P. 9$".

the speed for best specific range. the speed for best angle of flight path. 92. 9$. 9C. 9A;.

PERFORMANCE OF AEROPLANES
subj 032 The absolute ceiling 032 The aerod namic ceiling Domanda RispostaA is the altitude at which the rate of climb theoreticall is <ero. is the altitude at which the speeds for low speed buffet and for high speed buffet are the same. is the highest pressure altitude certified for normal operation. To fl as close as possible to the optimum altitude as aeroplane mass reduces. RispostaB can be reached onl with minimum stead flight speed depends upon thrust setting and increase with increasing thrust. is dependent on aerod namic ceiling. RispostaC is the altitude at which the best climb gradient attainable is 5: is the altitude at which the best rate of climb theoreticall is <ero. is dependent on the C.T. RispostaD Check is the altitude at which the aeroplane reaches a ma,imum rate of climb of "00 ft#min. is the altitude at which the aeroplane reaches 50 ft#min. is onl certified for four-engine aeroplanes. To respect .T; flight le0el constraints.

032 The ma,imum operating altitude for a certain aeroplane with a pressurised cabin 032 /h are >step climbs> used on long distance flights 2

032 (+or this !uestion use anne, 032-'5'9. or Eerformance Aanual $@E " +igure 2.*) /ith regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft . ?i0en& C...T& 2( I; Eressure .ltitude& 3000 ft .eroplane Aass& 2900 lbs Tailwind component& 5 kt +laps& Banding position (down) =unwa & Tarred and 7r 032 (+or this !uestion use anne, 032-'5(0. or Eerformance Aanual $@E " +igure 2.*) /ith regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft . ?i0en& C...T& 6$. 8"5I; Eressure .ltitude& 0 ft .eroplane Aass& 29*0 lbs Tailwind component& "0 kt +laps& Banding position (down) =unwa & Tarred and 7r 032 (+or this !uestion use anne, 032-'5(". or Eerformance Aanual $@E " +igure 2.*) /ith regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft . ?i0en& C...T& 6$. Eressure .ltitude& "000 ft .eroplane Aass& 3500 lbs Tailwind component& 5 kt +laps& Banding position (down) =unwa & Tarred and 7r 032 (+or this !uestion use anne, 032-'5(2. or Eerformance Aanual $@E " +igure 2.*) /ith regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft . ?i0en& C...T& 0I; Eressure .ltitude& "000 ft .eroplane Aass& 3500 lbs Tailwind component& 5 kt +laps& Banding position (down) =unwa & Tarred and 7r 032 (+or this !uestion use anne, 032-'5(3. or Eerformance Aanual $@E " +igure 2.*) /ith regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft . ?i0en& C...T& 6$. 8"5I; Eressure .ltitude& 0 ft .eroplane Aass& 29*0 lbs Deadwind component& "0 kt +laps& Banding position (down) =unwa & short and wet grass- firm soil ;orrection factor (wet grass)& ".3) 032 (+or this !uestion use anne, 032-'5(*. or Eerformance Aanual $@E " +igure 2.") /ith regard to the take off performance chart for the single engine aeroplane determine the take off distance to a height of 50 ft . ?i0en& C...T& 30I; Eressure .ltitude& "000 ft .eroplane Aass& 3*50 lbs Tailwind component& 2.5 kt +laps& up =unwa & Tarred and 7r 032 (+or this !uestion use anne, 032-'5(5. or Eerformance Aanual $@E " +igure 2.") /ith regard to the take off performance chart for the single engine aeroplane determine the ma,imum allowable take off mass . ?i0en& C...T& 6$. Eressure .ltitude& *000 ft Deadwind component& 5 kt +laps& up =unwa & Tarred and 7r +actored runwa length& 2000 ft Cbstacle height& 50 ft 032 (+or this !uestion use anne, 032-'5('. or Eerformance Aanual $@E " +igure 2.2) /ith regard to the take off performance chart for the single engine aeroplane determine the take off distance to a height of 50 ft. ?i0en& C...T& -(I; Eressure .ltitude& (000 ft .eroplane Aass& 2950

appro,imatel & ")50 feet

$tep climbs are onl justified if at the higher $tep climbs do not ha0e an altitude less headwind or more tailwind can special purpose for jet be e,pected. aeroplanesL the are used for piston engine aeroplanes onl . appro,imatel & ""20 feet appro,imatel & "(00 feet

appro,imatel & "3(0 feet

appro,imatel & "300 feet

appro,imatel & 950 feet

appro,imatel & "*00 feet

appro,imatel & (50 feet

appro,imatel & "(00 feet

appro,imatel &""50 feet

appro,imatel & "500 feet

appro,imatel & 920 feet

appro,imatel & "'50 feet

appro,imatel & ""50 feet

appro,imatel & "*)0 feet

appro,imatel & 9*0 feet

appro,imatel &"(9* feet

appro,imatel & "300 feet

appro,imatel & 2000 feet

appro,imatel & "*50 feet

appro,imatel & 2*(0 feet

appro,imatel & "**0 feet

appro,imatel & 2)00 feet

appro,imatel & 2200 feet

32*0 lbs

3000 lbs

2900 lbs

K 3'50 lbs

appro,imatel & 2050 ft

appro,imatel & ""50 ft

appro,imatel & 2*50 ft

appro,imatel & "2'0 ft

PERFORMANCE OF AEROPLANES
subj Domanda RispostaA lbs Deadwind component& 5 kt +laps& .pproach setting =unwa & Tarred and 7r 032 (+or this !uestion use anne, 032-'5((. or Eerformance Aanual $@E " (" and )2 Q6.$ +igure 2.") /ith regard to the take off performance chart for the single engine aeroplane determine the take off speed for (") rotation and (2) at a height of 50 ft. ?i0en& C...T& 6$.8"0I; Eressure .ltitude& 5000 ft .eroplane mass& 3*00 lbs Deadwind component& 5 kt +laps& up =unwa & Tarred and 7r 032 (+or this !uestion use anne, 032-'5(). or Eerformance Aanual $@E " appro,imatel & 39'0 ft +igure 2.2) /ith regard to the take off performance chart for the single engine aeroplane determine the take off distance to a height of 50 ft. ?i0en& C...T& 3)I; Eressure .ltitude& *000 ft .eroplane Aass& 3*00 lbs Tailwind component& 5 kt +laps& .pproach setting =unwa & 7r ?rass ;orrection factor& ".2 032 (+or this !uestion use anne, 032-'5(9. or Eerformance Aanual $@E " "290 ft#min +igure 2.3) /ith regard to the climb performance chart for the single engine aeroplane determine the rate of climb. ?i0en & C...T & 6$. 8 "5I; Eressure .ltitude& 0 ft .eroplane Aass& 3*00 lbs +laps& up $peed& "00 Q6.$ 032 (+or this !uestion use anne, 032-'5)0. or Eerformance Aanual $@E " 23(5 ft +igure 2.2) /ith regard to the take off performance chart for the single engine aeroplane determine the take off distance o0er a 50 ft obstacle height. ?i0en& C...T& 30I; Eressure .ltitude& "000 ft .eroplane Aass& 2950 lbs Tailwind component& 5 kt +laps& .pproach setting =unwa & $hort% wet grass% firm subsoil ;orrection factor& ".25 (for runwa conditions) 032 (+or this !uestion use anne, 032-'5)". or Eerformance Aanual $@E " ") 3*( ft +igure 2.3) 3sing the climb performance chart% for the single engine aeroplane% determine the ground distance to reach a height of 2000 ft abo0e the reference <ero in the following conditions& ?i0en& C...T. at take-off& 25I; .irport pressure altitude& "000 ft .eroplane mass& 3'00 lbs $peed& "00 Q6.$ /ind component& "5 kts Deadwind 032 (+or this !uestion use anne, 032-'5)2. or Eerformance Aanual $@E " "' ''5 ft +igure 2.3) 3sing the climb performance chart% for the single engine aeroplane% determine the ground distance to reach a height of "500 ft abo0e the reference <ero in the following conditions& ?i0en& C...T at Take-off& 6$. .irport pressure altitude& 5000 ft .eroplane mass& 3300 lbs $peed& "00 Q6.$ /ind component& 5 kts Tailwind 032 (+or this !uestion use anne, 032-'5)3. or Eerformance Aanual $@E " ""20 ft#min and 9%3: +igure 2.3) 3sing the climb performance chart% for the single engine aeroplane% determine the rate of climb and the gradient of climb in the following conditions& ?i0en& C...T at Take-off& 6$. .irport pressure altitude& 3000 ft .eroplane mass& 3*50 lbs $peed& "00 Q6.$ 032 (+or this !uestion use anne, 032-'5)*. or +light Elanning Aanual $@E 22%* in.Dg and '9%3 lbs#hr " +igure 2.2 Table 2.2.3) 3sing the Eower $etting Table% for the single engine aeroplane% determine the manifold pressure and fuel flow (lbs#hr) with full throttle and cruise lean mi,ture in the following conditions& ?i0en& C.T& "3I; Eressure altitude& )000 ft =EA& 2300 032 (+or this !uestion use anne, 032-'5)5. or +light planning Aanual $@E "'0 kt and '9%3 lbs#hr " +igure 2.2 Table 2.2.3) 3sing the Eower $etting Table% for the single engine aeroplane% determine the cruise T.$ and fuel flow (lbs#hr) with full throttle and cruise lean mi,ture in the following conditions& ?i0en& C.T& "3I; Eressure altitude& )000 ft =EA& 2300 032 (+or this !uestion use anne, 032-'5)'. or +light planning Aanual $@E "3* kt and 55%( lbs#hr " +igure 2.3 Table 2.3.") 3sing the Eower $etting Table% for the single engine aeroplane% determine the cruise T.$ and fuel flow (lbs#hr) with RispostaB RispostaC RispostaD Check

(3 and )* Q6.$

') and () Q6.$

'5 and (5 Q6.$

appro,imatel & 3')0 ft

appro,imatel & *200 ft

appro,imatel & 50*0 ft

"3(0 ft#min

"2"0 ft#min

""50 ft#min

"900 ft

"'00 ft

2000 ft

2" 505 ft

2* '3( ft

") )32 ft

") 909 ft

") 0(3 ft

20 "09 ft

"030 ft#min and )%*:

""(0 ft#min and 9%9:

"3"0 ft#min and ""%3:

23%0 in.Dg and '9%0 lbs#hr

22%* in.Dg and ("%" lbs#hr

22%* in.Dg and (3%) lbs#hr

"5) kt and (*%* lbs#hr

"'0 kt and ("%" lbs#hr

"59 kt and ("%( lbs#hr

"3' kt and 5'%9 lbs#hr

"3" kt and 5'%9 lbs#hr

"25 kt and 55%( lbs#hr

PERFORMANCE OF AEROPLANES
subj Domanda full throttle and cruise lean mi,ture in the following conditions& ?i0en& C.T& 3I; Eressure altitude& '000 ft Eower& +ull throttle # 2"%0 in#Dg.# 2"00 =EA 032 (+or this !uestion use anne, 032-'5)(. or +light planning Aanual $@E " +igure 2.*) 3sing the =ange Erofile 7iagram% for the single engine aeroplane% determine the range% with *5 minutes reser0e% in the following conditions& ?i0en& C...T.& 6$. 8"'I; Eressure altitude& *000 ft Eower& +ull throttle # 25%0 in#Dg.# 2"00 =EA 032 (+or this !uestion use anne, 032-'5)). or +light planning Aanual $@E " +igure 2.*) 3sing the =ange Erofile 7iagram% for the single engine aeroplane% determine the range% with *5 minutes reser0e% in the following conditions& ?i0en& C...T.& 6$. -"5I; Eressure altitude& "2000 ft Eower& +ull throttle # 23%0 in#Dg.# 2300 =EA 032 (+or this !uestion use anne, 032-'590. or Eerformance Aanual $@E " +igure 2.*) 3sing the Banding 7iagram% for single engine aeroplane% determine the landing distance (from a screen height of 50 ft) re!uired% in the following conditions& ?i0en& Eressure altitude& *000 ft C...T.& 5I; .eroplane mass& 3530 lbs Deadwind component& "5 kt +laps& .pproach setting =unwa & tarred and dr Banding gear& down 032 The drift down procedure specifies re!uirements concerning the& RispostaA RispostaB RispostaC RispostaD Check

)'5 1A

(39 1A

)5" 1A

9"" 1A

902 1A

)(5 1A

)'0 1A

90) 1A

"*00 ft

))0 ft

"550 ft

"020 ft

engine power at the altitude at which engine climb gradient during the weight during landing at the alternate. failure occurs. descent to the net le0el-off altitude. 032 The approach climb re!uirement has been established to ensure& minimum climb gradient in case of a go- obstacle clearance in the approach area. manoeu0rabilit in case of manoeu0rabilit during approach with full around with one engine inoperati0e. landing with one engine flaps and gear down% all engines operating. inoperati0e. 032 /hich statement related to a take-off from a wet runwa is correct2 . reduction of screen height is allowed in The use of a reduced 9r is sufficient to 6n case of a re0erser inoperati0e $creenheight reduction can not be applied order to reduce weight penalties maintain the same safet margins as for a the wet runwa performance because of reduction in obstacle clearance. dr runwa information can still be used 032 ?i0en a jet aircraft. /hich order of increasing speeds in the 9s% 9,% Aa,imum range speed Aa,imum endurance speed% Bong range 9s% Aa,imum range speed% 9, Aa,imum endurance speed% Aa,imum performance diagram is correct2 speed% Aa,imum range speed range speed% 9, 032 6s there an difference between the 0ertical speed 0ersus forward speed Oes% the difference is that for a gi0en angle 1o difference. Oes% the difference is that the Oes% the difference is that the lighter cur0es for two identical aeroplanes ha0ing different masses 2 (assume of attack both the 0ertical and forward hea0ier aeroplane will alwa s aeroplane will alwa s glide a greater <ero thrust and wind) speeds of the hea0ier aeroplane will be glide a greater distance. distance. larger. 032 /hen determining the ma,imum landing mass of an turbojet powered 0.'0 ""5#"00 ".'( '0#""5 aeroplane during the planning phase what factor must be used on the landing distance a0ailable (dr runwa ) 032 /hich statement regarding the relationship between traffic load and The traffic load can be limited b the The ma,imum <ero fuel mass limits the The ma,imum landing mass is The ma,imum traffic load is not limited b range is correct2 desired range. ma,imum !uantit of fuel. basicall e!ual to the ma,imum the reser0e fuel !uantit . <ero fuel mass. 032 6n a gi0en configuration the endurance of a piston engine aeroplane altitude% speed% mass and fuel on board. altitude% speed and mass. speed and mass. speed% mass and fuel on board. onl depends on& 032 /hich speed pro0ides ma,imum obstacle clearance during climb2 The speed for which the ratio between rate 92 8 "0 kt. The speed for ma,imum rate of 92. of climb and forward speed is ma,imum. climb. 032 /hich of the following statements with regard to the optimum cruise .n aeroplane sometimes flies abo0e the .n aeroplane alwa s flies below the .n aeroplane alwa s flies on the .n aeroplane usuall flies abo0e the altitude (best fuel mileage) is correct2 optimum cruise altitude% because .T; optimum cruise altitude% as otherwise Aach optimum cruise altitude% because optimum cruise altitude% as this pro0ides the normall does not allow to fl buffet can occur. this is most attracti0e from an largest specific range. continuousl at the optimum cruise econom point of 0iew. altitude. 032 /hich of the following statements is applicable to the acceleration The ma,imum acceleration height depends The minimum legall allowed acceleration There is no re!uirement for The minimum one engine out acceleration height at the beginning of the 3rd climb segment 2 on the ma,imum time take-off thrust ma height is at "500 ft. minimum climb performance height must be maintained in case of all be applied. when fl ing at the acceleration engines operating. height. 032 /hich statement regarding the influence of a runwa down-slope is reduces 9" and reduces take-off distance increases 9" and reduces the accelerate stop reduces 9" and increases the increases 9" and increases the take-off correct for a balanced take-off2 7own-slope... re!uired (TC7=). distance re!uired (.$7=). accelerate stop distance re!uired distance re!uired (TC7=).

obstacle clearance after engine failure.

PERFORMANCE OF AEROPLANES
subj Domanda RispostaA RispostaB 032 6f the field length limited take off mass has been calculated using a Falanced +ield Bength techni!ue% the use of an additional clearwa in take off performance calculations ma allow 032 The take-off mass of an aeroplane is restricted b the climb limit. /hat would be the effect on this limit of an increase in the headwind component2 032 /hich of the following statements with regard to the actual acceleration height at the beginning of the 3rd climb segment is correct2 032 .ccording to M.=-CE$ "% which one of the following statements concerning the landing distance for a turbojet aeroplane is correct2 a greater field length limited take off mass a greater field length limited take off mass but with a lower 9" but with a higher 9" 1one. The effect would 0ar depending upon the height of an obstacle within the net take-off flight path. . lower height than *00 ft is allowed in special circumstances e.g. noise abatement. =e0erse thrust is one of the factors alwa s taken into account when determining the landing distance re!uired. The drift-down procedure re!uires a minimum descent angle after an engine failure at cruising altitude. RispostaC RispostaD (.$7=). the obstacle clearance limit to be the obstacle clearance limit to be increased increased with no effect on 9" with an higher 9" The climb limited take-off mass The climb limited take-off mass would would increase. decrease. The minimum 0alue according to regulations is "000 ft. Aalfunctioning of an anti-skid s stem has no effect on the re!uired runwa length. The drift-down procedure re!uires a minimum obstacle clearance of 35 ft. There is no legal minimum 0alue% because this will be determined from case to case during the calculation of the net flight path. The landing distance is the distance from 35 ft abo0e the surface of the runwa to the full stop. .n engine failure at high cruising altitude will alwa s result in a drift-down% because it is not permitted to fl the same altitude with one engine inoperati0e as with all engines operating. 9$= Check

The minimum 0alue according to regulations is *00 ft. /hen determining the ma,imum allowable landing mass at destination% '0: of the a0ailable landing runwa length should be taken into account. /hen determining the obstacle clearance during drift-down% fuel dumping ma be taken into account.

032 /hich one of the following statements concerning drift-down is correct2

032 6n accordance with M.= 25 the take-off safet speed 92min for turbopropeller powered aeroplanes with more than three engines ma not be less than& 032 The take-off safet speed 92 for two-engine or three-engine turbo propeller powered aeroplanes ma not be less than& 032 Cn a segment of the take-off flight path an obstacle re!uires a minimum gradient of climb of 2.': in order to pro0ide an ade!uate margin of safe clearance. .t a mass of ""0000 kg the gradient of climb is 2.):. +or the same power and assuming that the sine of the angle of climb 0aries in0ersel with mass% at what ma,imum mass will the aeroplane be able to achie0e the minimum gradient2 032 /hich statement regarding 9" is correct 2

".0) 9$=

".2 9$=

"."3 9$=

".2 9s "")*55 kg

".3 9s "02"50 kg

"."5 9s "2"3"0 kg

"."5 9s" "0'*25 kg

9= ma not be lower than 9"

9" ma not be higher than 9mcg

032 /hich statement with respect to the step climb is correct 2

Eerforming a step climb based on econom 6n principle a step climb is performed can be limited b the ".3g buffet onset immediatel after the aircraft has e,ceeded re!uirements. the optimum altitude. 5I% the obstacle limit is increased but the runwa limit decreases 5I% both limitations are increased

032 Take-off performance data% for the ambient conditions% show the following limitations with flap "0I selected& - runwa limit& 5 2(0 kg obstacle limit& * '30 kg @stimated take-off mass is 5 000kg. ;onsidering a take-off with flaps at& 032 . climb gradient re!uired is 3%3:. +or an aircraft maintaining "00 kt true airspeed % no wind% this climb gradient corresponds to a rate of climb of appro,imatel & 032 +ollowing a take-off determined b the 50ft ("5m) screen height% a light twin climbs on a "0: o0er-the-ground climb gradient. 6t will clear a 900 m high obstacle in relation to the runwa (hori<ontall )% situated at "0 000 m from the 50 ft clearing point with an obstacle clearance of& 032 . runwa is contaminated with 0.5 cm of wet snow. The flight manual of a light twin ne0ertheless authorises a landing in these conditions. The landing distance will be% in relation to that for a dr runwa & 032 The climb gradient of an aircraft after take-off is ': in standard atmosphere% no wind% at 0 ft pressure altitude. 3sing the following corrections& GR 0%2 : # " 000 ft field ele0ationG GR 0%" : # I; from standard temperatureG G - " : with wing anti-iceG G - 0%5: with engine

/hen determining 9"% re0erse thrust ma onl be used on the remaining s mmetric engines . step climb can onl be performed when the altitude e,ceeds the one engine out ser0ice ceiling. 20I% the obstacle limit is increased but the runwa limit decreases 3%30 m#s

The correction for up-slope on the balanced 9" is negati0e . step climb pro0ides better econom than a optimum cruise.

20I% both limitations are increased

330 ft#min

3 300 ft#min

33%0 m#s

""5 m

"00 m

)5 m

6t will not clear the obstacle

increased

unchanged

reduced

substantiall decreased

3%9 :

*%3 :

*%( :

*%9 :

PERFORMANCE OF AEROPLANES
subj Domanda anti-iceG The climb gradient after take-off from an airport situated at " 000 ft% "(I ;L N1D "0"3%25 hEa% with wing and engine anti-ice operating for a functional check is& 032 .n aircraft has two certified landing flaps positions% 25I and 35I. 6f a pilot chooses 25I instead of 35I% the aircraft will ha0e& RispostaA RispostaB RispostaC RispostaD Check

an increased landing distance and better go-around performance

a reduced landing distance and better goaround performance )90 m

032 The take-off distance of an aircraft is )00m in standard atmosphere% no 9(0 m wind at 0 ft pressure-altitude. 3sing the following corrections& GR 20 m # " 000 ft field ele0ation G G- 5 m # kt headwind G G8 "0 m # kt tail wind G GR "5 m # : runwa slope G GR 5 m # I; de0iation from standard temperature G The take-off distance from an airport at 2 000 ft ele0ation% temperature 2"I;% N1D "0"3.25 hEa% 2: up-slope% 5 kt tail wind is& 032 .n increase in atmospheric pressure has% among other things% the a reduced landing distance and impro0ed following conse!uences on landing performance& go-around performance 032 . decrease in atmospheric pressure has% among other things% the following conse!uences on take-off performance& 032 .n increase in atmospheric pressure has% among other things% the following conse!uences on take-off performance& an increased take-off distance and degraded initial climb performance a reduced take-off distance and impro0ed initial climb performance

an increased landing distance and degraded go-around performance )(0 m

a reduced landing distance and degraded goaround performance )"0 m

032 The take-off distance of an aircraft is '00m in standard atmosphere% no (55 m wind at 0 ft pressure-altitude. 3sing the following corrections& GR 20 m # " 000 ft field ele0ationG G- 5 m # kt headwindG G8 "0 m # kt tail windG GR "5 m # : runwa slopeG GR 5 m # I; de0iation from standard temperatureG The take-off distance from an airport at " 000 ft ele0ation% temperature "(I;% N1D "0"3%25 hEa% ": up-slope% "0 kt tail wind is& 032 .n aircraft has two certified landing flaps positions% 25I and 35I. 6f a a reduced landing distance and degraded pilot chooses 35I instead of 25I% the aircraft will ha0e& go-around performance 032 The pilot of a single engine aircraft has established the climb performance. The carriage of an additional passenger will cause the climb performance to be& 032 . runwa is contaminated b a 0%5 cm la er of wet snow. The take-off is ne0ertheless authori<ed b a light-twin>s flight manual. The take-off distance in relation to a dr runwa will be& 032 +ollowing a take-off% limited b the 50 ft screen height% a light twin climbs on a gradient of 5:. 6t will clear a "'0 m obstacle in relation to the runwa (hori<ontall )% situated at 5 000 m from the 50 ft point with an obstacle clearance margin of& 032 The pilot of a light twin engine aircraft has calculated a * 000 m ser0ice ceiling% based on the forecast general conditions for the flight and a take-off mass of 3 250 kg. 6f the take-off mass is 3 000 kg% the ser0ice ceiling will be& 032 The flight manual of a light twin engine recommends two cruise power settings% '5 and (5 :. The (5: power setting in relation to the '5 : results in& 032 /ith an true airspeed of "9* kt and a 0ertical speed of " 000 ft#min% the climb gradient is about& 032 Cn a twin engine piston aircraft with 0ariable pitch propellers% for a gi0en mass and altitude% the minimum drag speed is "25 kt and the holding speed (minimum fuel burn per hour) is 95 kt. The best rate of climb speed will be obtained for a speed& 032 6f the airworthiness documents do not specif a correction for landing on a wet runwa L the landing distance must be increased b & 7egraded

an increased landing distance and degraded an increased landing distance go-around performance and impro0ed go-around performance a reduced take-off distance and impro0ed an increased take-off distance initial climb performance and impro0ed initial climb performance an increases take-off distance and degraded an increased take-off distance initial climb performance and impro0ed initial climb performance ("5 m 555 m

a reduced landing distance and degraded go around performance a reduced take-off distance and degraded initial climb performance a reduced take-off distance and degraded initial climb performance ')5 m

a reduced landing distance and better goaround performance 6mpro0ed

an increased landing distance and degraded go-around performance 3nchanged

an increased landing distance and better goaround performance 3nchanged% if a short field take-off is adopted 0er significantl decreased

increased

unchanged

decreased

"05 m

90 m

(5 m

it will not clear the obstacle

higher than * 000 m.

less than * 000 m.

unchanged% e!ual to * 000 m.

onl a new performance anal sis will determine if the ser0ice ceiling is higher or lower than * 000 m.

an increase in speed% fuel consumption and same speed and an increase of the fuel-burn an increase in speed and fuelsame speed and fuel-burn#distance% but an fuel-burn#distance. per hour and fuel-burn#distance. burn#distance% but an unchanged increase in the fuel-burn per hour. fuel-burn per hour. 3I 3: 5I ): e!ual to 95 kt inferior to 95 kts is between 95 and "25 kt e!ual to "25 kt

"5 :

5:

"0 :

20 :

PERFORMANCE OF AEROPLANES
subj Domanda 032 .t a gi0en mass% the reference stall speed of a twin engine turboprop "23 kt aircraft is "00 kt in the landing configuration. The minimum speed a pilot must maintain in short final is& 032 (+or this !uestion use anne, 032-""''". or Eerformance Aanual $@E 525 m " +igure 2.") .n e,tract of the flight manual of a single engine propeller aircraft is reproduced in anne,. .irport characteristics& hard% dr and <ero slope runwa .ctual conditions are& pressure altitude& " 500 ft outside temperature& 8")I; wind component& * knots tailwind +or a take-off mass of " 2(0 kg% the take-off distance will be& RispostaA ""5 kt RispostaB "25 kt RispostaC "20 kt RispostaD Check

*"5 m

**0 m

'"5 m