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1000 Questions ANSWERS MID EXPLANATIONS FOR JAR IICPLAND CPL
AIRCRAFT PERFORMAWOE
1000 Questions ANSWERS AND EXPLANATIONS FOR JllR ATPL 11HO CPL
AIRCRAFT PERFORMANCE
Keith Williams
transmitted, in any form or/byany means, electronic, mechani the prior permission of the author. This publication shall not, by out 01otherwise circulated without the p The information contained this publication is for private stud to ensure its accuracy and validity, no responsibility is
, recording or otherwise, without
it
Typeset by
Printed and Bound Gopsons Papers Ltd, ISBN 81-7002-088-
I
I A Himalayan Books ~ i r iPublished t in 2005 by
Distributed by The English Book Store -17-L, Connaught Circus, New Delhi 110001 Tel: 2341 7126,2341 5031,2341 '?936 Fax: 091-11-23417731. E-mail: info@englishbookst~re.in
I
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effort has been made
CONTENTS
Section 1
Key Facts and Equations
Section 2
Questions
Section 3
Summary of Answers
Section 4
Answers and Explanations
INTRODUCTION
The purpose of this book is to assist students preparing to undertake the JAR ATPL and CPL Aircraft performance examinations. The majority of the questions are based upon feedback provided by students who have undertaken the JAR ATPL examination. By drawing feedback from the widest possible range of sources, this book provides a more comprehensive range of questions than can be achieved by any single ground school~consultingonly its own students. Other questions are intended to assist students in developing the required level of understanding of the more important aspects of each part of the syllabus. Because of the very low incidence of examination questions requiring the use of graphs in the CAP 698, this book does not include any such exercises. Examinations frequently include questions relating to key aspects of the shapes of the CAP 698 graphs, however, so questions of this form are included in this book. The explanations provided in Section 3 indicate the degree of understanding required of students undertaking these examinations. The JAR CPL Aircraft Performance syllabus is similar to that for the KrPL, with the exceptions of matters relating to the MRJT 1 aircraft in the CAP 698. Students preparing for the CPL exarr~inationsshould therefore ignore all questions relating to this subject. Students wishing to comment on the content or format of this book may contact the author at
[email protected]
SECTION 1 KEY FACTS AND EQUATIONS
Effects of variables on take-off, climb, and landing performance. Definitions and limiting conditions for various speeds. Effects of clirr~bingto crossover altitude at constant IAS and above crossover altitude at constant Mach number. Effects of descending to crossover altitude at constant Mach number and below crossover at constant IAS. Commonly used equations.
KEY FACTS AND EQUATIONS
Effect of variables on take-off, climb and landing performance. The tables below indicates the effect of increasing the value of variables.
Altitude
v~~~
v~
Speed
I
Pressure
v~~~
,
v~
Decrease Decrease Increase Increase Increase Decrease
No effect No effect
v~~~
"R
Increase Decrease
v2
v~
'4
Increase
Increase
Decrease No effect Decrease
Decrease
Decrease
Increase No effect Increase
Decrease
Decrease
Increase
No effect Increase
Density
No effect
Increase
Temperature
No effect
lncrease
lncrease
Mass
Increase
Decrease Decrease lncrease No effect No effect Increase
Increase
Increase
Decrease No effect Decrease Increase Increase Increase
Runway upslope
No effect
No effect
No effect Increase
No effect
No effect
No effect No effect No effect
Headwind
No effect
No effect
No effect Increase
No effect
No effect
Flap angle
Decrease
No effect
No effect Decrease
Decrease
Decrease
Decrease Decrease Decrease
I
No effect 1 No effect No effect
Performance
VMBE
Ground speed
TORR
TODR
LDR
ASD
Climb Field Limited TOM Limited TOM
Altitude
Decrease
Increase
Increase
Increase
Increase
Increase
Decrease
Increase
Decrease
Pressure
Increase
Decrease
Decrease
Decrease
Decrease Decrease Increase
Density
Increase
Decrease
Decrease
Decrease
Decrease Decrease Increase
Increase
Temperature
Decrease
lncrease
lncrease
lncrease
lncrease
lncrease
Decrease
Decrease
Increase
Increase
Not applicable Not applicable
Mass
Increase
Increase
Increase
Runway upslope Increase
No effect
Increase
Increase
Decrease Decrease No effect
lncrease
Decrease
Decrease
Decrease
Decrease Decrease
1 Increase
Decrease
Decrease
Decrease
Decrease Decrease
Headwind F l a anale ~
(
, Decrease
Definitions and Limiting Conditions for Various Speeds Speed VSR
'SRO
and S' O
Limiting conditions The reference stalling speed V ,, replaces V, for class A aircraft. It is not less than the l g stalling speed. May not be less than 2 knots or 2% (whichever is greater) above the speed at which the stick pusher (if fitted) operates. This means that the stick pusher operates at not more than 2% or 2 .,, -. . knots below V The stalling speed or minimum steady flight speed with flaps in the landing setting.,,V, applies to Class A aircraft certificated under JAR 25 and Vsoapplies to Class B aircraft certificated under JAR 23. The minimum CAS at which lift equal to weight can be generated in the clean configuration at less than the stalling angle of attack. ,V ,, applies to Class A aircraft certificated under JAR 25 and V, applies to Class B aircraft certificated under JAR 23.
4
Key Facts and Equations
vsw
v
~
c
~
v
~
c
~
'MCL
v~~ v,
, which must be at least: Class A aircraft stall warning systems must activate at a speed,,V by reduced handling qualities (JAR indicated stall is a. 5 knots or 5% above the speed at which 125.201(d)). .,, b. 3 knots or 3% greater than V c. High enough to enable a recovery to be made when initiated not less than 1 second after stall warning onset in slow 1.59 turns decelera..ing a.: 2 knots per second, when trimmed for flight at 1.3 VSR. The minimum CAS at which control can be rnaintair ed, using primary flying controls (not nose wheel steering), on or close to the ground, follywing a critical engine failure. It is usually, but not alwhs, less than.,,V , The minimum CAS at which control can be ma ntaived, in the air in the take-off configuration, It is usually, but not always, folloyving a critical engine failure. Sometimes referred to as V., greater than VMc,. The minimum CAS at which control can be ma ntairsd in the air in the landing configuration, follovding a critical engine failure. The GAS at which it is assumed the critical encine v,rill fail whsn calculating take-off performance. Must always be greater than, ,V , and less tha i V,. Taka-off decision speed. The maximum CAS at whiqh it is popsible to abort a take-off safely fo~~o+ing an engine failure. And ever less than VMcnor greater than Nev$r less than the speed attained 2 seconds fter
I
B.
\,
vGO
vSTOP
v~
1
F
I
i
The lowest decision speed (CAS) at which it is possbble to continue a take-off safely following a critical engine failure. The highest decision speed (CAS) at which it i:, pos::,ible to at ort a take-off safely. The rotation speed, V, is the speed at which a? airqraft must be rotated into the take-off attitude. Must never be less than: a. V, b. 705%.,V, c. That required to attain V, by screen heigh
The fihal take-off speed must be achieved by th tim~? the airc-aft achieves the en-route (flaps and gear up) configuration.
p
Must be not less than: a. b.
'4
11.18.V ,, Tihe speed necessary to achieve the minimdm J44R25.143 manoeuvre capability. CAS @twhich best angle of climb is achieved. It is sli!;]htly less than VIM, for propeller aircraft and is VIM, f4r jets.
v~
CAS $t which best rate of climb is achieved. It i sligt~tlyhigher than VIM, for propeller aircraft and slightlb, higher than VIM, for jets.
v~~~
The dAS at which power required is minimum. \,',is I
I I
always Icwer than V .,,
Key Facts and Equations
5
The CAS at which total drag is minimum. It provides the best L:D ratio. ,, for propeller aircraft and 1.6 ,V ,, for jets. Approximately 1.3 ,V The CAS at which the ratio of CAS : drag is maximum. ,, or 1.7 ,V ,, for propeller aircraft and 2.1 ,V , for jets. Approximately 1.32 V Ensures that an adequate climb performance is available in the event of a discontinued approach. climb speed Must be a. 1.08 V ,, for Cengine aircraft in which the power increases give a significant reduction in stall speed. ,, for all other Class A aircraft. b. 1. I 3 V c. Not less than,,V, nor more than V,for Class A aircraft. d. Not exceeding 1.3 V, for all class B aircraft.
v~~~ V ~Max/ ~ Landing
The target threshold speed is the CAS that should be achieved at screen height during a landing. VAT,and VAT,are the threshold target speeds with all engines operating and one engine inoperative.
A 'T
The target threshold speed with all engines operating. Must be not less than 1.23V, steady descent to screen height at a descent gradient of not more than 5%. The target threshold speed with one engine inoperative. Must be not less than .V ,,
VAT,
following a
The reference speed is the CAS to be achieved at screen height when landing in any given configuration. Not less than the greater of VMcLor 1.23 ,V , for class A aircraft. Not less than the greater of VMcLor 1.3V,, for class B aircraft. The maximum brake energy velocity is the maximum CAS at which it is possible to stop an aircraft within the available ASDA, in the event of an aborted take-off, without exceeding the maximum energy absorption capabilities of the wheel brakes. The energy to be absorbed is proportional to ,, Increasing airfield altitude or air mass multiplied by TAS2, so increasing mass decreases.,V temperature both increase the TAS at any given CAS, thereby decreasing VMBE.
R ' EF
"ME,
Effects of Climbing to Crossover Altitude at Constant IAS, then to Higher Altitude at Constant Mach Number. IAS I
TAS
Effect of climbing CONSTANT to crossover altitude This means that %pVremains at constant IAS constant
INCREASING Because TAS:IAS ratio increases with increasing altitude
Effect of climbing at constant mach number above the crossover altitude
DECREASING Because LSS decreases up to 36,000 ft
DECREASING Because LSS decreases and TAS:IAS ratio increases
1
AofA
I
I
1
Pitch Attitude
I
I
Climb Gradient
I
CONSTANT To maintain constant lift at constant %pV
DECREASING To maintain constant A of A as gradient decreases
DECREASING Because thrust available decreases as altitude increases INCREASING INCREASING INCREASING To maintain To inctpase A of A Because both constant lift to maihtain constanl pitch and A of A as %pV lift as %pV are increasing decreases with IAS decreaSes with IAS
Effects of Descending to Crossover Altitude at Constant Mach Number, then td Lower Altitude at Constant IAS 1 IAS
Aof A
TAS
I
\
2
Effect of descending at constant mach number to the crossover altitude. This assumes that idle power is set, so the aircraft is effectively gliding.
INCREASING Because LSS increases as altitude decreases below 36,000 ft. And because IAS:TAS ratio increases as
I
INCREASING DECREASING Increasing IAS Because LSS increases as altitud decreases below 36,000 ft would reduce speed, so A of A must decrease to reduce drag, so thal
~
Pitch Attitude
Descent Gradient
INCRE~SING To decrease A of A the node down pitch attitude( must be gradually increased as altitude decreases
INCREASING As the nose is pushed gradually downwards and AofA decreases, the descent gradient increases
I I
6
Key Facts and Equations
at constant IAS TAS:IAS ratio
effectively gliding.
I
Commonly Used Equationp
Climb gradient (in still air) = ROC / TAS
GRADIENT WITH CHANGES and it is estimated using the equation: IN MASS ted using the equation:
at any given speed does not vary w equation for profile drag is: D, = C ,,
Fey Facts and Equations
~
I
INDUCED DRAG
VARIATION OF STALLING SPEED WITH MASS CHANGES
The coefficient of induced drag is proportional to C,2 SO induced drag at any given air speed I increases with increasing weight. The equation for induced drag is: Dl = C,,%pVS. Dl is proportional to IW, Where V is the EAS. Where V is the EAS. C, is proportional to IN4, C, is also proportional to C,2. C, = kc:/ pA Where k is the induced drag factor (k is 1 for elliptical plan forms) A is the aspect ratio. Stalling speed is proportional to the square of mass so the new stalling speed following a change in mass can be estimated using the following equation: V, (at new weight) = V, (at previous weight) X d(new weight / ol weight) This method also works for other speeds such as V, V ,, V ,,,, .V,, For small changes in weight the percentage increase in stalling peed is approximately half the percentage increase in weight. For example, a 10% increase in weight gives 5% increase in st lling speed and 5% increase in .V ,,
4
1
7
SECTION 2 QUESTIONS
Atmospheres Airfields Lift and drag Flaps Clirr~bingand descending Power required and power available Curves Speeds Ta ke-off En-route Landing
ATMOSPHERES
ATMOS 1. If pressure altitude is 30000 ft amsl and mach number is 0.84, what is the IS/ TAT?
ATMOS 2.
I
If indicated TAT is-10, pressure altitude is 30000 ft amsl, and mach number is 0. 14, what is the temperature deviation?
ATMOS 3. If pressure altitude is 40000 ft amsl, indicated TAT is -29, what is the mach numbr r assuming ISA conditions.
ATMOS 4. If mach number is 0.88 and TAT is 4,what is the pressure altitude in the iqternati nal standard atmosphere? a. b. c. d.
22000 ft. 24000 ft. 26000 ft. 28000 ft.
ATMOS 5. If pressure altitude is 30000 ft, indicated TAT is -10, mach number is 0.82, wl at i s the density altitude? a. b. c. d.
31000 ft. 30472 ft. 30573 ft. 30674 ft.
12
I
Atmospheres
ATMOS 6.
I
If QNH is 999 hPa, what is the pressure altitude at an elevakion of 2500 3 ft? a. b. c. d.
25100 ft. 25200 ft. 25300 ft. 25400 ft.
ATMOS 7. If pressure altitude is 22800 ft, at an elevation of 22000 ft,
J
hat s QNH'I
ATMOS 8. The wind at an airfield is reported to be 330130. What will be he win:j component along and across runway 04? a. b. c. d.
10 Kts headwind 10 kts tailwind 28 kts headwind 28 Kts tailwind
28 Kts crosswind from 28 Kts crosswind from 10 kts crosswind from 10 Kts crosswind from
ATMOS 9. can take-off is 10 Kts. What
The maximum factorised cross wind that in which a particul is the acceptable wind at 330 in which the aircraft can a. b, c. d.
2 Kts. 32 Kts. 12 Kts. 22 Kts.
ATMOS 10.
F1
The reported wind at an airfield is 270130. What along track nd cross ,:rack wind components must be used in the take-off calculation for an MRJT using runway 2 a. b. c. d.
28 kts tailwind 28 Kts headwind 10.5 Kts headwind 10.5 Kts tailwind
10.5 Kts from the right. 10.5 Kts from the left. 28 kts from the right. 28 Kts from the left.
ATMOS 11. If field elevation is 4000 ft amsl and QNH is 900 mb, what is
3
altitude?
I
Atmospheres
J
ATMOS 12.
If field elevation is 3500 ft amsl and QFE is 1020 mb, what is the pressure altit de?
ATMOS 13. If pressure altitude is 3700 ft amsl and QNH is 1000 mb, what is filed elievatior a. b. c. d.
3310. 3210. 390. 490.
ATMOS 14.
e~ e
Take-off and landing performance must be calculated based on ... and ... resp ctively? a. b. c. d.
Forecast temperatures Forecast temperatures Actual temperatures Actual temperatures
Forecast temperatures. Actual temperatures. Actual temperatures. Forecast temperatures.
ATMOS 15.
1
If the OAT at a pressure altitude of 5000 ft amsl is 1O°C what is the temperatur deviation?
ATMOS 16. Density altitude is? a. b. c. d.
The altitude at which the existing density would occur in the ISA! The density at which the existing temperature would occur in the ISA. The elevation at which the existing density would occur in the ISA. The pressure altitude corrected for density deviation. I
ATMOS 17. The pressure altitude of the field can be found by? a. b. c. d.
Setting QNH on the altimeter subscale. Setting QFE on the altimeter subscale. Setting 1013 mb on the altimeter subscale. From an ADC only.
13
14
Atmospheres
ATMOS 18. If field pressure altitude is 5000 ft amsl and OAT is 25OC, wt a. 5000 + 118(25 - (15 - (5 x b. 5000 - 118(25 - (15 + (5 x C. 5000 + 118(25 + (15 - (5 x d. 5000 - 118(25 + (15 + (5 x
le der ity altitude?
1.98))) = 7348.2 ft. 1.98))) = 4988.2 ft. 1.98))) = 8551.8 ft. 1.98))) = 10888.2 ft.
ATMOS 19. If QFE is 1022 hPa what is the pressure altitude of the field? a. b. c. d.
270 ft amsl. -270 ft amsl. 30660 ft amsl. 500 ft amsl.
ATMOS 20. If QNH is 1000 hPa and field elevation is 4500 ft amsl, what
-. -7
ATMOS 21. Pressure altitude is? a. b. c. d.
The altitude above sea level. The altimeter indication when QFE is set on the subThe altimeter indication when QNH is set on the sub The altimeter indication when 1013.25 hPa is set on
0-scal
ATMOS 22. Which of the following cause air density to decrease? a. b. c. d.
lncreasing humidity, increasing altitude, increasing tt lncreasing humidity, increasing altitude, decreasing t lncreasing humidity, decreasing altitude, increasing 1 Decreasing humidity, increasing altitude, decreasing
ATMOS 23. If QNH changes from 1013 hPa to 1022 hPa will? a. b. c. d.
Increase field elevation. Decrease field elevation. Not affect field elevation. Decrease QFE.
~ture. ature. ature. ratur~
Atmospheres
ATMOS 24. .
If QFE changes from 1013 hPa to 1022 hPa will? a. b. c. d.
lncrease field elevation. Not affect QNH. lncrease QNH. Decrease QNH.
ATMOS 25. EAS is? a. b. c. d.
CAS corrected for adiabatic compression. IAS corrected for adiabatic compression. IAS corrected for instrument errors. IAS corrected for pressure sensing errors.
ATMOS 26. As pressure altitude increases when climbing at constant IAS? a. b. c. d.
1
CAS will increase. CAS will decrease. TAS will increase. TAS will decrease.
ATMOS 27. As pressure altitude increases when climbing at constant mach number? a. b. c. d.
CAS will increase. CAS will decrease then remain constant. TAS will increase. TAS will decrease then remain constant.
ATMOS 28. As pressure altitude increases? a. b. c. d.
Temperature decreases. Temperature increases. Temperature increases then remains constant. Temperature decreases then remains constant.
ATMOS 29. When descending at constant CAS? a. b. c. d.
Dynamic pressure increases. Dynamic pressure decreases. Dynamic pressure remains constant then decreases. Dynamic pressure remains constant.
15
16
Atmospheres
ATMOS 30. At a fixed pressure altitude an increase in temperature will? a. b. c. d.
Decrease density but increase density altitude. Decrease density altitude. Not affect density altitude. Increase density but decrease density altitude.
ATMOS 31. When descending through an inversion at constant TAS? a. b. c. d.
Mach number increases. Mach number decreases. Mach number remains constant. CAS decreases.
ATMOS 32. When climbing through an inversion at constant TAS? a. b. c. d.
Mach number increases. Mach number decreases. Mach number remains constant. CAS increases.
A-TMOS 33. When descending through an inversion at constant CAS? a. b. c. d.
TAS increases. Mach number increases. Mach number remains constant. TAS decreases.
ATMOS 34. When climbing through an inversion at constant CAS? a. b. c. d.
TAS increases. Mach number increases. Mach number remains constant. TAS decreases.
ATMOS 35. When climbing through an inversion at constant mach num a. b. c. d.
CAS increases. TAS decreases. TAS remains constant. TAS increases.
Atmospheres
ATMOS 36. When descending through an inversion at constant mach number? a. b. c. d.
TAS increases. TAS decreases, TAS remains constant. CAS increases.
ATMOS 37. When climbing through an inversion at constant mach number? a. b. c. d.
CAS decreases. LSS decreases. TAS remains constant. TAS increases.
ATMOS 38.
1
When descending through an inversion at constant mach number? a. b. c. d.
CAS increases. LSS increases. LSS remains constant. TAS decreases.
ATMOS 39. When climbing through an inversion at constant CAS? a. b. c. d.
TAS increases. TAS decreases. TAS remains constant. Mach number increases.
ATMOS 40. When descending through an inversion at constant CAS? a. b. c. d.
TAS increases. TAS decreases. TAS remains constant. Mach nurr~berincreases.
ATMOS 41. When descending through an isothermal layer at constant TAS? a. b. c. d.
Mach number increases. Mach number decreases. Mach number remains constant. CAS decreases.
I
17
18
Atmospheres
ATMOS 42. When climbing through an isothermal layer at constant a. b. c. d.
Mach number increases. Mach number decreases. Mach number remains constant. CAS increases.
ATMOS 43.
r
When descending through an isothermal layer at constant C S? a. b. c. d.
Mach number increases. Mach number decreases. Mach number remains constant. TAS increases.
ATMOS 44.
i
When climbing through an isothermal layer at constant CAS. a. b. c. d.
Mach number increases. Mach number decreases. Mach number remains constant. TAS decreases.
I
ATMOS 45.
When climbing through an isothermal layer at constant mach nu ber? a. b. c. d.
TAS increases. TAS decreases. TAS remains constant. CAS increases.
I
ATMOS 46. When descending through an isothermal layer at constant m a. b. c. d.
umber
TAS increases. TAS decreases. TAS remains constant. CAS decreases.
ATMOS 47. When climbing through an isothermal layer at constant mach nur ber? a. b. c. d.
CAS increases. CAS decreases. CAS remains constant. TAS decreases.
Atmospheres
ATMOS 48. When descending through an isothermal layer at constant CAS? a. b. c. d.
LSS increases. LSS decreases. LSS remains constant. TAS increases.
ATMOS 49. When climbing through an isothermal layer at constant CAS? a. b. c. d.
TAS increases. TAS decreases. TAS remains constant. Mach number decreases.
ATMOS 50. When descending through an isothermal layer at constant CAS? a. b. c. d.
TAS increases! TAS decreases. TAS remains constant. Mach number increases.
ATMOS 51. If aerodrome elevation is 4000 ft amsl, and QNH is 1025 hPa, what is a. b. c. d.
3540 ft. 3640 ft. 3740 ft. 3840 ft.
ATMOS 52. If pressure increases whilst temperature increases in the ISA? a. b. c. d.
Density will increase. Density will decrease. Density might increase or decrease, Density will remain constant.
ATMOS 53.
I
If pressure increases whilst temperature increases in a non-standard airnosph re? a. b, c. d.
Density will increase. Density will decrease. . Density might increase or decrease. Density will remain constant.
19
20
Atmospheres
ATMOS 54. If pressure remains constant as temperature increases? a. b. c. d.
Density will increase, causing the CAS : TAS ratio to Density will increase, causing the CAS : TAS ratio to Density will decrease, causing the CAS : TAS ratio tc Density will decrease, causing the CAS : TAS ratio tc
se. ase. ase. kase.
A-TMOS 55. Density altitude is? 1. The elevation at which the prevailing density occurs 2. The pressure altitude at which the prevailing temper; 3. The pressure altitude at which the prevailing density a. b. c. d.
SA. CCUrs ; in th
the ISA. SA.
I
1. 1 and 2. 1 and 3. 2 and 3.
N M O S 56. As altitude increase in the ISA? a. The effects of decreasing pressure outweigh tho performance decreases. b. The effects of decreasing temperature outweigh performance decreases. c. The effects of decreasing density outweigh those c aircraft performance decreases. d. The effects of increasing TAS : CAS ratio outweigh tt performance decreases.
3ecre ;ing temperature, so aircraft of dc reasing pressure so aircraft easin pressure and temperature so
. pres re and temperature so aircraft
ATMOS 57. What is density altitude? a. b. c. d.
Altitude at which prevailing conditions would occur in Altitude at which prevailing density would occur in t h ~ Altitude at which ISA conditions occur in the real atrr Altitude found by dividing ambient density by actual (
A.
re. lapst ate.
ATMOS 58. If the temperature is 12" C at a pressure altitude of 10000 ft, a. b. c. d.
11993ft. 12993 ft. 13993 ft. 14993 ft.
s the
?nsityaltitude?
ATMOS 59. If pressure altitude is 0 ft and ambient temperature is 10° C, what is the
altitude?
a. 593 ft. b. - 593 ft. c. 1593 ft. d. - 1593 ft.
ATMOS 60. If field elevation is 1000 ft amsl, QNH is 1025 mb, and QFE is 9916 7 db, wha is the pressure altitude at the field? a. - 640 ft. b. 1640 ft. c. 640 ft. d. -1640 fi.
AI RFIELL
FlELD 1. Maximum allowable clearway length is limited by? a. b. c. d.
50% of TODA. 50% of TORA. Minimum acceptable load bearing strength. 150% of Stopway.
FlELD 2. Maximum allowable stopway length is limited by? a. b. c. d.
50% of TODA. 50% of TORA. Minimum acceptable load bearing strength. 50% of runway.
FlELD 3. Stopway slope must be? a. b. c. d.
Same as the runway. Not more than 125% of that of runway. Less than that of runway. More than that of runway.
FlELD 4. Stopway semi-width must be? a. b. c. d.
At At At At
least 150% that of the runway. least 95 m. least GO m. least the same as the runway.
FlELD 5. A balanced field is one where? a. b. c. d.
ASDA= EMDA. ASDA= T O W . ASDA = TODA. ASDA = LORR.
Airfields
FlELD 6. The maximum TODA is equal to? a. b. c. d.
150% of T O M . 125% of TORA. From BRP to the first obstacle. EMDA;
FlELD 7. The maximum TODA is equal to? a. 150% of EMDA. I b. 125% of T O M . 1 c. From the first point at which the take-off can commence, to the first ta ke-off. d. ASD.
FlELD 8. Minimum width at the ends of the clearway must be? a. b. c. d.
180m. 150m 75 m 90 m. 76 m 90 m. The same as the runway.
FlELD 9. TODA is? a. b. c. d.
The take-off run plus the clearway. The take-off run minus the clearway. The take-of run plus the stopway. The take-off run minus the stopway.
FlELD 10. A field is unbalanced when? a. b. c. d.
There is no clearway or stopway. The clearway length is equal to that of the stopway. The stopway is longer than the clearway. The clearway is harder than the stopway.
FlELD 11. A field is unbalanced when? a. b. c. d.
There is no clearway or stopway. The clearway length is equal to that of the stopway. The clearway is longer than the stopway. The clearway is harder than the stopway.
23
---__-____-__I
24
Airfields
ITI I
I
FlELD 12. A field is unbalanced when? a. b. c. d.
There is no clearway or stopway. The clearway length is equal to that of the stopway. There is a clearway but no stopway. There is a stopway but no clearway.
FlELD 13. A field with a stopway but no clearway? a. b. c. d.
Is not permitted. Is unbalanced. Is more operationally flexible. Is balanced.
FlELD 14. A balanced field? a. b. c. d.
Improves climb gradient. Is more operationally flexible. Makes calculation of take-off performance more simple. Is shorter.
FlELD 15. Runway 27 threshold elevation is 200 ft amsl and that of runwa and the EMDA is 1400 m for both runways, what is the slope a. b. c. d.
1.27% up. 1.27% down. 4.1 % up. 4.1% down.
FlELD 16.
amsl. If the TORA is 1200 m
:r k
Runway 27 threshold elevation is 275 ft amsl and that of runwa 0 is 310 amsl. Runway 27 TORA is 900 m and the EMDA is 1100 m. Runway 09 TORA is 1100 m an th EMD is 1200 m. What is the slope of runway 09? a. b. c. d.
1.2% up. 1.2% down. 2.3% up. 2.3% down.
FlELD 17. Runway 04 threshold is 300 ft amsl and that of runway 22 is 320 msl. For bo. h runways the TORA is 4000 m and the EMDA is 4500 m. what is the slope of runway 22? a. b. c. d.
0.1 5% down. 0.1 5% up. 2.5% down. 2.5% up.
Airfields
25
FlELD 18. A contaminated runway is? a. One on which more than 25% is covered with more than 3 mm 1 to an equivalent depth of more than 3 mm. b. One on which more than 33% is covered with at least 3 mm de equivalent depth of at least 3 mm. c. One on which more than 25% is covered with up to 15 mm of d. One on which more than 20% is covered with more than 2 slush.
pth of
ater, or by slush or snow
of w
?rof slush or snow to an
I
~ter,st ~v or slush. i m of tanding water, snow or
FlELD 19. Water equivalent depth is? a. b. c. d.
Equal to the actual depth multiplied by the specific gravity of tt conta Equal to the actual depth multiplied by the density of the contz inant. Equal to the amount of water in the contaminant. Not relevant to snow ice because these contain no free water.
nant.
FlELD 20. A contaminated field is? a. One on which more than 25% is covered with compacted snob b. One on which more than 33% is covered with at least 3 mm de h o f w ar of slush or snow to an equivalent depth of at least 3 mm. c. One on which more than 25% is covered with up to 15 mm o f ' ~ter,SI w or slush. d. One on which more than 20% is covered with more than 2 nm of tanding water, snow or slush.
FIELD 21. A damp runway is one on which? a. More than 33% is covered with at least 1.5 mm depth of wate~ depth of at least 1.5 mm. b. More than 25% is covered with up to 1.5 mm of water, snow o c. More than 20% is covered with more than 2 mm of standing w d. The surface is not dry but has insufficient moister to make its !
f slusl )r snow to an equivalent lush. 3r, snc or slush. .face i pear shiny. I
FlELD 22. A damp runway? a. b. c. d.
Does not affect take-off performance calculations. Does not affect take-off performance calculations except wher Does not affect take-off performance calculations except wher Always affects take-off performance calculations.
Irass. .ontan ated.
26
Airfields
FlELD 23. A dry runway? a. Includes those with grooves or a porous surface that re! moisture is present. b. Includes those that are not contaminated. c. Includes those with less than 3 mm of water or equivaler d. Never includes grass surfaces.
ffecti
y dry braking action when
h of:
)w or slush.
of col
~minantor with sufficient tc
FlELD 24. A wet runway is? a. One covered with less than 15 mm of water. b. One covered with less than 3 mm of water. c. One covered with less than 3 mm of water or equivalent 1 cause the surface to appear reflective. d. One covered with more than 1.5 mm but less than 3 mm
ter.
FlELD 25. A flooded runway is? a. b. c. d.
One covered with more than 15 mm of water. One covered with less than 3 mm of water. One covered with more than 3 mm over more than 50% One covered with more than 3 mm of water over more tt
;urfac % of
surface.
FlELD 26. Depth of snow and slush are measured? a. b. c. d.
Every 300m between 5 m and 10m from the centreline. Every 500m between 5m and 1Om from the centreline. Along the entire length of the runway, at its centreline. Along the entire length of the runway only if its depth is (
'
thar
mm.
FlELD 27. Maximum allowable runway slope in Europe is?
FlELD 28. Runway alignment reduction is? a. b. c. d.
Errors in compass systems caused by reinforcing strips in Errors made in the alignment of runways due to constructi The distance required by certain large aircraft types to linc The distance required by certain large aircraft types to tax
ete ri CCU T i
r takc e run
vays. 3s. iff. ~yafter landing.
Airfields
FIELD 29. A clearway? a. b. c. d.
Must be capable of supporting the weight of the aircraft using i. Must be clear of obstructions above a slope of 1.25% from the l d of 1 le T O W . Must be free of obstructions above a slope of 1.255 from the e I of th TODA. Must be longer than the stopway.
FIELD 30. Which of the following equations is true? a. b. c. d.
TODA = EMDA = TORA + Clearway. TODA = EDA = TORA + Clearway TORA = EMDA = TODA + Stopway. ASDA = EMDA = TORA + Stopway.
FIELD 31. Which of the following equations is true? a. b. c. d.
TODA = TORA + Clearway. TODA = EDA+ Clearway TORA = TODA + Stopway. ASDA = TORA + Clearway.
FlELD 32. When taking account of runway alignment reduction? a. b. c. d.
The reduction in T O W , TODA and ASDA are the same. The reduction in TORA is greater than the reductions in TODA nd AS The reduction in TODA is greater than the reductions in TORA nd AS The reduction in ASDA is greater than the reductions in TORA nd TC
FIELD 33. When taking account of runway alignment reduction the ASDA is take to cor mence at the? a. b. c. d.
Nose wheel position. Main wheel position. C of G position. Nose position.
FIELD 34. When taking account of runway alignment reduction the TODA is take to cor mence at the? a. b. c. d.
Nose wheel position. Main wheel position. C of G position. Nose position.
27
28
Airfields
FlELD 35. When taking account of runway alignment reduction the TORA a. b. c. d.
tal
Nose wheel position. Main wheel position. C of G position. Nose position.
FlELD 36. TODA is? a. b. c. d.
Runway length. Runway plus stopway length. Runway plus stopway plus clearway length. Runway plus clearway length.
FlELD 37. Increasing ambient temperature will? a. b. c. d.
Decrease field length limited TOM. Increase field length limited TOM. Increase climb limited TOM. lncrease.,V ,,
FlELD 38. The ACN of an aircraft landing on a newly constructed concrete a. b. c. d.
J n\
Must never be greater than PCN. Must never be greater than 125% of PCN. Can exceed PCN by up to 10% without prior ATC appro\ I. Can exceed PCN by 10% only with prior ATC approval.
FlELD 39. If the stopway of an airfield is extended to a length equal to its c an a. b. c. d.
Maximum TOM and V, will both increase. Maximurrl TOM will be unchanged but maximum V, will i! :re, Maximum TOM will increase but maximum V, will be unc 3n! Maximum TOM and V, will both decrease.
FlELD 40. The maximum TODA is? a. b. c. d.
Declared runway length plus stopway length. Declared runway length plus clearway length. Declared runway plus stopway plus clearway. Declared runway length minus runway alignment reducti
1.
bmmence at the?
Airfields
29
FlELD 41. The TODA for a particular runway is?
-
a. b. c. d.
The same for all aircraft that use it. The same for all aircraft using it.at the same mass. Sometimes dependent upon aircraft mass. Sometimes dependent upon aircraft type.
FlELD 42. An airfield has a declared runway length of 4000 m and the first obstac runway. What is the maximum TODA for a class A aircraft?
DO m from the end of the
FlELD 43. An airfield has a declared runway length of 4000 m and the first obsta of the take-off run. What is the maximum TODA.
I00 meters from the end
FlELD 44. The length of the clearway is limited by? a. b. c. d.
The first obstacle capable of damaging an aircraft after it has t 150% of the TODA. 150% of the TORA. 50% or the TODA.
FlELD 45. The clearway starts? a. b. c. d.
At the beginning of the TORA. At the end of the TODA. At the beginning of the stopway. At the end of the stopway.
FlELD 46. A field is unbalanced? a. b. c. d.
Only when the clearway is longer than the stopway. When the clearway is equal to the stopway. When there is a stopway but no clearway. When thereis neither a clearway nor a stopway.
rborne.
30
Airfields
FlELD 47. TODA is? a. b. c. d.
Never more than 50% greater than the TORA. Never less than 50% greater than the TORA. Never more than the stopway plus the clearway. Never more than runway length plus stopway length.
I i
Ii
FlELD 48. The purpose of the stopway is to? a. b. c. d.
lncrease the TORA. lncrease the TODA. lncrease the ASDA. Prevent obstacles striking aircraft after take-off. i
FlELD 49.
i
1
What is distance A to B in the diagram? a. b. c. d.
TORA. TODA. ASDA. EMDA.
i A
I1 i
FlELD 50. What is distance A to C in the diagram? a. b. c. d.
TORA. TODA. ASDA. LDA.
FIELD 51.
-
What is distance A to D in the diagram? a. b. c. d.
TORA. TODA. ASDA. EMDA.
FlELD 52. What is distance B to C In the diagram? a. b. c. d.
Stopway. TODA. ASDA. Clearway.
...
i
.:: B
C
.
..: ...
:
D
Airfields
31
FlELD 53. What is distance B to D In the diagram? a. b. c. d.
Stopway. TODA. ASDA. Clearway.
1
I
A
i
I
C
D
FlELD 54. What is the maximum length of B to D in the diagram? a. b. c. d.
50% of AB. 50% of AD. 150% of AB. 100% of AB.
FlELD 55. What is the gradient of runway 27 in the diagram? A = 500 ft Elev. B = 550 ft Elev. C = 600 ft Elev. A to B = 2000 m. A to C = 2500 m. a. b. c. d.
0.76% down. 0.76% up. 2.5% up. 2.5% down.
FlELD 56. BRP is 1500 ft amsl, runways slope is -2% and the TODR for a give elevation of the first obstacle is 2000 ft amsl, what is its height above a. b. c. d.
596.8 ft. 696.8 ft. 500 ft. 168.2 ft.
FlELD 57. BRP is 1500 ft amsl, runways slope is 2% and the TODR for a give elevation of the first obstacle is 2000 ft amsl, what is its height above a. b. c. d.
303.2 ft. 196.8 ft. 696.2 ft. 500 ft.
aircraft is 3000 m. If the
32
Airfields
FlELD 58. If the obstacle in question FlELD 57 is 1000 m from the end of th path that will just touch its top?
: is the gradient of a flight
FlELD 59. If the obstacle in question FlELD 56 is 10000 m from the end of tt path that will just touch its top?
t is the gradient of a flight
'F
FIELD 60. For an unbanked Class A aircraft the screen is assumed to be ... a. b. c. d.
50ft 50ft 35 ft 35ft
At the end of the clearway. At the end of the stopway. At the end of the TODR. At the end of the T O W .
FlELD 61. The minimum acceptable semi-width for a stopway is? a. b. c. d.
The same as that of the runway. 90 m. 70 m. 75 m.
FlELD 62. Which of the following are limited to 50% of the runway length? a. b. c. d.
Stopway. Clearway. TORA. TODA.
FlELD 63. Where does the clearway start? a. b. c. d.
The end of the TODA. The end of the TORA. The end of the runway. The end of the stopway.
ited at the?
Airfields
33
FIELD 64. Which of the following would not limit the length of the stopway? a. b. c. d.
A ditch or depression. A reduction in load bearing strength. 50% of the T O M . An obstacle.
FIELD 65. What percentage of PCN would be considered as an acceptable only? a. b. c. d.
Over 50%. Over 60%. Over 150%. Over 160%.
FIELD 66. What might be the T O M on the diagram below if CD is the stopway?
a. A-B. b. B-C. C. B-D. d. B-E.
FIELD 67. What might be the TODA on the diagram below if BC is the runway?
a. b. C. d.
A-B. B-C. B-D. B-E.
emergency operations
34
Airfields
~
FIELD 68. What might be the ASDA on the diagram below if CE is the clea#ayt
a. b. C. d.
A-B. 5-C. B-D. B-E.
W
FIELD 69.
What might be the EMDA on the diagram below if BC is the run ay?
1
i
.. ...
. ...
A
B
:
J
:
:
C
3
E
a. A-B. b. B-C. C. 5-D. d. B-E.
FIELD 70.
11 i
Over what distance on the diagram below must the surface be ap ble of upporting the weight of an aircraft if B c is the runway?
Airfields
35
FlELD 71. The load bearing strength of a stopway must be at least? a. b. c. d.
That of the associated runway. 75% that of the associated runway. 50% that of the associated runway. 30% that of the associated runway.
FlELD 72. fficient of friction for.. .?
When the mu-meter readings fall below ... pilots must be informeid of I
a. b. c. d.
0.4 each 113 of the runway length. 0.3 each '/z of the runway. 0.4 all of the runway. 0.3 all of the runway.
n
FlELD 73.
What is the minimum depth of dry snow that needs to be taken 'into accou performance? a. b. c. d.
10 mm. 15 mm. 3mm. 25 mm.
FlELD 74.
I
What is the maximum permissible depth of wet snow for take-off and a. b. c. d.
95 mm. 75 mm. 15 mm. 35 mm.
FlELD 75. What is reference zero? a. b. c. d.
An An An An
imaginary horizontal plain commencing at the end of the imaginary vertical plain commencing at the end of the imaginary horizontal plain commencing at the end of imaginary horizontal plain commencing at the end of
FlELD 76. Which of the following describes the length of the TORA? a. b. c. d.
The TODA minus the clearway. The ASDA minus the clearway. The TODA minus the ASDA. The clearway minus the stopway.
I
when calculating take-off
36
Airfields
FlELD 77. Which of the following need not be capable of supporting the wei a. b. c. d.
The TODA minus the clearway. The ASDA minus the clearway. The clearway minus the stopway. The TORA minus the stopway.
FlELD 78. Which of the following is an unbalanced field? a. b. c. d.
TORA 3000 m T O W 3000 m TORA3400 m T O W 3400 m
ASDA 3000 m ASDA 3400 m ASDA 4000 m ASDA 3400 m
FlELD 79. For an aircraft with tyre pressures of 150 psi landing on a wet run a. b. c. d.
94.3 Kts. 92.3 Kts 110.2kts. 101.2 Kts.
FlELD 80. For an aircraft with tyre pressures of 150 psi landing on a runway Vp will be? a. b. c. d.
with wet snow (SG = 0.5)
158.6 Kts. 188.6 Kts. 94.3 Kts. 79.3 Kts.
FlELD 81. For an aircraft with tyre pressures of 150 psi taking-off from a wet a. b. c. d.
94.3 Kts. 92.3 Kts. 110.2 Kts. 120.2 Kts.
FlELD 82. For an aircraft with tyre pressures of 150 psi taking-off from a run 0.5) Vp will be? a. b. c. d.
202.5 Kts. 220.5 Kts. 188.6 Kts. 108.6 Kts.
ated with wet snow (SG =
Airfields
FIELD 83.
I
For any given aircraft mass, tyre pressure and contaminant VA at to1 that in the event of a rejected take-off? a. b. c. d.
i don
will be
37
...Compared with
The same. Higher. Lower. Higher or lower depending on the runway condition.
FIELD 84. What is measured performance? a. The average performance of a type of aircraft when tested. b. The average performance of a type of aircraft, reduced suc that : individual aircraft will be capable of achieving it. c. The performance that any given aircraft can be predicted to a ieve. d. The performance that a type of aircraft can achieve when he\n r in a as-new condition.
FIELD 85. A runway is flooded when
...% of it is covered with more than ... rnm
FIELD 86. The provision of a stopway will a. b. c. d.
lncrease maximum V, at any given mass and increase ASDA Decrease maximum V, at any given mass and increase A$D/ lncrease maximum V, at any given mass and decrease A$DP Decrease maximum V, at any given mass and decrease ~ S D
FIELD 87. The provision of a clearway will? a. b. c. d.
lncrease minimum V, at any given mass and increase T O ~ A . Decrease minimum V, at any given mass and increase TqDA lncrease maximum V, at any given mass and decrease T ~ D L Decrease maximum V, at any given mass and decrease T/3D
wate ?
LIFT AND DW
LD 1. Which of the following statements is most accurate? a. b. c. d.
Dl is proportional to Dl is proportional to Dl is proportional to Dl is proportional to
1 I(EAS)2 1 I(IAS)2 1 I (RAS)2 1 I (TAS)2
LD 2. Which of the following statements is most accurate? a. b. c. d.
Dl is proportional to L. Dl is proportional to LN. Dl is proportional to IIL. Dl is proportional to VIL.
LD 3. If a 50000 Ibf aircraft requires 25000 Ibf of thrust maintain unacl what is its L:D ratio?
;ed str ight and level flight at 250 Kts
LD 4. What effect does increasing load factor have on power requirc a. b. c. d.
ny gii 'n aircraft weight and TAS?
No effect. Increases in direct proportion to load factor. Decreases in direct proportion to load factor. Power required is inversely proportional to load factor.
LD 5. What effect will increasing weight have on Dl, D, and , ,D a. b. c. d.
Increase, Increase, Decrease, Decrease,
No significant effect, Decrease, Increase, No significant effect,
at : Inc Nc Nc In(
len lo;
j
factor and airspeed?
!cant Ffect. 'icant Ffect.
Lift and Drag
39
I
LD 6. What effect will increasing aircraft weight have on minimum drag bpe d (VMD)and speed stability. a. b. c. d.
Increase, Increase, Decrease, Decrease,
Increase. Decrease. Increase. Decrease.
LD 7. What effect will lowering the landing gear have on VMDand a. Increase, b. Increase, C. Decrease, d. Decrease,
Increase. Decrease. Increase. Decrease.
LD 8. nstant low IAS .
What is the effect on Dl and D, when an aircraft climbs to a. b. c. d.
Increase, Increase, No change, Decrease,
Increase. Decrease. No change. Decrease.
'
LD 9.
1
What would be the effect on Dl, D, and speed stability if the tra~lindedge flaps )fan aircraft were lowered to the 10 degree setting while maintaining constant speed and wipgs l p l ? l
a. Increase, b. Increase, C. Decrease, d. Decrease,
Increase, Increase, Increase, Decrease,
Increase. Decrease. Increase. Decrease.
LD 10. What would be the effect on Dl, D, and speed stability if the trailin to the 40 degree setting while maintaining constant speed and a. b. c. d.
Increase, Increase, Decrease, Decrease,
Increase, Increase, Increase, Decrease,
Increase. Decrease. Increase. Decrease.
LD 11.
)fan aircraft were lowered
~b
P
What will be the effect on drag if humidity is increased if air te pe-ature, ressure and TAS remain constant?
i
a. b. c. d.
Increase. Decrease. Remain constant. Decrease or increase depending on Mach number.
40
Lift and Drag I
LD 12.
1
When flying at best L:D ratio what is the ratio of D,: Dl? a. b. c. d.
2:l. 1:l. 1:2. Depends on aerofoil section.
LD 13. Which of the following occur at ? V ,, a. b. c. d.
Minimum power required and best L:D ratio. Minimum drag and greatest L:D ratio. Minimum angle of attack and best rate of climb. Minimum drag and greatest jet propeller aircraft range.
I
I
LD 14. In what direction does the drag force act? a. b. c. d.
Parallel to relative airflow. Parallel but opposite to the direction of flight. Parallel to lift. Parallel to weight.
LD 15. a wing flying at zero lift angle
Which of the following statements are true of the total reaction of attack. a. b. c. d.
It equals D,. It equals Dl. It equals weight. It is twice D,.
LD 16. In what direction does the total reaction act when a wing is flyi a. b. c. d.
"
Parallel but opposite to the direction of flight. Vertically aft through the C of G. Vertically upward through the aerodynamic centre. Vertically aft such that it produces a nose up pitching m me t.
LD 17. What is the relationship between D, and D, at speeds below V a. Dl is greater than D,. b. D, is less than D,. c. Dl = D.,
0
lift angle of attack?
~ 1 -
~
LD 18.
~
I 1
Lift and Drag
................ increases and to CLWlx
Complete the f~llowingstatement. As airspeed changes From V, .............. decreases. I I l
~
I
LD 19. Which of the following definitions of D, is the most accurate?
l
a. b. c. d.
It is made up of form, friction and induced drag. It is made up of friction, induced and shock drag. It is made up of friction, form and interference drag. It is made up of interference, shock and form drag.
~~
LD 20.
I
I
1
1 ccurate?
Which of the following statements concerning the generation o a, b. c. d.
I
I
~
Lit? is generated by a cambered aerofoil. Lit? is generated by an aerofoil at a positive angle. Lit? is generated by high speed airflow. Lift is generated by the downward acceleration of air.
I I
i
,I
LD 21. Which of the following causes induced drag (Dl)? a. b. c. d.
Shock waves above and below the wing. Friction due to the air passing over the wing. Rotating airflow caused by wing tip vortices. The upwash of air caused by wingtip vortices.
LD 22. Which of the following causes induced drag (Dl)? a. b. c. d.
Shock waves above and below the wing. Friction due to the air passing over the wing. Downwash of aitflow over the trailing edge caused by Upwash of airflow over the trailing edge caused by I
LD 23.
d
Which of the following is responsible for the creation of induce a. b. c. d.
Angle of attack, camber, wing area and airspeed. Pitch angle, camber, wing area and airspeed. Pitch angle, camber, wing area and angle of attack. Airspeed, wing area and pitch angle.
I I
i
41
42
Lift and Drag
LD 24. What proportion of total drag is made up of induced drag wher lyir
at V, ?
LD 25. If TAS is increased from 300 Kts to 400 Kts with no change in ltiti le, co 'iguration or weight, by what percentage will power required change? a. b. c. d.
Decrease by 135% Decrease by 35% lncrease by 135% lncrease by 235%
LD 26. All other factors being equal, minimum drag is..........? a. b. c. d.
Constant. Proportional to weight. A function of density altitude. A function of pressure altitude.
LD 27. If air density is reduced by a factor of 4, by what factor will dra! a. b. c. d.
?
Decrease by a factor of 2. Decrease by a factor of 4. lncrease by a factor of 4. Decrease by a factor of 16.
LD 28. If indicated airspeed is maintained constant while air density dt re; es by alf what will be the effect on total drag? a. b. c. d.
lncrease by a factor of 2. Decrease by a factor of 2. lncrease by a factor of 4. Remain unchanged.
LD 29. If IAS is increased from 100 Kts to 200 Kts, by what factor wou
C be multiplied? D ~nd
Lift and Drag
43
LD 30. In what direction does the weight of an aircraft act? a. b. c. d.
At right angles to the flight path. Opposite lift. Straight down. Depends on rate of turn.
LD 31. In what direction does lift act? a. b. c. d.
Straight up. At right angles to the flight path. At right angles to the relative airflow. At right angles to thrust.
LD 32. The majority of lift is produced by? a. b. c. d.
High pressure below the wing. Low pressure above the wing. lncreased velocity below the wing. lncreased density below the wing. I
LD 33.
How does static pressure below a wing at low positive angles of atjack l static pressure? a. b. c. d.
3 with
the local ambient
Higher. The same. Lower. Higher or lower depending on speed.
LD 34. Which of the following would give minimum glide gradient?
b' C,2 / L' C. C,4 / C,
d'
D '
Max. Min.
Max.
A low speed aircraft climbs from sea level to 40000 feet pressure alti will its profile drag be multiplied if all other factors remain unchange
at con ant TAS. By what factor
44
Lit7 and Drag
LD 36, What will be the effect of raising the undercarriage of an ai lncreased induced drag due to more efficient li!? Decreased induced drag due to less efficient lift lncreased profile drag and greater speed stability. Decreased profile drag and lower speed stability.
a. b. c. d.
LD 37. What causes wing tip vortices? a. b. c. d.
Pressure differences in front of and behind the wing High pressure air leaking from below the wings. Spanwise flow from tip to root under the wings. spanwise flow from root to tip above the wings.
t . 1
LD 38. How does aspect ratio affect wingtip vortex strength? a. b. c. d.
Shorter tip chord length. Longer tip chord length. Shorter root chord length. Higher energy airflow.
LD 39. In what ways are D,and D, proportional to V? a. b. c. d.
Inversely. v3, V2, IN2,
1 ~ 1N 2 . V2.
~
.
I
LD 40. What happens to total drag when increasing speed to V,? a. b. c. d.
Decreases approximately with the square of speed. Increases approximately with the square of speed. Decreases approximately with the inverse of the squ Remains constant.
LD 41. If IAS decreases by a factor of 5 how would drag vary?
Lift and Drag
LD 42. If IAS decreased by a factor of 5 how would drag vary?
LD 43. How does total drag vary with air density? a. b. c. d.
Constant. Directly. Inversely. Conversely.
LD 44. Which of the following are true of ? V ,, a. b. c. d.
Lower than.V ,, Gives best L:D ratio. Gives best endurance in a propeller aircraft. Gives best range in a jet aircraft.
LD 45.
er
How is drag affected if pressure decreases with TAS and temperatur co stant? a. b. c. d.
Increases. Decreases. Constant. lncrease or decrease depending on altitude.
1
LD 46.
How does retraction of flaps affect induced drag if IAS remains constbnt? a. b. c. d.
Increases. Decreases. Constant. lncrease or decrease depending on speed.
LD 47. At low angles of attack the major component of total drag is ............ a. b. c. d.
Induced. Vortex. Shock. Profile.
45
46
Lift and Drag
LD 48. At high angles of attack the major component of total drag is.............drag? a. b. c. d.
Induced. Vortex. Shock. Profile.
LD 49.
.........causes induced drag? a. Angle of attack. b. Aspect ratio. c. Boundary layer separation. d. The generation of lift.
LD 50. Induced drag is directly proportional to ............? a. b. c. d.
Angle of attack. (Lift f ~ r c e ) ~ . (True air~peed)~. Aspect ratio.
LD 51. Induced drag is caused by.. ......? a. b. c. d.
Upwash. Tip tanks. High tailplanes. Wing tip vortices.
LD 52. Lowering the undercarriage will ........? a. b. c. d.
lncrease induced drag and nose down pitching Decrease induced drag and nose down lncrease profile drag and nose down Decrease profile drag and nose
LD 53. Doubling IAS multiplies drag by ....?
Lift and Dmg
LD 54. Tripling IAS multiplies drag by.. ..?
LD 55. C, varies ....?
a. b. c. d.
Directly with C: and inversely with aspect ratio. Directly with speed and aspect ratio. Directly with wing area and C,. Directly with angle of attack and speed.
LD 56. Increasing camber will.. ..? a. b. c. d.
lncrease the gradient of the lift slope. Decrease the gradient of the lift slope. lncrease C, Max. Decrease induced drag.
LD 57. lncreasing camber will.. ..? a. b. c. d.
lncrease the gradient of the lift slope. Decrease the gradient of the lift slope. Decrease C, Max. Reduced stalling speed.
LD 58. lncreasing air temperature will.. ..? a. b. c. d.
lncrease the gradient of the lift slope. Decrease C, max. Decrease lift at any given C, and TAS. lncrease profile drag.
LD 59. lncreasing humidity will.. .....? a. b. c. d.
lncrease C, max. lncrease required C,. Decrease stalling speed. lncrease profile drag.
47
48
Lift and Drag
LD 60. lncreasing humidity will ..... ..? a. b. c. d.
lncrease C, max. Decrease required C,. lncrease stalling speed. lncrease profile drag.
LD 61. To maintain constant angle of climb, when climbing at constant TAS ......? a. b. c. d.
Angle of attack must increase. Angle of attack must decrease. Angle of attack must remain constant. IAS must increase.
LD 62. Which of the following statements are true? 1. 2. 3. 4.
lncreasing aspect ratio reduces induced drag. lncreasing sweep back angle reduces induced drag. lncreasing EAS increases induced drag. lncreasing C, increases induced drag.
a. b. c. d.
1 and 4. 1, 2 and 3. 1, 3 and 4. 2, 3 and 4.
LD 63. Which two of the following statements are most accurate? 1. 2. 3. 4.
C ,, is approximately constant and D, is proportional to V2. C, is proportional to IN4and D, is proportionai to V2. The V in a and b above is TAS. The V in a and b above is EAS.
a. b. c. d.
1 and 4. 1 and 3. 1 and 2. 2 and 3.
LD 64. At 1.3VSC, would be .......% of C,
Max?
Lift and Drag
LD 65. .......... Altitude at constant TAS will ......... D,? a. b. c. d.
Increasing, Increasing, Decreasing, Decreasing,
Increase. Decrease. Increase. Decrease.
LD 66. Induced drag is increased by ......... weight, ......... airspeed and ........ aspect ratio? a. b. c. d.
Increasing, Increasing, Increasing, Decreasing,
Increasing, Decreasing, Decreasing, Increasing,
Increasing. Decreasing. Increasing. Decreasing.
LD 67. Increasing load factor will .......... D, a. b. c. d.
Increase, Decrease, Not affect, Not affect,
.............V,, and ...........speed stability?
Increase, Decrease, Increase, Decrease,
Increase. Decrease. Decrease. Increase.
LD 68. At 0.9 V, the C, will be ............ C, Max and C, will be ........... than at 1.I V? , a. b. c. d.
Greater than, Greater than, Less than, Less than,
Greater than. Less than. Less than. Greater than.
LD 69. 7 C, is proportional to ............
49
FLAPS
FLAPS 1. What is the effect of deploying trailing edge flaps? a. b. c. d.
lncreases C, and V, Decreases C, and V, lncreases C, and decreases V, Decreases C, and increases V,
FLAPS 2. What trailing edge flap angle will give the minimum stalling speed? a. b. c. d.
Maximum deflection. Zero degrees. 20 degrees. 30 degrees.
FLAPS 3. What trailing edge flap angle will give best L : D ratio? a. b. c. d.
Zero angle. Maximum angle. 20 degrees. 30 degrees.
FLAPS 4. Deployment of trailing edge flaps in straight and level flight will a. b. c. d.
Not affect. Decrease. Increase. Increase or decrease depending on flap angle selected.
FLAPS 5. Which of the following will reduce L:D ratio most? a. b. c.
6.
..... , ......induced drag?
15" trailing edge flap. 30" trailing edge flap. 45" trailing edge flap. 15"slat.
Flaps
FLAPS 6. Deployment of flaps ....... C,? a. b. c. d.
Increases. Decreases. Increases then decreases. Decreases then increases.
FLAPS 7 . Deployment of trailing edge flaps ........stalling angle and...... ?,,C , a. b. c. d.
Increases, Increases, Decreases, Decreases,
Increase. Decreases. Decreases. Increases.
FLAPS 8. Maximum speed for extending flaps is.. ...? a. b. C. d.
V., V .,, VF. V.,
FLAPS 9. Maximum speed with extended flaps is.....? -.
a. V., b. V .,, c. v,. d. V.,
FLAPS 10. Raising slats too soon after take-off might........? a. b. c. d.
Increase stalling angle. Cause stalling. Prevent flutter. Increase rate of climb.
FLAPS 11. 7 Flap deployment improves C, most ...........
a. b. c. d.
During the first few degrees. During the last few decrees. At high subsonic speeds. During the take-off roll.
51
52
Flaps
FLAPS 12. Failure of trailing edge flaps to deploy on landing will? a. b. c. d.
Decrease landing speed. Decrease landing roll. lncrease nose up attitude. lncrease angle of attack.
FLAPS 13. Retracting trailing edge flaps whilst leaving slats deployed in a climt a. b. c. d.
Reduce drag. Reduce lift, drag and L:D ratio. lncrease !ift and reduce drag. Reduce lift and drag and increase L:D ratio.
FLAPS 14. Retraction of slats prior to flaps might ........ ? a. b. c. d.
lncrease L:D ratio. lncrease stalling angle. Reduce stalling speed. Cause stall.
FLAPS 15. Trailing edge flap deployment .....? a. b. c. d.
lncreases stalling speed and stalling angle of attack. Decreases stalling speed and angle of incidence. Decreases stalling speed and stalling angle of attack. Improves stability.
FLAPS 16. Spoiler deployment? a. b. c. d.
lncreases L:D ratio. Decreases L:D ratio. Decreases separation over flaps. Is not possible with flaps deployed.
FLAPS 17. Flap deployment ...... D, and a. Increases, b. Increases, C. Decreases, d . Decreases,
...... D,?
Increases. Decreases. Decreases. Increases.
Flaps
FLAPS 18. Landing configuration is usually ........7. a. b. c. d.
Slats and flaps fully deployed. Slats only deployed. Flaps only deployed. Slats fully deployed and flaps at minimum deflection angle.
FLAPS 19. Flap deployment ..... the landing run? a. b. c. d.
Increases. Decreases. Does not affect. lncreases or decreases depending on landing speed.
FLAPS 20. Flap deployment ..... the take-off run? a. b. c. d.
Increases. Decreases. Does not affect. lncreases or decreases depending on deployment angle.
FLAPS 21. Trailing edge flap deployment a. b. c. d.
......... power required?
Increases. Decreases. Does not affect. lncreases or decreases depending on C of G position.
FLAPS 22. Use of small angles of flap deflection .... ? a, b. c. d.
lncreases D, more than D., lncreases D, more than Dl. Reduces Dl and increases D,. lncreases Dl and reduces D.,
FLAPS 23. Maximum flap deployment speed is .... ? a. V., b. V., C. v ., d. V.,
53
54
Flaps
FLAPS 24. Full flap deployment in take-off will a. b. c. d.
..... ?
lncrease climb performance. lncrease take-off distance required. lncrease acceleration rate. lncrease climb gradient.
FLAPS 25. Full flap deployment in landing will ..... ? a. b. c. d.
Require a shallower approach. Permit a steeper approach. lncrease landing speed. lncrease landing run.
FLAPS 26. Stalling angle is typically degrees?
........ degrees with
plain flaps deployed vhile that with split flaps is
.........
CLIMBING AND DESCENDING
CLIMB 1. What speed is requiredto achieve maximum endurance in a piston engine powered and jet engine powered aircraft respectively?
CLIMB 2. Select the approp~iatewords to complete the following statement. Fuel flow in a piston engine aircraft is proportional to .......... whilst that in a jet powered aircraft is proportional to ......... Thrust output of a jet engine ..................with increasing airspeed whilst that of a piston engine ............
I. Is approximately constant 2. Thrust 3. Reduces rapidly 4. Power 5. RPM
CLIMB 3. Select the correct words to complete the following statement. To achieve the maximum possible glide range it is necessary to fly at ...........This is achieved by flying the aircraft in a ....................condition and at ......... a. b. c. d.
BEST L:D RATIO BEST L2:D RA1-10 BEST L:D RATIO BEST L2:D RATIO
200FLAPS
VMp
FLAPS UP FLAPS UP FLAPSUP
'MD 'MD -
YAP
56
Climbing and Descending
CLlMB 4. What speed is required to achieve maximum angle of climb in a jet ai raft and a piston aircraft respectively and for what purpose might this be required?
a. V~~ b. "MP
Minimum safe speed Minimum safe speed
c. Minimum safe speed
M 'D
d- V~~
Minimum safe speed
Ob: lcle clearance after take-off. Ob: lcle clearance after take-off. Gai height rapidly. Gai height rapidly.
CLlMB 5. An aircraft of mass 200000 Kg is able to achieve a maximum climb ! adient of 5%. At what mass would it be able to achieve a maximum gradient of 4%? a. b. c. d.
250000 Kg. 150000 Kg. 300000 Kg. 275000 Kg.
CLlMB 6. What happens to the range between minimum and maximum flig : speeds for a subsonic aircraft as altitude increases? a. b. c. d.
It increases. It decreases. It remains constant. It decreases then increases.
CLlMB 7. Select the appropriate words to complete the following statement. Thrust horsepower output of a propeller aircraft ...... with increasin< iirspeed whilst that of a jet ... 1. 2. 3. 4. 5.
Is approximately constant. Is unchanged. lncreases rapidly then decreases rapidly. Reduces slowly. lncreases approximately linearly.
CLlMB 8. When flying at VMDan aircraft has a C, of 0.45 and a CDof 0.0225. 1 ts engines fail when flying at 36000 feet what will be its maximum glide range? a. b. c. d.
100 nm. 200 nm. 120 nm. 175 nm.
Climbing and Descending
57
CLlMB 9. When flying at VMDan aircraft weighing 400000 Ibf has a C, of 0.45 and a CDof 0.0225. If its engines fail when fljling at 36000 feet what will be its maximum glide range if the pilot immediately dumps 100000 Ibf of fuel? What effect will the reduced weight have on VMD? a. 100 nm b. 200 nm. c. 120 nm. d. 120 nm.
Reduce VMDby 25%. Increase VMDby 25%. No change in VMD. Reduce VMD.
CLlMB 10. What is the available rate of climb at service ceiling for a piston and jet aircraft respectively? a. b. c. d.
500 fpm 100 fpm 50 fpm 250 fpm
100 fpm. 500 fpm. 100 fpm. 500 fpm.
CLlMB 11. What speed is required to achieve best rate of climb in a jet and piston aircraft respectively? a. b. C. d.
VMD VMp Between VMpand VMD Greater than VMD
VMp. VMDBetween VMDand V., Less than V .,,
CLlMB 12. How is the absolute ceiling indicated on a power available i power required graph for a piston and jet aircraft respectively? a. The power available curve will be tangential to the power required curve. b. The distance between power available and power required will be just sufficient to give rates of climb of 100 fprn and 500 fprn respectively. c. For a piston aircraft the power available curve will be tangential to the power required curve. A thrust available i thrust required curve must be used for a jet aircraft. d. At VMDand VMprespectively.
CLlMB 13. What will be the effect of a headwind on glide range and glide angle respectively? a. b. c. d.
Decrease No effect Decrease lncrease
Decrease. Increase. Increase. No effect.
58
Climbing and Descending
CLIMB 14. What will be the effect of a tailwind on glide range and rate of des a. b. c. d.
Increase No effect Decrease Increase
nt respectively?
Decrease. Increase. Increase. IVo effect
CLIMB 15. Which of the following best describes the effect of flap deploymer a. lncreased lift at any given speed, reduced L;D ratio, increas 1 take-off speed and landing speeds, increased angle of climb. b. lncreased lift at any given speed, increased L;D ratio, reduc 1 take-off speed and landing speeds, reduced angle of climb. c. lncreased lift at any given speed, reduced L;D ratio, reducl take-off speed and landing speeds, reduced angle of climb. d. lncreased lift at any given speed, reduced L;D ratio, increa5 1 take-off speed and landing speeds, no effect on angle of climb.
CLIMB 16. Best endurance for a piston aircraft is achieved at V ,,, is this so?
whilst that fa
I jet
aircraft is achieved at (V,).
Why
a. Fuel consumption in a piston aircraft is proportional to pow output, whereas that of a jet aircraft is proportional to thrust and hence drag. b. Fuel consumption in a piston aircraft is proportionalto rpm, wt -easthat of a jet aircraft is proportional to power and hence drag. c. Fuel consumption in a piston aircraft is proportional to tl rst, whereas that of a jet aircraft is proportional to power and hence drag. d. Fuel consumption in a piston aircraft is proportional to pow output, whereas that of a jet aircraft is proportional to rpm.
CLIMB 17. Which of the following best describes the effect of increasing altitt a. Both power available and power required increase with in them narrows so rate of climb reduces. b. Both power available and power required decrease with altit so rate of climb reduces. c. Power available increases with altitude whilst power requi and hence rate of climb increases. d. Power available reduces with altitude whilst power require and hence rate of climb decreases.
3
on maximum rate of climb?
2asing altitude but the gap between le but the gap between them narrows
1 reduces so the gap between them increases so the gap between them
Climbing and Descending
59
CLIMB 18. Which of the following best describes the manner in which best climb speed varies with altitude? a. Best climb €AS increases whilst best climb TAS reduces with increasing altitude for both piston and jet aircraft. The effect on TAS is of the same magnitude in both cases. b. Best climb EAS and best climb TAS both increase with increasing altitude for both piston and jet aircraft. The effect on TAS is greater for a piston than for a jet. c. Best climb EAS and TAS both decrease with increasing altitude for both piston and jet aircraft. The effect on TAS is greater for a jet than for a piston. d. Best climb EAS reduces whilst best clirr~bTAS increases with increasing altitude for both piston and jet aircraft. The effect on TAS is greater for a piston than for a jet.
CLIMB 19. How will a headwind and a tailwind respectively affect best range glide speed? a. b. c. d.
Decrease Decrease lncrease lncrease
lncrease Decrease Decrease lncrease
CLIMB 20. If an aircraft enters a banked turn whilst climbing to cruising altitude what effect will this have on rate of climb at constant power setting? a. Climbing and turning occur in different planes and hence are not related, so rate of climb will remain constant regardless of bank angle. b. Banking will increase load factor and hence induced drag. This will reduce the rate of climb. c. Although banking wiil increase load factor and hence induced drag, rate of climb depends only on excess thrust. Rate of climb will therefore remain unchanged. d. Banking will reduce the climb gradient, so more power will be available to increase rate of climb.
CLIMB 21. Select the appropriate words to complete the following statement. Fuel flow in a piston engine aircraft is proportional to .......... whilst that in a jet powered aircraft is directly proportional to ......... Thrust available from a jet engine .................. with increasing airspeed whilst that of a piston engine ................
1. 2. 3. 4. 5.
Is approximately constant Thrust Reduces rapidly Power Increases approximately linearly
60
Climbing and Descending
CLlMB 22. An aircraft weighing 200000 Ibf has a maximum excess power What will be its maximum rate of climb? a. b. c. d.
ailable of 1500 Thrust Horse Power.
512 fpm. 753 fpm. 248 fpm. 358 fpm.
CLlMB 23. An aircraft weighing 50000 Ibf requires a thrust of 20000 Ibf when What will be its maximum climb gradient at this speed assuming it! Ibf and the total drag force does not change during the climb?
(ingstraight and level at 250 Kts IAS. laximum thrust at this speed is 40000
CLlMB 24. When does the second segment climb begin? a. b. c. d.
At the start of flap retraction. ,, to V,. At the start of acceleration from ,V At the end of landing gear retraction. At the start of acceleration from V, to flap retraction speec
CLlMB 25. When does the third segment begin? a. b. c. d.
When the flaps are fully retracted. 400 ft gross height minimum. ,, to V,. At the start of acceleration from ,V At the start of acceleration to flap retraction speed.
CLIMB26. In a constant mach descent the pitch angle will? a. Decrease. b. Remain constant. c. Increase. d" Increase then decrease.
CLlMB 27. An aircraft weighing 50000 Ibf requires a thrust of 20000 Ibf when If it were to climb to 40000 ft what would be its power available in a. b. c. d.
114 113 112 115
ing straight and level at 250 Kts IAS. ~mparisonto that at ISA msl?
Climbing and Descending
61
CLIMB 28. What would be the effect of sweeping back the wings of a variable geometry aircraft in gliding flight? a. b. c, d.
Profile drag would reduce unless glide angle was reduced. Induced drag would increase unless glide angle was increased. Glide range and rate of descent would be increased. Glide range and rate of descent would be decreased.
CLIMB 29. How is maximum rate of emergency descent achieved in a high speed jet aircraft? a. Pitch down, retract flaps, spoilers and undercarriage and increase thrust, b. Deploy spoilers, reduce thrust to idle, use pitch to maintain speed within limits c. Deploy high lift device, retract undercarriage and spoilers. Increase thrust to maximum, pitch 45 degrees nose down. d. Thrust to idle, increase pitch to stalling angle, maintain nose up attitude to hold aircraft in the stall.
CI-IMB 30. What do points A and B represent on the whole aircraft polar diagram right? a. b. c. d.
Best L;D ratio Minimum drag Best L:D ratio Stalling
Minimum drag. Minimum power Stalling. Best L:D ratio.
CI-IMB 31. Why must there be an acceptable approach climb gradient? a. b. c. d.
To maintain control in turbulence. To maintain altitude on the approach. To retain speed stability on the approach. To ensure adequate go-around performance.
CLIMB 32. An aircraft weighing 50000 Ibf is able to achieve a maximum rate of climb of 1500 ft / min when climbing at 250 Kts TAS. What will be the maximum all up weight at which it can achieve a 5% climb gradient at this speed assuming its power available and total drag do not change during the climb?
62
Climbing and Descending
CLIMB 33. Increased weight reduces the rate of climb and climb gradient but? a. b. c. d.
Vx increases and V, decreases. Vx and Vy increase. Vx and Vy decrease. Vx decreases and Vy increases.
CLIMB 34. Best climb gradient is achieved by flying at approximately? a. b. c. d.
1.1 V., 1.2 V., Best C, : CD2. Best C, : C,.
CLIMB 35. Absolute ceiling occurs when? a. b. c. d.
ROC is 300 Wmin. ROC is 750 Wmin. For a jet ROC is 100 Wmin and 500 Wmin for a propeller airc aft. ROC is zero for both jets and propeller aircraft.
CLIMB 36. What airspeed will produces the greatest glide endurance? a. ,V, b. V ,, C. .v , d. V ,,
which is higher than V .,, which is lower than V .,, or ,V,
depending on engine type.
CLIMB 37. What factors determine maximum glide range? a. b. c. d.
Wind, C,:C, ratio and weight. Wind, C,:C, ratio and height. Wind, Speed and weight. Wind, C,:C, and altitude.
CLlMB 38. What are,,V , a. b. c. d.
and?,V ,,
Maximum and minimum speeds for gliding, Minimum and maximum speeds for gliding. Speed for shallowest glide path and speed for lowest rate of jescent. Speed for maximum glide range and speed for minimum glic ? range.
Climbing and Descending
CLlMB 39. How do VMGA and VMDR compare? a. b. d. e.
VMGA is greater than,,V , . VMGA is less than VMDR . VMGA is the same as,,V, . Depends on aspect ratio.
CLlMB 40. Which of the following is equal to lift in a steady climb or descent? a. b, c. d.
W Cos angle of climb or descent. W Sin angle of climb or descent. W Tan angle of climb or descent. None of the above.
CLlMB 41. What proportion of thrust is employed in supporting the weight of an aircraft in a steady climb? a. b. c. d.
W Sin angle of climb. W Cos angle of climb. W Tan angle of climb. None of the above.
CLlMB 42. What provides maximum glide range? a. b. c. d.
Strong headwind. Light headwind. Strong tailwind. Light tailwind.
CLlMB 43. What would give maximum glide range in a headwind? a. b. c. d.
Flying faster than V .,, Flying slower than V .,, Flying slower than V .,, Flying faster than V .,,
CLlMB 44. What would give maximum glide range in a tailwind? a. b. c. d.
Flying faster than V .,, Flying slower than .V ,, Flying faster than V .,, Flying slower than V.,
63
64
Climbing and Descending
CLlMB 45. Which of the points on the CL:C, polar would give maximum glide range?
CLlMB 46. In a steady climb? a. b. c. d.
Lift is less than weight and thrust is less than drag Lift is less than drag and weight is less than thrust. Weight is less than lift and drag is more than thrust. Weight is more than lifl and drag is less than thrust.
CLlMB 47. What is the speed for rninimum sink rate'?
a. b. C. d.
VMsw V .,, VMP. V .,,
CI-IMB 48. What flap position would give maximum glide range?
CLlMB 49. What speed gives best angle of climb in a jet aircraft?
CLlMB 50. Which of the following occur at V ?,, 1. 2. 3. 4. 5.
L:D Max. Max jet endurance. Max prop range. Max jet climb angle. Max glide range all types.
1
Climbing and Descending
a. b. c. d.
I,2, 3. 2, 3, 4. 3, 4, 5. All of the above.
CLIMB 51. What will be the effect of an increase in weight?
I. V ,, will increase. 2. Glide range will decrease. 3. Glide angle will increase. 4. Glide range and angle win be unaffected. a. b. c. d.
I,2, 3. 2 , 3, 4. Non,e of the above. 1,4.
CLIMB 52. In what direction does lift act in a steady climb? a. b. c. d.
Upwards. Vertically. At right angles to the Right path. None of the above.
CLIMB 53. What is the absolute ceiling of an aircraft? 1. 2. 3. 4.
The altitude where the low speed and high speed stall lines cross. The altitude at which power required is equal to power available. The altitude at which thrust available is equal to drag. The altitude at which rate of climb is zero.
a. b. c. d.
1, 2, 3. 2, 3, 4. None of the above. All of the above.
CLIMB 54. Increasing aircraft weight.. ........glide speed and.. .....rate of descent? a. b. c. d.
Increases, Increases, Decreases, Decreases,
Decreases. Increases. Decreases. increases.
65
66
1
Climbing and Descending
CLlMB 55. To descend at constant glide angle and IAS, the pitch attitude must.. .........? a. b. c. d.
Increase. Decrease. lncrease then decrease. Remain constant.
CLlMB 56. For a constant mach number descent, gradient must.. ....? a. b. c. d.
Decrease. Increase. lncrease then decrease. Remain constant.
CLlMB 57. For a constant IAS descent, gradient must.. ....? a. b. c. d.
Decrease. Increase. lncrease then decrease. Remain constant.
CLlMB 58. A headwind in a constant mach nurnber clirr~bwill ............ angle of a. b. c. d.
Decrease. Increase. Not affect. lncrease or decrease depending on mach number.
CLlMB 59. For maximum glide range, TAS must .....? a. b. c. d.
Decrease in a headwind. Decrease in a tailwind. lncrease in a tailwind. Remain constant.
CLlMB 60. To descend at constant IAS the a. b. c. d.
pitch down, Pitch down, Pitch up, pitch up,
............must be.. ........7. Increased. Maintained constant. Increased. Decrease.
Climbing and Descending
CLIMB 61. Best climb angle is achieved at ............? a. .V ,, b. .V ,, c. v,. d. V.,
CLIMB 62. Maximum rate of climb occurs at ...........speed? a. b. c. d.
Maximum excess thrust. Minimum drag. Minimum thrust. Maximum excess power.
CLIMB 63. Maximum glide range is achieved at ............ ? a. C,4: C, b. C,3: C, C. C,: C, d. C,2 : C,
Max. Max. Max. Max.
CLIMB 64. A steady climb requires ...... thrust and a. b. c. d.
Less Less More 'More
..... power compared with constant speed level flight?
less. more. more. Less.
CLIMB 65. Increasing altitude at constant weight and mach number requires? a. b. c. d.
lncreased TAS. lncreased IAS. lncreased A of A. Constant A of A.
CLIMB 66. The correct procedure for an emergency descent is? a. b. c. d.
Maximise drag, minimise thrust, push the nose hard down. Minimise drag, maximise thrust, push the nose hard down. Maximise drag, minimise thrust, control speed with pitch attitude. Maximise drag, minimise thrust, bank steeply.
67
68
Climbing and Descending
CLlMB 67. What is the correct equation?
CLlMB 68. Rate of climb is .......... by a headwind? a. Increased. b. Decreased. G. Not affected. d. lncreased or decreased depending on load factor.
CLIMB 69. Angle of climb is .......... by a headwind? a. b. c. d.
Increased. Decreased. Not affected. lncreased or decreased depending on load factor.
CLlMB 70. Climb gradient is ........ by a headwind? a. b. c. d.
Increased. Decreased. Not affected. lncreased or decreased depending on load factor.
CLlMB 71. Power required is .......... as altitude increases in a steady climb? a. b. c. d.
Increased. Decreased. Not affected. lncreased or decreased depending on load factor.
CLlMB 72. When climbing to cruise altitude with a headwind? a. b. c. d.
Climb time is decreased. Ground distance is decreased. Climb time is increased. Ground distance is increased.
Climbing and Descending
69
CLlMB 73. If excess power is 25000 ft Ibflmin and aircraft weight is 10000 Ibf what will be the maximum rate of climb? a. b. c. d.
2.5 Wmin. 25 Wmin. 250 Wmin. 2500 Wmin.
CLlMB 74. If maximum thrust is 25000 Ibf, drag is 15000 Ibf and weight is 10000 Ibf what will be the maximum climb gradient? a. b. c. d.
100%. 50%. 70%. Infinite ( or vertical).
CLlMB 75. If at 250 Kts, excess power is 50,000,000 ft Ibflmin, and weight is 10000 Ibf, what is maximum angle of climb?
CLlMB 76. What might the points C and D represent on the whole aircraft polar Diagram right? 3
a. b. c. d.
Best L;D ratio Jet aircraft V, Best L:D ratio Prop aircraft V,
Minimum drag. Prop aircraft V., Stalling. Jet aircraft V.,
CLlMB 77. What might points C and D represent on the whole aircraft polar Diagram right? CL a. b. c. d.
Prop aircraft V, Prop aircraft V, VMD. Prop aircraft V,
Prop aircraft V.,
v~ Prop aircraft V.,
v ~ ~ -
70
Climbing and Descending
CLlMB 78. Increasing weight will ........ glide speed and ........ maximum glide a. b. c. d.
Increase Increase Decrease Decrease
idurance?
Increase. Decrease. Decrease. Increase.
CLlMB 79. Increasing weight will a. b. c. d.
......... ,V,,
Increase Increase Decrease Decrease
and .......... rate of descent for b ,t glide range?
Increase. Decrease. Decrease. Increase.
CLlMB 80. Deploying landing flap will a. b. c. d.
Increase Increase Decrease Decrease
........ V,, and .......... maximum angle c :limb?
Increase. Decrease. Decrease. Increase.
CLlMB 81. Use of reheat in a climb will ........ maximum angle of climb, and ... a. b. c. d.
Increase Increase Decrease Decrease
... maximum rate of climb?
Increase. Decrease. Decrease. Increase.
CLlMB 82. If use of reheat doubles thrust available this will a. b. c. e.
'
.......... the maxim1
1 angle of
Half. Double. More than double. Less than double.
CLIMB 83. If TAS is 200 Kts and rate of climb is 1000 Wmin, what is the climb
adient?
climb?
Climbing and Descending
71
CLlMB 84. If climb gradient is 15% and TAS is 250 Kts, what is the rate of climb? a. b. c. d.
1750 ftlmin. 2750 ftlmin. 3750 ftlmin. 4750 ftlmin.
CLlMB 85. For maximum rate of descent use ....thrust, .......... Drag, and ...........to maintain airspeed within limits? a. b. c. d.
Maximum Maximum Minimum Minimum
Minimum Minimum Maximum Maximum
Spoilers. Attitude. Spoilers. Attitude.
CLlMB 86. In a constant IAS climb ....... might be inadvertently exceeded? a. .,V, b. V ., c. v,. d. M .,,
CLlMB 87. In a constant TAS climb ........ might be inadvertently exceeded? a. .V ,, b. V ., c. v,. d. .M ,,
CLlMB 88. In a constant mach climb ....... might be inadvertently exceeded? a. b. c. d.
.,V, V ., v,. .M ,,
CLlMB 89. In a constant mach descent ....... might be inadvertently exceeded? a. b. c. d.
.,V, V ., v,. .M ,,
72
1
Climbing and Descending
CLIMB 90. When climbing at constant XpV2 IAS will a. b. c. d.
.......3.
Increase. Decrease. Remain constant. Increase up to 36000 ft then remain constant.
CLIMB 91. If at 40000 feet altitude air density is Xi of its sea level value, how c I best climb TAS compare with best climb IAS? a. b. c. d.
The same. Double. Quadruple. Less than.
CLIMB 92. If maximum thrust is 10000 Ibf, drag is 500 Ibf and weight is 5000 climb at the absolute ceiling?
f, what will be the maximum rate of
a. 100 Wmin. b. 500 Wmin. C. zero. d. More than 500 Wmin.
CLIMB 93. How does V, compare with V, at the absolute ceiling? a. b. c. d.
The same. More than. Less than. More or less than depending on aircraft type.
CLIMB 94. How does the angle of climb of a propeller aircraft vary with increa: rg airspeed? a. b. c. d.
Decreases. Increases. Remains constant. lncreases up to V, then decreases.
CLIMB 95. How does maximum angle of climb for a jet aircraft vary with incre: ing airspeed? a. b. c. d.
Decreases. Increases. Remains constant. lncreases up to V, then decreases.
Climbing and Descending
73
CLlMB 96. How does maximum rate of climb for a jet aircraft vary with increasing airspeed? a. b. c. d.
Decreases. lncreases up to ,V, then decreases. Remains constant. lncreases up to 1.3VM, then decreases.
CLlMB 97. If weight is 15000 Ibf, maximum thrust is 25000 Ibf and drag is 5000 Ibf, what will be the maximum climb angle?
CLlMB 98. If excess power is 350 THP when TAS is 250 Kts and weight is 10000 Ibf, what will be the maximum rate of climb at that speed? a. b. c. d.
1155 ftlmiri. 2155 ftlmin. 3155 filmin. 4155 filmin.
CLlMB 99. If the weight of the aircraft in question 98 is doubled how will this affect maximum rate of climb? a. b. c. d.
Doubleit. Half it. Increase it. Decrease it by 4.1%.
CLlMB 100. If airspeed is maintained constant as aircraft weight reduces due to fuel use the aircraft will be in a ......? a. b. c. d.
'Constant rate climb. Cruise climb. Zoom climb. Constant altitude flight.
CLlMB 101. When climbing to cruise altitude with a headwind? a. b. c. d.
Climb rate is decreased. Climb rate is increased. Ground speed is decreased. Ground speed is increased.
74
Climbing and Descending
CLlMB 102. An aircraft of mass 120000 Kg is at a pressure altitude of 10000 ft, vith an OAT of + I 3OC.If its IAS is 90 Kts and its climb gradient is 3.5%, which of the options below is clc ;est to its ROC? a. b. c. d.
245 Wmin. 360 Wmin. 945 Wmin. 300 Wmin.
CLlMB 103. When descending from FL400 to FL360, then from FL360 to F1 200 at constant mach number, the descent gradient will? a. b. c. d.
lncrease all the way. lncrease then decrease. lncrease then remain constant. Constant all the way.
CLlMB 104. When descending from FL360 to FL260 at constant mach number, ' en from FL260 to FL 100 at constant CAS, the descent gradient will? a. b. c. d.
lncrease all the way. lncrease then decrease. lncrease then remain constant. Cor~stantall the way.
CLlMB 105. A small twin prop aircraft is climbing from a screen height of 50 ft 2 a gradient of 10%. By how much will it clear an obstacle 850 m above field elevatio at a distance of 10000 m from the screen?
CLlMB 106. The climb schedule for an aircraft is 300 Kts 1 mach 0.84. At the cr ssover altitude? a. If the aircraft is at the correct CAS it will automatically be a1 b. The must be accelerated or decelerated to the correct mac c. If the CAS is correct and the mach number is too low that is too high the aircraft must be decelerated to the correct mac d. It the aircraft is at the correct CAS it will always be necess number.
he correct mach number. number. cceptable, but if the mach number is I number. ry to decelerate to the correct mach
Climbing and Descending
75
CLIMB 107. The climb schedule for an aircraft is 300 Kts / mach 0.84. When climbing from the crossover altitude? a. b. c. d.
Climb gradient will increase. The must be accelerated or decelerated to the correct mach number to maintain constant ROC. Climb gradient will decrease. It the aircraft is at the correct CAS it will always be necessary to decelerate to the correct ROC.
CLIMB 108. The climb schedule for an aircraft is 300 Kts / mach 0.84. When climbing from the crossover altitude? a. b. c. d.
Pitch attitude must be reduced to maintain constant gradient. Pitch attitude must be increased to maintain constant gradient. Pitch attitude must be increased to increase gradient. Pitch must be increased to maintain mach number but gradient will increase.
CLIMB 109. An aircraft is conducting certification glide test flights. For the first test its mass is 100000 Kg and it achieves a maximum glide range of 100 nm from an altitude of 36000 ft. If it then climbs back to 36000 ft to repeat the test, its best glide speed will be ..... and its glide range will be.. ..... compared to the first test?
. a. Higher b. Higher c. Lower d. Lower
greater. less. The same. greater.
CLIMB 110. An aircraft is conducting certification glide test flights. For the first test its mass is 100000 Kg and it achieves a maximum glide range of 100 nm from an altitude of 36000 ft. If it then climbs back to 36000 ft to repeat the test, its best glide L:D ratio will be ..... and its glide angle will be.. ..... compared to the first test? a. b. c. d.
Higher The same Lower The same
less. greater The same. the same.
CLIMB 111. An aircraft is conducting certification glide test flights. For the first test its mass is 100000 Kg and it achieves a maximum glide range of 100 rim from an altitude of 36000 ft. If it then climbs back to 36000 ft to repeat the test? a. It will need to fly faster to achieve the same glide angle and ROD as in the first test. b. It will need to fly faster to achieve the same glide angle but at a higher ROD than in the first test. c. It will need to fly slower to achieve the same glide angle, but will have a lower ROD and glide range than in the first test. d. It will need to fly slower to achieve the same glide angle and glide range, but will have a lower ROD than in the first test.
76
Climbing and Descending
CI-IMB 112. When conducting a type B noise abatement procedure ........ must be maintained up to ......? a. b. C. d.
V, V, V, + 10-20 Kts V, + 10-20 Kts
1500 ft. 1000 ft. 1500 ft. 1000 ft.
CLIMB 113. Decreasing nose down pitch angle in a glide will? a. b. c. . d.
lncrease range and endurance. Decrease range and endurance. lncrease range and decrease endurance. Decrease range and increase endurance.
CLIMB 114. What would reduce glide range by the greatest degree?
I I
a. b. c. d.
Tailwind. Weight increase. Weight decrease. Gear deployment.
CLIMB 115. What would increase glide range b) 'he greatest degree? a. b. c. d.
Tailwind. Weight increase. Weight decrease. Flap deployment.
CLIMB 116. If ROC = 250 Wmin and TAS = 150 Kts, which of the following be$ describes climb gradient in still air? (Assume IKt = 100 fpm)
CLIMB 117. As a flight progresses, how do best ROC and speed for best ROC pary? l
a. b. c. d.
lncrease lncrease Decrease decrease
decrease. increase. decrease. increase.
Climbing and Descelldillg
77
CLlMB 118. When climbing at a constant mach number in the troposphere what is the effect on CAS and TAS? a. b. c. d.
Decrease Decrease Increase Increase
decrease. increase. decrease. increase.
CLlMB 119. What is the effect of increased weight on best ROC and speed for best ROC? a. b. c. d.
Increase Increase Decrease decrease
decrease. increase. decrease. increase.
CLlMB 120. When gliding at constant mach number pitch angle and gradient will? a. b. c. d.
Increase Decrease Increase then decrease Decrease then remain constant.
increase. decrease. increase. Decrease.
CLIMB 121. When conducting a type A noise abatement climb procedure ........ must be maintained up to ........? a. V, + 10 to 20 Kts b. V, c. v, d. V, + 10 to20 kts
1500 ft. 1500 ft. 1000 ft, 4000 ft.
CLlMB 122. The first segment of a type B noise abatement climb procedure is from ..... to ..... with flaps and thrust at ....... and gear ... . ..? a. Screen height b. VLOF c. End ofTORR d. Screen height
1000 fi 1000 ft 1500 ft 1500 ft
take-off setting climb setting take-off setting climb setting
UP. UPdown. UP.
CLlMB 123. When would a type A noise abatement climb be used? a. b. c. d.
For all take-offs after 2300 For all take-offs between 2300 and 0700 the next day. When the noise sensitive area is very close to the airport. When the noise sensitive area is some distance from the airport.
78
Climbing and Descending
CLIMB 124. When would a type 6 noise abatement climb be used? a. b. c. d.
For all take-offs after 2300 For all take-offs between 2300 and 0700 the next day. When the noise sensitive area is very close to the airport. When the noise sensitive area is some distance from the airport.
CLIMB 125. A noise abatement climb procedure comprises of ......segments, the first of which starts at ........, and the third of which ends at ........7 a. 3 b. 3
screen height screen height
C. 2 d. 2
v~~~ End of the TORR
cruise altitude. 3000 ft. 3000 ft. 1500 ft. I
CLIMB 126. The second segment of a type 6 noise abatement procedure take-off commences at ...... from where the aircraft is ............., then climbed to ....... f, whilst being ......? a. b. c. d.
1000ft Screen height 1000 ft 1500ft
accelerated to V4 accelerated to VzF accelerated to VzF accelerated to V,
3000 ft 1500 ft 3000 ft 2000 ft
CLIMB 127.
I
,
accelerating to V4 + 10 kts. accelerated to VzF+ 10 Kts. accelerated to VzF+ 10 Kts. accelerated to V.,
I
The second segment of a type A noise abatement procedure take-off commences at ...... from where the aircraft ....... to ........ ? a. b. c. d.
1000ft Screen height 1500 ft 1500ft
climbs at climb power climbs at take-off power climbs at climb power climbs at max continuous power
3000 ft. 1500 ft. 3000 ft. , 2000 ft.
'
I I
CLIMB 128. An aircraft climbing to cruising altitude after take-off has a thrust td weight ratio of 1:3. What will be its climb gradient if its lift : drag ratio at climb speed is 20:lli It may tJe assumed that lift = weight in this climb.
Climbing and Descending
79
CLIMB 129. If an aircraft climbs to altitude at a constant IAS considerably lower than M ?,,
a. b. c. d.
Drag will be constant but climb gradient will decrease. Drag and climb gradient will decrease. Drag will increase causing climb gradient to decrease. Both drag and climb gradient will remain constant.
CLIMB 130. An aircraft climbing to cruising altitude after take-off has a thrust to weight ratio of 1:5. What will be its climb gradient if its lift : drag ratio at climb speed is 25:1? It may be assumed that lift equals weight in this question.
CLIMB 131. Descending at constant mach number might cause? a. b. c. d.
MMoto be exceeded. VMoto be exceeded. Shock stall. Tuck under.
CLIMB 132. Climbing at constant IAS might cause? a. b. c. d.
MMoto be exceeded. VMoto be exceeded. Low speed stall. TAS to reduce.
CLIMB 133. Increasing IAS in a climb will ......... the altitude at which the mach limit is reached? a. b. c. d.
Decrease. Increase. Not affect. lncrease or decrease depending on temperature.
CLIMB 134. When descending at constant IAS a headwind will? a. b. c. d.
lncrease distance covered over ground. Decrease descent time. lncrease descent time. Decrease distance covered over ground.
80
Climbing and Descending
CLlMB 135. When descending at constant TAS a headwind will? a. b. c. d.
Decrease gradient. Decrease descent time. lncrease descent time. lncrease gradient.
CLlMB 136. not be affected by .........?
V,,wil a. b. c. d.
Weight. Altitude. Power setting. Humidity.
CLlMB 137. When descending at constant mach number below 35000 feet angle of attack must? a. b. c. d.
Increase. Decrease. Remain constant. lncrease or decrease depending on temperature.
CLlMB 138. When descending at constant IAS below 35000 feet angle of attack must? a. b. c. d.
Increase. Decrease. Remain constant. lncrease or decrease depending on temperature.
CLIMB 139. When descending at constant TAS below 35000 feet, angle of a t t a ~ kmust? a. b. b. c.
Increase. Decrease. Remain constant. lncrease or decrease depending on temperature.
CLlMB 140. When climbing at constant Mach number above the tropopause IAS will ..... and TAS will ..... ? a. b. c. d.
Decrease, Decrease, Increase, Increase,
Remain constant. Decrease. Remain constant. Increase.
I
I
Climbing and Descending
CLIMB 141. In a constant mach number climb in the troposphere true airspeed? a. b. c. d.
Increases then decreases. Decreases. Remains constant. Increases.
CLIMB 142. In a constant mach number climb true airspeed? a. b. c. d.
Increases then remains constant. Decreases then remains constant. Decreases then decreases less slowly. Decreases then decreases more slowly.
CLIMB 143. In a constant TAS climb in the troposphere? a. b. c. d.
IAS increases. IAS decreases. IAS increases then remains constant. IAS decreases then remains constant.
CLIMB 144. In a constant IAS climb in the troposphere? a. b. c. d.
TAS increases. TAS decreases. TAS increases then remains constant. TAS decreases then remains constant.
CLIMB 145. In a constant TAS climb? a. b. c. d.
IAS increases. IAS decreases. IAS increases then increases more slowly. IAS decreases then decreases more quickly.
CLIMB 146. In a constant IAS climb in the troposphere? a. b. c. d.
TAS increases and mach number decreases. TAS increases and mach number increases. TAS decreases and mach number increases. TAS decreases and mach number decreases.
81
82
Climbing and Descending
CLIMB 147. In a constant mach number descent there is a danger that? a. b. c. d.
MMowill be exceeded. M ,,,, will be exceeded. VMowill be exceeded. V, will be exceeded.
CLlMB 148. Climb gradient in still air is closest to? a. b. c. d.
Height gained divide by distance moved through the air. Distance moved through the air divided by height gained. TAS divided by ROC. ROC divided by CAS.
CLlMB 149. As altitude increases? a. b. c. d.
V, V, V, V,
and V, both increase. and V, both decrease. decreases and V, remains constant. decreases and V, remains constant.
CLlMB 150. What happens as a propeller aircraft climbs to its absolute ceiling? a. b. c. d.
V, VMax,VMin,and V, converge on V., VMin,VMax, VMpand VMDconverge on V., VMin,VMaxand V, converge on V., The CAS values equating to V, and V, both decrease.
CLlMB 151. What happens to the CAS values of V, and VMDas a propeller aircraft climbs to its absolute ceiling? a. b. c. d.
Increase. Decrease. Remain constant. Increase and decrease respectively.
CLlMB 152. Climb gradient is closest to? a. b. c. d.
Height gained divide by distance moved through the air. Distance moved through the air divided by height gained. TAS divided by ROC. ROC divided by ground speed.
I
I
Climbing and Descending
83
CLlMB 153. Climb gradient is proportional to? a. b. c. d.
(T-D)/W. (T+D)/W. TASIW. Mach numberw.
CLlMB 154. If the climb schedule for an aircraft is changed from 27510.81 to 30010.81, how will the crossover altitude be affected? a. b. c. d.
Increase. Decrease. No change because it depends only on CAS. No change because it depends only on Mach number.
CLlMB 155. The climb schedule for an aircraft is 28010.81. When climbing above the tropopause TAS will? a. b. c. d.
Increase. Decrease. Remain constant. Decrease then increase at very high altitude
CLlMB 156. If the climb schedule for an aircraft is 28010.75 what will happen to the crossover altitude if temperature increases? a. b. c. d.
Increase. Decrease. Remain constant because TAS is not affected by temperature. Remain constant because mach number is not affected by temperature.
CLlMB 157. When gliding the speed giving minimum rate of descent will be?
CLlMB 158. When climbing the mach number for low speed buffet will? a. b. c. d.
Increase. Decrease. Remain constant because low speed buffet is not caused by mach number. Remain constant because mach number is not affected by altitude.
84
Climbing and Descending
CLIMB 159. What happens to climb gradient as an aircraft climbs through the crossover altitude? a. b. c. d.
Increases. Decreases. Remains constant. Increases or decreases depending on mass.
CLIMB 160. What happens to speed as an aircraft climbs through its crossover altitude? a. b. c. d.
It changes from constant TAS to constant mach. It changes from constant CAS to constant TAS. It changes from constant CAS to constant mach. It changes from constant mach to constant CAS.
CLIMB 161. Why must the speed of an aircraft change when it climbs through its crossover altitude? a. b. c. d.
,, To avoid exceeding.V To avoid exceeding M .,, .,, To avoid exceeding M To avoid low speed stall.
POWER REQUIRED AND POWER AVAILABLE
/
POWER I. If TAS is increased from 300 Kts to 400 Kts with no change in altitude, configuration, or weight, by what percentage will power required change? a. b. c. d.
Decrease by 135%. Decrease by 35%. lncrease by 135%. lncrease by 235%.
POWER 2. What is the relationship between pewer required and TAS, as an aircraft accelerates above V ?,, a. b. c. d.
Power required increases in direct proportion to TAS. Power required increases in inverse proportion to TAS. Power required increases in proportion to (TAS)3. Power required increases in proportion to (TAS)2.
POWER 3. At what % of its stalling speed must a jet aircraft fly to achieve maximum endurance for a given fuel load?
POWER 4. For a piston aircraft at constant weight, angle of attack, and configuration, what will be the effect of increasing altitude? a. b. c. d.
lncreased power and TAS will be required. lncreased power will be required but at the same TAS. Lower power will be required at the same TAS. The same power will be required but at an increased TAS.
POWER 5. For a piston aircraft at a constant altitude, angle of attack, and configuration, what will be the effect of increasing weight? a. b. c. d.
More power will be required but at the same TAS. More power will be required but at a higher TAS. The same power will be required but at a higher TAS. More power will be required but at a lower TAS.
86
Power required and Power available
POWER 6. Compared with still air, when flying for maximum range into a headwind, speed should be? a. b. c. d.
Faster. The same. Slower. Depends on weight.
POWER 7. What flight condition requires least power at a given IAS? a. b. c. d.
Zero flap high altitude. Zero flap low altitude. 30° flap low altitude. 30° flap high altitude.
POWER 8. Maximum propeller aircraft range occurs at? a. .V ,, b. .V ,, c. v,. d. V.,
'
POWER 9. Power required for a given IAS at 40000 feet altitude, is .......... times that required at ISA MSL?
POWER 10. Power required is proportional to? a. b. c. d.
TAS. IAS. TAS2. TAS3.
POWER 11. Power required equals? a. b. c. d.
Drag x IAS. Drag x CAS. Drag x EAS. Drag xTAS.
Power required and Power available
87
POWER 12. As altitude increases, power available from a piston or turbo-prop ........,whilst that of a turbo-jet a. b. c. d.
Increases, Increases, Decreases, Decreases,
..........7.
Increases. Decreases. Decreases. Increases.
POWER 13. As altitude increases, the power required curve moves ...., whilst the power available curve moves.. ......? a. b. c. d.
Up and right, Up and left, Down and left, Down and right,
Down. UP. UP. Down.
POWER 14. As altitude increases jet aircraft excess power? a. b. c. d.
Increases at a constant rate. Decreases at a constant rate. Remains constant. Decreases at a rate that decreases with increasing altitude.
POWER 15. Doubling IAS at a given altitude multiplies power required by?
POWER 16. Minimum power required speed is? a. b. c. d.
Less than V,. More than .V ,, Less than .V ,, V, of propeller aircraft.
POWER 17. Maximum range for a jet aircraft occurs at? a. b. c. d.
Less than V,. More than .V ,, Less than .V ,, .V ,,
88
Power required and Power available
POWER 18. Maximum excess power IAS .......... with increasing altitude? a. Increases. b. Decreases. c. Remains constant. d. lncreases then decreases.
POWER 19. Maximum excess power TAS ............ with increasing altitude? a. b. c. d.
Increases. Decreases. Remains constant. lncreases then decreases.
POWER 20. At the absolute ceiling, excess power? a. b. c. d.
Is zero. Is maximum. Varies with engine type. Varies with TAS.
POWER 21. At the absolute ceiling, V ,, a. b. c. d.
and V ?,,
Are the same. Both increase. Both decrease. Diverge.
POWER 22. The power available and power required curves? a. b. c. d.
Never meet. Never cross. Are parallel at the absolute ceiling. Cross at the absolute ceiling.
POWER 23. The power available and power required curves? a. b. c. d.
Cross at maximum and minimum speeds. Never cross. Are always parallel. Are never parallel.
Power required and Power available
POWER 24. In gliding flight? a. b. c. d.
The power required curves are irrelevant. The power available curves are irrelevant. No power is consumed. Power consumption is always at a minimum.
POWER 25. The best ratio of TAS to power required occurs at? a. .,V, b. .V ,, c. v,. d. V.,
POWER 26. Maximum jet endurance occurs at? ,, a. .V b. .V ,, C. v,. d. V.,
POWER 27. Decreasing weight moves the power required curve? a. b. c. d.
Down and right. Down and left. Up and right. Up and left.
POWER 28. ,V,
is point .... on the diagram right?
POWER 29. Power required is? a, b. c. d.
Drag x IAS. DragxTAS. Thrust required x TAS. Thrust required x IAS.
89
90
Power required and Power available
POWER 30. Excess power 1 Weight = ? a. b. c. d.
The sine of the maximum angle of climb. The cosine of the maximum angle of climb. The sine of the maximum angle of descent. The maximum rate of climb.
POWER 31. Moving C of G forward will? a. b. c. d.
Decrease range. lncreases range. Decrease range only if C of G is forward of C of P. Decrease range only if C of G is aft of C of P.
POWER 32. If the aft C of G limit is aft of the C of P and the forward limit if forward of the C of P, then moving the C of G from its aft limit to its forward limit will? a. b. c. d.
Decrease range: lncreases range then decrease range. Increase range. Decrease range then increase range.
POWER 33. Range will be maximum when? a. b. c. d.
C of G is forward of C of P. CofGisaftofCofP. C of G and C of P coincide. ,, When flying at .V
POWER 34. An aircraft of weight of 120000 Ibf can achieve a climb gradient of 2.5% using maximum climb power. At what weight will it achieve a gradient of 3% if the change in excess power is ignored?
POWER 35. An aircraft of weight 120000 Ibf can achieve a climb gradient of 2.5% using maximum climb power. What gradient will it achieve at a weight of 150000 Ibf if the change in excess power is ignored?
Power required and Power available
91
POWER 36. If weight is increased by 25% when flying at ,V,
power required will increase by?
POWER 37. Thrust equals drag when? a. Descending at constant IAS. 1;. Flying in level flight at constant IAS. c. Climbing at constant TAS. d. None of the above.
POWER 38. Maintaining altitude after an increase in mass without changing angle of attack requires? a. b. c. d.
lncreased power and airspeed. Decreased power and airspeed. Increased power and decreased airspeed. Decreased power and increased airspeed.
POWER 39. Two identical turbojet aircraft flying at the same airspeed and altitude have the same SFC. Aircraft A weighs 200000 Kg and consumes fuel at a rate of 5000 Kglhr. If aircraft B weighs 250000 Kg what will be its fuel consumption? a. b. c. d.
6250 Kglhr. 7812 Kglhr. 8250 Kglhr. 9812 Kglhr.
POWER 40. VIM, for a turboprop is? a. b. c. d.
Lower than V., Lowest fuel consumption speed. Higher than V., Lower than V,.
POWER 41. VIM, for a turboprop is? a. b. c. d.
Higher than V., V., Higher than V., Lower than V,.
92
Power required and Power available
POWER 42. If service ceiling is 12000 ft at a weight of 50000 Kg, at a weight of 75000 Kg it will be? a. b. c. d.
Higher. The same. Lower. Higher or lower depending on engine type.
POWER 43. Increasing altitude causes the power required curve to? a. b. c. d.
Move to the left and upwards. Move to the left and downwards. lblove to the right and upwards. I'Wove to the right and downwards.
POWER 44. Decelerating at the back of the drag curve? a. b. c. d.
lncreases drag and power required. Decreases drag and power required. lncreases drag and decreases power required. Decreases drag and increases power required.
POWER 45 A propeller aircraft is inherently ....... speed stable than a jet because its thrust airspeed? a. b. c. d.
More More Less More
...... with
increasing
increases. decreases. increases. decreases.
POWER 46. This diagram represents? a. b. c. d.
Drag. CL:CD ratio. Power required. Power available.
,V,
EAS
POWER 47. This diagram represents? a. b. c. d.
Drag. CL:CD ratio. Power required. Power available.
LID Max
EAS
Power requimd and Power available
93
POWER 48. V ,,
is most probably at point .. on the diagram?
POWER 49. Which point on the diagram best represents V, for a propeller aircraft?
POWER 50. Which point on the diagram best represents V, for a propeller aircraft?
POWER 51. As speed decreases below V ?,, a. Drag and power required decrease. b. Drag and power required increase. c. Drag decreases and power required increases. d. Drag increases and power required decreases.
POWER 52. As speed increases above V ?,, a. b. c. d.
Drag and power required decrease. Power required increases, whilst drag decreases then increases. Drag decreases and power required increases. Drag increases and power required decreases.
POWER 53. As speed changes from C, Max to ?V ,, a. b. c. d.
Both drag and power required decrease then increases at the same rate. Both drag and power required decrease then increase but at different rates. Drag increases and power required decreases. Drag decreases and power required increases.
EAS
94
Power required and Power available
POWER 54. If air density at 40000 feet is '/4 of that at sea level, how will power required change when climbing at constant IAS from MSL to 40000 feet? a. b. c. d.
Remain constant.. lncrease by a factor of 2. lncrease by a factor of 4. lncrease by a factor of 8.
POWER 55. If air density at 40000 feet is '/4 of that at sea level, how will power required change when climbing at constant TAS from MSL to 40000 feet? a. b. c. d.
Remain constant. .,, Decrease provided IAS remains above V Decrease provided IAS remains below.V ,, Decrease provided IAS remains above V ,,
POWER 56. If power lever setting is maintained at a constant value when climbing at V? , a. b. c. d.
Gradient and ROC will increzse. Gradient and ROC will decrease. Gradient will increase and ROC will decrease. Gradient will decrease and ROC will increase.
POWER 57. If power lever setting is maintained at a constant value when climbing at V? , a. b. c. d.
Gradient and ROC will increase. Gradient and ROC will decrease. Gradient will increase and ROC will decrease. Gradient will decrease and ROC will increase.
POWER 58. This diagram represents? a. b. c. d.
Variation of power available with increasing weight. Variation of power available with increasing altitude. Variation of power required with increasing weight. Variation of power required with increasing altitude.
POWER 59. This diagram represents? a. b. c. d.
Variation of power available with increasing weight. Variation of power available with increasing altitude. Variation of power required with decreasing weight. Variation of power required with increasing altitude.
Power required and Power available
95
POWER 60. This diagram represents? a. Variation of power available with increasing weight. b, Variation of power available with decreasing altitude. c. Variation of power required with increasing weight. d. Variation of power required with decreasing altitude.
I
EAS
POWER 61. Jet power available at high altitude is indicated by line ... on this diagram? Power
POWER 62. Propeller power available at high altitude is indicated by line ... on this diagram?
POWER 63. Jet power available at low altitude is indicated by line ... on this diagram?
POWER 64. Propeller power available at low altitude is indicated by line ... on this diagram?
e
96
Power required and Power available
POWER 65. Propeller thrust available at high altitude is indicated by the line .. on this diagram? Thrust
POWER 66. Propeller thrust available at low altitude is indicated by the line .. on this diagram? Thrust
POWER 67. Jet thrust available at high altitude is indicated by the line .. on this diagram?
. Thrust
POWER 68. Jet thrust available at low altitude is indicated by the line .. on this diagram?
Thrust
EAS
POWER 69. If weight is increased by 50% at V ,, power required at the same speed will increase by?
Power required and Power available
97
POWER 70. If weight is increased by 50% at a speed considerably higher than V ,, a. b. c. d.
,
\
power required will be increased by?
42.5%. More than 62.5%. Less than 62.5%. 62.5%.
POWER 71. If weight is increased by 50% at a speed considerably lower than V ,, a. b. c. d.
power required will?
lncrease by more than 62.5%. lncrease by less than 62.5%. Increase by more than 62.5% only if speed is lower than V ., Decrease by more than 62.5% only if speed is lower than V .,
\
POWER 72. ..
A multi engine aircraft is flying at its absolute ceiling when it suffers a single engine failure. In order to continue flying at that altitude it must? a. b. c. d.
Reduce speed. lncrease speed. Reduce weight. lncrease power setting.
POWER 73. A multi engine aircraft is flying at its absolute ceiling when it suffers a single engine failure. In order to continue flying at the same speed it must? a. b. c. d.
Climb. Descend. Accelerate. Decelerate.
POWER 74. An aircraft weighing 50000 Ibf is flying at its absolute ceiling when the pilot activates the reheat system. If reheat produces an additional 5000 Ibf of thrust it will enable the aircraft to? a. b. c. d.
Climb at a gradient of 10%. Climb at an angle of approximately 5.7 degrees. Climb at a rate of 1000 feet per minute. Climb at a gradient of 10% and at an angie of approximately 5.7 degrees.
POWER 75. As altitude increases the power required to fly at any given IAS? a. b. c. d.
lncreases because the drag force increases with altitude. Decreases because the drag force decreases wit altitude. lncreases because the drag force remains constant while TAS increases with altitude. Decreases because the drag force remains constant while TAS decreases with altitude.
98
Power required and Power available
POWER 76. For a turbojet the minimum power speed will be ..... than the minimum drag speed? a. b. c. d.
Higher. Lower. The same. Higher in a climb but lower in a descent.
POWER 77. The tangent to the power required curve gives ...... for a jet aircraft?
POWER 78. What is the main benefit gained from employing the step-climb technique? a. b. c. d.
lncreased range. lncreased endurance. lncreased speed. Avoidance of conflict with other traffic.
POWER 79. How does C of G movement affect SFC? a. b. c. d.
Forward movement will increase SFC only when C of G is already ahead of C of P. Forward movement will decrease SFC only when C of G is already forward of C of P. Forward movement will always increase SFC. Forward movement will never decrease SFC.
POWER 80. How does C of G movement within authorised limits affect SFC? a. b. c. d.
Forward movement will increase SFC only when C of G is already ahead of C of P. Forward movement will decrease SFC only when C of G is already forward of C of P. Forward movement will always increase SFC. Forward movement will never decrease SFC.
POWER 81. Flying into a headwind will? a. Increase range. b. Decrease range. C. Increase endurance. d. Decrease endurance.
Power required and Power available
99
POWER 82. When flying into a headwind the range of a jet aircraft can be maxirnised by?
%&.
\.
\
a. b. c. d.
Decreasing speed compared with that required in still air. Increasing speed compared with that required in still air. Maintaining the same speed as in still air. Decreasing altitude.
POWER 83. What will be the effect of flying at a cost index greater than zero? a. b. c. d.
Mach number will be greater than that for best distance flown per Kg of fuel. Mach number lower than that giving best distance per Kg of fuel. Improved climb performance. Degraded climb performance.
POWER 84. Maximum piston engine endurance occurs at? a. b. c. d.
Speed for best angle of climb V., Approximately the speed for best rate of climb V., Speed for maximum lift coefficient V,,g. Speed for minimum drag V,,,.
POWER-85. A jet aircraft fitted with old engines (0.06 kglN1h) gives an output of 14 Kglh. A jet fitted with new engines (0.035 kglN1h) gives an output of? a. b. c. d.
10.7 kglh. 11.7 kglh. 8.17 kglh. 14 kglh.
POWER 86. Moving C of g aft will? a. b. c. d.
Decrease range. lncrease range. lncrease stalling speed. lncrease longitudinal stability.
POWER 87. Which of the following is true of specific air range (SAR)? a. b. c. d.
SAR = IASIFF. SAR = TASIFF. SAR = GSIFF. SAR = MachIFF.
Power required and Power available
100
POWER 88. Long range cruise speed is? a. b. c. d.
Higher than max range cruise speed and gives approximately 99% of max SAR. Lower than max range cruise speed. Unaffected by mass: The same as max range cruise speed.
CURVES
CURVES 1. What is curve A in the diagram at the right? a. b. c. d.
lnduced drag. Total drag. Profile drag Form drag
CURVES 2. What is curve B in the diagram at the right? a. b. c. d.
lnduced drag. Total drag. Profile drag Form drag
CURVES 3. What iscurve C in the diagram at the right? a. b. c. d.
lnduced drag. Total drag. Profile drag Form drag
D
q EAS
CURVES 4. What is point D in the diagram at the right? a. b. c. d.
Minimum induced power. Minimum total drag. Minimum profile drag Minimum power required
D
"
f)
EAS
CURVES 5. What is the airspeed at point D in the diagram?
CURVES 6. What caused the change from curves 1 to 2? a. b. c. d.
Flap deployment. weight -increase. Weight decrease. Gear deployment. Curves EAS
Curves 2
CURVES 7. What caused the change from curves 1 to 2? a. b. c. d.
Flap deployment. Weight increase. Weight decrease. Gear deployment. EAS
CURVES 8. V ,,
is at point ..... on the diagram at the right?
Drag
A6
C D
EAS
CURVES 9. The greatest ratio of TAS : thrust required occurs at point .. ..?
Drag
AB
C D
EAS
CURVES 10. Propeller aircraft best endurance occurs at
.....?
A B
C D
EAS
A B
C D
EAS
A B C
D E
CURVES 11. Propeller aircraft best range occurs at
.....?
CURVES 12. Propeller aircraft V, might occur at .....?
CURVES 13. Propeller aircraft Vy might occur at .....?
CURVES 14. Jet aircraft Vy might occur at .....?
Drag
EAS
104
Curves
CURVES '15. Jet aircraft V, might occur at
.....? Drag
A B C D E
EAS
A B C D E
EAS
D E
EAS
CURVES 16. Jet aircraft best endurance occur at .....? Drag
CURVES 17. Jet aircraft best range occurs closest to point .....? Drag
A BC
CURVES 18. Curve A is proportional to?
CURVES 19. Curve B is proportional to? Drag
CURVES 20. Curve C is proportional to?
CURVES 21. What does the diagram at the right represent? a. b. c. d.
Variation of drag with altitude. Variation of power required with altitude. Variation of power available with altitude. Variation of thr~lstwith altitude.
I
TAS
CURVES 22. What does the diagram at the right represent? a. b. c. d.
Variation of power required with decreasing weight. Variation of power required with increasing weight. Variation of power required with decreasing altitude. Variation of power required with increasing altitude.
CURVES 23. What does the diagram at the right represent? a. b. c. d.
Variation of power required with Variation of power required with Variation of power required with Variation of power required with
decreasing weight. increasing weight. decreasing altitude. increasing altitude. EAS
CURVES 24. What does the diagram on the right represent? a. b. c. d.
Variation of drag against EAS increasing with altitude. Variation of drag against TAS increasing with altitude. Variation of power available increasing with altitude. Variation of power available Decreasing altitude.
CURVES 25. What does the diagram on the right represent? a. b. c. d.
Power available and power required for a propeller aircraft. Power available and power required for a jet aircraft. Thrust available and drag for a propeller aircraft. Thrust available and drag for a jet airciaft.
CURVES 26. What does the diagram on the right represent? a. b. c. d.
Power available and power required for a propeller aircraft. Power available and power required for a jet aircraft. Thrust available and drag for a propeiler aircraft. Thrust available and drag for a jet aircraft.
CURVES 27. What does the diagram on the right represent? a. b. c. d.
Power available and power required for a propeller aircraft. Power available and pcwer required for a jet aircraft. Thrust available and drag for a propeller aircraft. Thrust available and drag for a jet aircraft. I
EAS
CURVES 28. What does the diagram on the right represent? a. b. c. d.
Power available and power required for a propeller aircraft. Power available and power required for a jet aircraft. Thrust available and drag for a propeller aircraft. Thrust available and drag for a jet aircraft.
CURVES 29. What effect does the diagram on the right represent? a. b. c. d.
That of a weight increase. That of a weight decrease. That of an altitude increase. That of an altitude decrease.
I
TAS
Curves
107
CURVES 30. What effect does the diagram on the right represent? a. b. c. d.
That of a weight increase. That of a weight decrease. That of an altitude increase. That of an altitude decrease. Drag TAS
CURVES 31. 2
What effect does the diagram on the right represent? a. b. c. d.
That of a weight increase. That of a weight decrease. That of an altitude increase. That of an altitude decrease.
TAS
CURVES 32. What does the diagram at the right represent? a. b. c. d.
Aerodynamic ceiling. Maximum operating altitude. Absolute ceiling. Stabilising altitude.
EAS
CURVES 33. What do points A and B on the diagram at the right represent? a. b. c. d.
V, Prop and .V ,, V, Prop and .V ,, Vy Prop and .V ,, Vy Prop and .V ,,
CURVES 34. What do points A and B on the diagram at the right represent? a. b. c. d.
V, Jet and .V ,, V, Jet and V .,, V, Jet and .V ,, Vy Jet and .V ,,
$ :
EAS
:
.
:
j
:
1
A
108
Curves
CURVES 35. What does the diagram at the right represent? a. b. c. d.
Aerodynamic ceiling. Maximum operating altitude. Absolute ceiling. Stabilising altitude.
CURVES 36. What effect might the diagram on the right represent? a. b. c. d.
Single piston engine failure. Single jet engine failure. lncrease in altitude. lncrease in weight.
TAS
CURVES 37. What might have caused the change from point 1 to point 2 in the diagram at the right? a. b. c. d.
Decrease in weight. lncrease in weight. Decrease in altitude. lncrease in altitude.
CURVES 38. What does the change from point 1 to point 2 in the diagram at the right represent? a. b. c. d.
Decrease in minimum flying speed due to weight increase. lncrease in minimum flying speed due to weight increase. Decrease in minimum flying speed due to altitude increase. lncrease in minimum flying speed due to altitude decrease.
CURVES 39. The point providing best angle of climb in the diagram at the right is ...?
:
. j.
2 I
EAS
Curves
109
CURVES 40. The point providing best angle of climb in the diagram at the right is ...? a. b. c. d.
.....
A. B, C. D.
. .
AB
CURVES 41. The point providing best rate of climb in the diagram at the right is a. b. c. d.
.-.
...?
A. B. C. D.
.
.
..
.
C
D
P
D B
C D
CURVES 42. What point in the'diagram at the right would give best L:D ratio?
CURVES 43. What point in the diagram at the right would give minimum sink rate in a glide?
CURVES 44. What point in the diagram at the right might give best prop endurance? a. b. c. d.
A. B. C. D.
CD
110
Curves
CURVES 45. What point in the diagram at the right might give best prop range?
CURVES 46. What point in the diagram at the right might give best glide endurance? a. b. c. d.
A. B. C. D.
CURVES 47. What point in the diagram at the right might give best glide range? a. b. c. d.
A. B. C. D.
CURVES 48. What point in the diagram at the right might give minimum glide angle?
a. b. c. d.
A. B. C. D.
CURVES 49. What point in the dibgram at the right might give lowest flight speed? a. b. c. d.
A.
6. C. D.
A
co
Curves
111
CURVES 50. What point in the diagram at the right might give highest flight speed? a. b. c. d.
A. B.
C. D.
CD
CURVES 50. In what part of the diagram at the right might be best jet endurance? a. b. c. d.
Between A and B. Between B and C. C. D.
c
o
p -
CD
CURVES 51. In what part of the diagram at the right might be best jet angle of ciimb speed? a. b. c. d.
Between A and B. Between B and C. C. D.
c
D
p -
CD
CURVES 52. In what part of the diagram at the right might be best jet rate of clirnb speed? CD
a. b. c. d.
Between A and B. Between B and C. Between C and D. Below D.
CURVES 53. In what part of the diagram at the right might be best jet cruising speed? a. Between A and B. b. Between B and C. c. Between C and D. d. Below D.
CD
11'2
Curves
CURVES 54. Point D on the diagram at the right might be? a. .V ,, b. VMP. "XProp. d. ",Jet. C.
CURVES 55. Point E on the diagram at the right might be? a. .V ,, b. VMP. C.
Vxprop.
d.
J,'e't
CURVES 56. Point C on the diagram at the right might be?
,
a. .,v,
C
b. ",Jet.
B
CURVES 57. Point A on the diagram at the right might be? a. V,. b. V*. C. VMP. d.
",Jet.
CURVES 58. Point 6 on the diagram at the right might be .... if C is VYProp? a. .V ,, b. .V ,, C.
'*Jet.
d.
",Jet.
Curves
113
CURVES 59. Point B on the diagram at the right might be
... if C is VMp?
a. .V ,, b.
"XProp.
C.
"Yprop.
m d
",Jet.
CURVES 60. Point D on the diagram at the right might be? a. Prop best endurance speed. b. Prop best range speed. C. VMP. d.
J,e'.t
II
CURVES 61. Jet power available at high altitude is indicated by line ... on this diagram? a. A. b. B. c. C.
v
Power
CURVES 62. Propeller power available at high altitude is indicated by line ... on this diagram?
EAS
CURVES 63. Jet power available at low altitude is indicated by line a. b. c. d.
A. B. C. D.
... on this diagram? Povve:
EAS
CURVES 64. Propeller power available at low altitude is indicated by line ... on this diagram? a. b. c. d.
A.
Power
0. C.
D.
w EAS
CURVES 65. Propeller thrust available at high altitude is indicated by the line .. on this diagram? Thrust
EAS
CURVES 66. Propeller thrust available at low altitude is indicated by the line .. on this diagram?
Thrust
CURVES 67. Jet thrust available at high altitude is indicated by the line .. on this diagram?
CURVES 68. Jet thrust avaiiable at low altitude is indicated by the line .. on this diagram?
I
Curves
CURVES 69. What might be the cause of the change from take-off flight path I t o flight path 2 in the diagram at the right? a. b. c. d.
lncreased power setting. Decreased flap angle. lncreased weight. Decreased weight.
CURVES 70. What might be the cause of the changefrom take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
lncreased flap angle. Decreased Rap angle. lncreased weight. Decreased weight.
BRP
CURVES 71. What might be the cause of the changefrom take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
lncreased flap angle. Decreased flap angle. lncreased weight. Decreased weight.
BRP
CURVES 72. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
lncreased temperature. Decreased temperature. Decreased flap angle. Decreased weight.
BRP
115
Curves
116
CURVES 73. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b, c. d,
lncreased temperature. Decreased temperature. lncreased flap angle. lncreased weight.
CURVES 74. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a, b. c. d.
lncreased altitude. Decreased temperature. Decreased flap angle. Decreased weight.
BRP
CURVES 75. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
Early rotation. Decreased temperature. Decreased flap angle. Decreased weight.
BRP
CURVES 76. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
Late rotation. Decreased temperature. Decreased flap angle. Decreased weight.
BRP
CURVES 77. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
lncreased density altitude. Decreased density altitude. Decreased pitch attitude. lncreased pitch attitude.
CURVES 78. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
lncreased down slope. Decreased down slope. Decreased pitch attitude. lncreased pitch attitude.
BRP
CURVES 79. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
lncreased down slope. lncreased up slope. Decreased density altitude. lncreased density altitude.
CURVES 80.
-
What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
lncreased tailwind. Decreased tailwind. Decreased pitch attitude. lncreased pitch attitude.
BRP
2
Curves
118
CURVES 84. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
Increased headwind. Decreased headwind. Decreased pitch attitude. lncreased pitch attitude.
BRP
-CURVES 82. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
Contaminated runway. Decreased tailwind. lncreased density altitude. lncreased weight.
c BRP
CLIRVES 83. What might be the cause of the change from take-off Right path Ito Right path 2 in the diagram at the right? a. b. c. d.
Decreased tailwind. lncreased headwind. lncreased field elevation. Decreased weight.
CURVES 84. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. b. c. d.
Contaminated runway. Decreased headwind. lncreased density altitude. lncreased weight.
BRP
Curves
CURVES 85. What might be the cause of the change from take-off flight path 1 to flight path 2 in the diagram at the right? a. e. f. g.
Anti-skid system failure. lncreased tailwind. lncreased field elevation. lncreased weight.
BRP
119
SPEEDS
SPEED 1. If V, at 60000 Kg is 250 Kts what will it be at 70000 Kg? a. b. c. d.
250 Kts. 260 Kts. 270 Kts. 280 Kts.
SPEED 2. If flaps up V, at 60000 Kg is 250 Kts what will it be at 70000 Kg with flaps down if the change in the C,:a curve due to flap deployment is ignored. a. b. c. d.
230 Kts. 240 Kts. 250 Kts. 260 Kts.
SPEED 3. If weight is increased by 25% by what % will V, increase?
SPEED 4. Descending at constant mach number might cause? a. b. c. d.
M ,, to be exceeded. V, to be exceeded. Shock stall. Tuck under.
SPEED 5. Climbing at constant IAS might cause? a. b. c. d.
M ,, to be exceeded. V, to be exceeded. Low speed stall. TAS to reduce.
Speeds
SPEED 6. The margin between V, and V, must be? a. b. c. d,
1.2 V., 1.3 V., Sufficient to avoid unintentional over-speeds. More than 50 Kts.
SPEED 7. lncreasing flap setting from 10 degrees to 30 degrees will ... ... V,? a. b. c. d.
Increase. Decrease unless limited by .V ,, Decrease or increase depending on altitude. Decrease or increase depending on C of G position.
SPEED 8. At const.ant altitude the buffet boundaries will converge with? a. b. c. d.
Forward movement of C of G. Aft movement of C of G. lncreasing temperature. Decreasing load factor.
SPEED 9. At constant altitude the buffet boundaries will converge with? a. b. c. d.
Rearward movement of C of P. Rearward movement of C of G. lncreasing temperature. lncreasing bank angle.
SPEED 10. lncreasing IAS in a climb will . . . ... . .. the altitude at which the mach limit is reached? a. b. c. d.
Decrease. Increase. Not affect. Increase or decrease depending on temperature.
SPEED 11. ,,V,
will not be affected by .........? a. b. c. d.
Weight. Altitude. Power setting. Humidity.
121
122
Speeds
SPEED 12. As altitude increases at constant weight and load factor, high speed buffet margin .......... and low speed buffet margin .......? a. b. c. d.
Increases, Increases, Decreases, Decreases.
Decreases. Increases. Increases. Decreases.
SPEED 13. When climbing at constant Mach number above the tropopause IAS will ..... and TAS will .....? a. b. c. d.
Decrease, Decrease, Increase, Increase,
Remain constant. Decrease. Remain constant. Increase.
SPEED 14. V, is ......... than V, and, V, is ....... than V,? a. b. c. d.
Less, Less, More, More,
Less. More. More. Less.
SPEED 15. V, is ......... than V, and ........... than VMcG? a. b. c. d.
Less, Less, More, More,
Less. More. More. Less.
SPEED 16. VMCA is .........than VRwhich is .............. than VMcG? a. b. c. d.
Less, Less, More, More,
SPEED 17. The correct equation is? a. VMu< VMcA< V,. b. V, < VMcA < ,m ' "i. C. VR < < L' o,. d. Vzmin < VMcA '~VMU.
Less. More. More. Less.
Speeds
123
SPEED 18. In a constant mach number climb in the troposphere true airspeed? a. b. c. d.
lncreases then dec~eases. Decreases. Remains constant. Increases.
SPEED 19. In a constant mach number climb true airspeed? a. b. c. d.
Increases then remains constant. Decreases then remains constant. Decreases then decreases less slowly. Decreases then decreases more slowly.
SPEED 20. V, is? a. The take-off safety speed. b. The speed attained in the fourth segment. c. The lowest speed at which directional control can be maintained following an engine failure after ta ke-off. d. The minimum lift off speed with one engine out.
SPEED 21. The minimum and maximum values of V, are?
SPEED 22. In a constant TAS climb in the troposphere? a. b. c. d.
IAS increases. IAS decreases. IAS increases then remains constant. IAS decreases then remains constant.
SPEED 23. In a constant IAS climb in the troposphere? a. b. c. d.
TAS increases. TAS decreases. TAS increases then remains constant. TAS decreases then remains constant.
124
Speeds
SPEED 24. In a constant TAS climb? a. b. c. d.
IAS increases. IAS decreases. IAS increases then increases more slowly. IAS decreases then decreases more quickly.
SPEED 25. In a constant IAS climb in the troposphere? a. b. c. d.
TAS increases and mach number decreases. TAS increases and mach number increases. TAS decreases and mach number increases. TAS decreases and mach number decreases.
SPEED 26. At low altitude? a. b. c. d.
The limiting variable is .V ,, The limiting variable is M .,, The limiting variable is V., The limiting variable is .M ,,,
SPEED 27. At high altitude? a. b. c. d.
,, The limiting variable is .V The limiting variable is M .,, The limiting variable is V., The limiting variable is .M ,,,
SPEED 28. In a constant mach number descent there is a danger that? a. b. c. d.
M ,, will be exceeded. M ,,,, will be exceeded. ,V, will be exceeded. V, will be exceeded.
SPEED 29. V, must be not less than . .... . for a Class A aircraft? a. V, plus 10%. , plus 5%. b. ,V c. ,,v , plus 10%. d. ,,V, plus 15%.
Speeds
SPEED 30. Increasing aircraft mass by 10% .. ....? a. b. c. d.
lncreases VM, lncreases VM, Decreases ,V, lncreases V ,,
by 5% but does not change parasite drag. by 5% but does not change induced drag. and induced drag by 5%. and induced drag by 5%.
SPEED 31. Decreasing aircraft mass by 20% ........ VM, by . .....% but ...........? a. b. c. d.
Decreases Decreases Increases Increases
10 20 10 20
does does does does
not affect profile drag. not affect induced drag. not affect profile drag. not affect induced drag.
SPEED 32. The correct sequence of velocities is?
SPEED 33. The relationship between Vx and V, is? a. b. c. d.
Vx is always less than V., Vx is always greater than V., V, is always less than or equal to V., Vx can never equal V.,
SPEED 34. The correct sequence is?
SPEED 35. As altitude increases? a. b. c. d.
V, V, V, V,
and V, both increase. and V, both decrease. decreases and V, remains constant. decreases and Vx remains constant.
125
126
Speeds
SPEED 36. ,,V ,
will be lowest with? a. b. c. d.
High ambient temperature humidity and pressure altitude. Low ambient temperature, humidity and pressure altitude. High ambient temperature and low humidity and pressure altitude. Low ambient temperature and high humidity and pressure altitude.
SPEED 37. At what speed must a jet aircraft and a propeller aircraft ,fly to maintain altitude in straight and level flight at the absolute ceiling?
SPEED 38. What happens as a propeller aircraft climbs to its absolute ceiling? a. b. C. d.
VMin,and V, converge on V., V, VMax, VMin,VMax, VMPand VMDconverge on V., VMi,, VMax and V, converge on V., The CAS values equating to V, and V, both decrease.
SPEED 39. What happens to the CAS values of V, and VMDas a propeller aircraft climbs to its absolute ceiling? a. b. c. d.
Increase. Decrease. Remain constant. Increase and decrease respectively.
SPEED 40. With an increase in weight? a. b. c. d.
V, V, V, V,
increases and V, increases and V, decreases and V, decreases and V,
decreases. increases. increases. decreases.
SPEED 41. What will limit the maximum value of V,? a. VRw b. V,. c. VR. d- "LO.,
Speeds
SPEED 42. V, is? a. b. c. d.
Take-off safety speed. Threshold speed. Take-off decision speed. Minimum control speed in the take-of configuration.
SPEED 43. lncreasing density will ...V,, .....V, a. b. c. d.
Increase Decrease Increase Decrease
.....VLoF?
increase decrease decrease increase
increase. decrease. decrease. decrease.
SPEED 44.
.....VO i F?
lncreasing altitude will ...V,, .....V, a. b. c. d.
Increase Decrease Increase Decrease
increase. decrease. decrease. decrease.
increase decrease decrease increase
SPEED 45. lncreasing weight will ...V,, .....V, a. b. c. d.
Increase Decrease Increase Decrease
.....VLoF?
increase decrease decrease increase
increase. decrease. decrease. decrease.
SPEED 46. lncreasing headwind will ...V,, .....V, a. b. c. d.
Increase Decrease Increase Decrease
increase decrease not affect increase
.....V?,, increase. decrease. not affect. decrease.
SPEED 47. lncreasing flap angle will ...V,, .....V, a. b. C. d.
Increase Decrease Increase Decrease
increase decrease decrease increase
.....VLo,? increase. decrease. decrease. decrease.
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Speeds
128
SPEED 48. lncreasing air temperature will ...V,, .....V, a. b. c. d.
Increase Decrease Increase Decrease
increase decrease not affect increase
.....VLoF? increase. decrease. not affect. decrease.
SPEED 49. lncreasing runway up slope will ...V,, .....V, a. b. C. d.
Increase Decrease Increase Decrease
increase decrease not affect increase
.....?V ,,, increase. decrease. not affect. decrease.
SPEED 50. lncreasing altitude will ...V, .....V, .....V? , a. b. c. d.
Increase Decrease Increase Decrease
increase not affect decrease increase
increase. decrease. not affect. decrease.
SPEED 51. lncreasing temperature will ...V, :....V, .....VY? a. b. c. d.
Increase Decrease Increase Decrease
increase not affect decrease increase
increase. not affect. not affect. decrease.
SPEED 52. lncreasing weight will ...V, a. b. c. d.
Increase Decrease Increase Decrease
.....Vxl .....V?, increase not affect decrease increase
increase. decrease. not affect. decrease.
SPEED 53. lncreasing runway up slope will ...V, .....V, .....V? , a. b. c. d.
Increase Nat affect Increase Decrease
increase not affect decrease increase
increase. not affect. not affect. decrease.
Speeds
SPEED 54. lncreasing headwind will ...V, .....Vx, .....V? , a. b. C. d.
Increase Not affect Increase Decrease
increase not affect decrease increase
increase. not affect. not affect. decrease.
SPEED 55. lncreasing flap angle will ...V, .....Vx, I ....V? , a, b. c, d.
increase Decrease Increase Decrease
increase decrease decrease increase
increase. decrease. not affect. decrease.
SPEED 56. lncreasing temperature will ...VMcG,.....VMcA,.....V,? a. b. c. d.
Increase Decrease Increase Decrease
increase not affect decrease decrease
increase. decrease. not affect. increase.
SPEED 57. lncreasing altitude will ...VMcG,.....VMcA,.....V,? a. b. c. d.
Increase Decrease Increase Decrease
increase not affect decrease decrease
increase. decrease. not affect. increase.
SPEED 58. lncreasing weight will .. .VMcG,.....VMcA,.....V,? a. b. c. d.
Increase Not affect Not affect Decrease
increase not affect not affect decrease
increase. decrease the minimum value of. increase the minimum value of. increase.
SPEED 59. lncreasing runway up slope will ...VMcG,..... ,,,V, a. b. c. d.
Increase Not affect Not affect Decrease
increase not affect not affect decrease
.....V,?
increase. decrease. increase. increase.
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130
Speeds
SPEED 60. lncreasing headwind will ...VMcG,.....VMcA,.....V,? a. b. c. d.
Increase Not affect Not affect Decrease
increase not affect not affect decrease
increase. decrease. increase. increase.
SPEED 61. lncreasing flap angle will ... ,,,V, a. b. c. d.
Increase Not affect Not affect Decrease
..... ,,,V ,
increase not affect not affect decrease
.....V,? increase. decrease minimum value of. increase minimum value of. increase.
SPEED 62. VATfor a class A aircraft is?
a. b. c. d.
lndependent of weight. lndependent of flap angle. ,, at screen height. 1.23 V 1.05 V,, at screen height.
SPEED 63. The landing climb speed is ? a. b. c. d.
1.08 V,, for 4 engine Class A aircraft. 5 V,, for twin engine Class A aircraft 1.I 1.25 V,, for 4 engine Class A aircraft. 1.25 VREFfor Class B aircraft.
SPEED 64. The landing climb speed is ? a. b. c. d.
1. I 3 V,, for 4 engine Class A aircraft. ,, for twin engine Class A aircraft 1. I 3 V 1.I 3 V,, for 4 engine Class A aircraft. 1. I 3 VREF for Class B aircraft.
SPEED 65. The landing climb speed is ? a. b. c. d.
1.25 V,, for 4 engine Class A zircraft. 1.25 V,, for twin engine Class A aircraft 1.2 V,, for 4 engine Class A aircraft. VREFfor all Class B aircraft.
Speeds
SPEED 66. The landing climb speed is ? a. b. c. d.
1.I 3 VsRfor 4 engine Class B aircraft. 1. I 3 VsRfor three engine Class A aircraft 1. I 3 VsRfor 4 engine Class A aircraft. 3 ,V ,, for Class B aircraft. 1.I
SPEED 67. The one engine inoperative approach climb speed is? a. b. c. d.
Not greater than 1.2 V ,, for 4 engine Class A aircraft. Not greater than 1.4 VsRfor all other Class A aircraft 1.25 VsRfor all Class B aircraft. . 1.2 ,V ,, for all Class B aircraft.
SPEED 68. The approach climb speed is? a. b. c. d.
Not greater than 1.2 V, for 4 engine Class A aircraft. Not greater than 1.25 V, for all Class B aircraft Not greater than 1.5 V, for all Class B aircraft. ,, for all Class B aircraft. 1.2 ,V
SPEED 69. The minimum acceptable value of V, is? a. b. c. d.
1.25 VsRfor 2 and 3 engine turbo-prop aircraft. 1.08 VsRfor 4 engine turbo-prop aircraft. 1. I VS for 4 engine jet aircraft. 1.15VMC.
SPEED 70. The minimum acceptable value of V, is? a. b. c. d.
1.25 V ,, for 2 and 3 engine turbo-prop aircraft. ,, for 4 engine turbo-prop aircraft. 1.25 V 1.08 VsRfor 4 engine jet aircraft. 1.15 VMC.
SPEED 71. The minimum acceptable value of V, is? a. b. c. d.
1.25 VsRfor 2 and 3 engine turbo-prop aircraft. 1.25 VsRfor 4 engine turbo-prop aircraft. 1. I V ,, for 4 engine jet aircraft. 1.1.V ,,
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Speeds
132
SPEED 72. The minimum acceptable value of V, is? a. b. c. d.
V,. ,, 1.5 .V That required to reach V, at 50 ft. ,, That which causes VLoFto be 1.15 .V
SPEED 73. The minimum acceptable value of V, is? a. b. c. d.
V,. 1.05 .V ,, That required to reach V, at 50 ft. .,, That which causes VLoFto be 1.15 V
SPEED 74. The minimum acceptable value of V, is? a. b. c. d.
V,. 1.15VMc. That required to reach V, at 35 ft. ,, That which causes VLoFto be 1.15 .V
SPEED 75. The minimum acceptable value of V, is? a. b. c. d.
V,. 1.15VMc. That required to reach V, at 50 ft. ,, That which causes VLoFto be I. I .V
SPEED 76. The minimum acceptable value of V, is? a. b. c. d.
V,. 1.15 .V ,, That required to reach V, at 50 ft. ,, That which causes VLo, to be 1.05 V
withone engine out.
SPEED 77. What is a typical value of V,/Dmax? a. b. c. d.
Approximately 2.1Vs for jet aircraft. 94% of the I g stall speed. Approximately 1.5 V.,, Approximately 1.41Vs, of turbo-propeller aircraft
Speeds
SPEED 78. What is a typical value of V,/Dmax? a. b. c. d.
Approximately 2.5 V, for jet aircraft. 94% of the l g stall speed. Approximately 1.32 V.,, Approximately 1.5 V, of piston propeller aircraft.
SPEED 79. What is a typical value of V,/Dmax? a. b. c. d.
Approximately 2.5 V, for jet aircraft. 94% of the l g stall speed. .,, Approximately 1.5 V Approximately 1.7 V, of piston propeller aircraft.
SPEED 80. What is V ?, a. b. c. d.
At least 2 Kts or 2% above the stick pusher activation speed. The speed providing maximum angle of climb. The speed providing maximum ROC. At least 90% of the l g stall speed.
SPEED 81. What is V ?, a. b. c. d.
The minimum level flight CAS. The speed providing maximum angle of climb. The speed providing maximum ROC. At least the l g stall speed.
SPEED 82. The minimum acceptable value of V, is? a. b. c. d.
1.25 VS for 2 and 3 engine turbo-prop aircraft. 1.25 VS for 4 engine turbo-prop aircraft. 1.IVS for 4 engine jet aircraft. 1.1 VMC.
SPEED 83. For a class A aircraft V, must be not less than?
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Speeds
SPEED 84. For a class A aircraft V, with one engine inoperative, must be not less than? a. b. c. d.
110% of.,,V , 105% of VMcG. I15% of.,,V, That which causes ,V ,,
to be 105% of .V ,,
SPEED 85. An aircraft is flying at VIM,. By what % must its IAS reduce to continue flying at V ,, by 1O%?
as its weight decreases
SPEED 86. An aircraft is flying at VIM,. By what % must its IAS reduce to continue flying at V ,, by 20%?
as its weight decreases
SPEED 87. The value of,,V , a. b. c. d.
will not be affected by?
lncreased thrust. lncreased temperature. lncreased weight. lncreased altitude.
SPEED 88. For landing a Class A aircraft the speed should be? a. b. c. d.
Not less than Not less than Not less than Not less than
1.23 ,V ,, at a 35 ft screen height. , at a 50 ft screen height. 1.2,,V 1.3 ,V ,, at a 50 ft screen height. 1.2 ,V ,, at a 35 ft screen height.
SPEED 89. What is?,,V ,, a. b. c. d.
The highest decision speed at which it is possible to stop within the ASDA. The highest decision speed at which it is possible to stop within the ASDR. The lowest decision speed at which it is possible to continue a take-off within the TODA. The highest decision speed at which it is possible to continue a take-off within the TODR.
Speeds
SPEED 90. What is ?V ,, a. b. c. d.
The highest decision speed at which it is possible to stop within the ASDA. The highest decision speed at which it is possible to stop within the ASDR. The lowest decision speed at which it is possible to continue a take-off within the TODA. The highest decision speed at which it is possible to continue a take-off within the TODR.
SPEED 91. What is V,? a. b. c. d.
The take-off safety speed. The speed that must be achieved by screen height when all engines are operating. The speed that must be achieved by screen height. The steady take-off climb speed.
SPEED 92. What is ?,V ,, a. b. c. d.
The take-off safety speed. 'The speed that must be achieved by screen height when all engines are operating. The speed that must be achieved by screen height. The final take-off speed.
SPEED 93. What is the value for V,? a. b. c. d.
Never more than V2 plus 10 Kts. Never less than V2 plus 10 Kts. Never less than 1.2 VMcA. Never less than V,.
SPEED 94. What is the value for?,V ,, a. b. c. d.
Never more than V, plus 10 Kts. Never more than V .,, Never less than 1.I 8V ., Never more than V,.
SPEED 95. What is the value for V,? a. b. c. d.
Never more than V2 plus 10 Kts. Never less than V, plus 10 Kts. Never less than 1.3 VMcA. Never less than 1;3 V .,,
135
Speeds
136
SPEED 96. What is VAT,? a. b. c. d.
Target threshold speed with no engines operating. Target threshold speed with no engines failed. Target threshold speed with one engine operating. Target threshold speed with one engine failed.
SPEED 97. What is VAT,? a. b. c. d.
Target threshold speed with no engines operating. Target threshold speed with no engines failed. Target threshold speed with one engine operating. Target threshold speed with one engine failed.
SPEED 98. What is the minimum value of VREF?
SPEED 99. What is V ,, a. b. c. d.
for a Class A aircraft
m value of VLoFunder any conditions. The m i n i m ~ ~possible The maximum possible value of VLoFunder any conditions. The GAS at which the nose wheel first leaves the runway. The GAS at which the main wheels first leave the runway.
SPEED 100. What effect does increasing altitude have on ?,V ,, a. b. c. d.
lncrease. Decrease. No effect. lncrease or decrease depending on mass.
SPEED 101. What limits V ?,, a. b. c. d.
1. I 3 VsRfor 2 engine turbo-prop aircraft. 1.IV, for 3 engine turbo-prop aircraft. 1.25 V, for 4 engine turbo-prop aircraft. ,, 1.2 .V
Speeds
SPEED 102. What limits V? , a. b. c. d.
1.IV ,, for 2 engine turbo-prop aircraft. 3V ,, for 3 engine turbo-prop aircraft. 1.I 1.25 V, for 4 engine turbo-prop aircraft. ,, 1.2 .V
SPEED 103. What limits V ?,, a. b. c. d.
1.IV, for 2 engine turbo-prop aircraft. 1.25 V, for 3 engine turbo-prop aircraft. ,, for 4 engine turbo-prop aircraft. 1.08 V ,, 1.2 .V
SPEED 104. What limits V ?,, a. b. c. d.
1.25 V, for 2 engine turbo-prop aircraft. 1.3 V, for 3 engine turbo-prop aircraft. 1. I V, for 4 engine turbo-prop aircraft. 1.1 .v,
SPEED 105. Which of the following best defines ?V ,,, a. b. c. d.
1.2 V,. Not less than 1.23.,V ,, 1.1 VMCL. 1.05VMc,.
SPEED 106. ,V ,,
will be increased by? a. b. c. d.
lncreased landing mass. lncreased take-off mass. lncreased engine power output. lncreased flap angle.
SPEED 107. A 10% increase in landing mass will a. b. c. d.
Increase Decrease Increase Increase
5%. 10%. 15%. 25%.
........... VREFby ....... ?
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138
Speeds
SPEED 108. An increase in .flap angle from 40 degrees to 45 degrees will ........ ? V ,,, a. b. c. d.
lncrease by 5%. Decrease. Decrease by 5%. Increase.
SPEED 109. Increasing pressure altitude will ..... ... ?V ,,, a. b. c. d.
Increase. Decrease. Not affect. lncrease or decrease depending on mass.
SPEED 110. If pressure altitude is increased V, and V, will? a. b. c. d.
Not be affected. Move further apart. Move closer together. lncrease by the same amoant.
SPEED 111. If pressure altitude i s increased V, and V, will? a. b. c. d.
Both increase. Both decrease. lncrease and decrease. Decrease and increase.
SPEED 112. V, must be greater than? a. b. c. d.
V, and 1.05.,,V, V, and 1.05.,V ,, V, and 1.05.,,V, ,V ,, and.,,V,
SPEED 113. Complete the following statement. The ....... must be long enough to enable an aircraft to accelerate to . Then decelerate to a stop without going off the end of the ........ ? a. b. c. d.
ASDR ASDA ASDA ASDA
the speed at V, plus 2 seconds the speed at V, plus 2 seconds the speed at V, the speed at V, plus 2 seconds
stopway. clearway. runway. stopway.
Speeds
SPEED 114. Which of the following might cause V, to be limited by VMcA? a. b. c. d.
Large flap angles. High mass. Low ambient pressure. Low ambient temperatures.
SPEED 115. Which of the following would be the first limit on increasing V,? a. VMc,. b. c. v,. d. V,.
SPEED 116. Which of the following might cause V, to be limited by VMcA? a. b. c. d.
Small flap angles. Low mass. Low ambient pressure. Low ambient temperatures.
SPEED 117. Which of the following is the maximum speed for raising or lowering the landing gear? a. V,. b. V,. C. v., d. V.,
SPEED 118. Which of the following might cause V, to be limited by VMcA? a. b. c. d.
Small flap angles. High mass. High ambient pressure. Low ambient temperatures.
SPEED 119. Which of the following is the maximum speed for flight with the landing gear deployed? a. V,. b. V,. C.
v.,
d. V.,
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140
Speeds
SPEED 120. Which of the following might cause V2 to be limited by VMcA? a. b. c. d.
Small flap angles. High mass. Low ambient pressure. Low density altitude.
SPEED 121. If weight is increased by 25% by what % will V, increase?
SPEED 122. Increasing flap setting from 10 degrees to 30 degrees will ...... V",? a. b. c. d.
Increase. Decrease unless limited by VMcA. Decrease or increase depending on altitude. Decrease or increase depending on C of G position.
SPEED 123. V, is ......... than V, and ........... than VMc,? a. b. c. d.
Less, Less, More, More,
Less. More. More. Less.
SPEED 124. VMcAis .........than VRwhich is .............. than VMc,? a. b. c. d.
Less, Less, More, Iklore,
SPEED 125. The correct equation is?
Less. More. More. Less.
Speeds
141
SPEED 126. V2 is? a. The take-off safety speed. b. The speed attained in the fourth segment. c. The lowest speed at which directional control can be maintained following an engine failure after take-off. d. The minimum lift off speed with one engine out.
SPEED 127. The minimum and maximum values of V, are?
SPEED 128. VR must be not less than ...... for a Class A aircraft? a. V, plus 10%. b. VMcplus 5%. c. v,, plus 10%. d. VMc, plus 15%.
SPEED 129. Increasing aircraft mass by 10% ......? a. b. c. d.
lncreases ,V, by 5% but does not change parasite drag. lncreases VMDby 5% but does not change induced drag. Decreases VMDand induced drag by 5%. lncreases ,V, and induced drag by 5%.
SPEED 130. Decreasing aircraft mass by 20% ........ ,V, a. b. c. d.
Decreases Decreases Increases Increases
10 20 10 20
by ...... % but ...... .....?
does not affect profile drag. does not affect induced drag. does not affect profile drag. does not affect induced drag.
SPEED 131. The correct sequence of velocities is?
142
Speeds
SPEED 132. The relationship between V, and V, is? a. b. c. d.
V, V, V, V,
is always less than V., is always greater than V., is always less than or equal to V., can never equal V.,
SPEED 133. The correct sequence is?
SPEED 134. VMc, will be lowest with? a. b. c. d.
High ambient temperature humidity and pressure altitude. Low ambient temperature, humidity and pressure altitude. High ambient temperature and low humidity and pressure altitude. Low ambient temperature and high humidity and pressure altitude.
SPEED 135. V, is? a. b. c. d.
Take-off safety speed. Threshold speed. Take-off decision speed. Minimum control speed in the take-of configuration.
SPEED 136. VMcAis the minimum control speed airborne. Which of the following is correct? a. Vs < VMcA < "M , .,i b- VR < VMcA < 'Lo,. C. M ",,i < VMcA < 'Mu. d. VMU< VMCA < V,.
SPEED 137. V, is the speed at which the critical engine is assumed to fail during take-off. Which of the following is correct? a. VMc, < VE, < V,. b' V2MIN < E' F < M' U. c. 1.05VMcA < V, < V,. d. 1.05VMcA< V, < VR.
Speeds
143
SPEED 138. A twin piston engine aircraft with a constant speed propeller has a V ,, 100 Kts. Which of the following is correct? a. b. c. d.
Vy = 130 Kts. Vy = 100 Kts. Vy is less than 100 Kts. 100Kts
