130 (Refer to Fig.9) With a reported wind of south at 20 knots, which runway (10, 14, ή 24) is appropriate for an airplane with a 13-knot maximum crosswind component?
O Runway 14,
O Runway 10.
O Runway 24.
O Runway 10/28.
131 (Refer to Fig.9) What is the crosswind component for a landing on Runway 18 if the tower reports the wind as 220° at 30 knots?
O 19 knots,
O 23 knots.
O 30 knots.
O 15 knots.
134 Refer to Range Profile diagram (Fig. 20). The still air range, cruising at 20.000 ft and fully loaded at Std. ISA, with 45mins. reserve fuel allowance, 55% cruise power settings, should be approximatelly:
O 680 NM
O 645 NM
O 710 NM
O 450 NM.
135 Refer to Range Profile diagram (Fig. 20). The still air range, cruising at 24.000 ft and fully loaded at Std. ISA, with 45mins. reserve fuel allowance, 75% cruise power settings, should be approximatelly:
O 608 NM with TAS 167 kt.
O 600 NM with TAS 156 kt.
O 670 NM with TAS 142 kt.
O 710 NM. with TAS 114 kt.
136 Refer to Endurance Profile diagram (Fig. 21). The endurance, with 45% cruise power settings at PA 16.000 ft, allowing 45 mins. reserve fuel and fully loaded at ISA conditions, should be approximatelly:
O 6 h
O 6.2 h
O 4.1 h
O 5 h
137 Refer to Range Profile diagram (Fig. 17). The still air range, cruising at 12.000 ft and fully loaded at Std. ISA, with 45mins. reserve fuel allowance, 45% cruise power settings, should be approximatelly:
O 905 NM with TAS 114 kt.
O 910 NM with TAS 112 kt.
O 732 NM with TAS 144 kt.
O 905 NM. with TAS 109 kt.
138 Refer to Endurance Profile diagram, (Fig.19) The endurance, at 2400RPM/ max. power settings and fully loaded at ISA conditions, should be approximatelly:
O 3.7 h at PA 8000 ft.
O 4.2 h at PA 12000 ft.
O 6.0 h at PA 8000 ft.
O unpredictable.
139 Refer to Range Profile diagram, (Fig.18) The still air range, cruising at 6000 ft and fully loaded at Std ISA, based on 45mins. reserve fuel allowance, at 45% BHP and FF of 4.1 gallons, should be:
O 580 NM at 93 KTAS.
O 580 NM at 122 KTAS.
O 485 NM at 122 KTAS
O 580 NM at VNE
140 Determine the short field landing distance required from 50ft(screen height), for the a/c in (Fig.23). Given: PA………………………………SL OAT………………………… 30?C Wind ……………………….. 18 kt Head.
O 992 ft
O 1240ft
O 550ft
O 1488ft.
141 Determine the short field ground roll required, for the a/c in (Fig.23). Given: PA………………………………2000 ft OAT………………………… ISA Wind ……………………….. nil.
O 510 ft
O 500ft
O 520ft
O 1240ft.
142 Determine the short field landing distance required from 50ft(screen height), for the a/c in (Fig.22), to full stop. Given: PA………………………………4000 ft OAT………………………… 10?C Wind ……………………….. 9 kt Tail
O 2150 ft
O 1485ft
O 1336ft
O 670ft.
143 Estimate from graph in Fig.24, the Time, Fuel and Distance to climb. Given: OAT at take off………………………………..10°C OAT at cruise …………………………………. -10°C Airport PA ……………………………………….2000ft Cruise altitude ………………………………12000ft Initial climb weight……………………….3650 lb Power ……………………………………….full throttle.
O Time to climb 17 mins. Fuel & distance to climb 5.5 gallons and 35mins.
O Time to climb 19 mins. Fuel & distance to climb 6.5 gallons and 39mins.
O Time to climb 15 mins. Fuel & distance to climb 4.5 gallons and 36mins.
O Time to climb 20 mins. Fuel & distance to climb 7.0 gallons and 41mins.
144 The aircraft is fully loaded with skydivers, takes off from S.L. to 13.500 ft. The OAT is 15° C. Estimate the mean indicated ROC and the time to lift off (Fig 25)
O 760 fpm and 15mins.
O 1030 fpm and 18 mins.
O 710 fpm and 18 mins.
O 815 fpm and 13 mins.
145 The True Air Speed for the best rate of climb when climbing from sea level up to the service or operational ceiling:
O tends to increase.
O tends to decrease.
O remains about constant.
O tends decreasing to converge with TAS for the best angle of climb.
146 An approach to land is made into wind because:
O this reduces both the ground speed and ultimately the landing distance required (LDR).
O it increases ground speed and decreases landing distance.
O this provides a better accelerated stop distance (ASDA)
O reduces ground speed and the landing distance available (LDA).
147 Having inadvertently flown into the vicinity of cloud which has extensive vertical and horizontal development, accretion of wing ice is observed. Your immediate action should be:
O make a 180° turn or descend into warmer air layers.
O climb "ON TOP",of the cloud if capable.
O fly into the warmer air inside the cloud.
O continue on present course as clouds of extensive vertical development do not have extensive horizontal development, relying on de-icing systems.
152 If an aeroplane with a lift/drag ratio of 9/1 was at 9000ft, the maximum distance it could glide in still air conditions would be:
O 13.5 nautical miles.
O 8.1 nautical miles.
O 18.5 nautical miles.
O 8.1 kilometres.
153 Published take-off performance data, is complied from aircraft operating on:
O a level, dry, hard surface runway.
O an average hard surface, paved runway and free of condamination.
O a hard surface, paved runway with a maximum specified slope and free of condamination.
O a tarmac surface runway with a maximum 0.5° up or down slope.
154 Increasing or decreasing the power setting in a single engined aeroplane, changes the pitch attitude because:
O the thrust line not being aligned with the drag line vectors.
O the gyroscopic effect of propeller torque changes.
O of the excess available power .
O imbalance of the lift/ weight couple vectors.
155 When landing, if the TAS is significantly less than the ground speed, you will have:
O a tailwind.
O a headwind.
O a lesser drag.
O a windsheer .
156 If the stalling speed of an aeroplane in the landing configuration (Vso) is 55kt, what should be the minimum approach speed.
O 71kt
O 60kt
O 42kt
O 48kt
157 The airspeed should be kept relatively high during a prolonged climb so that:
O the airflow that passes over and cools the engine is adequate.
O the desired distance is reached as soon as possible.
O the nose is kept low, visibility increased and drag decreased.
O altitude change is established as soon as possible, to the best angle of climb.
162 The required fuel load for a flight is 500 pounds. Given that the specific gravity of the fuel is 0.73, how much fuel in litres should be uplifted, presuming the tanks are empty?
O 310 litres.
O 500 litres.
O 285 litres.
O 685 litres.
163 Before refuelling, an aircraft, had a weight of 2122 pounds and the total moments were 75900 lb in aft of the datum. 354 lb of fuel were loaded which had an effective arm of 48 inches aft of the datum. The new total aft of datum moments were:
O 92.984 lb in.
O 85.317 lb in.
O 89.900 lb in.
O 120.110 lb in.
164 In case of a full complement of passengers and maximum possible baggage load are to be carried:
O the fuel uplift may have to be restricted to prevent the maximum take-off weight being exceeded.
O full fuel tanks must be carried and extra oil left home.
O the fuel load need not to be taken into account separately in the loading calculations.
O the fuel load must not exceed 70% of the fuel tank capacity during MTOW calculations.
165 An oil tank containing 3 US gallons of oil weighing 6 lb/gal . And is 17 inches from the aeroplane datum point. The oil tank moment, will be:
O 306 lb in.
O 184 lb in:
O 17 lb in.
O 34 lb in.
166 13 Imperial gallons of fuel with a specific gravity of 0.72 weighs:
O 93.5 lbs.
O 88.1 lbs.
O 103.0lbs.
O 28.6lbs.
167 Aeroplane planned take-off weight = 2122lb. Calculated C of G for departure = 35.78 inches aft of the datum. Planned fuel burn during the flight = 354lb, positioned 48 inches aft of the datum. What is the calculated C of G position in inches aft of the datum for landing?
O 33.30"
O 35.80"
O 41.00"
O 37.50"
168 For a given fuel load, if the aircraft all up weight is increased, the range will:
O be reduced.
O be unchanged.
O be increased.
O only be reduced if the a/c is flown at a higher altitude in less dense air.
173 The probable consequence of any ambient temperature increase upon air density and aircraft performance would be:
O decrease in both air density and engine power available.
O an increase in both air density and engine power available.
O a decrease in air density with an attendant increase in engine power available.
O an increase in air density with an attendant decrease in engine power available.
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