Why are 'step climbs' used on long distance flights ?
Step climbs do not have any special purpose for jet aeroplanes; they are used for piston engine aeroplanes only.
To respect ATC flight level constraints.
To fly as close as possible to the optimum altitude as aeroplane mass reduces.
Step climbs are only justified if at the higher altitude less headwind or more tailwind can be expected.
If the take-off mass of an aeroplane is brake energy limited a higher uphill slope would
have no effect on the maximum mass for take-off.
decrease the required take-off distance.
increase the maximum mass for take-off.
decrease the maximum mass for take-off.
The approach climb requirement has been established so that the aeroplane will achieve:
manoeuverability during approach with full flaps and gear down, all engines operating.
minimum climb gradient in the event of a go-around with one engine inoperative.
obstacle clearance in the approach area.
manoeuverability in the event of landing with one engine inoperative.
In which of the following distances can the length of a stopway be included?
In the accelerate stop distance available.
In the one-engine failure case, take-off distance
In the all-engine take-off distance
In the take-off run available
For jet aeroplanes which of the following statements is correct?
When determining the maximum allowable landing mass at destination, 60% of the available distance is taken into account, if the runway is expected to be dry.
In any case runway slope is one of the factors taken into account when determining the required landing field length.
An anti-skid system malfunction has no effect on the required landing field length.
The required landing field length is the distance from 35 ft to the full stop point.
On a dry runway the accelerate stop distance is increased
by headwind.
by low outside air temperature.
by a lower take-off mass because the aeroplane accelerates faster to V1.
by uphill slope.
With regard to a unaccelerated horizontal flight, which of the following statement is correct?
The minimum drag is independant of the aircraft mass.
The minimum drag is proportional to the aircraft mass.
The minimum drag is a function of the pressure altitude.
The minimum drag is is a function of the density altitude.
With an true airspeed of 194 kt and a vertical speed of 1 000 ft/min, the climb gradient is about :
3°
3%
5°
8%
Concerning the landing gear, which of the following factors would limit the take-off mass?
Nitrogen pressure in the strut and brake temperature.
Rate of rotation of the wheel at lift off and brake energy
Tyre pressure and brake temperature.
Rate of rotation of the wheel and tyre pressure.
Which of the following speeds can be limited by the 'maximum tyre speed'?
Lift-off groundspeed
Lift-off IAS.
Lift-off TAS.
Lift-off EAS.
The maximum operating altitude for a certain aeroplane with a pressurised cabin
is dependent on aerodynamic ceiling
is dependent on the OAT.
is only certified for four-engine aeroplanes
is the highest pressure altitude certified for normal operation
A higher outside air temperature (OAT)
decreases the brake energy limited take-off mass.
increases the field length limited take-off mass.
increases the climb limited take-off mass.
decreases the take-off distance.
The stalling speed or the minimum steady flight speed at which the aeroplane is controllable in landing configuration is abbreviated as
VS1.
VS.
VMC.
VSO.
If the take-off mass of an aeroplane is tyre speed limited, downhill slope would
increase the required take-off distance
What will be the effect on an aeroplane's performance if aerodrome pressure altitude is decreased?
It will increase the take-off distance required.
It will increase the take-off ground run.
It will increase the accelerate stop distance.
It will decrease the take-off distance required
An aeroplane carries out a descent from FL 410 to FL 270 at cruise Mach number, and from FL 270 to FL 100 at the IAS reached at FL 270. How does the angle of descent change in the first and in the second part of the descent? Assume idle thrust and clean configuration and ignore compressibility effects.
Increases in the first part; is constant in the second
Increases in the first part; decreases in the second.
Is constant in the first part; decreases in the second.
Decreases in the first part; increases in the second.
A constant headwind component
increases the angle of flight path during climb
increases the best rate of climb.
decreases the angle of climb.
increases the maximum endurance
Higher gross mass at the same altitude decreases the gradient and the rate of climb whereas
VY and VX are increased
VX is increased and VY is decreased.
VY and VX are not affected by a higher gross mass
VY and VX are decreased
In case of an engine failure which is recognized at or above V1
the take-off should be rejected if the speed is still below VR.
the take-off must be continued
the take-off must be rejected if the speed is still below VLOF.
a height of 50 ft must be reached within the take-off distance.
When flying the "Backside of Thrustcurve" means
a lower airspeed requires more thrust.
the thrust required is independent of the airspeed.
a thrust reduction results in an acceleration of the aeroplane
a lower airspeed requires less thrust because drag is decreased.
VR cannot be lower than:
105% of V1 and VMCA.
1.2 Vs for twin and three engine jet aeroplane.
1.15 Vs for turbo-prop with three or more engines.
V1 and 105% of VMCA.
Given: VS= Stalling speed VMCA= Air minimum control speed VMU= Minimum unstick speed (disregarding engine failure) V1= take-off decision speed VR= Rotation speed V2 min.= Minimum take-off safety speed VLOF: Lift-off speed The correct formula is:
VR< VMCA< VLOF
VMU<= VMCA< V1
V2min< VMCA> VMU
VS< VMCA< V2 min
