# 4. Performance

Quiz by Jose Antonio Vazquez, updated more than 1 year ago
 Created by Jose Antonio Vazquez about 1 year ago
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### Description

Performances Quiz on 4. Performance, created by Jose Antonio Vazquez on 11/06/2018.

## Resource summary

### Question 1

Question
124) In unaccelerated climb
• thrust equals drag plus the uphill component of the gross weight in the flight path direction.
• thrust equals drag plus the downhill component of the gross weight in the flight path direction.
• lift is greater than the gross weight.
• lift equals weight plus the vertical component of the drag.

### Question 2

Question
125) The optimum cruise altitude increases
• if the aeroplane mass is decreased.
• if the temperature (OAT) is increased.
• if the tailwind component is decreased.
• if the aeroplane mass is increased.

### Question 3

Question
126) Regarding the obstacle limited take-off mass, which of the following statements is correct?
• The obstacle limited mass can never be lower than the climb limited take-off mass.
• The maximum bank angle which can be used is 10°.
• A take-off in the direction of an obstacle is also permitted in tail wind condition.
• Wind speed plays no role when calculating this particular mass.

### Question 4

Question
127) A jet aeroplane is climbing at a constant IAS and maximum climb thrust, how will the climb angle / the pitch angle change?
• Remain constant / decrease.
• Remain constant / become larger.
• Reduce / decrease.
• Reduce / remain constant.

### Question 5

Question
128) Reduced take-off thrust should normally not be used when:
• the runway is wet.
• the OAT is ISA +10°C
• anti skid is not usable.
• it is dark.

### Question 6

Question
144) How is wind considered in the take-off performance data of the Aeroplane Operations Manuals ?
• Unfactored headwind and tailwind components are used.
• Not more than 80% headwind and not less than 125% tailwind.
• Since take-offs with tailwind are not permitted, only headwinds are considered.
• Not more than 50% of a headwind and not less than 150% of the tailwind.

### Question 7

Question
131) On a reciprocating engined aeroplane, with increasing altitude at constant gross mass, angle of attack and configuraton the drag
• remains unchanged but the TAS increases.
• remains unchanged but the the CAS increases
• increases at constant TAS.
• decreases and the CAS decreases too because of the lower air density.

### Question 8

Question
120) The drift down procedure specifies requirements concerning the:
• engine power at the altitude at which engine failure occurs
• climb gradient during the descent to the net level-off altitude
• weight during landing at the alternate
• obstacle clearance during descent to the net level-off altitude

### Question 9

Question
133) Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed?
• The mass of an aeroplane does not have any effect on the speed for descent.
• The higher the gross mass the greater is the speed for descent.
• The higher the gross mass the lower is the speed for descent.
• The higher the average temperature (OAT) the lower is the speed for descent.

### Question 10

Question
134) What will be the influence on the aeroplane performance if aerodrome pressure altitude is increased?
• It will increase the take-off distance.
• It will decrease the take-off distance.
• It will increase the take-off distance available.
• It will increase the accelerate stop distance available.

### Question 11

Question
135) An aeroplane is in a power off glide at best gliding speed. If the pilot increases pitch attitude the glide distance:
• increases.
• remains the same.
• may increase or decrease depending on the aeroplane.
• decreases.

### Question 12

Question
136) Which statement concerning the inclusion of a clearway in take-off calculation is correct?
• The field length limited take-off mass will increase.
• The usable length of the clearway is not limited.
• V1 is increased.
• V1 remains constant.

### Question 13

Question
137) What affect has a tailwind on the maximum endurance speed?
• No affect
• Tailwind only effects holding speed.
• The IAS will be increased.
• The IAS will be decreased.

### Question 14

Question
138) Which of the equations below defines specific range (SR)?
• SR = Groundspeed/Total Fuel Flow
• SR = True Airspeed/Total Fuel Flow
• SR = Indicated Airspeed/Total Fuel Flow
• SR = Mach Number/Total Fuel Flow

### Question 15

Question
139) Take-off performance data, for the ambient conditions, show the following limitations with flap 10° selected: - runway limit: 5 270 kg - obstacle limit: 4 630 kg Estimated take-off mass is 5 000kg. Considering a take-off with flaps at:
• 20°, both limitations are increased
• 5°, the obstacle limit is increased but the runway limit decreases
• 5°, both limitations are increased
• 20°, the obstacle limit is increased but the runway limit decreases

### Question 16

Question
140) Is there any difference between the vertical speed versus forward speed curves for two identical aeroplanes having different masses ? (assume zero thrust and wind)
• Yes, the difference is that the lighter aeroplane will always glide a greater distance.
• Yes, the difference is that for a given angle of attack both the vertical and forward speeds of the heavier aeroplane will be larger.
• No difference.
• Yes, the difference is that the heavier aeroplane will always glide a greater distance.

### Question 17

Question
141) Which of the following statements with regard to the optimum cruise altitude (best fuel mileage) is correct?
• An aeroplane usually flies above the optimum cruise altitude, as this provides the largest specific range.
• An aeroplane sometimes flies above the optimum cruise altitude, because ATC normally does not allow to fly continuously at the optimum cruise altitude.
• An aeroplane always flies below the optimum cruise altitude, as otherwise Mach buffet can occur.
• An aeroplane always flies on the optimum cruise altitude, because this is most attractive from an economy point of view.

### Question 18

Question
130) A four jet-engined aeroplane (mass = 150 000 kg) is established on climb with all engines operating. The lift- to-drag ratio is 14. Each engine has a thrust of 75 000 Newtons. The gradient of climb is: (given: g= 10 m/s2)
• 1.286%.
• 27%.
• 7.86%.
• 12.86%.

### Question 19

Question
18. How does the best angle of climb and best rate of climb vary with increasing altitude?
• Both decrease.
• Both increase.
• Best angle of climb increases while best rate of climb decreases.
• Best angle of climb decreases while best rate of climb increases.

### Question 20

Question
28. The optimum altitude
• is the altitude up to which cabin pressure of 8 000 ft can be maintained.
• increases as mass decreases and is the altitude at which the specific range reaches its maximum.
• decreases as mass decreases.
• is the altitude at which the specific range reaches its minimum.

### Question 21

Question
8) A lower airspeed at constant mass and altitude requires
• less thrust and a lower coefficient of lift.
• more thrust and a lower coefficient of lift.
• more thrust and a lower coefficient of drag.
• a higher coefficient of lift.

### Question 22

Question
9) At a constant Mach number the thrust and the fuel flow of a jet engine
• increase in proportion to the ambient pressure at constant temperature.
• decrease in proportion to the ambient pressure at constant temperature.
• increase with increasing altitude.
• are independent of outside air temperature (OAT).

### Question 23

Question
10) Following a take-off determined by the 50ft (15m) screen height, a light twin climbs on a 10% over-the-ground climb gradient. It will clear a 900 m high obstacle in relation to the runway (horizontally), situated at 10 000 m from the 50 ft clearing point with an obstacle clearance of
• 85m
• It will not clear the obstacle
• 115 m
• 100 m

### Question 24

Question
11) Moving the center of gravity from the forward to the aft limit (gross mass, altitude and airspeed remain unchanged)
• increases the power required.
• affects neither drag nor power required.
• increases the induced drag.
• decreases the induced drag and reduces the power required.

### Question 25

Question
12) On a reciprocating engined aeroplane, with increasing altitude at constant gross mass, angle of attack and configuraton the power required
• remains unchanged but the TAS increases.
• increases and the TAS increases by the same percentage.
• increases but TAS remains constant.
• decreases slightly because of the lower air density.

### Question 26

Question
13) During certification test flights for a turbojet aeroplane, the actual measured take-off runs from brake release to a point equidistant between the point at which VLOF is reached and the point at which the aeroplane is 35 feet above the take-off surface are: - 1747 m, all engines operating - 1950 m, with the critical engine failure recognized at V1, the other factors remaining unchanged. Considering both possibilities to determine the take-off run (TOR). What is the correct distance?
• 1950 m.
• 2009 m.
• 2243 m.
• 2096 m.

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