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  • 'Drift down' is the procedure to be applied: AFTER ENGINE FAILURE IF THE AEROPLANE IS ABOVE THE ONE ENGINE OUT MAXIMUM ALTITUDE
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    "Maximum endurance": IS ACHIEVED IN UNACCELERATED LEVEL FLIGHT WITH MINIMUM FUEL FLOW
    ·"Stepped climbs" are used on long-distance flights: TO FLY A PROFILE AS CLOSE AS POSSIBLE TO THE OPTIMUM ALTITUDE AS THE AEROPLANE MASS REDUCES
    ·A 'Balanced Field Length' is said to exist where: THE ACCELERATED STOP DISTANCE IS EQUAL TO THE TAKE OFF DISTANCE AVAILABLE
    ·A climb gradient required is 3,3%. For an aircraft maintaining 100 kt true airspeed , no wind, this climb gradient corresponds to a rate of climb of approximately: 330 FT/MIN
    ·A commercial flight is planned with a turbojet aeroplane to an aerodrome with a landing distance available of 2400 m. The aeroplane mass must be such that on arrival the aeroplane can be landed within: 1440 M
    ·A constant headwind: INCREASES THE ANGLE OF DESCENT FLIGHT PATH
    ·A decrease in atmospheric pressure has, among other things, the following consequences on take-off performance: AN INCREASED TAKE-OFF DISTANCE AND DEGRADED INITIAL CLIMB PERFOMANCE
    ·A four jet-engine 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 Newton. The gradient of climb is: (given: g= 10 m/s²): 12.86%
    ·A head wind will: INCREASE THE CLIMB FLIGHT PATH ANGLE
    ·A headwind component increasing with altitude, as compared to zero wind condition, (assuming IAS is constant): HAS NO EFFECT ON RATE OF CLIMB
    ·A higher altitude at constant mass and Mach number requires: A HIGHER ANGLE OF ATTACK
    ·A higher outside air temperature (OAT): DECREASES THE BRAKE ENERGY LMITED TAKE-OFF-MASS
    ·A higher outside air temperature: REDUCES THE ANGLE AND THE RATE OF CLIMB
    ·A higher pressure altitude at ISA temperature: DECREASES THE FIELD LEGTH LIMITED TAKE-OFF MASS
    ·A jet aeroplane descends with constant Mach number. Which speed limit will be exceeded? MAXIMUM OPERATING SPEED
    ·A jet aeroplane equipped with old engines has a specific fuel consumption of 0.06 kg per Newton of thrust and per hour and, in a given flying condition, a fuel mileage of 14 kg per Nautical Mile. In the same flying conditions, the same aeroplane equipped with modern engines with a specific fuel consumption of 0.035 kg per Newton of thrust and per hour, has a fuel mileage of: 8.17 KG/NM
    ·A jet aeroplane is climbing at a constant IAS and maximum climb thrust, how will the climb angle / the pitch angle change? REDUCE/DECREASE
    ·A jet aeroplane is climbing at constant Mach number below the tropopause. Which of the following statements is correct? IAS DECREASES AND TAS DECREASES
    ·A jet aeroplane is climbing with constant IAS. Which operational speed limit is most likely to be reached? THE MAXIMUM OPERATING MACH NUMBER
    ·A jet aeroplane is flying long range cruise. How does the specific range / fuel flow change? INCREASE/DECREASE
    ·A lower airspeed at constant mass and altitude requires A HIGUER COEFFICIENT OF LIFT
    ·A runway is contaminated by a 0,5 cm layer of wet snow. The take-off distance in relation to a dry runway will be: INCREASED
    ·A runway is contaminated with 0.5 cm of wet snow. The flight manual of a light twin nevertheless authorises a landing in these conditions. The landing distance will be, in relation to that for a dry runway: INCREASED
    ·A twin engine aeroplane is flying at the minimum control speed with take-off thrust on both engines. The critical engine suddenly fails. After stabilising the engine failure transient which parameter(s) must be maintainable? STRAIGHT FLIGHT
    ·A twin jet aeroplane is in cruise, with one engine inoperative, and has to overfly a high terrain area. In order to allow the greatest clearance height, the appropriate airspeed must be the airspeed: OF GREATEST LIFT-TO-DRAG RATIO
    ·According to JAR 25 the landing reference speed VREF may not be less than: 1. 23 VSRO AND MUST BE MAINTAINED DOWN TO 50 FT HEIGHT
    ·According to JAR-OPS 1, for turbo-prop aeroplanes, the required runway length at a destination airport is: THE SAME AS THAT REQUIRED AT AN ALTERNATE AIRPORT
    ·According to JAR-OPS 1, which one of the following statements concerning the landing distance for a turbojet aeroplane is correct? WHEN DETERMINING THE MAXIMUM ALLOWABLE LANDING MASS AT DESTINATION, 60% OF THE AVAILABLE RNWAY LEGTH SHOULD BE TAKEN INTO ACCOUNT
    ·Airport characteristics: hard, dry and runway slope zero; Actual conditions are:; pressure altitude: 1500 ft; outside temperature: +18°C; wind component: 4 knots tailwind; For a take-off mass of 2800 lbs, the take-off distance will be: 1500 FT
    ·An aeroplane descends from FL 410 to FL 270 at its cruise Mach number and from FL 270 to FL 100 at the IAS achieved at FL 270. Assuming idle thrust, a clean configuration and ignoring compressibility effects, how does the angle of descent change (i) in the first and (ii) in the second part of the descent? 1 INCREASES, 2 REMAINS CONSTANT
    ·An aeroplane executes a steady glide at the speed for minimum glide angle. If the forward speed is kept constant, what is the effect of a lower mass? Rate of descent / Glide angle / CL/CD ratio: INCREASES/INCREASES/DECREASES
    ·An aeroplane is in a power off glide at speed for minimum glide angle. If the pilot increases pitch attitude the glide distance: DECREASES
    ·An aeroplane operating under the 180 minutes ETOPS rule may be up to: 190 MINUTES FLYING TIME FROM A SUITABLE AIRPORT IN STILL AIR, WITH ONE ENGINE INOPERATIVE
    ·An aeroplane with reciprocating engines is flying at a constant angle of attack, mass and configuration. With increasing altitude the drag: REMAINS UNCHANGED BUT THE TAS INCREASES
    ·An aircraft has two certified landing flaps positions, 25° and 35°. If a pilot chooses 25° instead of 35°, the aircraft will have: AN INCREASED LANDING DISTANCE AND BETTER GO-AROUND PERFORMANCE
    ·An aircraft has two certified landing flaps positions, 25° and 35°. If a pilot chooses 35° instead of 25°, the aircraft will have: A REDUCED LANDING DISTANCE AND DEGRADED GO-AROUND PERFORMANCE
    ·An airport has a 3000 metres long runway, and a 2000 metres clearway at each end of that runway. For the calculation of the maximum allowed take-off mass, the take-off distance available cannot be greater than: 4500 METRES
    ·An extract of the flight manual of a single engine propeller aircraft is reproduced in annex.; Airport characteristics: hard, dry and zero slope runway; Actual conditions are:; pressure altitude: 1 500 ft; outside tempereature: +18°C; wind component: 4 knots tailwind; For a take-off mass of 1 270 kg, the take-off distance will be: 465 M
    ·An increase in atmospheric pressure has, among other things, the following consequences on landing performance: A REDUCED LANDING DISTANCE AND IMPROVED GO-AROUND PERFORMANCE
    ·An increase in atmospheric pressure has, among other things, the following consequences on take-off performance: A REDUCED TAKE-OFF DISTANCE AND IMPROVED INITIAL CLIMB PERFORMANCE
    ·An operator shall ensure that the net take-off flight path clears all obstacles. The half-width of the obstacle-corridor at the distance D from the end of the TODA is at least: 90M+ 0.125D
    ·Any acceleration in climb, with a constant power setting, DECREASES THE RATE OF CLIMB AND THE ANGLE OF CLIMB
    ·As long as an aeroplane is in a steady climb: VX IS ALWAYS LESS THAN VY
    ·Assuming constant L/D ratio, which of the diagrams provided correctly shows the movement of the "Thrust Required Curve". Mass m1 is higher than mass m2: C
    ·Assuming that the required lift exists, which forces determine an aeroplane's angle of climb? WEIGHT, DRAG AND THRUST
    ·Assuming the gross mass, altitude and airspeed remain unchanged, moving the Centre of Gravity from the forward safe limit to the aft safe limit: DECREASES THE INDUCED DRAG AND REDUCES THE POWER REQUIRED
    ·At a given altitude, when a turbojet aeroplane mass is increased by 5% - assuming the engines specific consumption remains unchanged -, its hourly consumption is approximately increased by: 5%
    ·At a given mass, the reference stall speed of a twin engine turboprop aircraft is 100 kt in the landing configuration. The minimum speed a pilot must maintain in short final is: 123 KT
    ·At a higher gross mass on a piston-engined aeroplane, in order to maintain a given angle of attack, configuration and altitude: THE AIRSPEED MUST BE INCREASED AND THE DRAG WILL ALSO INCREASE
    ·At constant thrust and constant altitude the fuel flow of a jet Engine: INCREASES SLIGHTLY WITH INCREASING AIRSPEED
    ·At reference or see Performance Manual SEP 1 Figure 2.1.; With regard to the take off performance chart for the single engine aeroplane determine the take off speed for (1) rotation and (2) at a height of 50 ft.; Given :; O.A.T : ISA+10°C; Pressure Altitude: 5000 ft; Aeroplane mass: 3400 lbs; Headwind component: 5 kt; Flaps: up ; Runway: Tarred and Dry: 71 AND 82 KIAS
    ·At the destination aerodrome the landing distance available is 3000m. The appropriate weather forecast indicates that the runway at the estimated time of arrival will be wet. For a commercial flight the mass of a turbojet aeroplane at landing must be such that the aeroplane can be landed within: 1565 M
    ·At which minimum height will the second climb segment end? 400 FT ABOVE FIELD ELEVATION
    ·Below the optimum cruise altitude: THE MACH NUMBER FOR LONG RANGE CRUISE DECREASES CONTINUOSLY WITH DECREASING ALTITUDE
    ·Besides lift, the forces that determine the gradient of climb of an aeroplane are: WEIGHT, DRAG AND THRUST
    ·Can the length of a stopway be added to the runway length to determine the take-off distance available ? NO
    ·Changing the take-off flap setting from flap 15° to flap 5° will normally result in: A LONGER TAKE-OFF DISTANCE AND A BETTER CLIMB
    ·Compared to a more forward position, a Centre of Gravity close to, but not beyond, the aft limit: IMPROVES THE MAXIMUM RANGE
    ·Compared with balanced-field calculations for an aerodrome with no stopway or clearway, the use of a clearway in the take-off calculations will: INCREASE THE FIELD LENGTH-LIMITED TAKE-OFF MASS
    ·Compared with still-air, the effect a headwind has on the values of the maximum range speed and the maximum gradient climb speed respectively is that: THE MAXIMUM RANGE SPEED INCREASES AND THE MAXIMUM GRADIENT CLIMB
    ·Consider the graphic representation of the power required versus the true airspeed (TAS), for a piston-engined aeroplane with a given mass. The tangent from the point of origin to the point of contact on the curve, at: MAXIMUM SPECIFIC RANGE
    ·Consider the take-off performance for the twin jet aeroplane climb limit chart. Why has the wind been omitted from the chart? THE CLIMB LIMIT PERFORMANCES ARE TAKEN RELATIVE TO THE AIR
    ·Considering a rate of climb diagram (ROC versus TAS) for an aeroplane. Which of the diagrams shows the correct curves for "flaps down" compared to "clean" configuration? A
    ·Considering TAS for maximum range and maximum endurance, other factors remaining constant: BOTH WILL INCREASE WITH INCREASING ALTITUDE
    ·Considering the take-off decision speed V1, which of the following is correct? IF AN ENGINE FAILURE IS RECOGNIZED BEFORE REACHING V1, THE TAKE-OFF MUST BE ABORTED
    ·Considering VR, which statement is correct? VR IS THE SPEED AT WHICH ROTATION SHOULD BE INITIATED
    ·Density altitude is the: PRESSURE ALTITUDE CORRECTED FOR NON STANDARD TEMPERATURE
    ·Due to standing water on the runway the field length limited take-off mass will be: LOWER
    ·During a cruise flight of a jet aeroplane at constant flight level and at the maximum range speed, the IAS / the drag will: DECREASE/DECREASE
    ·During a descent a headwind will: INCREASES THE ANGLE OF THE DESCENT FLIGHT PATH
    ·During a descent at constant Mach Number, the margin to low speed buffet will: INCREASE, BEACUSE THE LIFT COEFFICIENT DECREASES
    ·During a glide at constant Mach number, the pitch angle of the aeroplane will: DECREASE
    ·During certification flight testing on a four engine turbojet aeroplane the actual take-off distances measured are:; - 3050 m with failure of the critical engine recognised at V1; - 2555 m with all engines operating and all other things being equal; The take-off distance adopted for the certification file is: 3050 M
    ·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). The certificated value of the Take-off Run is: 2009 M
    ·During climb to the cruising level, a headwind component: DECREASES THE GROUND DISTANCE FLOWN DURING THAT CLIMB
    ·During climb with all engines, the altitude where the rate of climb reduces to 100 ft/min is called: SERVICE CEILING
    ·During take-off the third segment begins: WHEN ACCELERATION TO FLAP RETRACTION SPEED IS STARTED
    ·During the certification flight testing of a twin engine turbojet aeroplane, the real take-off distances are equal to:; - 1547 m with all engines running; - 1720 m with failure of critical engine at V1, with all other things remaining unchanged.; The take-off distance adopted for the certification file is: 1779 M
    ·During the flight preparation the climb limited take-off mass (TOM) is found to be much greater than the field length limited TOM using 5° flap. In what way can the performance limited TOM be increased? There are no limiting obstacles. BY SELECTING A HIGHER FLAP SETTING
    ·ETOPS flight is a twin engine jet aeroplane flight conducted over a route, where no suitable airport is within an area of: 60 MINUTES FLYING TIME IN STILL AIR AT THE APPROVED ONE ENGINE OUT CRUISE SPEED
    ·Field length is balanced when: TAKE-OFF DISTANCE AVAILABLE EQUALS ACCELERATE STOP DISTANCE AVAILABLE
    ·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: 115 M
    ·Following a take-off, limited by the 50 ft screen height, a light twin climbs on a gradient of 5%. It will clear a 160 m obstacle in relation to the runway (horizontally), situated at 5 000 m from the 50 ft point with an obstacle clearance margin of: 105 M
    ·For a jet aeroplane, the maximum climb angle is achieved at a speed corresponding to: THE MAXIMUM CL/CD RATIO
    ·For a jet aeroplane, the speed for maximum range is: THAT CORRESPONDING TO THE POINT OF CONSTACT OF THE TANGENT FROM THE ORIGIN TO THE DRAG VERSUS TAS CURVE
    ·For a jet transport aeroplane, which of the following is the reason for the use of 'maximum range speed' ? MINIMUM SPECIFIC FUEL CONSUMPTION
    ·For a piston engine aeroplane, the speed for maximum range is: THAT WHICH GIVES THE MAXIMUM LIFT TO DRAG RATIO
    ·For a piston engined aeroplane with a given mass. When drawing the tangent from the origin, the point of contact (A) determines the speed of: MAXIMUM SPECIFIC RANGE
    ·For a take-off from a contaminated runway, which of the following statements is correct? THE PERFORMANCE DATA FOR TAKE-OFF MUST BE DETERMINED IN GENERAL BY MEANS OF CALCULATION, ONLY A FEW VALUES ARE VERIFIED BY TESTS
    ·For a turboprop powered aeroplane, a 2200 m long runway at the destination aerodrome is expected to be "wet". The "dry runway" landing distance, should not exceed: 1339 M
    ·For a twin engine turbojet aeroplane two take-off flap settings (5° and 15°) are certified.; Given: Field length avalaible= 2400 m, Outside air temperature= -10°C, Airport pressure altitude= 7000 ft. The maximum allowed take-off mass is: 56000 KG
    ·For an aircraft climbing at a constant IAS and a constant mass the drag will: REMAIN ALMOST CONSTANT
    ·For jet aeroplanes which of the following statements is correct? WHEN DETERMINING THE MAXIMUM ALLOWABLE LANDING MASS AT DESTINATION, 60% OF THE AVAILABLE DISTANC IS TAKEN INTO ACCOUNT, IF THE RUNWAT IS EXPECTED TO BE DRY
    ·For take-off obstacle clearance calculations, obstacles may be avoided: BY BANKING NOT MORE THAN 15 DEGREES BETWEEN 50 FT AND 400 FT ABOVE THE RUNWAY ELEVATION
    ·Given a jet aircraft. Which order of increasing speeds in the performance diagram is correct? VS, VX, MAXIMUM RANGE SPEED
    ·Given that the characteristics of a three engine turbojet aeroplane are as follows: Thrust = 50 000 Newton / Engine, g = 10 m/s², Drag = 72 569 N, Minimum gross gradient (2nd segment) = 2.7%; SIN(Angle of climb) = (Thrust- Drag) / Weight. The maximum take-off mass under 2nd segment conditions is: 101596 KG
    ·Given that: VEF= Critical engine failure speed, VMCG= Ground minimum control speed, VMCA= Air minimum control speed, VMU= Minimum unstick speed, V1= Take-off decision speed; VR= Rotation speed, V2 min.= Minimum take-off safety speed. The correct formula is: VMCG IS LESS THAN OR EQUAL TO VEF IS LESS THAN V1
    ·Given: OAT: -10°C, Pressure Altitude: 4000 ft, RWY: 30L, Wind: 180°/10 kts. Take off Mass: 4600 lbs. Heavy Duty Brakes installed.Other conditions as associated in the header of the graph. What is the Accelerate and Stop Distance under the conditions given?: 4250 FT
    ·Given: OAT: 24°C Pressure Altitude: 3000 ft RWY: 30R Wind: 060°/4 kts Take off Mass: 3800 lbs Other conditions as associated in the header of the graph.What is the Take-off Distance under the conditions given? 2000 FT
    ·Given: OAT: 25°C, Pressure Altitude: 3000 ft, RWY: 24L, Wind: 310°/20kts, Take off Mass: 4400 lbs, Heavy Duty Brakes installed. Other conditions as associated in the header of the graph. What is the Accelerate and Stop Distance under the conditions given? 3750 FT
    ·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: VS<VMCA<V2 MIN
    ·Given:; OAT: 0°C; Pressure Altitude: 18000 ft; Gross Mass: 3750 lbs; Mixture: leaned to 25°F rich of peak EGT; Other conditions as associated in the header of the graph.; What is the two engine rate of climb for the condions given? 1050 FT/MIN
    ·Given:; OAT: -10°C; Pressure Altitude: 4000 ft; RWY: 12R; Wind: 180°/10 kts; Take off Mass: 4600 lbs; Heavy Duty Brakes installed.; Other conditions as associated in the header of the graph.; What is the Accelerate and Stop Distance under the conditions given? 3550 FT
    ·Given:; OAT: -10°C; Pressure Altitude: 4000 ft; RWY: 30L; Wind: 180°/10 kts; Take off Mass: 4600 lbs; Heavy Duty Brakes installed.; Other conditions as associated in the header of the graph.; What is the Accelerate and Stop Distance under the conditions given? 4250 FT
    ·Given:; OAT: -15°C; Pressure Altitude: 4000 ft; RWY: 12R; Wind: 080°/12 kts; Take off Mass: 4000 lbs; Other conditions as associated in the header of the graph.; What is the Ground Roll Distance under the conditions given? 1270 ft
    ·Given:; OAT: 20°C; Pressure Altitude: 2000 ft; RWY: 07R; Wind: 120°/ 15 kts; Take off Mass: 4500 lbs; Heavy Duty Brakes installed.; Other conditions as associated in the header of the graph.; What is the Accelerate and Stop Distance under the conditions given? 3450 FT
    ·Given:; OAT: 25°C; Pressure Altitude: 3000 ft; RWY: 24L; Wind: 310°/20kts; Take off Mass: 4400 lbs; Heavy Duty Brakes installed; Other conditions as associated in the header of the graph.; What is the Accelerate and Stop Distance under the conditions given? 3750 ft
    ·Given:; OAT: 25°C; Pressure Altitude: 3000 ft; RWY: 26L; Wind: 310°/20kts; Take off Mass: 4400 lbs; Heavy Duty Brakes installed; Other conditions as associated in the header of the of the graph.; What is the Accelerate and Stop Distance under the conditions given? 3500 ft
    ·Given:OAT: - 20°C Pressure Altitude: 14000 ft Gross Mass: 4000 lbS Other conditions as associated in the header of the graphWhat is the one engine inoperative rate of climb for the conditions given? 175 FT/MIN
    ·Given:OAT: - 20°C Pressure Altitude: 14000 ft Gross Mass: 4000 lbsMixture: full Rich Other conditions as associated in the header of the graph.What is the two engine rate of climb for the conditions given? 1300 FT/MIN
    ·Given:OAT: - 20°C; Pressure Altitude: 18000 ft; Gross Mass: 4000 lbs; Mixture: leaned to 25°F rich of peak EGT; Other conditions as associated in the header of the graph.; What is the two engine rate of climb for the conditions given? 1050 FT/MIN
    ·Given:OAT: 10°CPressure Altitude: 2000 ftGross Mass: 3750 lbsMixture: full Rich. Other conditions as associated in the header of the graph.What is the two engine rate of climb for the conditions given? 1770 FT/MIN
    ·Given:OAT: 10°CPressure Altitude: 2000 ftGross Mass: 3750 lbsOther conditions as associated in the header of the graph.What is the one engine inoperative rate of climb for the conditions given? 430 FT/MIN
    ·Given:OAT: 24°C Pressure Altitude: 3000 ft RWY: 12L Wind: 080°/12 kts Take off Mass: 3800 lbs Other conditions as associated in the header of the graph.What is the Take-off Distance under the conditions given? 1700 ft
    ·he effect that an increased outside air temperature has on the climb performance of an aeroplane is that it: REDUCES BOTH THE CLIMB GRADIENT AND THE RATE OF CLIMB
    ·Higher gross mass at the same altitude decreases the gradient and the rate of climb whereas: VY AND VX ARE INCREASEED
    ·How does runway slope affect allowable take-off mass, assuming other factors remain constant and not limiting? A DOWNHILL SLOPE INCREASES ALLOWABLE TAKE-OFF MASS
    ·How does TAS vary in a constant Mach climb in the troposphere (under ISA conditions) ? TAS DECREASES
    ·How does the best angle of climb and best rate of climb vary with increasing altitude for an aeroplane with a normal aspirated piston engine? BOTH DECREASE
    ·How does the lift coefficient for maximum range vary with altitude? (No compressibility effects.): THE LIFT COEFFICIENT IS INDEPENDANT OF ALTITUDE
    ·How does the specific range change when the altitude increases for jet aeroplane flying with the speed for maximum range? FIRST INCREASES THEN DECREASES
    ·How does the thrust of a propeller vary during take-off run, assuming unstalled flow conditions at the propeller blades? The thrust: DECREASES WHILE THE AEROPLANE SPEED BUILD UP
    ·How is V2 affected if T/O flaps 20° is chosen instead of T/O flaps 10°? V2 DECREASES IF NOT RESTRICTED BY VMCA
    ·How is VMCA influenced by increasing pressure altitude? VMCA DECREASES WITH INCREASING PRESSURE ALTITUDE
    ·How is wind considered in the take-off performance data of the Aeroplane Operations Manuals ? NOT MORE THAN 50% OF A HEADWIND AND NOT LESS THAN 150% OF THE TAILWIND
    ·If a flight is performed with a higher "Cost Index" at a given mass which of the following will occur? A HIGHER CRUISE MACH NUMBER
  • If all other parameters remain constant, what is the influence of mass on the maximum rate of climb (ROC) speed? THE ROC SPEED INCREASES WITH INCREASING MASS
    ·If on a particular flight the value of V1 used on take-off exceeds the correct value of V1, if an engine fails at a speed immediately above the correct value of V1 then: THE ACCELERATE/STOP DISTANCE WILL EXCEED THE ACCERATE/STOP DISTANCE AVAILABLE
    ·If other factors are unchanged, the fuel mileage (nautical miles per kg) is: LOWER WITH A FORWARD CENTRE OF GRAVITY POSITION
    ·If the actual landing mass is higher than planned: THE LANDING DISTANCE WILL BE LONGER
    ·If the aircraft mass, in a horizontal unaccelerated flight, decreases: THE MINIMUM DRAG DECREASES AND THE IAS FOR MINIMUM DRAG DECREASES
    ·If the airworthiness documents do not specify a correction for landing on a wet runway; the landing distance must be increased by: 15%
  • If the antiskid system is inoperative, which of the following statements is true? THE ACCELERATE STOP DISTANCE INCREASES
    ·If the climb speed schedule is changed from 280/.74 to 290/.74 the new crossover altitude will be: LOWER
    ·If the field length limited take off mass has been calculated using a Balanced Field Length technique, the use of any additional clearway in take off performance calculations may allow: A GREATER FIELD LEGTH LIITED TAKE-OFF-MASS BUT WITH A LOWER V1
    ·If the level-off altitude is below the obstacle clearance altitude during a drift down procedure: FUEL JETTISONING SHOULD BE STARTED AT THE BEGINING OF DRIFT DOWN
    ·If the take-off mass of an aeroplane is brake energy limited a higher uphill slope would: INCREASE THE MAXIMUM MASS FOR TAKE-OFF
    ·If the take-off mass of an aeroplane is tyre speed limited, downhill slope would: HAVE NO EFFECT ON THE MAXIMUM MASS FOR TAKE-OFF
    ·If the thrust available exceeds the thrust required for level flight: THE AEROPLANE ACCELERATES IF THE ALTITUDE IS MAINTAINED
    ·If the value of the balanced V1 is found to be lower than VMCG, which of the following is correct ? V1 MUST BE INCREASED TO AT LEAST THE VALUE OF VMCG
    ·If there is a tail wind, the climb limited TOM will: NOT BE AFFECTED
    ·If, after experiencing an engine failure when cruising above the one-engine-inoperative ceiling, an aeroplane is unable to maintain its cruising altitude, the procedure that should be adopted is: DRIFT DOWN PROCEDURE
    ·In a given configuration the endurance of a piston engine aeroplane only depends on: ALTITUDE, SPEED, MASS AND FUEL ON BOARD
    ·In a steady descending flight (descent angle GAMMA) equilibrium of forces acting on the aeroplane is given by: (T = Thrust, D = Drag, W = Weight): T+W SIN GAMMA=D
    ·In accordance to JAR 25 which of the following listed speeds are used for determination of V2min: VSR, VMCA
    ·In accordance with JAR 25 the take-off safety speed V2min for turbo-propeller powered aeroplanes with more than three engines may not be less than: 1.08 VSR
    ·In accordance with JAR-25, the reference landing speed (VREF) has the following minimum margin above the reference stalling speed in the landing configuration (VSR0): 23%
    ·In case of an engine failure recognized below V1: THE TAKE OFF MUST BE REJECTED
    ·In case of an engine failure which is recognized at or above V1: THE TAKE-OFF MUST BE CONTINUED
    ·In certain conditions V2 can be limited by VMCA: LOW TAKE-OFF MASS, LARGE FLAP EXTENSION, LOW FIELD ELEVATION
    ·In relation to the net take-off flight path, the required 35 ft vertical distance to clear all obstacles is: THE MINIMUM VERTICAL DISTANCE BETWEEN THE LOWEST PART OF THE AEROPLANE AND ALL OBSTACLES WITHIN THE OBSTACLE DOMAIN
    ·In straight horizontal steady flight, at speeds below that for minimum drag: A LOWER SPEED REQUIRES A HIGUER THRUST
    ·In the drag versus TAS curve for a jet aeroplane, the speed for maximum range corresponds with: THE POINT OS CONTACT OF THE TANGENT FROM THE ORIGIN TO THE DRAG CURVE
    ·In the event of engine failure below V1, the first action to be taken by the pilot in order to decelerate the aeroplane is to: REDUCE THE ENGINE THRUST
    ·In the event that the take-off mass is obstacle limited and the take-off flight path includes a turn, the bank angle should not exceed: 15 DEGREES UP TO HEIGHT OF 400 FT
    ·In unaccelerated climb: THRUST EQUALS DRAG PLUS THE DOWNHILL COMPONENT OF THE GROOS WEIGHT IN THE FLIGHT PATH DIRECTION
    ·In which of the flight conditions listed below is the thrust required equal to the drag? IN A LEVEL FLIGHT WITH CONSTANT IAS
    ·In which of the following distances can the length of a stopway be included? IN THE ACCELERATE STOP DISTANCE AVAILABLE
    ·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 FOR A GIVEN ANGLE OF ATTACK BOTH THE VERTICAL AND FORWARD SPEEDS OF THE HEAVIER AEROPLANE WILL BE LARGER
    ·Long range cruise is a flight procedure which gives: A SPECIFIC RANGE WHICH IS APPROXIMATELY 99% OF MAXIMUM SPECIFIC RANGE AND A HIGUER CRUISE SPEED
    ·Maximum and minimum values of V1 are limited by : VR AND VMCG
  • Maximum endurance for a piston engine aeroplane is achieved at: THE SPEED THAT APPROXIMATELY CORRESPONDS TO THE MAXIMUM RATE OF CLIMB SPEED
    ·Maximum Tyre Speed can limit the Lift-off Speed. Which kind of speed can be directly used to determine this limitation? GROUNDSPEED
    ·May anti-skid be considered to determine the take-off and landing data ? YES
    ·Minimum control speed on the ground, VMCG, is based on directional control being maintained by: PRIMARY AERODYNAMIC CONTROL ONLY
    ·OAT: 20°C; Pressure Altitude: 2000 ft; RWY: 24L; Wind: 120°/ 8 kts; Take off Mass: 4500 lbs; Heavy Duty Brakes installed.; Other conditions as associated in the header of the graph.; What is the Accelerate and Stop Distance under the conditions given? 4200 FT
    ·On a dry runway the accelerate stop distance is increased: BY UPHILL SLOPE
    ·On a long distance flight the gross mass decreases continuously as a consequence of the fuel consumption. The result is: THE SPECIFIC RANGE AND THE OPTIMUM ALTITUDE INCREASES
    ·On a reciprocating engine aeroplane, to maintain a given angle of attack, configuration and altitude at higher gross mass: AN INCREASE IN AIRSPEED AND POWER IS REQUIRED
    ·On a reciprocating engine aeroplane, with increasing altitude at constant gross mass, angle of attack and configuration the power required INCREASES AND THE TAS ICNREASES BY THE SAME PERCENTANGE
    ·On a segment of the take-off flight path an obstacle requires a minimum gradient of climb of 2.6% in order to provide an adequate margin of safe clearance. At a mass of 110000 kg the gradient of climb is 2.8%. For the same power and assuming that the sine of the angle of climb varies inversely with mass, at what maximum mass will the aeroplane be able to achieve the minimum gradient? 118455 KG
    ·On the Power versus TAS graph for level flight, the point at which a tangent from the origin touches the power required curve: IS THE POINT WHERE THE LIFT TO DRAG RATIO IS MAXIMUM
    ·Other factors remaining constant and not limiting, how does increasing pressure altitude affect allowable take-off mass? ALLOWABLE TAKEOFF MASS DECREASEAS
    ·Other factors remaining constant, how does increasing altitude affect Vx and Vy in terms of TAS? BOTH WILL INCREASE
    ·Provided all other parameters stay constant. Which of the following alternatives will decrease the take-off ground run? DECREASES TAKE-OFF MASS, INCREASED DENSITY, INCREASED FLAP SETTING
    ·Reduced take-off thrust should normally not be used when: ANTI SKID IS NOT USABLE
    ·Reduced take-off thrust should normally not be used when: THE RUNWAY IS CONTAMINATED
    ·Reduced take-off thrust should normally not be used when: WINDSHEAR IS REPORTED ON THE TAKE-OFF PATH
    ·Reduced take-off thrust: HAS THE BENEFIT OF IMPROVING ENGINE LIFE
  • Regarding take-off, the take-off decision speed V1: IS THE AIRSPEED ON THE GROUND AT WHICH THE PILOT IS ASSUMED TO HAVE MADE A DECITION TO CONTINUE O DISCOTINUE THE TAKE-OFF
    ·Regarding the obstacle limited take-off mass, which of the following statements is correct? A TAKE-OFF IN THE DIRECTION OF AN OBSTACLE IS ALSO PERMITED IN TAIL WIND CONDITION
    ·Regarding unaccelerated horizontal flight, Minimum Drag is: PROPORTIONAL TO AIRCRAFT MASS
    ·Select from the following list of conditions those that must prevail in the second segment of the take-off net flight path for a Class A aeroplane are: 1. Undercarriage retracted. 2. Undercarriage extended. 3. Flaps up. 4. Flaps in take-off position. 5. All engines at take-off thrust. 6. Operative engine(s) at take-off thrust. 7. Climbing speed of V2 + 10kts. 8. Climbing speed of 1.3VS. 9. Climbing speed of V2. 10. Commencing height 35ft: 1, 4, 6, 9
    ·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: 5°, THE OBSTACLE LIMIT IS INCREASED BUT THE RUNWAY LIMIT DECREASES
    ·Take-off run is defined as the: HORIZONTAL DITANCE ALONG THE TAKE-OFF PATH FROM THE START OF THE TAKE-OFF TO A POINT EQUIDISTANT BETWEEN THE POINT AT WHICH VLOFT IS REACHED AND THE POINT AT WHICH THE AEROPLANE IS 35 FT ABOVE THE TAKE-OFF SURFACE
    ·The 'climb gradient' is defined as the ratio of: THE INCREASE OF ALTITUDE TO HORIZONTAL AIR DISTANCE EXPRESSED AS A PERCENTAGE
    ·The 'maximum tyre speed' limits: VLOF IN TERMS OF GROUNDSPEED
    ·The absolute ceiling: IS THE ALTITUDE AT WHICH THE RATE OF CLIMB THEORITACALLY IS ZERO
    ·The aerodynamic ceiling: IS THE ALTITUDE AT WHICH SPEED FOR LOW SPEED BUFFET AND FOR HIGH SPEED BUFFFET ARE THE SAME
    ·The airspeed for jet aeroplanes at which "power required" is minimum: IS ALWAYS LOWER THAN THE MINIMUM DRAG SPEED
    ·The angle of attack required to attain the maximum still-air range for a turbo-jet aeroplane is: LESS THAN FOR THE MAXIMUM LIFT TO DRAG RATIO
    ·The angle of climb with flaps extended, compared to that with flaps retracted, will normally be: SMALLER
    ·The approach climb requirement has been established so that the aeroplane will achieve: MINIMUM CLIMB GRADIENT IN THE EVENT OF A GO-AROUND WITH ONE ENGINE INOPERATIVE
    ·The approach climb requirement has been established to ensure: MINIMUM CLIMB GRADIENT IN CASE OF A GO-AROUND WITH ONE ENGINE INOPERATIVE
    ·The best rate of climb at a constant gross mass: DECREASES WITH INCREASING ALTITUDE SINCE THE THRUST AVAILABKE DECREASES DUE TO THE LOWER AIR DENSITY
    ·The climb gradient of an aircraft after take-off, in a standard atmosphere and still-air, at 0ft pressure altitude, is 6%.; Given:; Aerodrome Pressure Altitude 1000ft; OAT +17 C; Atmospheric Pressure 1013.25hPa; Anti-ice systems Wing and Engine ON; Use the following corrections to determine the climb gradient after take-off at the given aerodrome.; Aerodrome elevation +/- 0.2% per 1000ft; Deviation from standard temperature +/- 0.1% per C ; Wing anti-ice ON - 1.0%; Engine anti-ice ON - 0.5%: 3.9%
    ·The climb limited take-off mass can be increased by: A LOWER FLAP SETTING FOR TAKE-OFF AND SELECTING A HIGUER V2
  • The coefficient of lift can be increased either by flap extension or by: INCREASING THE ANGLE OF ATTACK
    ·The combination of factors that most requires a low-angled flap setting for take-off is: HIGH FIELD ELEVATION, DISTANT OBSTACLES IN THE CLIMB-OUT PATH, LONG RUNWAY AND A HIGH AMBIENT TEMPERATURE
    ·The correct formula is: (Remark: "<=" means "equal to or lower"): VMCG<=VEF<V1
    ·The critical engine inoperative: INCREASES THE POWER REQUIRED AND THE TOTAL DRAG DUE TO THE ADITIONAL DRAG OF THE WINDMILLLING ENGINE AND THE COMPENSATION OF THE YAW MOMENT
    ·The danger associated with low speed and/or high speed buffet: LIMITS THE MANOUEVRING LOAD FACTOR AT HIGH ALTITUDES
    ·The decision speed at take-off (V1) is the calibrated airspeed: BELOW WHICH TAKE-OFF MUST BE REJECTED IF AN ENGINE FAILURE IR RECOGNIZED, ABOVE WHICH TAKE-OFF SHOULD BE CONTINUED
    ·The Density Altitude: IS USED TO DETERMINE THE AEROPLANE PERFORMANCE
    ·The determination of the maximum mass on brake release, of a certified turbojet aeroplane with 5°, 15° and 25° flaps angles on take-off, leads to the following values, with wind:; Flap angle: 5° 15° 25°; FLLTOM (kg): 66 000 69 500 71 500; CLTOM: 72 200 69 000 61 800; Wind correction: Head wind:+120kg / kt, Tail wind: -360kg / kt. Given that the tail wind component is equal to 5 kt, the maximum mass on brake release and corresponding flap angle will be: 67700 KG/15
    ·The drift down procedure specifies requirements concerning the: OBSTACLE CLEARANCE AFTER ENGINE FAILURE
    ·The drift down requirements are based on: THE OBSTACLE CLEARANCE DURING A DESCENT TO THE NEW CRUISING ALTITUDE IF AN ENGINE HAS FAILED
    ·The effect of a higher take-off flap setting up to the maximum certified take-off flap setting is: AN INCREASE OF THE FIELD LIMITE TAKE-OFF MASS BUT A DECREASE OF THE CLIMB LIMITED TAKE-OFF MASS
    ·The effects of an increased ambient air temperature beyond the flat rating cut-off temperature of the engines on (i) the field-length-limited take-off mass and (ii) the climb-limited take-off mass are: 1 AND 2 DECREASE
    ·The engine failure take-off run is: THE HORIZONTAL DISTANCE ALONG THE TAKE-OFF PATH FROM THE START OF THE TAKE-OFF TO A POINT EQUIDISTANT BETWEEN THE POINT AT WHICH VLOF IS REACHED AND THE POINT AT WHICH THE AEROPLANE IS 35 FT ABOVE THE TAKE-OFF SURFACE
    ·The first segment of the take-off flight path ends: AT COMPLETION OF GEAR RETRACTION
    ·The flight manual of a light twin engine recommends two cruise power settings, 65 and 75 %. The 75% power setting in relation to the 65 % results in: AN INCREASE IN SPEED, FUEL CONSUTION AND FUEL-BURN/DISTANCE
    ·The following parameters affect the take off ground run:; 1 decreasing take off mass; 2 increasing take off mass; 3 increasing density; 4 decreasing density; 5 increasing flap setting; 6 decreasing flap setting; 7 increasing pressure altitude; 8 decreasing pressure altitude; Which parameters will decrease the take off ground run? 1, 3, 5 AND 8
    ·The induced drag of an aeroplane at constant mass in un-accelerated level flight is greatest at: THE LOWEST ACHIEVABLE SPEED IN A GIVEN CONFIGURATION
    ·The induced drag of an aeroplane: DECREASES WITH INCREASING AIRSPEED
    ·The intersections of the thrust available and the drag curve are the operating points of the aeroplane IN UNACCELERATED LEVEL FLIGHT
    ·The landing field length required for jet aeroplanes at the alternate (wet condition) is the demonstrated landing distance plus: 92%
    ·The landing field length required for turbojet aeroplanes at the destination (wet condition) is the demonstrated landing distance plus: 92%
    ·The length of a clearway may be included in: THE TAKE-OFF DISTANCE AVAILABLE
    ·The lift coefficient decreases during a glide with constant Mach number, mainly because the: IAS INCREASES
    ·The load factor in a turn in level flight with constant TAS depends on: THE BANK ANGLE ONLY
    ·The long range cruise speed is in relation to the speed for maximum range cruise: HIGUER
    ·The long-range cruise speed is selected because: THE HIGUER SPEED ACHIEVES 99% OF THE MAXIMUM STILL-AIR RANGE
    ·The lowest point of the thrust required curve of a jet aeroplane is the point for: MINIMUM DRAG
    ·The lowest take-off safety speed (V2 min) is: 1.13 VSR FOR TWO-AND THREE-ENGINE-TURBO-PROPELLER AND TURBOJET AEROPLANES
    ·The maximum indicated air speed of a piston engine aeroplane without turbo charger, in level flight, is reached: AT THE LOWEST POSSIBLE ALTITUDE
    ·The maximum mass for landing could be limited by: THE CLIMB REQUIREMENTS WITH ONE ENGINE INOPERATIVE IN THE APPROACH CONFIGURATION
    ·The maximum operating altitude for a certain aeroplane with a pressurised cabin: IS THE HIGHEST PRESSURE ALTITUDE CERTIFIED FOR NORMAL OPERATION
    ·The maximum rate of climb that can be maintained at the absolute ceiling is: 0FT/MIN
    ·The maximum speed in horizontal flight occurs when: THE MAXIMUM THRUST IS EQUAL TO THE TOTAL DRAG
    ·The minimum climb gradient required on the 2nd flight path segment after the take-off of a jet aeroplane is defined by the following parameters: 1 - Gear up. 2 - Gear down. 3 - Wing flaps retracted. 4 - Wing flaps in take-off position. 5 - N engines at the take-of thrust. 6 - (N-1) engines at the take-off thrust. 7 - Speed over the path equal to V2 + 10 kt. 8 - Speed over the path equal to 1.3 VS. 9 - Speed over the path equal to V2. 10 - At a height of 35 ft above the runway. The correct statements are: 1, 4, 6, 9
    ·The minimum value of V2 must exceed VMC by: 10%
    ·The net flight path gradient after take-off compared to the actual climb gradient is: SMALLER
    ·The one engine out take-off run is the distance between the brake release point and: THE MIDDLE OF THE SEGMENT BETWEEN VLOF POINT AND 35 FT POINT
    ·The optimum altitude: INCREASES AS MASS DECREASES AND IS THE ALTITUDE AT WHICH THE SPECIFIC RANGE REACHES ITS MAXIMUM
    ·The optimum cruise altitude increases: IF THE AEROPLANE MASS IS DECREASED
    ·The optimum cruise altitude is: THE PRESSURE ALTITUDE AT WHICH THE BEST SPECIFIC RANGE CAN BE ACHIEVED
    ·The optimum long-range cruise altitude for a turbojet aeroplane: INCREASES WHEN THE AEROPLANE MASS DECREASES
    ·The pilot of a light twin engine aircraft has calculated a 4 000 m service ceiling, based on the forecast general conditions for the flight and a take-off mass of 3 250 kg. If the take-off mass is 3 000 kg, the service ceiling will be: HIGUER THAN 4000M
    ·The pilot of a single engine aircraft has established the climb performance. The carriage of an additional passenger will cause the climb performance to be: DEGRADED
    ·The point where Drag coefficient/Lift coefficient is a minimum is: THE LOWEST POINT OF THE DRAG CURVE
    ·The rate of climb is approximately equal to: THE STILL-AIR GRADIENT MULTIPLIED BY THE TAS
    ·The relationship of the reference landing speed (VREF) to the reference stalling speed in the landing configuration (VSRO) is that VREF may not be below: 1.23 VSRO
    ·The requirements of the take-off net flight path for a Class A aeroplane assume: THE FAILURE OF THE CRITICAL ENGINE OF A MULTI-ENGINED AEROPLANE AT VEF
    ·The result of a higher flap setting up to the optimum at take-off is: A SHORTER GROUND ROLL
    ·The second segment begins: WHEN LANDING GEAR IS FULY RETRACTED
    ·The speed for best rate of climb is called: VY
    ·The speed for maximum endurance: IS ALWAYS LOWER THAN THE SPEED FOR MAXIMUM SPECIFIC RANGE
    ·The speed for maximum lift/drag ratio will result in: THE MAXIMUM RANGE FOR A PROPELLER DRIVEN AEROPLANE
    ·The speed range between low speed buffet and high speed buffet: DECREASES WITH INCREASING ALTITUDE
    ·The speed used to determine the "maximum tyre-speed limit" is the: GROUNDSPEED
    ·The speed V1 is defined as: TAKE-OFF DECITION SPEED
    ·The speed V2 is defined for jet aeroplane as: TAKE-OFF CLIMB SPEED OR SPEED AT 35 FT
    ·The speed V2 is: THE TAKE-OFF SAFETY SPEED
    ·The speed VLO is defined as: LANDING GEAR OPERATING SPEED
    ·The speed VR: IS THE SPEED AT WHICH ROTATION TO THE LIFT-OFF ANGLE OF ATACK IS INITIATED
    ·The speed VSR is defined as: AS REFERENCE STALL SPEED AND MAY NOT BE LESS THAN 1-G STALL SPEED
    ·The stalling speed or the minimum steady flight speed at which the aeroplane is controllable in landing configuration is abbreviated as: VSO
    ·The stopway is an area which allows an increase only in the: ACCELARATE-STOP DISTANCE AVAILABLE
    ·The take-off distance available is: THE LENGTH OF THE TAKE-OFF RUN AVAILABLE PLUS THE LENGTH OF THE CLEARWAY AVAILABLE
    ·The take-off distance of an aircraft is 600m in standard atmosphere, no wind at 0 ft pressure-altitude. Using the following corrections: ± 20 m / 1 000 ft field elevation, - 5 m / kt headwind,+ 10 m / kt tail wind, ± 15 m / % runway slope,± 5 m / °C deviation from standard temperature. The take-off distance from an airport at 1 000 ft elevation, temperature 17°C, QNH 1013,25 hPa, 1% up-slope, 10 kt tail wind is: 755 M
    ·The take-off distance of an aircraft is 800m in standard atmosphere, no wind at 0 ft pressure-altitude.; Using the following corrections :; "± 20 m / 1 000 ft field elevation "; "- 5 m / kt headwind "; "+ 10 m / kt tail wind "; "± 15 m / % runway slope "; "± 5 m / °C deviation from standard temperature "; The take-off distance from an airport at 2 000 ft elevation, temperature 21°C, QNH 1013.25 hPa, 2% up-slope, 5 kt tail wind is : 970 M
    ·The take-off distance required increases DUE TO SLUSH ON THE RUNWAY
    ·The take-off mass could be limited by: THE TAKE-OFF DISTANCE AVAILABLE (TODA), THE MAXIMUM BRAKE ENERGY AND THE CLIMB GRADIENT WITH ONE ENGINE INOPERATIVE
    ·The take-off mass of an aeroplane is restricted by the climb limit. What would be the effect on this limit of an increase in the headwind component? NONE
    ·The take-off runway performance requirements for transport category aeroplanes are based upon: FAILURE OF THE CRITICAL ENGINE OR ALL ENGINES OPERATING WHICHEVER REQUIREMENT GIVES THE GREATEST DISTANCE
    ·The take-off safety speed V2 for two-engine or three-engine turbo propeller powered aeroplanes may not be less than: 1.13 VSR
    ·The tangent from the origin to the power required against true airspeed curve, for a jet aeroplane, determines the speed for: MAXIMUM ENDURANCE
    ·The thrust of a jet engine at constant RPM: INCREASES IN PROPORTION TO THE AIRSPEED
    ·The use of reduced take-off thrust is permitted, only if: THE ACTUAL TAKE-OFF-MASS (TOM) IS LOWER THAN THE FIELD LENGTH LIMITED TOM
    ·The value of V1 has to be equal to or higher than: VMCG
    ·The vertical interval by which a Class A aeroplane must avoid all obstacles in the drift-down path, during the drift-down following an engine failure is: 2000 FT
    ·To achieve the maximum range over ground with headwind the airspeed should be: HIGUER COMPARED TO THE SPEED FOR MAXIMUM RANGE CRUISE WITH NO WIND
    ·To minimize the risk of hydroplaning during landing the pilot should: MAKE A POSITIVE LANDING AND APPLY MAXIMUM REVERSE THRUST AND BRAKES AS QUICKLY AS POSSIBLE
    ·Two identical aeroplanes at different masses are descending at idle thrust. Which of the following statements correctly describes their descent characteristics ? AT A GIVEN ANGLE OF ATTACK, BOTH THE VERTICAL AND THE FORWARD SPEED ARE GREATER FOR THE HEAVIER AEROPLANE
    ·Two identical turbojet aeroplane (whose specific fuel consumptions are considered to be equal) are at holding speed at the same altitude. The mass of the first aircraft is 130 000 kg and its hourly fuel consumption is 4300 kg/h. The mass of the second aircraft is 115 000 kg and its hourly fuel consumption is: 3804 KG/H
    ·Under which condition should you fly considerably lower (4 000 ft or more) than the optimum altitude ? IF THE LOWER ALTITUDE EITHER CONSIDERABLY LESS HEADWIND OR CONSIDERABLE MORE TAILWIND CAN BE EXPECTED
    ·Uphill slope: INCREASES FOR TAKE-OFF DISTANCE MORE THAN THE ACCELERATE STOP DISTANCE
    ·Using the climb performance chart, for the single engine aeroplane, determine the rate of climb and the gradient of climb in the following conditions: Given : O.A.T at Take-off: ISA, Airport pressure altitude: 3000 ft, Aeroplane mass: 3450 lbs,; Speed:100 KIAS: 1140 FT/MIN AND 10.6%
    ·Using the climb performance chart, for the single engine aeroplane, determine the ground distance to reach a height of 1500 ft above the reference zero inthe following conditions:; Given : O.A.T at Take-off: ISA, Airport pressure altitude: 5000 ft, Aeroplane mass: 3300 lbs,; Speed:100 KIAS. Wind component: 5 kts Tailwind: 15640 FT
    ·Using the climb performance chart, for the single engine aeroplane, determine the ground distance to reach a height of 2000 ft above the reference zero in the following conditions:; Given : O.A.T. at take-off: 25°C, Airport pressure altitude:1000 ft, Aeroplane mass: 3600 lbs, Speed: 100 KIAS,; Wind component: 15 kts Headwind: 15400 FT
    ·Using the Landing Diagram, for single engine aeroplane, determine the landing distance (from a screen height of 50 ft) , in the following conditions: ; Given : ; Pressure altitude: 4000 ft; O.A.T.: 5°C; Aeroplane mass: 3530 lbs; Headwind component: 15 kt; Flaps: down; Runway: tarred and dry; Landing gear: down: 1350 FT
    ·V1 for a balanced-field is calculated when: THE ACCELERATE/STOP DISTANCE AVAILABLE IS EQUAL TO THE TAKE-OFF DISTANCE AVAILABLE
    ·V1 has to be: EQUAL TO OR HIGUER THAN VMCG
    ·V2 has to be equal to or higher than: 1.1 VMCA
    ·VR cannot be lower than: V1 AND 105% OF VMCA
    ·Vx and Vy with take-off flaps will be: LOWER THAN THAT FOR CLEAN CONFIGURATION
    ·VX is: THE SPEED FOR BEST ANGLE OF CLIMB
    ·What affect has a tailwind on the maximum endurance speed? NO EFFECT
    ·What effect has a downhill slope on the take-off speeds? The slope: DECREASES THE TAKE-OFF SPEED V1
    ·What happens to the drag of a jet aeroplane if, during the initial climb after take off, constant IAS is maintained? (Assume a constant mass.): THE DRAG REMAINS ALMOST CONSTANT
    ·What happens when an aeroplane climbs at a constant Mach number? THE LIFT COEFFICIENT INCREASES
    ·What happens when flying at the "backside of the power curve"? THE SPEED IS UNSTABLE
    ·What is the advantage of a balanced field length condition ? A BLANCED FIELD LENGTH GIVES THE MINIMUM REQUIRED FIELD LENGTH IN THE EVENT OF AN ENGINE FAILURE
    ·What is the effect of increased mass on the performance of a gliding aeroplane? THE SPEED FOR BEST ANGLE OF DESCENT INCREASES
    ·What is the effect of tail wind on the time to climb to a given altitude? THE TIME TO CLIMB DOES NOT CHANGE
    ·What is the equation for the climb gradient expressed in percentage during unaccelerated flight (applicable to small angles only): CLIMB GRADIENT= ((THRUST-DRAG)/WEIGHT) X 100
    ·What is the influence of the mass on maximum rate of climb (ROC) speed if all other parameters remain constant ? THE ROC SPEED INCREASES WITH INCREASING MASS
    ·What is the maximum vertical speed of a three engine turbojet aeroplane with one engine inoperative (N-1) and a mass of 75 000 kg?; Using the following: g = 10 m/s², 1 kt = 100 ft/min, SIN( Angle of climb) = (Thrust- Drag)/ Weight: +1267 FT/MIN
    ·What is the minimum field length required for the worst wind situation, landing a twin jet aeroplane with the anti-skid inoperative?; Elevation: 2000 ft, QNH: 1013 hPa, Landing mass: 50 000 kg. Flaps: as required for minimum landing distance. Runway condition: dry. Wind: Maximum allowable tailwind: 15 kt, Maximum allowable headwind: 50 kt: 3100 M
    ·What is the most important aspect of the 'backside of the power curve'? THE SPEED IS UNSTABLE

·What is the result of a large take off flap setting compared to a small take off flap setting on required Take-off Distance (TOD) and the field length limited Take-off Mass (TOM)? DECREASED TOD REQUIRED AND INCREASED FIELD LEGTH LIMITED TOM
·What percentages of the head wind and tail wind component are taken into account when calculating the take off field length required? 50% HEAD WIND AND 150% TAILWIND
·What will be the effect on an aeroplane's performance if aerodrome pressure altitude is decreased? IT WILL DECREASE THE TAKE-OFF DISTANCE REQUIRED
·What will be the influence on the aeroplane performance if aerodrome pressure altitude is increased? IT WILL INCREASE THE TAKE-OFF DISTANCE
·When an aircraft takes off with the mass limited by the TODA: THE ACTUAL TAKE-OFF MASS EQUALS THE FIELD LEGTH LIMITED TAKE-OFF MASS
·When compared to still air conditions, a constant headwind component: INCREASES THE ANGLE OF FLIGHT PATH DURING CLIMB
·When determining the maximum landing mass of an turbojet powered aeroplane during the planning phase what factor must be used on the landing distance available (dry runway): 0.60
·When flying the "Backside of Thrust curve" means: A LOWER AIRSPEED REQUIRES MORE THRUST
·When V1 has to be reduced because of a wet runway the one engine out obstacle clearance / climb performance: DECREASES/REMAINS CONSTANT
·Which combination of answers of the following parameters give an increase or decrease of the take off ground run: 1 decreasing take off mass 2 increasing take off mass 3 increasing density 4 decreasing density 5 increasing flap setting 6 decreasing flap setting 7 increasing pressure altitude 8 decreasing pressure altitude: 1, 3, 5 AND 8
·Which combination of circumstances or conditions would most likely lead to a tyre speed limited take-off? A HIGH RUNWAY ELEVATION AND TAIL WIND
·Which cruise system gives minimum fuel consumption during cruise between top of climb and top of descent? (still air, no turbulence)? MAXIMUM RANGE
·Which data can be extracted from the Buffet Onset Boundary Chart? THE VALUES OF THE MACH NUMBER AT WHICH LOW SPEED AND MACH BUFFET OCCUR AT VAIOUS MASSES AND ALTITUDES
·Which force compensates the weight in unaccelerated straight and level flight ? THE LIFT
·Which is the correct sequence of speeds during take-off? VMCG, V1, VR, V2
·Which of the alternatives represents the correct relationship? VMCG AND V1 SHOULD NOT EXCEED VR
·Which of the equations below defines specific range (SR)? SR= TRUE AIRSPEED/TOTAL FUEL FLOW
·Which of the equations below expresses approximately the unaccelerated percentage climb gradient for small climb angles? CLIMB GRADIENT= ((THRUST-DRAG)/WEIGHT) X100
·Which of the following answers is true? V1 IS LOWER OR EQUAL TO VR
·Which of the following are to be taken into account for the runway in use for take-off ? AIRPORT ELEVATION, RUNWAY SLOPE, OUTSIDE AIR TEMPERATURE, PRESSURE ALTITUDE AND WIND COMPONENTS
·Which of the following combinations adversely affects take-off and initial climb performance ? HIGH TEMPERATURE AND HIGH RELATIVE HUMIDITY
·Which of the following combinations basically has an effect on the angle of descent in a glide? (Ignore compressibility effects.): CONFIGURATION AND ANGLE OF ATTACK
·Which of the following diagrams correctly shows the movement of the power required curve with increasing altitude .(H1 < H2) FIGURE D
·Which of the following distances will increase if you increase V1, but VR remains unchanged? ACCELERATED STOP DISTANCE
·Which of the following factors determines the maximum flight altitude in the "Buffet Onset Boundary" graph? AERODYNAMICS
·Which of the following factors favours the selection of a low flap setting for the take-off? HIGH FIELD ELEVATION, DISTANCE OBSTACLE IN THE CLIMB-OUT PATH, LONG RUNWAY AND A HIGH AMBIENT TEMPERATURE
·Which of the following factors leads to the maximum flight time of a glide? LOW MASS
·Which of the following factors will lead to an increase of ground distance during a glide, while maintaining the appropriate minimum glide angle speed? TAILWIND
·Which of the following is a reason to operate an aeroplane at 'long range speed'? IT IS EFFICIENT TO FLY SLIGHTLY FASTER THAN WITH MAXIMUM RANGE SPEED
·Which of the following is true according to JAA regulations for turbo propeller powered aeroplanes not performing a steep approach? MAXIMUM LANDING DISTANCE AT THE DESTINATION AERODROME AND AT ANY ALTERNATE AERODROME IS 0.7 X LDA (LANDING DISTANCE AVAILABLE)
·Which of the following is true with regard to VMCA (air minimum control speed)? STRAIGHT FLIGHT CAN NOT BE MAINTAINED BELOW VMCA, WHEN THE CRITICAL ENGINE HAS FAILED
·Which of the following provides maximum obstacle clearance during climb? THE SPEED FOR MAXIMUM CLIMB ANGLE VX
·Which of the following represents the maximum value for V1 assuming max tyre speed and max brake energy speed are not limiting? VR
·Which of the following represents the minimum for V1? VMCG
·Which of the following sequences of speed for a jet aeroplane is correct ? (from low to high speeds): VS, MAXIMUM ANGLE CLIMB SPEED, MAXIMUM RANGE SPEED
·Which of the following sets of factors will increase the climb-limited TOM (every factor considered independently)? LOW FLAP SETTING, LOW PA, LOW OAT
·Which of the following statements is applicable to the acceleration height at the beginning of the 3rd climb segment ? THE MAXIMUM ACCELERATION HEIGHT DEPENDS ON THE MAXIMUM TIME TAKE-OFF THRUST MUST BE APPLIED
·Which of the following statements is correct ? A STOPWAY IS AN AREA BEYOND THE END OF TORA ABLE TO SUPPORT THE AEROPLANE MASS DURING AN ABANDONADED TAKE-OFF
·Which of the following statements is correct ? A STOPWAY MEANS AN AREA BEYOND THE TAKEOFF RUNWAY, ABLE TO SUPPORT THE AEROPLANE DURING THE ABORTED TAKE-OFF
·Which of the following statements is correct? THE CLIMB LIMITED TAKE-OFF MASS IS INDEPENDENT OF THE WIND COMPONENT
·Which of the following statements is correct? VR IS THE SPEED AT WHICH THE PILOT SHOULD START TO ROTATE THE AEROPLANE
·Which of the following statements regarding the reduced thrust take-off technique is correct? REDUCED THRUST CAN BE USED WHEN THE ACTUAL TAKE-OFF MASS IS LESS THAN THE PERFORMANCE LIMITED TAKE-OFF MASS
·Which of the following statements with regard to the actual acceleration height at the beginning of the 3rd climb segment is correct? THE MINIMUM VALUE ACCORDING TO REGULATIONS IS 400 FT
·Which of the following statements with regard to the optimum cruise altitude (best fuel mileage) is correct? AN AEROPLANE SOMETIMES FLIES ABOVE THE OPTIMUM CRUISE ALTITUDE, BECAUSE ATC NORMALLY DOES NOT ALLOW TO FLY CONTINUESLLY AT THE OPTIMUM CRUSIE ALTITUDE
·Which of the following statements, concerning the obstacle limited take-off mass for performance class A aeroplane, is correct? IT SHOULD BE DETERMINED ON THE BASIS OF A 35 FT OBSTACLE CLEARANCE WITH THE RESPECT TO THE NET TAKE-OFF FLIGHT PATH
·Which of the following three speeds of a jet aeroplane are basically identical? The speeds for: HOLDING, MAXIMUM CLIMB ANGLE AND MINIMUM GLIDE ANGLE
·Which of the following will decrease V1? INOPERATIVE ANTI-SKID
·Which of the jet engine ratings below is not a certified rating? MAXIMUM CRUISE THRUST
·Which one of the following is not affected by a tail wind? THE CLIMB LIMITED TAKE-OFF-MASS
·Which one of the following statements concerning drift-down is correct? WHEN DETERMINING THE OBSTACLE CLEARANCE DURING DRIFT-DOWN, FUEL DUMPING, MAY BE TAKEN INTO ACOUNT
·Which one of the following statements is true concerning the effect of changes of ambient temperature on an aeroplane's performance, assuming all other performance parameters remain constant? A DECREASE WILL CAUSE AN INCREASE OF THE CLIMB GRADIENT
·Which speed provides maximum obstacle clearance during climb? THE SPEED FOR WHICH THE RATIO BETWEEN RATE OF CLIMB AND FORWARD SPEED IS MAXIMUM
·Which statement concerning the inclusion of a clearway in take-off calculation is correct? THE FIELD LENTH LIMITED TAKE-OFF MASS WILL INCREASE
·Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed? THE HIGUER THE GROSS MASS THE GREATER IS THE SPEED FOR DESCENT
·Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed? A TAILWIND COMPONENT INCREASES THE GROUND DISTANCE
·Which statement is correct? BR MUST NOT BE LESS THAN 1.05 VMCA AND NOT LESS THAN V1
·Which statement is correct? THE CLIMB LIMITED TAKE-OFF MASS DEPENDS ON PRESSURE ALTITUDE AND OUTER AIR TEMPERATURE
·Which statement regarding the influence of a runway down-slope is correct for a balanced take-off? Down-slope: REDUCES V1 AND REDUCES TAKE-OFF DISTANCE REQUIRED (TODR)
·Which statement regarding the relationship between traffic load and range is correct? THE TRAFFIC LOAD CAN BE LIMITED BY THE SEDIRED RANGE
·Which statement regarding V1 is correct ? VR MAY NOT BE LOWER THAN V1
·Which statement regarding V1 is correct? V1 MUST NOT EXCEED VR
·Which statement relating to a take-off from a wet runway is correct? A REDUCTION OF SCREEN HEIGHT IS ALLOWED IN ORDER TO REDUCE WEIGHT PENALTIES
·Which statement with respect to the step climb is correct ? PERFORMING A STEP CLIMB BASED ON ECONOMY CAN BE LIMITED BY THE 1.3 F BOFFET ONSET REQUIREMENTS
·Which statement with respect to the step climb is correct? EXECUTING A DESIRED STEP CLIMB AT HIGH ALTITUDE CAN BE LIMITED BY BUFFET ONSET AT G-LOADS GREATER THAN 1
·Which statement, in relation to the climb limited take-off mass of a jet aeroplane, is correct? THE CLIMB LIMITED TAKE-OFF MASS DECREASES WITH INCREASING OAT
·Which take-off speed is affected by the presence or absence of stopway and/or clearway ? V1
·Why should the temperature of the wheel brakes be checked prior to take off?" BECAUSE OVERHEATED BRAKES WILL NOT PERFORM ADEQUATELY IN THE EVENT OF A REJECTED TAKE-OFF
·Wind: 060°/4 kts Take off Mass: 3800 lbsOther conditions as associated in the header of the graph.What is the Ground Roll Distance under the conditions given? 1670 ft
·Wind: 080°/12 kts. Take off Mass: 3800 lbsOther conditions as associated in the header of the graph.What is the Ground Roll Distance under the conditions given? 1350 ft
·Wind: 080°/12 ktsTake off Mass: 4000 lbsOther conditions as associated in the header of the graph.What is the Take-off Distance under the conditions give: 1550 FT
·With a jet aeroplane the maximum climb angle can be flown at approximately: THE MAXIMUM CL/CD RATIO
·With all engines out, a pilot wants to fly for maximum time. Therefore he has to fly the speed corresponding to: THE MINIMUM POWER REQUIRED
·With an true airspeed of 194 kt and a vertical speed of 1 000 ft/min, the climb gradient is about: 5.1%
·With an true airspeed of 194 kt and a vertical speed of 1 000 ft/min, the climb angel is about: 3 DEGREES
·With one or two engines inoperative the best specific range at high altitudes is (assume altitude remains constant): REDUCED
·With regard to the climb performance chart for the single engine aeroplane determine the climb speed (ft/min).; O.A.T : ISA + 15°C, Pressure Altitude: 0 ft,Aeroplane Mass: 3400 lbs, Flaps: up. Speed:100 KIAS: 1290 FT/MIN
·With regard to the drift down performance of the twin jet aeroplane, what is meant by "equivalent gross mass at engine failure" ? THE EQUIVALENT GROSS MASS AT ENGINE FAILURE IF THE ACTUAL GROSS MASS CORRECTED FOR OAT HIGHER THAN ISA +10
·With regard to the drift down performance of the twin jet aeroplane, why does the curve representing 35 000 kg gross mass in the chart for drift down net profiles start at approximately 3 minutes at FL370? BECAUSE AT THIS MASS IT TAKES ABOUT 3 MINUTES TO DECELERATE TO THE OPTIMUM SPEED FOR DRIFT DOWN AT THE ORIGINAL CRUSING LEVEL
·With regard to the drift down performance of the twin jet aeroplane, why does the curve representing 35 000 kg gross mass in the chart for drift down net profiles start at approximately 4 minutes at FL370? BECAUSE AT THIS MASS IT TAKES APPROXIMATELY 4 MINUTES TO DECELEATE TO THE OPTIMUM SPEED FOR DRIFT DOWN AT THE ORIGINAL CRUISING LEVEL
·With regard to the graph for landing performance, what is the minimum headwind component required in order to land at Helgoland airport? Given: Runway length: 1300 ft, Runway elevation: MSL, Weather: assume ISA conditions, Mass: 3200 lbs, Obstacle height: 50 ft: 10 KT
·With regard to the graph for the light twin aeroplane, if the brakes are released before take-off power is achieved, the accelerate/stop distance will be: LONGER THAN THE GRAPHICAL DISTANCE
·With regard to the graph for the light twin aeroplane, will the accelerate and stop distance be achieved in a take-off where the brakes are released before take-off power is set? NO, THE PERFORMANCE WILL BE WORSE THAN IN THE CHART
·With regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft .; Given :; O.A.T : 27 °C; Pressure Altitude: 3000 ft; Aeroplane Mass: 2900 lbs; Tailwind component: 5 kt; Flaps: Landing position (down) ; Runway: Tarred and Dry: APPROXIMATELY: 1850 FEET
·With regard to the landing chart for the single engine aeroplane determine the landing distance from 50ft.; Given :; O.A.T : ISA +15°C; Pressure Altitude: 0 ft; Aeroplane Mass: 2940 lbs; Tailwind component: 10 kt; Flaps: Landing position (down) ; Runway: Tarred and Dry: APPROXIMATELY 1930 FEET
·With regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft .; Given :; O.A.T : ISA +15°C; Pressure Altitude: 0 ft; Aeroplane Mass: 2940 lbs; Headwind component: 10 kt; Flaps: Landing position (down) ; Runway: short and wet grass- firm soil: APROXIMATELLY 1800 FEET
·With regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft .; Given :O.A.T : ISA,Pressure Altitude: 1000 ft, Aeroplane Mass: 3500 lbs, Tailwind component: 5 kt, Flaps: Landing position (down),Runway: Tarred and Dry: APPROXIMATELY 1700 FEET
·With regard to the take off performance chart for the single engine aeroplane determine the maximum allowable take off mass .; Given :; O.A.T : ISA; Pressure Altitude: 4000 ft; Headwind component: 5 kt; Flaps: up ; Runway: Tarred and Dry; Factored runway length: 2000 ft; Obstacle height: 50 ft: 3200 LBS
·With regard to the take off performance chart for the single engine aeroplane determine the take off distance to a height of 50 ft.; Given :; O.A.T : -7°C; Pressure Altitude: 7000 ft; Aeroplane Mass: 2950 lbs; Headwind component: 5 kt; Flaps: Approach setting; Runway: Tarred and Dry: APPROXIMATELY 2050 FT
·With regard to the take off performance chart for the single engine aeroplane determine the take off distance to a height of 50 ft.; Given :; O.A.T : 38°C; Pressure Altitude: 4000 ft; Aeroplane Mass: 3400 lbs; Tailwind component: 5 kt; Flaps: Approach setting; Runway: Dry Grass; Correction factor: 1.2: APPROXIMATELY 3960 FT
·With regard to the take off performance chart for the single engine aeroplane determine the take off distance over a 50 ft obstacle height.; Given :; O.A.T : 30°C; Pressure Altitude: 1000 ft; Aeroplane Mass: 2950 lbs; Tailwind component: 5 kt; Flaps: Approach setting; Runway: Short, wet grass, firm subsoil: 2375 FT
·With regard to the take off performance chart for the single engine aeroplane determine the maximum allowable take off mass. Given :O.A.T : ISA, Pressure Altitude: 4000 ft, Headwind component: 5 kt,Flaps: up,Runway:Tarred and Dry.Factored runway length: 2000 ft, Obstacle height: 50 ft: 3240 LBS
·With regard to the take off performance chart for the single engine aeroplane determine the take off distance to a height of 50 ft .Given :O.A.T : 30°C, Pressure Altitude: 1000 ft,Aeroplane Mass: 3450 lbs, Tailwind component: 2.5 kt, Flaps:up,; Runway:Tarred and Dry: APROXIMATELY 2470 FEET
·With regard to the take-off performance of a twin jet aeroplane, why does the take-off performance climb limit graph show a kink at 30°C and PA 0 ft? THE ENGINES ARE PRESSURE LIMITED AT LOWER TEMPERATUE, AT HIGHER TEMPERATURES THEY ARE TEMPERATURE LIMITED
·With respect to the optimum altitude, which of the following statements is correct ? AN AEROPLANE SOMETIMES FLIES ABOVE OR BELOW THE OPTIMUM ALTITUDE BECAUSE OPTIMUM ALTITUDE INCREASES CONTINUOSLY DURING FLIGHT
·With zero wind, the angle of attack for maximum range for an aeroplane with turbojet engines is: LOWER THAN THE ANGLE OS ATTACK CORRESPONDING TO MAXIMUM ENDURANCE



Etiquetas:

two identical turbojet aeroplane are at holding speed at the same altitude. the mass of the first aircraft is 130000 kg and its

the rate of climb is approximately equal to

what is the influence of the mass on maximum rate of climb (roc) speed if all other parameters remain constant ?

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The 'climb gradient' is defined as the ratio of

long range cruise is a flight procedure which gives

flltom" "cltom

What is the effect of tail wind on the time to climb to a given altitude?

the best rate of climb at a constant gross mass

an increase in atmospheric pressure has, among other things, the following consequences on landing performance:

For a turboprop powered aeroplane (performance class A) on a commercial flight, a 2200 m long runway at the destination aerodrome is expected to be wet. It must be ensured that the landing mass of the aeroplane allows a full stop landing on a dry run

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At the destination aerodrome the landing distance available is 3000m. The appropriate weather forecast indicates that the runway at the estimated time of arrival will be wet. For a commercial flight the mass of a turbojet aeroplane at landing must be

regarding unaccelerated horizontal flight

if other factors are unchanged the fuel mileage (nautical miles per kg) is

A climb gradient required is 3,3%.
a commercial flight is planned with a turbojet
you decent with constant mach number. Which speed limit will be exeeded
given that the characteristics of a three engine turbojet

At the destination aerodrome the landing distance available is 3000m

temperature remains unchanged or decreases slightly as altitude is increased?