Exam Flashcards
Ram temperature rise
The propulsive efficiency of a jet increases with an increased in speed due to
The aircraft is approaching the speed of its exhaust

The minimum permitted decision speed is? V1
Equal to VEF plus recognition time
The takeoff run of a jet transport category aircraft will be increased by
Arise in the relative humidity at the same outside air temperature
A variation of temperature from Isa for a given pressure altitude results in a change in’ air density equivalent to?
An increase in altitude of 120 feet of altitude per degree of temperature variation above standard
Hot and high
1° equals 120 feet
In order to maintain a standard 3° approach to a runway for a given indicated airspeed what do you need to do with your power?
More power is required with a headwind, then in nil wind 
When flying for Best endurance, a turbo jet aircraft applied to speed corresponding to
The angle of attack for Best lift/drag ratio
The speed required for Best range at given altitude in a jet transport aircraft
Decreases with a decreasing gross weight and increasing tailwind component
If a pilot rotates earlier than scheduled VR in an all engines takeoff, the TORR and the TODR will
Increase and the TORR will increase
If a pilot rotates later than scheduled VR in a one engine in operative takeoff with an engine failure at V1, the TODR will
Increase and the TORR will increase
The correct statement concerning the climb, speed profile of a lightly load of transport, category jet aircraft, which is climbing at VMO is
The climb is initially made at VMO until MMO is reached, and then the remainder of the climb is made at MMO if thrust limits permit
The long range cruise mach schedule of a jet transport aircraft is
Slightly faster then the maximum range cruise schedule and involves a reduction in thrust as fuel is burnt and weight reduces
V2 must be at least
1.2 VS
Boeing 727 is in cruise at a constant altitude and mach number the effect of an increase in outside air temperature on specific air range and TAS is
TAS will increase and SAR will not significantly change
A balanced field length occurs when 
TODR one engine in operative is equal to ASDR
 a wet runway will
A) reduce the accelerate stop limited BRW, if V1 is not changed
B)increase the accelerate limited BRW if v1 is not changed
C) reduce the TOD limited BRW
D) increase the TOD limited BRW 
A) reduce the accelerate stop limited BRW, if V1 is not changed
Wet is worse limiting the brw
The use of additional flap settings within the takeoff range and takeoff has the effect of
A) increasing the runway limited takeoff weight, but reducing the climb limited takeoff weight
A) increasing the runway limited takeoff weight but reducing the climb limited takeoff weight
If you use flaps, you can takeoff at a greater weight, but you are limited in your climb performance
V2 overspeed, climbing at a faster than normal v2 speed is
Procedure adopted for the purpose of increasing takeoff weight in a climb limited situation by improving climb performance at the expense of TODR
Possibility of a tail strike on the runway in a large jet during takeoff is greatest with
An early rotation at a faster than normal rate
If used within the approved take-off range, the use of more flap on take-off will -
1
lengthen both the take-off run and the second and third take-off climb segments
2
shorten the take-off run, but lengthen the second and third take-off segments
3
shorten the take-off run and the second and third take-off climb segments
4
shorten the take-off run and the second take-off climb segment, but lengthen the third segment
2
shorten the take-off run, but lengthen the second and third take-off segments
With regard to the decision speed (V1) -
1
V1 is selected so that, if the take-off is continued after an engine failure which is recognised at or above the V1 speed, it will be possible to attain a height of 35 ft within the scheduled take-off distance, or if the take-off is abandoned at or below the V1 speed it will be possible to bring the aircraft to a stop within the scheduled accelerate-stop distance
2
V1 is selected so that, if the take-off is continued after an engine failure which is recognised at or above the V1 speed, it will be possible to attain a height of 50 ft within the scheduled take-off distance multiplied by a factor of 1.15, or if the take-off is abandoned at or below the V1 speed it will be possible to bring the aircraft to a stop within the scheduled accelerate-stop distance multiplied by a factor of 1.10
3
V1 must be less than VR
4
no time interval is allowed between engine failure speed (VEF) and V1 so the minimum V1 speed is when V1 is equal to VEF
V1 is selected so that, if the take-off is continued after an engine failure which is recognised at or above the V1 speed, it will be possible to attain a height of 35 ft within the scheduled take-off distance, or if the take-off is abandoned at or below the V1 speed it will be possible to bring the aircraft to a stop within the scheduled accelerate-stop distance
The possibility of a large jet suffering a tail strike on the runway during takeoff is greatest with -
1
a late normal rotation
2
a late rapid rotation
3
a late slow rotation
4
an early slow rotation
4
an early slow rotation
The factors affecting an aircraft’s Maximum Brakes Release Weight include -
1
structural maximums, zero fuel weight, runway limit, climb limit, en-route climb limit and landing weight limits
2
only performance limits due to runway length and structural maximums
3
only structural maximums and landing weight performance limits
4
only maximum zero fuel weight, structural maximums and landing weight limits
1 structural maximums, zero fuel weight, runway limit, climb limit, en-route climb limit and landing weight limits
Loading of fuel in the aft auxiliary fuel tank of a B727 is permitted -
1
only when all other tanks are full
2
whenever desired
3
anytime for ballast purposes
4
when the total fuel load requirement exceeds 24500 kg
4
when the total fuel load requirement exceeds 24500 kg
With regard to the rotation speed (VR) -
1
VR must be not less than 1.1 VMCA
2
if rotation is commenced 10 kt prior to VR in an all engines operating take-off, the take-off distance will be decreased
3
rotation at the correct rate at VR will result in attaining V2 at or above 35 ft with all engines operating
4
rotation at the correct rate at VR will result in attaining V2 at or below 35 ft with one engine inoperative
4
rotation at the correct rate at VR will result in attaining V2 at or below 35 ft with one engine inoperative
The scenario which is most likely to cause a tail strike in a large turbojet aircraft during take-off would be -
1
a high rotation rate at a speed higher than VR
2
a slow rotation rate at a speed lower than VR
3
a slow rotation rate at a speed higher than VR
4
a normal rotation rate at a speed lower than VR
4
a normal rotation rate at a speed lower than VR
With respect to CG management, to minimise the risk of overbalancing the best sequence to load a tricycle undercarriage large jet transport aircraft is to load as much freight as possible first in the -
1
front of the aircraft and load passengers from the central passenger zone
2
front of the aircraft and allow passengers to choose their own seating positions
3
back of the aircraft and allow passengers to choose their own seating positions
4
back of the aircraft and load passengers from the front
1
front of the aircraft and load passengers from the central passenger zone
The minimum permitted decision speed (V1) is -
1
equal to VEF
2
equal to 1.05 VMCG
3
equal to VMCG plus recognition time
4
equal to VMCG plus reaction time
3 equal to VMCG plus recognition time
When a range of V1 speeds is available for a given set of conditions, selection of a high V1 will -
1
increase the one engine inoperative take-off distance required and decrease the accelerate-stop distance required
2
decrease the one engine inoperative takeoff distance required and increase the accelerate-stop distance required
3
decrease the all engines operating take-off distance required and increase the accelerate-stop distance required
4
increase the all engines operating take-off distance required and decrease the accelerate-stop distance required
2
decrease the one engine inoperative takeoff distance required and increase the accelerate-stop distance required
When using standard weights to compile a B727 load and trim sheet for your company, Blue Sky Airlines, operating under CASR Part 121 -
1
the standard weight for an adult passenger is 77 kg
2
using standard male and female weights instead of actual weights will generally result in a lower total weight of passengers
3
using standard male and female weights instead of the standard adult weight will generally result in a lower total weight of passengers
4
the standard weight for an adolescent is 45 kg
3 using standard male and female weights instead of the standard adult weight will generally result in a lower total weight of passengers
In a steady state climb at constant EAS and weight, the balance of forces mean that -
1
lift equals weight and thrust equals drag
2
lift is less than weight and thrust is equal to drag plus rearward weight component
3
lift is greater than weight and thrust is greater than drag
4
lift is equal to weight and thrust is greater than drag
Submitted Answer was Answer 2 (Correct).
2
lift is less than weight and thrust is equal to drag plus rearward weight component
The accelerate stop distance required (ASDR) for a particular aircraft as shown in the manufacturers data assumes -
1
the runway is covered with snow or slush
2
there is no reaction time between V1 and pilot response
3
there is a 2 to 3 second reaction time between V1 and pilot response
4
the aircraft wheel thermal plugs are cold at commencement of the take-off roll
Submitted Answer was Answer 4 (Incorrect).
3
there is a 2 to 3 second reaction time between V1 and pilot response
