P and L ATPL Flashcards
The runway limit weight is ?
the heaviest permitted weight for the available runway length and ambient
conditions of outside air temperature, pressure and wind component along the runway.
EOL
Effective
Operational Length (EOL) of the runway.
The most limiting field length for the B727 is ?
all engine takeoff distance required (due to the 15%
additional runway length required for all engines).
If a lower Wet V1 is not used for take-off on a wet runway, then BRW would have to be ?
reduced in order to preserve the reject capability on the runway with the reduced braking performance.
The runway limit weight is determined by three requirements ?
The all engines operating takeoff distance required (TODR). Also called the all-engine go distance.
The 1 engine operative takeoff distance required (TOR 1-inop). Sometimes referred to as the
Engine-out accelerate go distance.
The Accelerate Stop Distance Required (ASDR). This is defined for a B727 in the POH (page 1-7) as
the total distance required to accelerate from a standing start with all engines operating, experience
a pod failure such that failure is recognised at V1, and then decelerate to a full stop.
In the B727, the ASDR is always ?
less than the TOR with 1 engine inoperative.
a. TORA (TAKEOFF RUN AVAILABLE) ?
The length of RWY declared available and suitable for the ground run of an ACFT
taking off. (In most cases, this corresponds to the physical length of the RWY
pavement.)
TODA (TAKEOFF DISTANCE AVAILABLE)
.
The length of TKOF run available plus the length of any clearway (CWY) available
ASDA (ACCELERATE-STOP DISTANCE AVAILABLE)
The length of TKOF run available, plus the length of the stopway (SWY), if provided.
(Any SWY length included shall be adequate for use by all AFT which comply with the
RWY strength rating.)
LDA (LANDING DISTANCE AVAILABLE)
The length of RWY declared available and suitable for the ground run of an ACFT
landing (LDG). (In most cases, this corresponds to the physical length of the RWY
pavement.)
stopway ?
a defined rectangular area on the ground at the end of the take-off run available, prepared as a
suitable area in which an aircraft can be stopped in the case of an abandoned take-off;
clearway ?
a defined area at the end of the TORA, on the ground or water
under the control of the aerodrome operator, that is selected or prepared as a suitable area over which an
aeroplane may make a portion of its initial climb to a specified height.
Balanced Field Length Means ?
that Accelerate-stop Distance
And Accelerate-go Distance Are Equal
In order to achieve maximum takeoff weight for a given field length, the distance ?
required to reach 35 ft
With engine failure recognised by V1 and the distance required to accelerate stop need to be the same.
This is called the balanced field length. It is achieved through the selection of a balanced V1.
The lowest allowable V1 is based on ?
an engine failure at Vmcg and V1 at least 1 second later to allow
for recognition time.
Highest allowable V1 ?
VR
What’s the benefit of having a low V1 ?
A low V1 (close to Vmcg) results in a short accelerate stop distance, but a long 1 inop takeoff distance.
This is useful to maximise BRW on a runway which has a clearway available beyond the TORA.
Benefit of a high V1 ?
A high V1 (close to VR) results in a long accelerate stop distance, but a short 1 inop takeoff distance.
This is useful to maximise BRW on a runway which has a stopway available beyond the TORA.
Balanced V1 or a Mid V1 benefit?
A balanced V1 results equal accelerate/stop distance, and 1 inop takeoff distance.
This is useful to maximise BRW on a runway which has no stopway or clearway available beyond the TORA
(when ASDA = TODA).
The take-off area for a code 4 runway (CN) (4) ?
which is a field length 1800 m or greater is an area beyond
the end of the runway starting at a width of 90 m either side of the runway centre line and extending for
15000 m at a diverging width of 12.5% until a total width of 1200 m, or 1800 m in IMC operations when
the take-off procedure includes a heading change of greater than 15 degrees
Line up allowance?
45m is subtracted
The minimum second segment (gear up) certification net gradient with an engine failure on takeoff in CAO
20.7.1 (B) is ?
1.8% at not less than V2
Second segment gear up boing certified climb gradient ?
1.9% net
Performance degradation margin 3 engine aeroplane?
0.9%
Pressure altitude = ?
Elevation + ( 1013-QNH) x30
Interpolate EPR to the nearest ?
nearest 5°C of OAT and 1000 ft of pressure altitude.
The EPR for a jet engine is ?
a ratio between the static pressure at the engine exhaust outlet and
the static pressure at the engine inlet.
If the aircraft is required to be operated with an inoperative aft fuel boost pump in tank 2, a minimum of ?
5443 kg of fuel must be left in the tank at all times to ensure that the forwards boost pump pickup will
remain covered during all normal flight attitudes to prevent fuel starvation.
The maximum zero fuel weight with INOP aft boost pump will be reduced by ?
5443 kg to 58057 kg.
Standard male female weights ?
86 male
71 female
Standard 81
Adolescent weight ?
62kg
Child weight ?
45kg
Infant weight ?
20kg
When adolescents (either male or female) and children are carried, for scale movement
purposes, one adolescent/child is equivalent ?
to half an adult. The correct weight must be
accounted for in the weight column.
For scale movement purposes infants are ?
ignored. However, the correct weight must be
accounted for in the weight column.
Speed Certification is based on the most adverse CG position for the speed being considered ?
For Vs: Most forward CG.
For VMCA : Most rearward CG.
Thrust = ?
Mass Air Flow x (Vj-
V) or Mass x Acceleration
Lower weight moves the total drag curve ?
down and left (less drag and a lower min drag speed at the
same angle of attack).
Extending gear or flaps or spoilers (speed brakes) moves the total drag curve ?.
up and left (more drag
and a lower min drag speed).
Vimd gives what ?
max L/D
min drag
best endurance
max angle of climb Vx
Best air range achieved at ?
Best TAS/drag ratio @1.32 Vimd
Best range is achieved at which altitude?
Initially range improves with increasing altitude, but once design RPM is exceeded, higher altitudes will
result in reduced range performance, so best range is not achieved at maximum altitude, but at Optimum
Altitude, where engine design RPM yields the airframe’s best range speed.
Best ground range is achieved at ?
at best groundspeed/drag ratio
Average TAS in climb = ?
= Air distance (Anm)/ETI (min) × 60
Average rate of climb = ?
PA climbed (ft)/ETI (min)
To calculate SAR ?
divide TAS by Fuel Flow (FF) (in tonnes per hour). SAR = TAS/FF
To calculate SGR ?
divide Groundspeed (GS) by Fuel Flow (FF) (in tonnes per hour). SGR = GS/FF
At a constant speed and altitude, high gross weights result in what SGR ?
low SGR (poor fuel economy) due to
increased drag.
Each 10 000 kg of weight loss (about 2 hours of cruise) does what to SGR ?
improves SGR by about 10% (10 gnm per tonne or
1 kg/nm).
ALTITUDE
At a constant weight and speed, an increase in altitude results in what change to SGR ?
an increase in SGR (good economy) as
the altitude increases towards the optimum altitude for that weight and speed. Each 1000 ft below
optimum flight level reduces range by about 1%.
10 degrees of ISA deviation above ISA reduces SGR by about ?
1%. (0.9% per 10 degrees according to the
B727 POH).
Each 50kts of wind effects SGR how ?
Each 50 kt of headwind reduces SGR by about 10% (-10 gnm per tonne or 1 kg/nm). Each 50 kt of
tailwind increases SGR by about 10% (+10 gnm per tonne or 1 kg/nm).
How does altitude effect SFC ?
As altitude increases, the reduced air density reduces both thrust output and fuel flow, however below the
tropopause, the reduced temperatures result in a favourable reduction in SFC. Above the tropopause, the
SFC increases again as the lower air density is no longer offset by the reduction in outside air temperature.
Power = ?
Thrust x TAS
Approach attitudes given leading and trailing edge flap deployment?
High attitude given leading edge devices only
Low attitude given trailing edge devices only
Medium attitude given leading and trailing edge devices
V1 ?
VI is equal to VEr plus the speed gained during this recognition time with the critical engine inoperative
VI must not be less than Vmcg plus the speed gained during recognition time (1 second).
VI must not be greater than VR (although they may be equal).
Vr must not be less than ?
VR must not be less than V1.
VR must not be less than 1.05 VMCA.
019
If a pilot rotates later than scheduled VR in a one engine inoperative take-off with an engine failure
at V1 , the TODR will ?
increase but the TORR will decrease
decrease but the TORR will increase
increase and the TORR will increase
decrease and the TORR will decrease
increase and the TORR will increase
In a turbo-jet aircraft, thrust output from the ram recovery effect is less than expected at very high
speed. This is due to ?
ram intake choking
ram shock wave interference
ram temperature rise
unstable air flow
ram temperature rise
The propulsive efficiency of a jet increases with an increase in speed due to ?
ram effect means more air going through the engine
the aircraft is approaching the speed of its exhaust
angle of attack is decreasing
the engine speed increases to design rpm
the aircraft is approaching the speed of its exhaust
The Landing Distance Required (LDR) to bring the aeroplane to a stop on a dry runway at the
planned destination aerodrome, and the destination alternate aerodrome (if any) for the flight, for
a CAR Part 121 jet engined aircraft, must not be greater than ?
60% of the landing distance available for the runway, assuming the aeroplane
crosses the runway threshold at a height of 50 ft
70% of the landing distance available for the runway, assuming the aeroplane
crosses the runway threshold at a height of 50 ft
60% of the landing distance available for the runway, assuming the aeroplane
crosses the runway threshold at a height of 35 ft
70% of the landing distance available for the runway, assuming the aeroplane
crosses the runway threshold at a height of 35 ft
60% of the landing distance available for the runway, assuming the aeroplane
crosses the runway threshold at a height of 50 ft
In the event of an engine failure en-route in a multi-engined aircraft operating as a CAR 121
operation, at 1500 ft above the landing aerodrome the net flight path gradient must be at least ?
positive
1%
1.3%
1.5%
positive
In weight and balance calculations, a moment is defined as ?
a weight multiplied by an arm
The definition of Basic Weight includes ?
operational items
For a take-off in a two engined aeroplane under CAR 121, in the en route configuration existing at
the end of the level flight acceleration manoeuvre, at final take-off climb speed with the critical
engine inoperative and the remaining engine at maximum continuous power or thrust, the aeroplane
must be able to achieve a gross gradient of climb of at least ?
1.2%
Expressing an aircraft CG position as a percentage of the Mean Aerodynamic Chord, (% MAC)
permits a comparison of the location of the CG relative to the position of the ?
centre of pressure
A reduction of Index Units (IU) refers to a centre of gravity shift which is ?
forward
In weight and balance calculations, the term Index Unit (IU) refers to ?
a moment
When Preparing a load and trim sheet for your company, Blue Sky Airlines, operating under CASR
Part 121, For scale movement purposes, infants are ?
ignored
When using standard weights to compile a B727 load and trim sheet for your company, Blue Sky
Airlines, operating under CAR Part 121
using standard male and female weights instead of the standard adult weight will generally result in ?
a lower total weight of passengers
When using standard weights to compile a B727 load and trim sheet for your company, Blue Sky
Airlines, operating under CAR Part 121
the standard weights include ?
an allowance for cabin baggage
With regard to the rotation speed (VR) ?
rotation at the correct rate at VR will result in attaining V2 at or below 35 ft with one engine
inoperative
With regard to the take-off safety speed (V2) ?
V2 is achieved as a result of proper rotation procedures
With regard to the minimum control speed (VMCA) ?
VMCA is the minimum speed at which the aeroplane can be kept within specified limits of heading
and attitude following sudden failure of the critical engine in the second segment configuration with
takeoff thrust applied
With regard to the stall speed VS1G ?
VS1G is the stalling speed or the steady flight speed, obtained in the clean configuration at 1G
The scenario which is most likely to cause a tail strike in a large turbojet aircraft during take-off
would be ?
a normal rotation rate at a speed lower than VR
V2 must not be less than ?
1.2 Vs
With regard to the use of Stopways and Clearways
a Stopway would sometimes be suitable as part of a Clearway ?
True
For an air transport operation according to CAR 121, it is a requirement that, assuming that the
critical engine fails at VEF and using a single V1: any clearway forming part of the take-off distance
available does not exceed ?
half the length of the take-off run available
If, during a flight of an aeroplane in an air transport operation under CAR 121, performance data is
used that contains actual landing distance data; and that data is used when calculating the landing
distance required at the aerodrome of intended landing, the pilot in command of the aeroplane must
ensure, during the flight and before landing, that the landing distance available at the aerodrome is
greater than, or equal to ?
115% of the landing distance required to bring the aeroplane to a stop on the runway
Balanced field length occurs when ?
the distance required one engine out to 35 ft, is equal to the ASDR
For a take-off in air transport operations under CAR 121, in calculating the net take-off flight path
for the flight
it must be assumed that the point on the net take-off flight path where a level flight segment
commences is ?
the same horizontal distance from the end of the runway as the point where the
gross take-off flight path intersects the height selected for the level flight acceleration manoeuvre
In an air transport operation under CASR 121, to meet planned missed approach climb
requirements ?
the aeroplane must be able to avoid obstacles by an acceptable margin using procedures specified
in the operator’s exposition for the specific runway, aerodrome and the aeroplane type
When determining the maximum weight for take-off in an aeroplane on an air transport operation
under CAR 121, the take-off distance required for a take-off from the runway must not exceed the
takeoff distance available for the runway; and any clearway forming part of the take-off distance
available must be appropriate for the aeroplane type and the operator and the pilot in command
must take into account ?
the loss of any runway length due to the aligning of the aeroplane for take-off
If used within the approved take-off range, the use of more flap on take-off will ?
shorten the take-off run, but lengthen the second and third take-off segments
A jet engine aircraft on an air transport operation under CAR 121, following the critical engine
failing at the most critical point along the route, when using a navigation specification of RNP 2 or
better, during flight from the cruising altitude to an aerodrome where a landing can be made, must
have a net flight path which ?
has a positive slope at 1500 ft above all terrain and obstructions within 5 NM of the intended track
to be flown; or clears all terrain and obstructions by at least 2000 ft vertically, within 5 NM of the
intended track to be flown
Of the following factors, the most significant in determining cockpit cut-off angle is ?
pilot seat height
With regard to unusable fuel in an aircraft fuel system, unusable fuel is ?
included in the Basic Weight and Maximum Brakes Release Weight
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
front of the aircraft and load passengers from the central passenger zone
V1 must be greater than or equal to ?
VMCG plus pilot recognition time
As fuel is consumed from the wing tips, the aircraft CG moves ?
forward
The aircraft is loaded to a Taxi Weight of 84250 kg and full tanks with 29550 kg of useable fuel at
the ramp using the normal fuel loading procedure.
As 150 kg of Start and Taxi fuel, and 5850 kg of flight fuel is consumed from Taxi using normal
usage procedures, after the first hour of flight there is a fuel load remaining of 23550 kg. The most
forward aircraft CG position during the first hour of flight will be at a weight of ?
84250 kg
A B727 is loaded with 15000 kg of useable fuel in the main tanks for a flight.
The correct statement regarding fuel feeding is ?
use tank to engine feed
As the takeoff CG position becomes more rearward, the number of horizontal stabiliser trim units
required for take-off is ?
smaller
Before entering the landing charts when calculating landing weight for a Category 1 (CAT 1) ILS
landing, a LDA of 2000 mt must be reduced by ?
300 mt
When on approach to land in gusty conditions it is desirable to approach at a higher than normal
speed to account for variations in airspeed. To calculate this speed margin, add half the wind speed
and half the gust speed with a maximum increment of 20 kt above the approach speed.
If the reported wind at an aerodrome is 10 kt gusting to 20 kt (a 10 kt gust), then an aeroplane
should approach at ?
normal approach speed plus 10 kt
