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IFR > Performance and Loading - cyber exam q's > Flashcards

Performance and Loading - cyber exam q's Flashcards

1
Q

Corrected Effective Operational Length is a length of runway - including over-run - expressed in feet, and corrected for -

A

Runway Slope, Surface and approaches

which are declared by CASA as usable for T/O and LNDG by aircraft.

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2
Q

CEOL is determined by reference to…

A

the AIP, subject to variations contained in NOTAMS

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3
Q

the ‘Main Runway’ is the runway with the

A

greatest CEOL!

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4
Q

Jet aircraft maximum rate of climb is determined by

A

excess power over weight

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5
Q

Vs when related to transport category aircraft is

A

the minimum steady flight speed

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6
Q

you want your aircraft to stay airborne as long as possible. You would achieve this by flying

A

at the altitude where use of engine design RPM would result in a speed of Vimd

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7
Q

to achieve max angle of climb, you would climb at

A

Vimd using max thrust

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8
Q

large jet aircraft have a large speed band where the rate of climb is fairly constant. This is because

A

for this band, the power available and power required curves are nearly parallel

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9
Q

The CP of a transport aircraft wing should ideally have minimal movement with variations in speed because

A

large trim changes would caused by large CP movement

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10
Q

Considering the flap extension increases lift, the reason they are not used for the climb is

A

Minimum drag speed is higher with flap and the extra drag cancels the lift benefit

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11
Q

an emergency climb on encountering severe low level wind shear would be achieved by

A

climbing at a target speed of just above the stall and using takeoff power

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12
Q

Jet aircraft specific air range (SAR) as a comparison of air distance per tonne of fuel consumed would be expressed in the form

A

100anm/1000kg

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13
Q

to achieve max range in nil wind at a given FL, you would fly at

A

1.32Vimd

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14
Q

Operating a jet engine at design RPM will give the

A

Minimum SFC

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15
Q

Jet engine design RPM is

A

slightly less than max RPM

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16
Q

Max air range is achieved by flying at

A

a cruise climb 1.32 and Vimd and design RPM

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17
Q

For a given altitude and weight, the way the IAS varies for max AOC if flap is extended is

A

it (the AOC) decreases due to the lower Vimd

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18
Q

The theoretical requirement (as far as the airframe is concerned) for max range is

A

an IAS of 1.32 Vimd

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19
Q

If required to cruise at a level with significant H/W, when max range is needed you would fly

A

fly faster than the nil wind max range speed because you need to achieve the best GS/DRAG ratio

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20
Q

The effect of changes in OAT on SGR of a TURBOJET at a particular weight, speed and altitudes is

A

Changers in OAT have NO significan effect on SGR

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21
Q

The effect of changes in OAT on the specific fuel consumption (SFC) of a turbojet at a particular weight, speed and altitudes is

A

an increase in OAT results in a increased SFC

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22
Q

The maximum range TAS of a turbojet aircraft is

A

determined by the AOA and best GS/Drag

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23
Q

The AOA for max endurance in a turbo aircraft is

A

indepentant of wind and weight

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24
Q

Westerly IFR hemispherical cruse levels for non RVSM ops are

A

FLY 280. 310, 350

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25
Q

When using forecast conditions for the purpose of calculating Landing Weight Limitations, it is to be assumed that there will be

A

NO HWC available!

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26
Q

In weight and balance calculations, a moment is defined as

A

a weight multiplied by an arm

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27
Q

The definition of Basic Weight includes…

A

Operational Items!

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28
Q

When discussing take off performance for a transport category aircraft with a MTOW in excess of 5700kg, the forth take off climb extends from

A 
OBSTACLE CLEARANCE HEIGHT
at
FINAL TAKE OFF CLIMB SPEED 
to
1500FT
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29
Q

For a total fuel load of 29000 kg, the fuel would normally be loaded

A

full main tank with the remainder in the auxiliary tanks

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30
Q

Expressing and aircraft CG position as a % of MAC permits comparison of the location of the CG relative to the position of the

A

center of pressure

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31
Q

a reduction of Index Units (IU) refers to a centre of gravity shift which is

A

FORWARD

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32
Q

In weight and balance calculations, the term I.U. refers to

A

a moment

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33
Q

The CG must be checked at both

A

Taxi and Zero Fuel weights!

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34
Q

for scale movements purposes, infants are

A

IGNORED! Adolescence and Children are HALF !

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35
Q

When using standard weights to compile a load and trim sheet

A

using standard male and female weights instead of the standard adult weight will generally result in a LOWER total weight

H O W E V E R . . . . . IF

IF there are more MALES than female, use of standard weights(81kg) yields a lower total weight!!!!!!!!!!!!

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36
Q

Loading of fuel in the aft auxiliary fuel tank is permitted when the total fuel requirement EXCEEDS ……

A

when the total fuel requirement EXCEEDS 20,600kgs (20.6 tonnes!!)

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37
Q

With regard to decision speed (V1)

A

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 V2 speed it will be possible to bring the aircraft to a stop within the scheduled accelerated stop disantace.

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38
Q

With regards to rotation speed (Vr)

A

rotation at the correct rate and Vr speed will result in V2 at or below 35 ft with one engine inoperative

39
Q

With regards to TOSS (V2)

A

V2 is achieved as a resulte of proper roation proceedures

40
Q

With regards to minimum control speed (Vmca)

A

Vmca is the minimum speed at which the aircraft can be kept within specific limits of heading and attitude with the critical engine in op and the remainder at take off power in the the second segment configurations

41
Q

With regard to the stall speed Vs

A

Vs is the minimum steady flight speed

42
Q

The scenario which is most likely to cause a tail strike in a large turbojet during takeoff would be

A

a normal rotation rate at a speed lower than Vr

43
Q

V2 must not be less than

A

1.2. Vs

44
Q

Following engine failure after takeoff in a multi engine aircraft above 5700kg , MTOW, the third takeoff segment ends

A

when the aircraft has reached normal climb speed and is in the clean configuration.

45
Q

IN a twin TURBO PROP above 5700kg MTOW, during a missed approach in the landing configuration with both engines operating, the required speed and gradient of climb respectively are

A

not in excess of 1.3 Vs and NOT less than 3.2%

46
Q

The use of a clearway for takeoff calcuations is permitted provides the TORA is ≥

A

TORA is ≥ TORR

47
Q

If used whith the approved takeoff ranges, the use of more flap on takeoff will

A

shorten then takeoff run, but lengthen the second and thirds segments

48
Q

A twin engines jet is approahcing to land at 1500ft AGL in the landing configuration with the critical engine inoperative. The net flight path gradient requirement, if any is

A

THERE IS NO REQUIREMENT

49
Q

As fuel is consumed from the wing tipts, the CG moves

A

Forward

50
Q

The airacraft is loaded with 15000kg of usable fuel in the main tanks for a flight. The correct statement regarding fuel feeding is

A

use tank to engine feed

51
Q

As the takeoff CG position becomes more rearward, the horizontal stabiliser trim units required for take off is

A

S M A L L E R ! ! !

52
Q

Before entering the landing charts when calculating landing weight for a CAT ONE ILS landing, a LDA of 2000 meters MUST BE reduced by

A

the greater of 13% or 300 metres - before entering the reference distance chart!

53
Q

When is the ‘adjusted’ LDA corrected for slope?

A

ONLY when the wind is AMBIENT!

54
Q

Wind does not alter LDA

A

Wind alters Landing Reference Distance ONLY

55
Q

When on approach to in gusty condition it is desirable to approach at a higher than normal speed to account for variation in airspeed. To calculate this sped margin, add half the wind speed and half the gust speed with a max increment of 20 kt above the approach speed.
If the reported wind at the AD is 10 kt gusting 20kt, then the aircraft should approach at .

A

wind speed 10

gust from 10 to 20 kt --> so the gust is 10kt
10kt*0.5
\+10kt*0.5
=10kts
Vref + 10
56
Q

With a critical engine inoperative in a multi engine jet transport with a MTOW in excess of 5700kg, the ‘gross’ climb gradient in the second climb segment, as required for certification is

A

2.4% for a TWIN, 2.7% for a THREE engine aircraft and 3% for a FOUR engine aircraft.

57
Q

With a critical engine inoperative in a multi engine aircraft with a MTOW in excess of 5700kg, the ‘net’ climb gradient in the second climb segment, as required for certification, is

A

1.6% for a TWIN, 1.8% for a THREE engine aircraft and 2% for a FOUR engine aircraft

58
Q

Loading cargo into compartment ONE results in the CG moving …..

A

Forward!
LEFT is Forward
RIGHT is Rearward!

59
Q

The possibility of a large jet suffering a tail strike on the runway during takeoff is greatest with

A

an early (at any rate) slow rotation!

60
Q

The factors most affecting BRW are (6)

SZRCEL

A 
Structural maximums
ZFW
Runway limit
Climb limit
Enroute climb limit
and 
LW limits
61
Q

The four climb segments following an enginre failure at V1 for a large turbine aircraft consists of

A

lift off to gear up, gear up to 400ft minimum, 400ft minimum to level to takeoff climb speed, 400 ft minimum to 1500 ft

62
Q

Following an engine failure recognised by V1 in a twin turbine, the gross climb gradient that must be achieved without landing gear retraction is

A

POSITIVE!

63
Q

The reason for specifying a max ZFW for an aircaft is

A

to prevent excessive stress on the wings and fuselage with low fuel quantities!

64
Q

The speed Vref is

A

the landing speed in a nominated configuration

65
Q

The accelerate stop distance required (ASDR) for a particular aircraft is shown in the manufacturers data assumes

A

there is a 2 to 3 second reaction time between V1 and pilot response

66
Q

An aircraft lading at a 3 degree approach angle, crosses the landing threshold at 50ft higher than normal landing approach height.
compared to the normal touchdown position, the extra distance the touchdown position for approach is……

A

1000ft

THE RULE: 1000ft runway distance per 50ft!

BASED ON: a 3 degree GS Txr sitting ~1000ft from the landing threshold which puts you at 50ft over the landing threshold.

67
Q

If you get an ETOPS question

A

rip out CAO 82.0

68
Q

When a range of V1 speed is available for a given set of conditions, selection of a high V1 will

A

Decrease the 1-INOP TODR and

Increase the ASDR!

69
Q

If a clearway is approved for inclusion in the TODA, the effect on BRW is

A

The BRW may be increase if

RUNWAY LIMITED!

70
Q

With regard to the speed V2

A

V2 speed should be reached at or before 35’

71
Q

When considering the obstacle clearance requirements for large multi-engines turbine aircraft in the event of an engine failure after take off, the second segment climb refers to the period from

A

Gear up to a minimum, height of

400’ (obstacle clearance height)

72
Q

Clearway is the difference between TODA and….

A

TODA vs TORA!

73
Q

The effect on the V1 speed if ‘stopway is included’ in the take off and ASD performance calculations is

A

V1 must be increased!

74
Q

The most critical segment for obstacle clearance in the event of an engine failure on the take-off is the

A

SECOND SEGMENT

75
Q

V1 must be greater than or equal to V..

A

Vmcg plus recognition time!

76
Q

As fuel is consumed from the wing tips the CoG moves

A

FORWARD

77
Q

The mixing of standard and Male/Female Adult weights on the same load sheet is…. Pr.. .. ..

A

PROHIBITED!

78
Q

Last minute passenger adjustment allow for a maximum of ….

A

TEN passengers OR 900kg of freight

Without changing stab trim!

79
Q

The maximum number of Last minute passengers is determined by the line that encloses both the

A

TAXI and ZFW centre of gravity positions!!

80
Q

Compared to a balanced field take off calculation, the addition of a clearway to the TODA in a rwy limited T/O performance calculation will permit a higher g…

A

a higher gross weight at take off with a LOWER V1

81
Q

Compared to a balanced field take off calculation, the addition of a stopway to the ASDA in a rwy limited T/O performance calculation will permit a higher gr…

A

a higher gross weight at take off with a HIGHER V1

82
Q

The inclusion of a clearway in a TOD limited take off performance calculation will permit a h…

A

higher gross weight take off!!!

83
Q

At a given FL, maximum range given a BRW is achieved by flying

A

at a speed corresponding to the best TAS/DRAG ratio in nil wind and this is equivalent to 1.32 times the best L/D ratio speed which occurs at slower speed as weight reduces.

84
Q

Effect of CoG on Vmca

A

a forward CoG results in a lower Vmca!

85
Q

At a constant Mach, the effect of an increase in OAT on SAR and TAS are

A

TAS increases, SAR will not significantly change!>

86
Q

The purpose of the MZFW is

A

to limit the payload which may be loaded on the aircraft to protect the wings from excessive bending moments IN FLIGHT!

87
Q

When discussing T/O performance for aircraft with MTOW >5700kg, the first ‘take-off climb segment’ extends ‘from’

A

a point where the aircraft first reaches 35’above the take-off surface to the point where landing gear retraction is completed.

88
Q

When discussing T/O performance for aircraft with MTOW >5700kg, the second segment extends from

A

gear up to ‘obstacle clearance height’

89
Q

A wet runway will

A

reduce the accelerate stop limited TOW if V1 I not change!

90
Q

The use of additional flap settings on take-off has the effect of -

A

INCREASING runway limited take off weight but REDUCING climb limited take-off weight!

91
Q

In determining obstacle clearance requirements in the event of an engine failure in a multi-engine jet with MTOW .5700kg, in the ABSENCE of detailed obstacle clearance data it is ACEPTABLE to -

A

use Airservices Australia’s declaired TODA’s and gradients!

92
Q

The maximum range of a turbojet at a particular altitude will be achieved by flying at

A

a speed resulting in the best GS/Drag ratio!!!!!

93
Q

The purpose of passenger seat allocation is

A

to ensure safe loading when the aircraft is NOT AT full passenger capacity!!

IFR (23 decks)

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