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ATPL Performance And Loading > Revision Questions > Flashcards

Revision Questions Flashcards

1
Q

Jet aircraft max rate of climb (Vy) is determined by -

A. Total thrust over weight
B. Total drag over thrust
C. Excess power over weight
D. Excess thrust over drag

A

C. Excess power over weight

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2
Q

Operating a jet at design RPM will give the -

A. Greatest fuel burn per hour
B. Greatest SFC
C. Minimum SFC
D. Minimum fuel burn per hour

A

C. Minimum SFC

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3
Q

For a given altitude and weight, the way IAS varies for max angle of climb, if flap is extended is -

A. It increases to take advantage of the extra lift
B. It remains the same as the weight is the same
C. It decreases due to a lower minimum drag speed
D. It increases due to a higher minimum drag speed

A

C. It decreases due to a lower minimum drag speed

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4
Q

If required to cruise at a level with significant headwind when maximum range is needed -

A. You would fly faster than the theoretical max range speed because you need to arrive with planned reserves in tact
B. You would fly faster than the nil wind max range speed because you need to achieve the best GS/drag ratio
C. Your max range speed would be the same as the speed for max range in nil wind
D. You would fly slower than the nil wind max range speed because you need to achieve the best TAS/drag ratio

A

B. You would fly faster than the nil wind max range speed because you need to achieve the best GS/drag ratio

You would fly slower with a tailwind

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5
Q

The effect of change in OAT on the specific ground range (SGR) of a turbojet at a particular weight, speed and altitude is -

A. Changes in OAT have no significant effect on SGR
B. An increased OAT results in increased SGR
C. A decrease in OAT results in decreased SGR
D. An increase in OAT results in decreased SGR

A

A. Changes in OAT have no significant effect on SGR

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6
Q

In a turbo jet aircraft, thrust output from ram recovery effect is less than expected at very high speed. This is due to -

A. Ram intake choking
B. Ram shockwave interference
C. Ram temperature rise
D. Unstable airflow

A

C. Ram temperature rise

Ram effect results in heated air.
The temperature rise results in decreased benefit from ram recovery
The compressed air leads to thrust recovery

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7
Q

The propulsive efficiency of a jet increases with an increase in speed due to -

A. Ram effect means more air going through the exhaust
B. The aircraft is approaching the speed of its exhaust
C. Angle of attack decreasing
D. The engine speed increases to design RPM

A

B. The aircraft is approaching the speed of its exhaust

Propulsive efficiency is improved as aircraft approaches the speed of its exhaust

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8
Q

The variation of temperature from ISA for a given pressure altitude results in a change in air density equivalent to -

A. An increase in altitude of 120ft of altitude per degree of temperature variation from standard
B. An increase in altitude of 30ft of altitude per degree of temperature variation from standard

A

A. An increase in altitude of 120ft of altitude per degree of temperature variation from standard

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9
Q

When flying for best endurance, a turbojet aircraft should fly at a speed corresponding to -

A. The angle of attack for best TAS/drag
B. The angle of attack for best lift/drag
C. The angle of attack for best GS/drag
D. The angle of attack for best excess power

A

B. The angle of attack for best lift/drag

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10
Q

The speed required for best range at a given altitude in a jet transport aircraft-

A. Increases with a decrease in gross weight and increasing headwind component
B. Decreases with a decrease in gross weight and increasing headwind component
C. Increases with a decrease in gross weight and increasing tailwind component
D. Decreases with a decrease in gross weight and increasing tailwind component

A

D. Decreases with a decrease in gross weight and increasing tailwind component

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11
Q

The angle of attack required for minimum thrust in level flight in a particular turbojet aircraft -

A. Does not vary with changes in gross weight
B. Is greater at higher gross weights
C. Is greater at lower gross weights
D. Occurs at a faster speed at lower gross weight

A

A. Does not vary with changes in gross weight

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12
Q

If a pilot rotates 10kts before Vr in an all engines takeoff, the TODR will -

A. Increase but the TORR will decrease
B. Decrease but the TORR will increase
C. Not change and the TORR will not change
D. Increase and the TORR will increase

A

C. Not change and the TORR will not change

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13
Q

If a pilot rotated 5kts before Vr in a OEI takeoff with an engine failure at V1, the TODR will -

A. Increase but the TORR will decrease
B. Decrease but the TORR will increase
C. Not change and the TORR will not change
D. Increase and the TORR will increase

A

C. Not change and the TORR will not change

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14
Q

The MAC of a wing may be defined as -

A. The chord of a rectangular unswept, untapered wing of equal surface area (the chord through the centroid area)
B. The average location of the centre of pressure on the wing
C. The average chord position between the wing root and the wing tip
D. The chord of a wing of equal span without taper or washout

A

A. The chord of a rectangular unswept, untapered wing of equal surface area (the chord through the centroid area)

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15
Q

If a pilot rotates more than 5kt before Vr in a OEI Takeoff with an engine failure at V1, the TODR will -

A. Increase but the TORR will decrease
B. Decrease but the TORR will increase
C. Not change and the TORR will not change
D. Increase and the TORR will increase

A

D. Increase and the TORR will increase

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16
Q

At a given flight level, the maximum range of a jet transport category aircraft of a given brakes release weight is achieved by flying -

A. At a speed corresponding to the best lift/drag ratio in nil wind and this is equivalent to 1.32 times the best TAS/drag ratio speed which occurs at a slower speed as weight reduces
B. At a speed corresponding to the best TAS/drag ratio in nil wind and this is equivalent to 1.32 times the best lift/drag ratio speed which occurs at a slower speed as weight reduces

A

B. At a speed corresponding to the best TAS/drag ratio in nil wind and this is equivalent to 1.32 times the best lift/drag ratio speed which occurs at a slower speed as weight reduces

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17
Q

The correct statement concerning V2 is -

A. V2 must be at least 1.1 Vs
B. V2 must be at least 1.2Vs
C. V2 must be less than 1.2 Vmca
D. V2 must be greater than 1.2 Vmca

A

B. V2 must be at least 1.2Vs

18
Q

The correct statement concerning the rotation (Vr) speed is -

A. Vr must be at least 1.1Vs
B. Vr must be at least 1.2Vs
C. Vr must be at least 1.05Vmca
D. Vr must be greater than 1.2Vmca

A

C. Vr must be at least 1.05Vmca

19
Q

When discussing takeoff performance for a transport category aircraft with a MTOW in excess of 5700kg, the first takeoff segment extends from -

A. A point where the aircraft first reaches a height of 35ft above the takeoff surface to the point where landing gear retraction is completed
B. The point where landing gear retraction is completed to obstacle clearance height
C. Lift off to a height of 35ft above the takeoff surface
D. 35ft to a height of 400ft or such greater height as may be necessary to achieve obstacle clearance

A

A. A point where the aircraft first reaches a height of 35ft above the takeoff surface to the point where landing gear retraction is completed

20
Q

Compared to a balance field take off calculation, the addition of a stopway to the ASDA in a runway limited takeoff performance calculation will permit -

A. A higher gross weight takeoff with a lower V1 speed
B. A lower gross weight takeoff with a higher V1 speed
C. A higher gross weight takeoff with a higher V1 speed
D. A shorter ASDR

A

C. A higher gross weight takeoff with a higher V1 speed

21
Q

A balanced field length calculation is most useful -

A. To maximise TOW in a runway limited situation when TODA=ASDA
B. To maximise TOW in climb limited situation when TODR=ASDR
C. To maximise TOW when clearway is available
D. To maximise TOW in all situations

A

A. To maximise TOW in a runway limited situation when TODA=ASDA

22
Q

In determining obstacle clearance requirements in the event of an engine failure, in the absence of obstacle clearance data it is acceptable to -

A. Visually asses the obstacle clearance gradients
B. Use Airservices Australia declared TODA’s and gradients
C. Assume minimum certification climb gradients will be adequate
D. Add 10% to the minimum certification climb gradients

A

B. Use Airservices Australia declared TODA’s and gradients

23
Q

The max range for a turbo jet aircraft at a particular altitude will be achieved by flying at -

A. A speed resulting in the best lift/drag ratio
B. A speed resulting in the best TAS/drag ratio
C. A speed resulting in the best GS/drag ratio
D. A speed resulting in the best weight/drag ratio

A

C. A speed resulting in the best GS/drag ratio

24
Q

The minimum permitted decision speed (V1) is -

A. Equal to VEF
B. Equal to Vmcg plus recognition time
C. Equal to Vmcg plus reaction time
D. Equal to Vmcg plus reaction time

A

C. Equal to Vmcg plus reaction time

25
Q

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

A. When the flaps are fully retracted
B. At 400ft
C. At the end of the time allows for max rated thrust
D. When the aircraft has reached normal climb speed and is in the clean configuration

A

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

26
Q

With regard to the minimum control speed (Vmca)

A. Vmca is the minimum speed at which the aircraft can be kept within the specified limits of heading and attitude with the critical engine inoperative and the remainder at takeoff power in the second segment configuration
B. Vmca is the minimum speed at which the aircraft can be kept within the specified limits of heading and attitude with the critical engine inoperative and the remainder at takeoff power in the takeoff configuration

A

A. Vmca is the minimum speed at which the aircraft can be kept within the specified limits of heading and attitude with the critical engine inoperative and the remainder at takeoff power in the second segment configuration

27
Q

If a clearway is approved for inclusion in the TODA, the effect on the brakes release weight is -

A. The BRW may be increased if runway limited
B. The BRW must be reduced
C. The BRW is unchanged
D. The BRW may be increased if climb limited

A

A. The BRW may be increased if runway limited

28
Q

The four climb segments following an engine failure at V1 for a large turbine aircraft consist of -

A. Lift off to 500ft, 500ft to gear up, gear up to flap up, flap up to 1500ft (accelerating)
B. Lift off to gear up, gear up to 400ft minimum, 400ft minimum level to takeoff climb speed, 400ft minimum to 1500ft
C. V1 to gear up and flap up, 400ft minimum to TOSS, TOSS to VYSE, VYSE to 1500ft
D. V1 to 400ft minimum, 400ft minimum to gear up, gear up accelerating (flap up) to TOSS, TOSS to 400ft

A

B. Lift off to gear up, gear up to 400ft minimum, 400ft minimum level to takeoff climb speed, 400ft minimum to 1500ft

29
Q

The use of a clearway for takeoff calculations is permitted provided the -

A. TODA is greater than or equal to the TODR
B. LDA is greater than or equal to the ASDR
C. TORA is greater than or equal to the TORR
D. Surface of the clearway is suitable for the loads imposed by a rolling aircraft under acceleration

A

C. TORA is greater than or equal to the TORR

30
Q

With regard to unusable fuel in an aircraft fuel system, unusable fuel is

A. Not included in the BW
B. Included in the BW but not in the ZFW
C. Included in the ZFW but not in the MBRW
D. Included in the BW and the MBRW

A

D. Included in the BW and the MBRW

31
Q

An aircraft in a 3 degree glide path crosses the landing threshold 50ft higher than normal. Compared to the normal touchdown position, the extra distance to the touchdown position is -

A. 1000m
B. 1000ft
C. 300ft
D. 100m

A

B. 1000ft

32
Q

The angle of attack for max endurance is -

A. Smaller at higher gross weights
B. Smaller at lower gross weights
C. Larger with a strong headwind
D. Independent of wind and weight

A

D. Independent of wind and weight

33
Q

V2 overspeed is -

A

A procedure adopted for the purpose of increasing takeoff weight in a climb limited situation by improving climb performance at the expense of increased TODR

34
Q

The loading of fuel into the aft aux tank is permitted -

A. Only when all other tanks are full
B. Whenever desired
C. Anytime for ballast purposes
D. When then total fuel load requirement exceeds 24500kg

A

D. When then total fuel load requirement exceeds 24500kg

35
Q

If used with the approved takeoff range, the use of more flap will -

A. Lengthen both the takeoff run and the second and third takeoff climb segments
B. Shorten the takeoff run but lengthen the second and third takeoff segment
C. Shorten the takeoff run and the second and third takeoff climb segment
D. Shorten the takeoff run and the second climb segment but lengthen the third segment

A

B. Shorten the takeoff run but lengthen the second and third takeoff segment

36
Q

The Reference Field Length conditions for an aeroplane for takeoff are -

A. No slope, still air, ISA, MSL, dry runway, MTOW
B. 1% upslope, 5kts TW, ISA +15, MSL, dry runway, planned TOW
C. No slope, still air, ISA, 1509ft PA, wet runway, actual TOW
D. 1% upslope, 150% reported tailwind, 50% reported headwind, 15c OAT, 1500 PA, dry runway, actual TOW

A

A. No slope, still air, ISA, MSL, dry runway, MTOW

37
Q

As fuel is consumed from the wing tips the CofG moves

A. Forward and inward
B. Rearward and inward
C. Forward
D. Rearward

A

C. Forward

38
Q

In a steady state climb at constant EAS and weight, the balance of forces mean that -

A. Lift equals weight and thrust equals drag
B. Lift is less than weight and thrust is equal to drag plus rearward weight component
C. Lift is greater than weight and thrust is greater than drag
D. Lift is equal to weight and thrust is greater than drag

A

B. Lift is less than weight and thrust is equal to drag plus rearward weight component

39
Q

When a range of V1 speeds are available for a given set of conditions, selection of a high V1 will -

A. Increase the 1INOP takeoff distance required and decrease the accelerate-stop distance required
B. Decrease the 1INOP takeoff distance required and increase the accelerate stop distance required
C. Decrease the all engine takeoff distance required and increase the accelerate stop distance required
D. Increase the all engine takeoff distance required and decrease the accelerate stop distance required

A

B. Decrease the 1INOP takeoff distance required and increase the accelerate stop distance required

40
Q

If a clearway is approved to extend the TODA, the effect on the BRW of the addition of clearway with longer TODA is -

A. The BRW may be increased if runway limited and V1 would need to be lowered below the balanced V1 to preserve reject capability
B. The BRW must be reduced and V1 reduced
C. The BRW is unchanged and V1 increased
D. The BRW may be increased if climb limited and V1 would need to be increased above the balanced V1 to preserve reject capability

A

A. The BRW may be increased if runway limited and V1 would need to be lowered below the balanced V1 to preserve reject capability

41
Q

With regard to unusable fuel in an aircraft fuel system, unusable fuel is included in -

A. The basic weight
B. The basic weight but not the ZFW
C. The ZFW but not the MBRW
D. The Basic Weight and MBRW

A

D. The Basic Weight and MBRW

42
Q

At constant IAS in level flight as the CofG moves rearwards due to FBO -

A. Induced drag, stall speed, Vmca and range all decrease
B. Induced drag and stall speed decrease, Vmca and range increase
C. Induced drag and stall speed increase, Vmca and range decrease
D. Induced drag, stall speed, Vmca and range all increase

A

B. Induced drag and stall speed decrease, Vmca and range increase

ATPL Performance And Loading (2 decks)

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