1/30
Question ID: 110461

If there is a tail wind, the climb limited TOM will?

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A

Increase in the flaps extended case

B

Be unaffected

C

Increase

D

Decrease
2/30
Question ID: 107563

Using Figure 3.1

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 take-off distance over a 50 ft obstacle?

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A

1220 ft

B

1270 ft

C

1550 ft

D

1830 ft
3/30
Question ID: 107641

The length of a clearway should not exceed?

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A

½ ASDA

B

½ TORA

C

½ LDA

D

½ TODA
4/30
Question ID: 107583

Given:

O.A.T ISA

Pressure altitude 3,000 ft

Aeroplane mass 3,450 lb

Speed 100 kt


Using the climb performance chart, for the single engine aeroplane, determine the rate of climb and the gradient of climb?

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A

1,170 ft/min and 9.3%

B

1,120 ft/min and 10.5%

C

1,310 ft/min and 11.3%

D

1,030 ft/min and 8.4%
5/30
Question ID: 107647

The Regulated Take-off Mass?

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A

Is the higher of the maximum structural zero fuel mass and the performance limited take-off mass

B

The maximum performance limited take-off mass subject to any last minute mass changes

C

The maximum structural take-off mass subject to any last minute mass changes

D

Is the lower of maximum structural take-off mass and the performance limited take-off mass
6/30
Question ID: 107495

Which combination of answers reflects the reason for using reduced thrust?

1. Save engine life

2. Reduced fuel consumption

3. V1 can be less than VMCG

4. Noise abatement

5. Allows contaminated runway operations

6. PMC inoperative

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A

1,4

B

1,2,4

C

1,2,3,4,5,6

D

1,2,3 &4
7/30
Question ID: 107663

What is the effect of a forward located centre of gravity on fuel consumption and stability?

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A

Fuel consumption decreases, stability increases

B

Fuel consumption decreases, stability decreases

C

Fuel consumption increases, stability decreases

D

Fuel consumption increases, stability increases
8/30
Question ID: 111953

Assuming all other factors remain unchanged, how will an increased mass affect the Speed for Best Angle of Descent and the Speed for Best Rate of Descent?

The Speed for Best Angle of Descent?

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A

Decreases, and the Speed for Best Rate of Descent increases

B

Decreases, and the Speed for Best Rate of Descent decreases

C

Increases, and the Speed for Best Rate of Descent decreases

D

Increases, and the Speed for Best Rate of Descent increases
9/30
Question ID: 111879

What is the effect of an increased flap setting on VD min (minimum drag speed)?

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A

VDmin increases

B

VDmin decreases

C

None

D

VD min decreases first, but increases at the higher flap settings
10/30
Question ID: 110449

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, is called?

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A

A Clearway

B

The Runway End Safety Area

C

The Obstacle Free Zone (OFZ)

D

A Stopway
11/30
Question ID: 107912

Assume glide with zero thrust and zero wind?

Is there any difference between the vertical speed versus forward speed curves for two identical aeroplanes having different masses?

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A

No difference

B

Yes, the difference is that the lighter aeroplane will always glide a greater distance

C

Yes, the difference is that the heavier aeroplane will always glide a greater distance

D

Yes, the difference is that for a given angle of attack both the vertical and forward speeds of the heavier aeroplane will be larger
12/30
Question ID: 110369

With one or two engines inoperative the best specific range at high altitudes, compared to all engines operative cruise and assuming altitude remains constant, is?

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A

Improved

B

Not affected

C

First improved and later reduced

D

Reduced
13/30
Question ID: 107544

Consider the take-off performance for the twin jet aeroplane climb limit chart

Why has the wind been omitted from the chart?

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A

The climb limit performances are taken relative to the air

B

The effect of the wind must be taken from another chart

C

There is a built-in safety measure

D

There is no effect of the wind on the climb angle relative to the ground
14/30
Question ID: 107582

The aeroplane, for which data are provided by the Buffet Onset Boundary Chart, is flying at FL350 through the tropics in the late afternoon. Ahead of the aeroplane is an extended line of thunderstorms.

If the 1.4 g buffet range is Mach 0.79 to 0.81, which of the following answers is the most appropriate operational decision?

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A

Descend to FL330 where the 1.4 g buffet margin is Mach 0.73 to greater than Mach 0.84 and navigate laterally between the thunderstorm cells

B

Navigate laterally between the thunderstorm cells, limiting the angle of bank to no more than 30°, which will ensure a buffet margin of Mach 0.67 to greater than Mach 0.84

C

Navigate laterally between the thunderstorm cells, ensuring straight and level flight at a load factor of 1, which will ensure a buffet margin of Mach 0.62 to greater than Mach 0.84

D

Continueas planned because the threat of stall has already been mitigated against by using the 1.4 g buffet margin
15/30
Question ID: 107645

A flight benefits from a strong tailwind which was not forecasted.

On arrival at the destination a straight-in approach and immediate landing clearance is given.

The Landing Mass will be higher than planned and?

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A

The landing distance will be unaffected

B

The landing distance required will be longer

C

The approach path will be steeper and threshold speed higher

D

The approach path will be steeper
16/30
Question ID: 107394

What is the Rate of Climb required for an aircraft to climb at 1800 feet with a TAS of 125 kt a headwind component of 25 kt and a climb gradient of 4.6%?

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A

883

B

543

C

673

D

583
17/30
Question ID: 107348

Compare the total drag of a Performance Class B multi engined aeroplane with the critical engine inoperative with the total drag of the same aeroplane with both engines operative. 

In the case of the critical engine being inoperative, the total drag will?

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A

Increase because of a profile drag increase due to rudder application

B

Decrease because of an induced drag decrease due to the increased speed for controllability reasons

C

Remain constant when the propeller is in the feathered position and stationary

D

Increase because of an induced drag decrease with a factor of 1 to 5 due to loss of slipstream
18/30
Question ID: 109018

The length of a clearway may be included in?

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A

The take-off run available

B

The take-off distance available

C

The distance to reach V1

D

The accelerate-stop distance available
19/30
Question ID: 110624

In a given configuration the endurance of a piston engine aeroplane only depends on?

This question has been flagged as being in an exam by multiple students, give it more attention

A

Speed and mass

B

Altitude, speed, mass and fuel on board

C

Speed, mass and fuel on board

D

Altitude, speed and mass
20/30
Question ID: 110148

What happens to the stalling speed of an aircraft if altitude increases?

Stalling speed in terms of IAS ________

Stalling speed in terms of TAS _________

Stalling speed in terms of Mach number _______

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A

Increases; increases; decreases

B

Remains constant; increases; decreases

C

Remains constant; increases; increases

D

Increases; decreases; increases
21/30
Question ID: 110950

An aeroplane is normally flying with long-range speed because?

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A

Of the lower costs

B

It results in the longest flight time (endurance)

C

It results in the longest flight distance (range)

D

Of the lowest fuel consumption
22/30
Question ID: 107312

To determine the runway length limited Take-Off Mass(RLTOM) for an unbalanced field, what is the TODA to be used given the following data?

TORA: 2380M

Stopway: 1470M

Clearway: 560M

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A

4410M

B

3850M

C

2940M

D

3570M
23/30
Question ID: 109871

An aeroplane with reciprocating engines is flying at a constant angle of attack, mass and configuration. With increasing altitude the drag?

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A

Increases at constant TAS

B

Decreases and the CAS decreases too because of the lower air density

C

Remains unchanged but the CAS increases

D

Remains unchanged but the TAS increases
24/30
Question ID: 107444

Which of the following statements is true regarding the increased V2 procedure?

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A

Increasing the V2 speed has the effect of increasing the TODR and increasing the climb gradient for a given TOM

B

The TOM can always be increased by increasing the V2

C

The TOM can always be increased by decreasing the V2

D

The TOM can only be increased by increasing the V2 speed if the field length mass limit is less than the climb limit
25/30
Question ID: 111123

A frangible obstacle is classed as?

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A

An obstruction that must be removed from any part of the maneuvering

B

An obstruction in the take off path that limits the length of the stopway

C

An obstruction that must be taken into account for performance calculations

D

An obstruction in the take off path that is a minimum hazard to an aircraft
26/30
Question ID: 107338

Given the following information:

What is the minimum vertical clearance of the obstacle by the Performance Class B aeroplane?

Cloud base 300 ft above reference zero

No wind TAS 101 kt

Obstacle at 15000 ft from the end of TODR with a height of 600 ft above reference zero

All Engines Rate of Climb (ROC) at Take-Off Power 1830 ft/min

Single Engine Rate of Climb (ROC) at Take-Off Power 400 ft/min

Take-Off Power can be used throughout the whole climb segment


Answer in feet

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A

200

B

210

C

220

D

215
27/30
Question ID: 107607

Performance Manual MEP 1 Figure 3.7 

Given the following conditions:

OAT: -20°C

Pressure altitude: 14000 ft

Gross mass: 4000 lb

Mixture: Full rich

Other conditions as associated in the header of the graph.


What is the 2 engine rate of climb?

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A

170 ft/min

B

1550 ft/min

C

1300 ft/min

D

850 ft/min
28/30
Question ID: 109756

The best EAS / Drag ratio is approximately?

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A

1.6 VMD

B

1.3 VMD

C

1.32 VMD

D

1.8 VMD
29/30
Question ID: 107484

In accordance with CS-25, the take-off safety speed V2min for turbo-propeller powered aeroplanes with more than three engines may not be less than?

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A

1.08 VSR

B

1.13 VSR

C

1.18 VSR

D

1.2 VSR
30/30
Question ID: 111904

Which condition is least favorable handling-wise during take-off for a twin engine aircraft with the engines wing mounted, both being right hand props?

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A

A left engine failure, with a right quartering wind

B

A right engine failure, with a left quartering wind

C

A right engine failure, with a right quartering wind

D

A left engine failure, with a left quartering wind
Finish Test
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