ATPL performance Exam Graded A+

ATPL performance Exam Graded A+ Specific range over the ground (jet) - Answer- Nautical ground miles per unit fuel Relationship between fuel flow and TAS prop aircraft - Answer- TAS increasing fuel flow increases above min power spd In a climb - Answer- VX is always less than VY Greatest glide time - Answer- Lower mass For gliding - Answer- Mass=time Wind=distance Graph with ROC/TAS - Answer- Tangent from origin intercept graph at Vx peak shows Vy Net Climb Gradient - Answer- Gross climb gradient minus safety margin Increased Humidity will cause both piston and turbine engines to have - Answer- Degraded performance Prop best endurance - Answer- VMP does not change with wind Speed for max endurance in prop - Answer- Increases because power required increases with alt Specific Range (SR) is - Answer- SR= TAS/total fuel flow How does max SGR for prop vary with alt - Answer- Increases until an increase in ground speed is offset by increase in power required Turbo jet at cruis alt if OAT increases - Answer- SR decreases and specific fuel consumption increases Minimum all engines climb gradient class B - Answer- 4% For class B performance A/C Vr - Answer- Not be less than greater of 1.10 Vs1 or 1.05 Vmc Min value for VR SEP in utility cat - Answer- Vs1 High alt rnwy - Answer- V1 decreases; TOD increase; landing distance increases Moving C of G to aft limit (mass alt spd unchanged) - Answer- Decreases induced drag and reduces power required Due to the need to push nose down Class B multi with no specific factors to apply for take off performances which would require factor greater than 1.0 - Answer- Surface type=grass and condition=wet or dry Vso is defined as the - Answer- Stall speed in land configuration Unless specified landing on RNWY with dwn slope of 2% dist should be increased by - Answer- 10% ie 5% for every 1% A prop A/C at constant AOA mass and config with increas alt - Answer- Drag unchanged and TAS increases For a given config endurance of piston engine A/C - Answer- Depends on alt; spd; mass; fuel Low angled flap setting for take-off - Answer- Heigh field elevation dist obstacle in flight path long runway and high temp Fuel consumption of a prop A/C increases with - Answer- Change in Alt after VMP A performance class B a/c through your the route should maintain - Answer- 300 ft/min ROC Effect of mass on the max ROC spd other factors remain - Answer- Increases with increasing mass Fixed pitch prop during take off roll - Answer- AOA decreases and THRUST decreases VS stall speed VMCA air control speed Vmu unstick speed V1 decision speed Vr rotation speed V2 min min safety speed Vlof liftoff speed - Answer- VS VMCA V2min Maximum tyre speed limit - Answer- Ground speed De rates takeoff on contaminated rnwy - Answer- New Minimum controls speed can be established may led to better takeoff performance Net takeoff flight path - Answer- The minimum height that can be attained by an aircraft flown according to the AFM after fail of crit power unit Higher air density take off leads to - Answer- Higher V2min due to VMCA been higher V2 is the - Answer- Speed we maintain until reaching at-least 400ft above ground If you consider a take off with an engine failure and a TOM limited by TODA and the ASDA what happens if you increase V1 - Answer- TOM limited by TODA will increase and the TOM limited by ASDA will decrease Climb limited takeoff mass is - Answer- Independent of wind components At low density and high weight V2min is often limited by - Answer- VSR stall ref speed Wingspan more than 60m - Answer- 90m + 0.125 D from the end of TODA Wingspan less than 60m - Answer- 60m + 1/2 wingspan + 0.125 D from end of TODA Using V1 of 155 knots instead of 144 Kts - Answer- Will reduce takeoff distance and improve climb performance Compared to a balanced field with no clear way or stp way, a field with a stopway - Answer- Increase performance limited takeoff mass and increase V1 VMCA min control spd OEI - Answer- Lower at high temps What may occur with taking off in icing conditions - Answer- Nose down moment effect worse with flap Improved climb performance procedures used when - Answer- Sufficient excess runway, CLTOM and climb gradient increased by increasing V2min Impingement drag - Answer- Water spray hits gear and frame Displacement drag - Answer- Standing water resisting forward motion Compared to 0 flap 10deg will - Answer- Increase FLLTOM and decrease CLTOM V2 = to or higher than - Answer- 1.1 Vmca Including a clear way - Answer- Field length limited take off mass will increase first segment - Answer- 35ft No bank less than 50 ft Gear down Flap takeoff Thrust takeoff Spd V2 Until gear retracted Second segment - Answer- From gear up to 400ft 50ft-400ft max bank 15 If needed 20deg 200 to 400 Gear up Flap take off Thrust take off Speed V2 Third segment - Answer- 400 to flap up 1.25Vs Transition acceleration Bank max 25 if needed 30 deg Flap retracted from take off to up Thrust take off Spd acceleration from V2 to final seg spd Fourth segment - Answer- Flap up 1.25 VS to 1500ft Gear up Flap up Thrust max continuous Spd final seg spd Increase flap from 0 to recommend for takeoff - Answer- Decrease TODR and increase FLLTOM