Performance 1.1

CLASS A/ CS25 airplanes are: all multi-engine jets. weight in excess of 5700kgs. weight less of 5700kgs. all multi-engine turbo props. less than 9 pax seats. more than 9 pax seats.

MEASURED PERFORMANCE: performance measured by the manufacturer during test flights with test pilots. performance measurements based with average pilots and airplanes. Is the performance that most pilot will achieve. is gross performance plus safety factor.

GROSS PERFORMANCE: performance measured by the manufacturer during test flights with test pilots. performance measurements based with average pilots and airplanes. Is the performance that most pilot will achieve. is gross performance plus safety factor.

NET PERFORMANCE: performance measured by the manufacturer during test flights with test pilots. performance measurements based with average pilots and airplanes. Is the performance that most pilot will achieve. is gross performance plus safety factor.

Which performance is the one written into the airplane flight manual for use in airline operations for CLASS A airplanes. NET. GROSS. MEASURED.

ASDA is the: TORA plus the STOPWAY, if available. TORA plus the CLEARWAY, if available.

TODA is the: TORA plus the STOPWAY, if available. TORA plus the CLEARWAY, if available.

BALANCE FIELD: TODA = ASDA. TODA AND ASDA NOT THE SAME (STOPWAY OR CLEARWAY). TORA = ASDA.

The takeoff stage of flight is defined as being from break release until the aircraft reaches a specified height called. a screen height, 35´ft for jet aircraft. a screen height, 50´ft for jet aircraft. a screen height, 15´ft for jet aircraft.

(INTAKE MOMENTUM DRAG). As the airplane speed increases during takeoff, the thrust produced by the jet engine. decreases this loss of thrust with increasing forward speed. increases with forward speed. remains the same.

In takeoff the margin between the total drag and the thrust available is the. excess thrust, is what is used to accelerate the aeroplane. thrust required is case of emergency. extra thrust generated for high altitude airports operations.

The takeoff stage of flight is defined as being from. break release until the aircraft reaches a specified height called a screen height, 35´ft for jet aircraft. takeoff thrust until the aircraft reaches a specified height called a screen height, 50´ft for jet aircraft. V1 until the aircraft reaches a specified height called a screen height, 35´ft for jet aircraft.

Factors that increases the takeoff distance: heavier weight. lighter weight. more density. less density. headwind. tailwind. downslope. upslope.

When calculating takeoff distances it is recommended that you only assume: - no more than 50% of the headwind component and; - no less than 150% of the tailwind. - no more than 150% of the headwind component and; - no less than 50% of the tailwind. - no less than 50% of the headwind component and; - no more than 150% of the tailwind.

A runway with moisture present, insufficient to produce a reflective surface: DAMP. CONTAMINATED. WET.

A runway with standing water less than 3 millimeters deep. DAMP. CONTAMINATED. WET.

A runway with more than 25% of the runway surface covered by more than 3mm of water, ice, snow or slush. DAMP. CONTAMINATED. WET.

ICE: contaminated wing with ice will: increase drag, weight and stall speed, and most important will reduce lift. increase drag and weight, and most important will reduce lift and stall speed. decrease drag, weight and stall speed, and most important will reduce lift.

The use of a higher flap setting for takeoff will. Lengthen both the takeoff run and the second and third takeoff climb segments. Shorten the takeoff run and the second the second but lengthen the third takeoff climb Segment. Shorten the takeoff run but lengthen the second and third takeoff climb segments.

The climb gradient is the percentage of. the rise over run that your aircraft is climbing. 100% if you are climbing at 45 degrees. the angle of climb. 100% if you are climbing at 90 degrees. the distance cover over the climb of your aircraft.

The speed for minimum fuel consumption (max endurance) in a jet aircraft. VMD. VY. VX.

(for jet airplane) Vmd is the same as: VMD. VY. VX.

(for jet airplane) VY (max rate of climb) and VMR (max range) is. 1.32 VMD. VY. VX.

ABSOLUTE CEILING: a point where the aircraft has. no excess of power and only one speed allows to fly steady and level flight. Consequently, the aircraft can go no higher. a maximum operating altitude where the best rate of climb is no more than a 100 fpm with MCT. is the altitude where the best angle of climb results in no more than 100 fpm.

SERVICE CEILING. no excess of power and only one speed allows to fly steady and level flight. Consequently, the aircraft can go no higher. is a maximum operating altitude where the best rate of climb is no more than a 100 fpm with MCT. is the altitude where the best angle of climb results in no more than 100 fpm.

The ______ the CG the less lift/weight momentum and therefore the less tail plane downforce, less drag generated in the tail resulting in the less consumption. aft. forward.

FWR CG: LESS LIFT/WEIGHT MOMENTUM===LESS TAIL DOWN FORCE===LESS FUEL CONSUMPTION. MORE LIFT/WEIGHT MOMENTUM===MORE TAIL DOWN FORCE===MORE FUEL CONSUMPTION.

AFT CG: LESS LIFT/WEIGHT MOMENTUM===LESS TAIL DOWN FORCE===LESS FUEL CONSUMPTION. MORE LIFT/WEIGHT MOMENTUM===MORE TAIL DOWN FORCE===MORE FUEL CONSUMPTION.

Reducing tail plane down force. reduces drag and effective weight, which will increase both the airplanes range and endurance capability. increases effective weight, which will decrease both the airplanes range and endurance capability. increase range and decrease endurance capability.

SPECIFIC FUEL CONSUMPTION (SFC) is known as. FUEL USED per UNIT THRUST. FUEL USED per hour. FUEL CONSUMED per NM.

MAXIMUM RANGE: is the MAXIMUM TIME it can remain airborne on a given quantity of fuel. (MAX TIME IN THE AIR). can be defined as the MAXIMUM DISTANCE an aeroplane can fly for a given FUEL QUANTITY consumed (MAX DISTANCE IN THE AIR).

MAXIMUM ENDURANCE: is the MAXIMUM TIME it can remain airborne on a given quantity of fuel. (MAX TIME IN THE AIR). can be defined as the MAXIMUM DISTANCE an aeroplane can fly for a given FUEL QUANTITY consumed (MAX DISTANCE IN THE AIR).

The speed to fly for a maximum ENDURANCE (minimum fuel consumption) is. Vmd. Vmd x 1.32. Vmd x 1.37.

The speed to fly for a maximum RANGE is. Vmd. Vmd x 1.32.

For a jet airplane to maximize its endurance (more time in the air) by minimizing its fuel flow the pilot will fly the airplane at. Vmd. MRC (1.32 Vmd). LRC (1.37 Vmd).

For a jet airplane to use minimum fuel over a given distance. Vmd. MRC (1.32 Vmd). LRC (1.37 Vmd).

If you increase the fuel consumption by 1% and the speed by 4 % from Maximum Range Cruise speed, then you get: Vmd. MRC (1.32 Vmd). LRC (1.37 Vmd).

Long Range Cruise is: MRC increased in fuel consumption by 1% but the speed by 4 %; (1.37 Vmd). minimum fuel over a given distance. 1.32 Vmd.

The pilots of a jet aircraft wish to reach the destination with minimum use of fuel. They should fly at: Max Range Cruise Speed. Long Range Cruise Speed. Minimum Power Speed.

So aircraft usually fly at a speed slightly higher than the MRC to reduce flight time whilst retaining a good level of efficiency. This is achieved by flying at the. long range cruise speed (LRC). minimum drag speed (Vmd). minimum power speed (Vmp).

In order to increase range even more, SFC must be decreased, to do this for a jet airplane is to operate at as high an altitude as possible. Operating as high as possible. will give us a higher TAS for any given IAS which will improve the specific range. will result in a lower TAS and will reduce the specific range. will give us a higher GS for any given IAS and this will decrease the specific range.

A decrease in weight will. decrease the lift requirement from the wing, induced drag will decrease displacing the induced drag curve down and to the left. increase the lift requirement from the wing, induced drag will decrease displacing the induced drag curve down and to the left. decrease the lift requirement from the wing, induced drag will increase displacing the induced drag curve up and to the right.

An increase in weight will. increase the lift requirement from the wing, induced drag will decrease displacing the induced drag curve down and to the left. increase the lift requirement from the wing, induced drag will increase displacing the induced drag curve up and to the right. decrease the lift requirement from the wing, induced drag will increase displacing the induced drag curve up and to the right.

As weight decreases through fuel burn the drag curve moves _________ therefore the max range speed 1.32 VMD _________ and the total drag _________ therefore with decreasing weight. down and left / falls / decreases. up and right / falls / decreases. down and left / falls / increases.

When weight increases the drag curve moves _________ therefore the max range speed 1.32 VMD _________ and the total drag _________ therefore with decreasing weight. down and left / falls / decreases. up and right / rises / increases. down and left / falls / increases.

A higher altitude. increases the TAS and decrease the SPECIFIC FUEL CONSUMPTION therefore the specific air range increases. decreases the TAS and decrease the SPECIFIC FUEL CONSUMPTION therefore the specific air range increases. increases the TAS and increases the SPECIFIC FUEL CONSUMPTION therefore the specific air range increases.

Heavier airplane requires. more AoA and lift resulting in more drag. less AoA and lift resulting in more drag. more AoA and lift resulting in less drag.

Lighter airplane requires. more AoA and lift resulting in more drag. less AoA and lift resulting in less drag. more AoA and lift resulting in less drag.

The landing stage of flight is commencing from ________ above the landing threshold (screen height) and terminating when the aeroplane comes to a complete stop. 50´ ft. 35´ ft. 15´ ft.

CLASS A / CS25 AIRPLANES Vref is the greater of: 1.23 Vs or Vmcl. 1.32 Vs or Vmcg. 1.23 Vs or Vmd.

Thrust reverse is recommended up to. 60 kt. 30 kt. full stop.

Thrust reversers. reversers are effective at high speeds. is recommended up to 30 knots. reversers are effective at low speeds. the hot air from the reversers can be sucked into the engine again raising the temperature. are taken into account for deceleration calculations. FOD can be ingested into the engines.

On touchdown the angle of attack. is reduced, lift decreases, INDUCED DRAG decreases. is reduced, lift decreases, PARASITE DRAG decreases. is increase, lift decreases, INDUCED DRAG decreases.

On touchdown, as airspeed decreases, lift reduces and more weight is placed on the wheels,. this increases the wheel drag. As wheel drag increases brake drag become more effective in slowing down the aeroplane. this decreases the wheel drag. As wheel drag increases brake drag become more effective in slowing down the aeroplane. this increases the induced drag. As wheel drag increases brake drag become more effective in slowing down the aeroplane.

FACTORS AFFECTING LANDING DISTANCE: WEIGHT: more weight; more kinetic energy, more distance to stop. less weight; less kinetic energy, more distance to stop. more weight; more kinetic energy, less distance to stop.

FACTORS AFFECTING LANDING DISTANCE: WEIGHT: less weight; more kinetic energy, more distance to stop. less weight; less kinetic energy, less distance to stop. more weight; more kinetic energy, less distance to stop.

Flooded, slippery or icy runways;. reverse thrust accounts for 80% of the deceleration force. never operate with this runway conditions. reverse thrust is the only braking available.

Increasing the landing flap setting will. improve your landing performance but it will increase the fuel consumption and deteriorate the go-around performance. improve your landing performance decreasing the fuel consumption and improving the go-around performance. deteriorate your landing performance increasing the fuel consumption and deteriorate the go-around performance.

WEIGHT. Heavier airplanes: more takeoff distance. Less acceleration, greater inertia to stop in case of aborted takeoff. More wheel drag. More lift required, higher speeds to gain lift. Less climb angle to reach the screen height. More acceleration, greater inertia to stop in case of aborted takeoff. Less wheel drag. Less lift required, higher speeds to gain lift. More climb angle to reach the screen height.

WEIGHT. Lighter airplanes: less takeoff distance. Less acceleration, greater inertia to stop in case of aborted takeoff. More wheel drag. More lift required, higher speeds to gain lift. Less climb angle to reach the screen height. More acceleration, lower inertia to stop in case of aborted takeoff. Less wheel drag. Less lift required, lower speeds to gain lift. More climb angle to reach the screen height.

AIR DENSITY. Less density: Thrust: less engine thrust and will reduce the acceleration force. Lift: higher speeds to generate the lift required. VMCG decreases (less thrust, less yaw). VMC decreases (less thrust, less yaw). Thrust: more engine thrust and will increase the acceleration force. Lift: lower speeds to generate the lift required. VMCG increases (more thrust, more yaw). VMC increases (more thrust, more yaw).

AIR DENSITY. More density: Thrust: less engine thrust and will reduce the acceleration force. Lift: higher speeds to generate the lift required. VMCG decreases (less thrust, less yaw). VMC decreases (less thrust, less yaw). Thrust: more engine thrust and will increase the acceleration force. Lift: lower speeds to generate the lift required. VMCG increases (more thrust, more yaw). VMC increases (more thrust, more yaw).

SLOPE: DOWNSLOPE. decreases takeoff distance. increases takeoff distance.

HIGH, HOT and HUMID will. decrease the aircraft performance. increase the aircraft performance. not affect perfomance.