GENERAL PRINCIPLES - CLIMB AND DESCENT

Question 1

What is the formula for Climb Gradient ?

Answer 1

Gradient % = {(T - D)/ W } x 100
Merely by looking at the above formula certain facts are self evident:
 For a given weight, the greater the “Excess Thrust” (T – D) the steeper the climb gradient. The less the Excess Thrust the more shallow the climb gradient.
 For a given Excess Thrust (T – D), the greater the weight the more shallow the climb gradient. The less the weight the steeper the climb gradient.

Question 2

A twin engine turbojet aircraft has engines of 60,000N each; its mass is 50 tonnes and it has a L/D
of 12:1, what is the % climb gradient? What will be the climb gradient with One Engine Failed ? Use ‘g’ = 10m/s/s.

Answer 2

From the above information the values to include in the formula have to be derived:
Thrust = 60,000N x 2 engines = 120,000N
Drag = Weight / 12
Weight = 50 tonnes x 1000 = 50,000kg x 10m/s/s = 500,000N
Drag therefore = 500,000N / 12 = 41,667N
120,000N - 41,667 N
x 100 = 78,333 N x 100 = 15.7 %
500,000 N 500,000 N
Let us now consider the same values, but with one engine failed:
60,000N - 41,667 N
x 100 = 3.7 %
500,000 N
Thrust has decreased by 50%, but climb gradient has decreased by approximately 75% or to one
quarter of the gradient possible with all engines operating.

Question 3

Why losing 50% of the Thrust Available reduces Excess Thrust by approximately 75% ?

Answer 3

Losing 50% of the Thrust Available reduces Excess Thrust by approximately 75% because the same value of aerodynamic Drag must still be balanced. That a two engine aeroplane with one engine inoperative, has a severely reduced ability to climb. Flaps reduce the climb angle because they increase
aerodynamic Drag and therefore decrease Excess Thrust.

Question 5

Thrust is the force required to balance _____________; plus the _____________ when the aircraft is in a steady climb.

Answer 5

Thrust is the force required to balance aerodynamic Drag; plus the backward component of Weight when the aircraft is in a steady climb.

Question 6

What is the Formula of thrust produced by an Engine and what is the effect of increasing speed on the thr thrust produced ?

Answer 6

–Thrust Available = Mass Flow x Acceleration (Exhaust velocity – Intake velocity).
–When the aircraft is at low forward speed, any increase in speed will reduce the velocity change through
the engine without a corresponding increase in Mass Flow and Thrust Available will decrease slightly. When the aircraft is flying at higher speed, the ram effect helps to increase mass flow with increasing forward speed and Thrust Available no longer decreases, but actually increases slightly with speed.

Question 7

What is EGT limited Thrust ?

Answer 7

– Generally, the Thrust of any turbo-jet engine is restricted by the maximum temperature the turbine blades can withstand. The more heat resistant the material from which the turbine blades are made and the more efficient the blade cooling, the higher the maximum turbine inlet temperature and therefore the greater the Thrust the engine can safely develop.
–For a given engine, the higher the OAT the lower the mass air flow and therefore the lower the
fuel flow before the maximum turbine inlet temperature is reached and consequently, the lower
the Thrust the engine is able to develop – this is known as EGT limited Thrust.

Question 8

What is the meaning of Flat Rated Thrust ?

Answer 8

–Thrust increasing with decreasing OAT at a given Pressure Altitude, but only down to an OAT of ISA +15C. Below ISA + 15C Thrust remains constant. This is the engines “Flat Rated” Thrust. At OAT’s below ISA +15C, Thrust is no longer limited by turbine inlet temperature but by the maximum air pressure the compressor is built to withstand. Below airport OAT’s of ISA + 15C it does not matter how far the flight crew advance the throttle, the engine management computer will maintain “Flat Rated” Thrust – this
is the maximum certified Thrust of the engine.
– From a Performance point of view, if engines are not “Flat Rated” and the throttles are fully advanced at OAT’s below ISA + 15C a lot more than maximum certified Thrust will be delivered. While this may not be immediately destructive to the engine if done occasionally, it completely compromises the certification of the aeroplane. Engine-out critical speeds (VMCG, VMCA and VMCL) are based on the yawing moment generated at maximum certified Thrust. If significantly more Thrust is produced during one-engine-out flight with the IAS at the recommended minimum, directional control of the aeroplane will be lost.

Question 10

Define Vx

Answer 10

The IAS at which the aeroplane generates the greatest amount of Excess Thrust and is therefore
capable of its steepest climb gradient, is called Vx. (Vx is referred to as the Best Angle of Climb
Speed).

Question 11

Increased Weight reduces maximum climb gradient and ______ Vx.

Answer 11

Increased Weight reduces maximum climb gradient and increases Vx.

Question 12

If flaps (or gear) are extended Parasite Drag will increase, but there will be no significant change in Induced Drag. True/ False

Answer 12

True

Question 13

Flaps or gear reduce ____________ and __________ Vx.
It therefore seems a very good idea to retract the gear as soon as possible after lift-off, after a
positive rate of climb is achieved and also not to use flaps during a climb so that the climb angle
is as large as possible. But, you may recall the purpose of flaps is to decrease the take-off and
landing run.

Answer 13

Flaps or gear reduce maximum climb gradient and decrease Vx.
It therefore seems a very good idea to retract the gear as soon as possible after lift-off, after a
positive rate of climb is achieved and also not to use flaps during a climb so that the climb angle
is as large as possible. But, you may recall the purpose of flaps is to decrease the take-off and
landing run.

Question 14

Define Density Alt in simple terms

Answer 14

A high density altitude is one that represents a higher altitude in the International Standard Atmosphere

Question 15

–Note that Vx will _______ with changes in air density, because at _______________.
– However, you will recall that as air density decreases, True Air Speed _______________.
–So although the IAS for Vx is constant with increasing density altitude, the TAS for Vx will of
course increase.
–You may recall from earlier lessons that high humidity will also ________ air density and will
therefore also ___________- aeroplane performance.

Answer 15

–Note that Vx will remain constant with changes in air density, because at a constant IAS (Vx) Drag will not vary.
– However, you will recall that as air density decreases, True Air Speed must be increased to maintained the required dynamic pressure.
–So although the IAS for Vx is constant with increasing density altitude, the TAS for Vx will of
course increase.
–You may recall from earlier lessons that high humidity will also decrease air density and will
therefore also decrease aeroplane performance.

Question 16

What is the Air Gradient and ground gradient ?

Answer 16

The affect that wind has on climbing depends upon the type of climb gradient being considered,
(wind being motion of a body of air over the ground). There are two types of climb gradient:
Air gradient and Ground gradient. Air gradient is used by aviation authorities to lay down
minimum climb performance limits. E.g. a Class ‘A’ aeroplane: “….. starting at the point at which
the aeroplane reaches 400 ft (122 m) above the take-off surface, the available gradient of climb may not be less than 1.2% for two-engines aeroplanes”.

Question 17

What is the Air gradient ?

Answer 17

Air gradient is the vertical distance gained in a body of air divided by the horizontal distance
travelled through the same body of air. The fact that the body of air might be moving over the
ground is NOT considered. So wind has no affect on Air gradient. The body of air stationary relative to the ground; this is referred to as “Zero Wind” or “Still Air”. The aeroplane has climbed to the top right corner of the body of air and the Air gradient is shown as Gamma ‘a’.

Question 18

AIR GRADIENT _________ by wind)
GROUND GRADIENT ( _________ by wind) –Also known as the _________

A tailwind does not change the _____ gradient, but __________ the ____________ gradient
A headwind does not affect the ______ gradient, but ___________ the __________ gradient.

–The only time wind is used to calculate climb gradient is when____________

Answer 18

AIR GRADIENT (Not affected by wind)
GROUND GRADIENT ( Influenced by wind) –Also known as the Flight Path Angle (FPA)

A tailwind does not change the Air gradient, but decreases the Ground gradient
A headwind does not affect the Air gradient, but increases the Ground gradient.

–The only time wind is used to calculate climb gradient is when obstacle clearance is being considered. In all other cases of climbing, still air is used, even if a wind value is supplied.

Question 20

It is important to remember that if the ground gradient is to be used for the calculation of obstacle
clearance, the application of headwinds and tailwinds must include the _____ headwind and ______ tailwind
rule.

Answer 20

It is important to remember that if the ground gradient is to be used for the calculation of obstacle
clearance, the application of headwinds and tailwinds must include the 50% headwind and 150% tailwind
rule.

Question 21

Example 1: An aeroplane has an Air gradient of 12%, its TAS is 100 kt and the headwind is 20 kt. Calculate the Ground gradient.
Example 2: An Air gradient of 12% with a TAS of 160 kt and a headwind of 20 kt. Calculate the Ground gradient.

Answer 21

Example 1: An aeroplane has an Air gradient of 12%, its TAS is 100 kt and the headwind is
20 kt. Calculate the Ground gradient. (Figure 3.35).
The 20 kt headwind makes the ground speed (GS) 80 kt (100 – 20 = 80).
100 TAS divided by 80 GS gives a wind factor of 1.25. Multiplying the Air gradient of 12% by
the wind factor gives a Ground gradient of 15%.
Example 2: An Air gradient of 12% with a TAS of 160 kt and a headwind of 20 kt. 160
divided by 140 gives a wind factor of 1.14. Multiplying the Air gradient of 12% by the wind
factor gives a Ground gradient of 13.7% (12 x 1.14 = 13.5).

Question 22

Example 3: the same Air gradient of 12% with a TAS of 100 kt but now a tailwind of 20 kt. Calculate the ground gradient.

Example 4: an Air gradient of 12% with a TAS of 160 kt and a tailwind of 20 kt makes
the ground speed (GS) 180 kt. Calculate the ground gradient.

Answer 22

Example 3: the same Air gradient of 12% with a TAS of 100 kt but now a tailwind of 20 kt.
In the above example, the 20 kt tailwind makes the ground speed (GS) 120 kt
(100 + 20 = 120).
100 kt TAS divided by 120 kt GS gives a wind factor of 0.83. Multiplying the Air gradient of 12%
by the wind factor gives a Ground gradient of 10% (12 x 0.83 = 9.96).
Example 4: an Air gradient of 12% with a TAS of 160 kt and a tailwind of 20 kt makes
the ground speed (GS) 180 kt. 160 kt TAS divided by 180 kt GS gives a wind factor of 0.89.
Multiplying the Air gradient of 12% by the wind factor gives a Ground gradient of 10.7% (12 x
0.89 = 10.7).

Question 23

Determine the ground distance for a Class B aeroplane to reach a height of 2000
ft above Reference Zero in the following conditions:
OAT: 25°C
Pressure altitude: 1000 ft
Gradient: 9.4%
Speed: 100 KIAS
Wind component: 15 kts Headwind
(Reference Zero is the point on the runway or clearway plane at the end of the Take-Off Distance
Required (Figure 3.37). It is the reference point for locating the start point of the take-off Flight
Path.)

Answer 23

1. The TAS is calculated from the KIAS using your circular slide rule.
   (at 1000ft Pressure altitude and 25 deg C, 100 KIAS = 104 KTAS)
2. Due to the 15kt headwind, the Ground Speed will be (104 KTAS – 15 Kt) = 89 KTAS.
   (Wind speed is always a TAS)
3. TAS divided by GS gives a wind factor of 1.17.
4. Multiplying the Air gradient by the wind factor gives a Ground gradient of 11%
   (Approximately).

Question 24

Following take-off, a light twin engine aeroplane has a 10% climb gradient. By how much will it will clear a 900m high obstacle situated 9740m from the end of the Take-off Distance Available (TODA)?

Answer 24

The distance of the obstacle from the end of the TODA is 9740 m, so we need to discover how
many times the horizontal ratio of 100 will divide into that distance (9740 / 100 = 97.4). This
means that the horizontal distance is 97.4 times greater, so the height gain will also be 97.4 times
greater. Multiplying 10 by 97.4 will give the height gain in metres, (97.4 x 10 = 974m) in this
case, 974 m.
However, it must be remembered that the climb segment starts at 15 m (50 ft) above Reference
Zero. So the screen height must be added to the height gain (974 m + 15 m = 989 m), in this
example, 989 m
The aircraft will clear the 900 metre obstacle by 89 metres.

Question 25

POWER REQUIRED = --The speed for minimum Power Required (VMP) is _________ than the speed for minimum Thrust Required (VMD).

Answer 25

POWER REQUIRED = DRAG x TAS --The speed for minimum Power Required (VMP) is slower than the speed for minimum Thrust Required (VMD).

Question 27

What happens to the power required to climb at a constant IAS ?

Answer 27

(POWER REQUIRED = DRAG x TAS) formula; if an aircraft climbs at a constant IAS, Drag remains constant, but TAS must be increased to compensate for decreasing air density. Therefore, when climbing at a constant IAS, Power Required increases.

Question 28

An aircraft with a gradient of 3.3% is flying at an IAS of 85kt. At a Pressure Altitude of 8,500ft and an outside air temperature 15°C, the aircraft will have a ROC of: a. 284 ft/min. b. 623 ft/min. c. 1,117 ft/min. d. 334 ft/min.

Answer 28

--As Power Required is Drag x TAS, the IAS must be converted into TAS at the pressure altitude of 8,500ft and an OAT of 15 degrees C. Using a circular slide rule the TAS is 100 KTAS. --In this case the climb gradient of 3.3% gives a horizontal component of 100 and a vertical component of 3.3. Because we are considering RATE of climb, the horizontal component is the TAS, which in this case is 100 KTAS; this must be converted into ft/min:- 100 KTAS x 6080 f t = 10133 ft/min 60 mins 10133 ft/min = 101.33 100 101.33 x 3.3 = 334 ft/min

Question 29

What is Vy ?

Answer 29

--On the graph the greatest amount of excess power available will be found where the distance between the curves is at maximum. Notice that it occurs at 1.32 VMD. At any other speed, the excess power is less and the rate of climb will be less. The speed for the best rate of climb is called VY. Therefore for a jet aeroplane VY occurs at 1.32 VMD. VY is the airspeed to use to climb to the cruise or en-route altitude as it will give the greatest height gain per unit time. --Notice that for a propeller aeroplane this occurs at VMD. At any other speed, the excess power is less and the rate of climb less. As we have already learnt, VY is the speed for the best rate of climb. Therefore for a propeller aeroplane, VY occurs at VMD.

Question 30

So with higher weight, the rate of climb is ____ but VY is __________. With the undercarriage and or flaps deployed, the rate of climb is _______ and VY is ________. What is the effect on Vy on raising flaps ?

Answer 30

So with higher weight, the rate of climb is decreased but VY is increased. With the undercarriage and or flaps deployed, the rate of climb is decreased and VY is decreased. --As you raise flaps, the rate of climb and the speed to attain the best rate of climb will increase, so you should accelerate to ensure you remain at VY.

Question 31

What is the effect of Density on the power Available and Power required ?

Answer 31

--Focusing on the power available for the moment, decreased density will decrease the thrust but it will also increase the true airspeed. The overall effect is that the thrust loss is more than the TAS gain, meaning, overall, that the power available decreases. --Looking at power required, decreased density will increase the true airspeed but have no effect on the drag. Therefore the power required will increase.

Question 32

What is the effect on Vy with the increasing altitude ? Graph on Pg 195

Answer 32

Notice from the graph that the true airspeed for VY increases a little with decreasing density or increasing altitude. However, as pilots we fly using indicated airspeeds.you’ll notice that if the true airspeed increases only slightly with altitude, then the indicated airspeed will still fall. Therefore, although VY as TAS increases with decreasing density or increasing altitude, VY as an IAS decreases. In fact, VY will eventually fall to become the same value as VX. So in summary, reduced density decreases the indicated airspeed of VY and decreases the rate of climb.

Question 33

What happens to Vx and Vy with increase in altitude ? Graph on page 196

Answer 33

As altitude increases, the excess thrust reduces and VY as an IAS , decreases to become the same speed as VX at the absolute ceiling

Question 34

What is the service ceiling of the ac ?

Answer 34

Service ceiling is defined by the manufacture’s and aviation authorities as the maximum altitude where the best rate of climb airspeed will still produce a positive rate of climb at a specific number of feet per minute. The recommendation is to not exceed this altitude because the performance envelope of the aeroplane is very small. If the aeroplane were to climb higher, the rate of climb would fall to zero, the aeroplane will not be able to climb any higher and the absolute ceiling would be reached. At this altitude VY and Vx speed would become equal to each other.

Question 35

What is the wind effect on the rate of climb and time to climb ?

Answer 35

Wind is a generally considered as horizontal movement of air. It cannot oppose or add to the vertical forces on the aeroplane. As such, wind has no effect on the rate of climb and therefore has no effect on the time to climb. Yes but the Climb Gradient will be affected by winds.

Question 36

The weight apparent thrust can be calculated by ____________-. (pg 198)

Answer 36

The weight apparent thrust can be calculated by multiplying weight by the sine of the angle gamma. (Angle of descent )(pg 198)

Question 37

To descend at the minimum possible angle, the aeroplane must be flown at ___________________.

Answer 37

To descend at the minimum possible angle, the aeroplane must be flown at VMD since, with no power, VMD is the speed that gives minimum excess drag. --Therefore, VMD is the speed for the minimum angle of descent or the minimum glide angle. VMD is also known as the speed for L/D Max or L/D Min.

Question 38

The rate of descent is equal to

Answer 38

The rate of descent is equal to the power required minus the power available divided by the weight. Power required minus power available gives excess power required. So, for any given weight, the rate of descent is determined by the excess power required. --The greater the excess power required, the larger the achievable rate of descent, conversely the lesser the excess power required the smaller will be the rate of descent.

Question 39

Class A aeroplanes, emergency descents are flown at __________________________.

Answer 39

Class A aeroplanes, emergency descents are flown at maximum operating speeds with air brakes or speed brakes deployed and thrust at idle.

Question 40

To lose height at the slowest possible rate of descent the aeroplane would need to fly _____________

Answer 40

To lose height at the slowest possible rate of descent the aeroplane would need to fly at VMP. The lowest rate of descent is also known as maximum descent endurance, which essentially means the aeroplane will take the greatest time to descend. The JAA sometimes refer to this as the speed for maximum glide endurance.

Question 41

-- Weight has _______ effect on the minimum angle of descent or glide angle but it will ______ the speed of the descent. -- In summary therefore, weight has ______ effect on the _____________, but it will ___________ the speed along that descent gradient and therefore it will increase the rate of descent.

Answer 41

-- Weight has no effect on the minimum angle of descent or glide angle but it will increase the speed of the descent. -- In summary therefore, weight has no effect on the minimum angle of descent, but it will increase the speed along that descent gradient and therefore it will increase the rate of descent.

Question 42

What is the effect of lowering flaps and Undercarriage on the Rate of descent ? What is the effect on Vimd ?

Answer 42

With flaps and undercarriage deployed, you will recall that the curves move up and left. This has the effect of increasing the excess drag and therefore increasing the angle of descent for any given speed. Notice too, that the speed for the minimum angle of descent, VMD, is lower. -- In summary then, with gear and flaps deployed the angle and rate of descent increase, but the speeds for minimum angle and minimum rate of descent decrease.

Question 43

Effect of Headwinds and Tailwinds on the Descent Angle and the Rate of Descent

Answer 43

Headwinds steepen the glide angle and decrease the descent range whereas tailwinds decrease the glide angle but increase the descent range. However, notice that the aeroplane in a headwind or tailwind reaches the same descent altitude in the same time as the aeroplane flying in zero wind conditions. This demonstrates that a headwind or tailwind has no effect on the rate of descent.

Question 44

Wind Effect and how to make the most of the winds ?

Answer 44

--Because of the adverse effect of the headwind on descent range, then in a glide, it would be of a benefit to increase the aeroplane’s forward speed slightly. This has the effect or reducing the time spent in the head wind. This means that the aeroplane will not be pushed back as much by the wind. --Similarly with a tailwind; because a tailwind benefits the glide by increasing the decent range, it would be better to try and stay in this situation for longer. So this time the aeroplane’s forward speed can be decreased so that the aeroplane can stay under the tailwind effect for longer and therefore be pushed further forwards.

Question 45

What happens to the drag of a jet aeroplane if, during the initial climb after take off, a constant IAS and constant configuration is maintained? (Assume a constant mass.. a. The drag decreases. b. The drag increases initially and decreases thereafter. c. The drag remains almost constant. d. The drag increases considerably.

Answer 45

C

Question 46

The speed for best rate of climb is called? a. VO. b. VY. c. VX. d. V2.

Answer 46

B

Question 47

An increase in atmospheric pressure has, among other things, the following consequences on take-off performance: a. a reduced take-off distance and degraded initial climb performance. b. a reduced take-off distance and improved initial climb performance. c. an increases take-off distance and degraded initial climb performance. d. an increased take-off distance and improved initial climb performance.

Answer 47

B

Question 48

A higher outside air temperature: a. does not have any noticeable effect on climb performance. b. reduces the angle of climb but increases the rate of climb. c. reduces the angle and the rate of climb. d. increases the angle of climb but decreases the rate of climb.

Answer 48

C

Question 49

In un-accelerated climb: a. thrust equals drag plus the uphill component of the gross weight in the flight path direction. b. thrust equals drag plus the downhill component of the gross weight in the flight path direction. c. lift is greater than the gross weight. d. lift equals weight plus the vertical component of the drag.

Answer 49

B

Question 50

A jet aeroplane is climbing at a constant IAS with maximum climb thrust. How will the climb angle / the pitch angle change? a. Remain constant / decrease. b. Remain constant / become larger. c. Reduce / decrease. d. Reduce / remain constant.

Answer 50

C

Question 51

Take-off performance data, for the ambient conditions, show the following limitations with flap 10° selected: Runway or Field limit mass: 5,270 kg Obstacle limit mass: 4,630 kg If the estimated take-off mass is 5,000kg it would be prudent to consider a take-off with flaps at: a. 20°, both limitations are increased. b. 5°, the obstacle limit mass is increased but the runway limit mass decreases. c. 5°, both limitations are increased. d. 20°, the obstacle limit mass is increased but the runway limit mass decreases.

Answer 51

B

Question 52

A four jet-engined aeroplane whose mass is 150 000 kg is established on climb with engines operating. The lift over drag ratio is 14:1. Each engine has a thrust of 75 000 Newtons. The gradient of climb is: (given: g = 10 m/s². a. 12.86% b. 27% c. 7.86% d. 92%

Answer 52

A

Question 53

How does the best angle of climb and best rate of climb vary with increasing altitude? a. Both decrease. b. Both increase. c. Best angle of climb increases while best rate of climb decreases. d. Best angle of climb decreases while best rate of climb increases.

Answer 53

A

Question 54

Following a take-off determined by the 50 ft (15m) screen height, a light twin climbs on a 10% ground gradient. It will clear a 900 m high obstacle situated at 10,000 m from the 50 ft clearing point with an obstacle clearance of: a. 85 m b. It will not clear the obstacle c. 115 m d. 100 m

Answer 54

C

Question 55

The rate of climb: a. is approximately the climb gradient multiplied by the true airspeed divided by 100. b. is the downhill component of the true airspeed. c. is angle of climb multiplied by the true airspeed. d. is the horizontal component of the true airspeed.

Answer 55

A

Question 56

Assuming that the required lift exists, which forces determine an aeroplane’s angle of climb? a. Thrust and drag only. b. Weight and thrust only. c. Weight, drag and thrust. d. Weight and drag only.

Answer 56

C

Question 57

Which of the equations below expresses approximately the unaccelerated percentage climb gradient for small climb angles? a. Climb Gradient = ((Thrust - Drag./Weight. x 100 b. Climb Gradient = ((Thrust + Drag./Lift. x 100 c. Climb Gradient = ((Thrust - Mass./Lift. x 100 d. Climb Gradient = (Lift/Weight. x 100

Answer 57

A

Question 58

Which speed provides maximum obstacle clearance during climb? a. The speed for which the ratio between rate of climb and forward speed is maximum. b. V2 + 10 kt. c. The speed for maximum rate of climb. d. V2.

Answer 58

A

Question 59

Which of the following provides maximum obstacle clearance during climb? a. 1.2Vs. b. The speed for maximum rate of climb. c. The speed, at which the flaps may be selected one position further UP. d. The speed for maximum climb angle Vx.

Answer 59

D

Question 60

The absolute ceiling: a. is the altitude at which the best climb gradient attainable is 5%. b. is the altitude at which the aeroplane reaches a maximum rate of climb of 100 ft/min. c. is the altitude at which the rate of climb is theoretically zero. d. can be reached only with minimum steady flight speed.

Answer 60

C

Question 61

The climb gradient of an aircraft after take-off is 6% in standard atmosphere, no wind, at 0 ft pressure altitude. Using the following corrections: ± 0.2 % / 1 000 ft field elevation ± 0.1 % / °C from standard temperature - 1 % with wing anti-ice - 0.5% with engine anti-ice The climb gradient after take-off from an airport situated at 1 000 ft, 17° C; QNH 1013.25 hPa, with wing and engine anti-ice operating for a functional check is: a. 3.9 % b. 4.3 % c. 4.7 % d. 4.9 %

Answer 61

A

Question 62

As long as an aeroplane is in a positive climb: a. VX is always below VY. b. VX is sometimes below and sometimes above VY depending on altitude. c. VX is always above VY. d. VY is always above VMO.

Answer 62

A

Question 63

A constant headwind component: a. increases the angle of flight path during climb. b. increases the best rate of climb. c. decreases the angle of climb. d. increases the maximum endurance.

Answer 63

A

Question 64

A higher gross mass at the same altitude will cause: a. VY and VX to decrease. b. VX to increase and VY to decrease. c. VY and VX to remain constant since they are not affected by a higher gross mass. d. VY and VX to increase.

Answer 64

D

Question 65

With an true airspeed of 194 kt and a vertical speed of 1,000 ft/min, the climb gradient is approximately: a. 3° b. 3% c. 5° d. 8%

Answer 65

A

Question 66

With take-off flaps set, Vx and Vy will be: a. lower than that for clean configuration. b. higher than that for clean configuration. c. same as that for clean configuration. d. changed so that Vx increases and Vy decreases compared to clean configuration.

Answer 66

A

Question 67

The maximum rate of climb that can be maintained at the absolute ceiling is: a. 0 ft/min b. 125 ft/min c. 500 ft/min d. 100 ft/min

Answer 67

A

Question 68

A head wind will: a. increase the rate of climb. b. shorten the time of climb. c. increase the climb flight path angle. d. increase the angle of climb

Answer 68

C

Question 69

VX is: a. the speed for best rate of climb. b. the speed for best specific range. c. the speed for best angle of flight path. d. the speed for best angle of climb.

Answer 69

D

Question 70

The best rate of climb at a constant gross mass: a. decreases with increasing altitude since the thrust available decreases due to the lower air density. b. increases with increasing altitude since the drag decreases due to the lower air density. c. increases with increasing altitude due to the higher true airspeed. d. is independent of altitude.

Answer 70

A

Question 71

With a jet aeroplane, the maximum climb angle can be flown at approximately: a. 1.2 Vs. b. 1.1 Vs. c. The highest L/C ratio. d. The highest L/D² ratio.

Answer 71

C

Question 72

During a climb with all engines operating, the altitude where the rate of climb reduces to 100 ft/min is called: a. Thrust ceiling. b. Maximum transfer ceiling. c. Service ceiling. d. Absolute ceiling.

Answer 72

C

Question 73

With all other factors remaining constant, how does increasing altitude affect Vx and Vy as a TAS: a. Vx will decrease and Vy will increase. b. Both will increase. c. Both will remain the same. d. Both will decrease.

Answer 73

B

Question 74

Any acceleration in climb, with a constant power setting: a. improves the climb gradient if the airspeed is below VX. b. improves the rate of climb if the airspeed is below VY. c. decreases rate of climb and increases angle of climb. d. decreases the rate of climb and the angle of climb.

Answer 74

D

Question 75

For an aircraft maintaining 100 kt true airspeed and a climb gradient of 3.3% with no wind, what would be the approximate rate of climb? a. 3.30 m/s b. 33.0 m/s c. 330 ft/min d. 3,300 ft/min

Answer 75

C

Question 76

During a climb to the cruising level, any headwind component: a. decreases the climb time. b. decreases the ground distance flown during that climb. c. increases the amount of fuel for the climb. d. increases the climb time.

Answer 76

B

Question 77

The pilot of a single engine aircraft has established the climb performance. The carriage of an additional passenger will cause the climb performance to be: a. Degraded b. Improved c. Unchanged d. Unchanged, if a short field take-off is adopted.

Answer 77

A

Question 78

A headwind component increasing with altitude, as compared to zero wind condition: (assuming IAS is constant. a. improves angle and rate of climb. b. decreases angle and rate of climb. c. has no effect on rate of climb. d. does not have any effect on the angle of flight path during climb.

Answer 78

C

Question 79

Which of the following combinations adversely affects take-off and initial climb performance? a. High temperature and low relative humidity. b. Low temperature and low relative humidity. c. High temperature and high relative humidity. d. Low temperature and high relative humidity.

Answer 79

C

Question 80

A decrease in atmospheric pressure has, among other things, the following consequences on take-off performance: a. a reduced take-off distance and degraded initial climb performance. b. an increased take-off distance and degraded initial climb performance. c. a reduced take-off distance and improved initial climb performance. d. an increased take-off distance and improved initial climb performance.

Answer 80

B

Question 81

The angle of climb with flaps extended, compared to that with flaps retracted, will normally be: a. Increase at moderate flap setting, decrease at large flap setting. b. Smaller. c. Larger. d. Not change.

Answer 81

B

Question 82

What is the effect of tail wind on the time to climb to a given altitude? a. The time to climb increases. b. The time to climb decreases. c. The effect on time to climb will depend on the aeroplane type. d. The time to climb does not change.

Answer 82

D

Question 83

Changing the take-off flap setting from flap 15° to flap 5° will normally result in: a. a longer take-off distance and a better climb. b. a shorter take-off distance and an equal climb. c. a better climb and an equal take-off distance. d. a shorter take-off distance and a better climb.

Answer 83

A

Question 84

What is the influence of the mass on maximum rate of climb (ROC. speed if all other parameters remain constant? a. The ROC is affected by the mass, but not the ROC speed. b. The ROC and the ROC speed are independent of the mass. c. The ROC speed increases with increasing mass. d. The ROC speed decreases with increasing mass.

Answer 84

C

Question 85

Following a take-off to the 50 ft (15 m. screen height, a light twin climbs on a gradient of 5%. It will clear a 160 m obstacle situated at 5,000 m from the 50 ft point with an obstacle clearance margin of: a. it will not clear the obstacle. b. 105 m c. 90 m d. 75 m

Answer 85

B

Question 86

The climb “gradient” is defined as the ratio of: a. true airspeed to rate of climb. b. rate of climb to true airspeed. c. the increase of altitude to horizontal air distance expressed as a percentage. d. the horizontal air distance over the increase of altitude expressed as a percentage.

Answer 86

C

Question 87

When flying an aircraft at: i Vx without flap ii Vx with flap iii Vy without flap iv Vy with flap the aircraft should be achieving: a. i The best rate of climb. ii The best rate of climb, but using- a slightly faster speed than in (i). iii The best angle of climb. iv The best angle of climb, but using a slightly faster speed than in (iii). b. i A good angle of climb. ii The best angle of climb. iii A good rate of climb. iv The best rate of climb. c. i The best angle of climb. ii A slightly reduced angle of climb compared to (i) if using a slightly reduced speed than in (i). iii The best rate of climb. iv A slightly reduced rate of climb compared to (iii) if using a slightly reduced speed than in (iii). d. i A good rate of climb. ii The best rate of climb. iii A good angle of climb. iv The best angle of climb.

Answer 87

C

Question 88

Two identical aeroplanes at different masses are descending at idle thrust. Which of the following statements correctly describes their descent characteristics? a. At a given angle of attack, both the vertical and the forward speed are greater for the heavier aeroplane. b. There is no difference between the descent characteristics of the two aeroplanes. c. At a given angle of attack the heavier aeroplane will always glide further than the lighter aeroplane. d. At a given angle of attack the lighter aeroplane will always glide further than the heavier aeroplane.

Answer 88

A

Question 89

In a steady descending flight equilibrium of forces acting on the aeroplane is given by: (T = Thrust, D = Drag, W = Weight, descent angle = GAMMA) a. T + D = - W sin GAMMA b. T + W sin GAMMA = D c. T - W sin GAMMA = D d. T - D = W sin GAMMA

Answer 89

B

Question 90

Which of the following combinations has an effect on the angle of descent in a glide? (Ignore compressibility effects.) a. Configuration and mass. b. Configuration and angle of attack. c. Mass and altitude. d. Altitude and configuration.

Answer 90

B

Question 91

Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed? a. The mass of an aeroplane does not have any effect on the speed for descent. b. The higher the gross mass the greater is the speed for descent. c. The higher the gross mass the lower is the speed for descent. d. The higher the average temperature (OAT. the lower is the speed for descent.

Answer 91

B

Question 92

An aeroplane is in a power off glide at best gliding speed. If the pilot increases pitch attitude the glide distance: a. increases. b. remains the same. c. may increase or decrease depending on the aeroplane. d. decreases.

Answer 92

D

Question 93

Is there any difference between the vertical speed versus forward speed curves for two identical aeroplanes having different masses? (assume zero thrust and wind) a. Yes, the difference is that the lighter aeroplane will always glide a greater distance. b. Yes, the difference is that for a given angle of attack both the vertical and forward speeds of the heavier aeroplane will be larger. c. No difference. d. Yes, the difference is that the heavier aeroplane will always glide a greater distance.

Answer 93

B

Question 94

Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed? a. A tailwind component increases fuel and time to descent. b. A tailwind component decreases the ground distance. c. A tailwind component increases the ground distance. d. A headwind component increases the ground distance.

Answer 94

C

Question 95

An aeroplane executes a steady glide at the speed for minimum glide angle. If the forward speed is kept constant at VMD, what is the effect of a lower mass on the Rate of descent / Glide angle / CL/CD ratio? a. decreases / constant / decreases b. increases / increases / constant c. increases / constant / increases d. decreases / constant/ constant

Answer 95

D

Question 96

Which of the following factors leads to the maximum flight time of a glide? a. Low mass. b. High mass. c. Headwind. d. Tailwind.

Answer 96

A

Question 97

A constant headwind: a. increases the descent distance over ground. b. increases the angle of the descent flight path. c. increases the angle of descent. d. increases the rate of descent.

Answer 97

B

Question 98

An aeroplane carries out a descent maintaining at a constant Mach number in the first part of the descent and then at a constant indicated airspeed in the second part of the descent. How does the angle of descent change in the first and in the second part of the descent? Assume idle thrust and clean configuration and ignore compressibility effects. a. Increases in the first part; is constant in the second. b. Increases in the first part; decreases in the second. c. Is constant in the first part; decreases in the second. d. Decreases in the first part; increases in the second.

Answer 98

A

Question 99

During a glide at constant Mach number, the pitch angle of the aeroplane will: a. decrease. b. increase. c. increase at first and decrease later on. d. remain constant.

Answer 99

A

Question 100

Which of the following factors will lead to an increase of ground distance during a glide, while maintaining the appropriate minimum glide angle speed? a. Headwind. b. Tailwind. c. Increase of aircraft mass. d. Decrease of aircraft mass.

Answer 100

B

Question 101

A twin jet aeroplane is in cruise, with one engine inoperative, and has to overfly a high terrain area. In order to allow the greatest height clearance , the appropriate airspeed must be the airspeed: a. giving the lowest Cd/Cl ratio. b. for long-range cruise. c. of greatest lift-to-drag ratio. d. giving the lowest Cl/Cd ratio.

Answer 101

C

Question 102

What is the effect of increased mass on the performance of a gliding aeroplane at VMD? a. The lift/drag ratio decreases. b. The speed for best angle of descent increases. c. There is no effect. d. The gliding angle decreases.

Answer 102

B

Question 103

A twin engined aeroplane in cruise flight with one engine inoperative has to fly over high ground. In order to maintain the highest possible altitude the pilot should choose: a. the speed corresponding to the minimum value of lift / drag ratio. b. the speed at the maximum lift. c. the speed corresponding to the maximum value of the lift / drag ratio. d. the long range speed.

Answer 103

C

Question 104

With all engines out, a pilot wants to fly for maximum time. Therefore he has to fly the speed corresponding to: a. the minimum power required. b. the critical Mach number. c. the minimum angle of descent. d. the maximum lift.

Answer 104

A

Question 105

Descending from cruising altitude to ground level at a constant IAS in a headwind, compared to still air conditions, will: a. Reduce the time to descend. b. Increase the time to descend. c. Reduce the ground distance taken. d. Reduce the fuel used in the descent.

Answer 105

C

Question 106

When descending at a constant Mach number: a. The angle of attack remains constant. b. The IAS decreases then increases. c. The pitch angle will increase. d. The pitch angle will decrease.

Answer 106

D