Challenge Questions PPL/CPL Sec 4

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Challenge Questions PPL/CPL Sec 4

Post  Admin on Wed Dec 16, 2009 5:10 pm

Q 1. Vx (max angel of climb) for a given aircraft weight, depends on the difference between thrust required (to maintain straight & level flight) and thrust available (excess power/thrust). Vy (maximum rate of climb) would occur where there exists the greatest difference between power required and power available, so it can be concluded that-

A. The greatest Vx would occur just above stall speed.
B. The closer the aircraft to MTOW, Vx becomes greater.
C. The closer the aircraft to MTOW, Vx diminished.
D. When drag is greater than thrust, Vy becomes greater.

You may choose more than one answer.

Q 2. Also, in reference to Q1, why is Vx measured as a function of excess 'thrust' and Vy is measured as a function of excess 'power'?

Q 3. If a change in altitude causes identical changes in speed and power required, the proportion of speed to power required would also be unchanged. The fact implies thats the 'specific range' of the propeller driven aircraft would be -

A. Unaffected by altitude.
B. Affected by altitude.
C. Proportionate to the aircrafts change in altitude.

This is true to the extent that 'specific fuel consumption' and...

A. ...drag coefficient are the principal factors which would cause variation in specific range with altitude.
B. ...propeller efficiency are the principal factors which would cause variation in specific range with altitude.
C. ...Aoa are the principal factors which would cause variation in specific range with altitude.

If compressibility effects are negligible, any variation of specific range with altitude is strictly a function of...

A. ...fuel flow/TAS performance.
B. ...engine/propeller performance.
C. ...L/D ratio.

Q 4. What are the principal differences between high altitude and low altitude cruise?

Q 5. In relation to 'ground effect', when the aircraft is flying at a height equal to 1/4th the length of the wing from the ground, the reduction in induced drag is decreased by how much as a percentage?

Q 6. (i) In the majority of cases, ground effect will cause an ...increase/decrease... in pressure at the static source.

(ii) This will result in what?

(iii) Are these effects compounded by the presence of a headwind or tailwind?

Q 7. (i) What is the 'region of reverse command'?

(ii) What are the dangers involved in entering the region of reverse command?

Q 8. What is the definition of 'breaking effectiveness'?

Q 10. A RNWY with a transverse slope of 2% means that -

A. For every 100ft there is a 2ft difference in height.
B. For every 50ft there is a 2ft difference in height.
C. For every 50ft there is a 4ft difference in height.

Q 11. (i) What is the formula for calculating minimum dynamic hydroplaning speed for a rotating wheel?

(ii) What is the formula for calculating minimum dynamic hydroplaning speed for a locked wheel?

Q 12. A 10% excess airspeed corresponds to how much % increase of landing/takeoff roll?

Q 13. A 10% increase of gross TOW

Q 14. A headwind that is 10% of the takeoff speed will reduce the takeoff distance by how much %?

Q 15. (i) A 10% increase of TOW corresponds to how much of a % increase in takeoff velocity?
(ii) A 10% increase of TOW corresponds to how much of a % decrease in rate of acceleration?

Q 16. State the difference between -

(i) VLO & VLE.
(ii) VA, VNE & VNO.
(iii) Vs0, Vr, Vs2, V3 & Vlof.
(iv) Vref & Vref + 10K.

Q 17. Explain the terms 'accelerated-Go distance' and 'accelerated-Stop distance', in relation to RWY takeoff distances and V1.

Q 18. Explain the term - 'balanced field length'.

Q 19. Under what conditions might accelerated-Stop distance be greater than accelerated-Go distance?

Q 20. What are the procedures to take in bringing performance back to a balanced field condition?
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