Performance & V-Speeds

A. Vmcg

V1 may not be less than VMCG, the minimum control speed on the ground.

C. 1.05 Vmca

For a Class A aeroplane VR must not be less than V1 and not less than 1.05 VMCA.

B. Means an area beyond the takeoff runway, no less wide than the runway and centered upon the extended centerline of the runway

A stopway is a rectangular area beyond the take-off run, at least as wide as the runway and centred on its extended centreline, able to support the aeroplane in an abandoned take-off.

A. Vmcg

VMCG is the minimum control speed on the ground, using only primary aerodynamic controls with the critical engine failed.

C. clearway is beyond the runway whether a stopway is present or not

A clearway starts at the end of the take-off run available (TORA) and may overlie a stopway or not - its existence does not depend on a stopway.

A. ±2%

Take-off and landing performance data are valid for runway slopes up to +/- 2%.

A. the speed at which the critical engine is assumed to fail during take-off

VEF: critical engine failure speed, not less than VMCG; V1 is at least VEF plus the recognition time. VMU = minimum unstick speed; VFE = flaps extended limit.

The question was recalled without its options; these options were written to it.

B. second segment

Second segment: gear up, take-off flap, V2, one engine out - it has the most demanding gradient (2.4 % for twins) and usually sets the climb limit.

The question was recalled without its options; these options were written to it.

B. Half of Runway length

A clearway may not exceed half the length of the take-off run available.

A. 30 ft (9 m)

Certification (CS/FAR 25.149): with rudder alone (no nosewheel steering), the path must stay within 30 ft (9.1 m) of the centreline.

The question was recalled without its options; these options were written to it.

B. 150Lbs

In establishing VMCG/VMCA the rudder pedal force must not exceed 150 lb.

B. 35ft

The take-off flight path must clear obstacles with a margin of at least 35 ft.

B. 150 m (75 m each side of the extended centreline)

ICAO Annex 14: a clearway extends laterally at least 75 m each side of the extended runway centreline (150 m total). The stopway only needs to be as wide as the runway.

B. ASDA = TODA

A balanced field is one where the accelerate-stop distance available equals the take-off distance available (ASDA = TODA).

A. Vmca

The minimum control speed in the air with the critical engine out in the take-off configuration is VMCA.

B. TORA + clearway

TODA = runway available for the take-off run plus any clearway; ASDA = TORA + stopway.

The question was recalled without its options; these options were written to it.

B. aft limit

With an aft CG the rudder's moment arm about the CG is shortest, so more speed is needed for the rudder to balance the asymmetric thrust: VMCA is highest.

The question was recalled without its options; these options were written to it.

C. Performance reduces

A higher density altitude means thinner air: engine thrust and lift fall, take-off and climb performance reduce.

A. Vmca

VMCA is the minimum control speed in the air; VMCG is on the ground.

A. High humidity, high temperature

High temperature and high humidity both reduce air density and performance.

C. both a and b

VMCA is established with full opposite rudder and the aeroplane banked not more than 5 deg towards the live engine, holding heading.

B. 1.1 VMCA (and 1.13 VSR)

V2 min = the greater of 1.1 x VMCA and 1.13 x VSR (1.2 VS in older rules); VR must be at least 1.05 VMCA.

The question was recalled without its options; these options were written to it.

A. true

For a grass or unpaved runway the landing distance required for a paved runway is increased by 15%.

A. Centerline of runway need to be aligned with stopway

A stopway lies on the extended centreline of the runway and is at least as wide as the runway.

B. V1

V1 is not less than VEF plus the speed gained while the pilot recognises the failure and takes the first action to stop.

The question was recalled without its options; these options were written to it.

B. VYSE - best rate of climb with one engine inoperative

Blue line = VYSE; red radial line = VMCA. VXSE (best angle, one engine out) is not normally marked.

The question was recalled without its options; these options were written to it.

B. a reduced take-off distance and improved initial climb performance

Higher pressure means denser air: more thrust and lift, so a shorter take-off distance and a better initial climb.

B. reduces both the rate and the angle of climb

Climb gradient = (T - D)/W and rate of climb = excess power / W: more weight (and more induced drag) reduces both.

A. (Thrust - Drag) / Weight

Climb gradient (sin of the climb angle) = excess THRUST / weight. Excess POWER / weight gives the rate of climb, not the angle.

The question was recalled without its options; these options were written to it.

A. VMCG, V1, VR, V2

VMCG <= VEF < V1 <= VR < V2 (V2 >= 1.1 VMCA). V1 can equal VR but never exceeds it.

The question was recalled without its options; these options were written to it.

B. the maximum rate of climb becomes zero

Absolute ceiling: no excess power, rate of climb zero (Vx = Vy there). Service ceiling: 100 ft/min (piston) or 500 ft/min (jet) remaining.

The question was recalled without its options; these options were written to it.

B. a higher V1, because the accelerate-stop distance available is longer

With more ASDA the aircraft can reject from a higher speed and still stop, so V1 (limited by ASDA) can be raised.

A. the same IAS as at sea level (TAS and groundspeed will be higher)

The wing stalls at the same IAS whatever the altitude, so use the normal approach IAS. Thinner air makes the TAS and groundspeed higher, so the landing roll is longer.

B. excess thrust (thrust - drag)

Climb gradient = (T - D)/W: more thrust or less drag (or less weight) steepens the climb.

The question was recalled without its options; these options were written to it.

A. the best angle of climb speed with one engine inoperative

VXSE = best angle (gradient) on one engine; VYSE = best rate on one engine (blue line).

The question was recalled without its options; these options were written to it.

C. 60 minutes

The 60-minute rule (OEI cruise speed, still air, ISA). Beyond it the operation needs ETOPS/EDTO approval. Smaller aeroplanes may use 120 (or 180) minutes.

The question was recalled without its options; these options were written to it.

C. 400ft above field elevation

The correct answer is: 400ft above field elevation.

A. Vmcg

VMCG is the minimum control speed on the ground using primary controls only.

B. 15 %

The landing distance required on a wet runway is the dry-runway landing distance required plus 15 % (x 1.15); the dry figure itself is the demonstrated distance divided by 0.6 (jets) or 0.7 (turboprops).

The question was recalled without its options; these options were written to it.

B. a higher rotation speed and a longer take-off distance

More mass needs more lift: higher VR/V2 and longer ground run and distance; climb gradient falls too.

D. 32,100 kg

Take-off fuel 39,200, landing fuel 10,200. Limits: MZFM 112,500 - 80,400 = 32,100; MTOM 170,000 - 39,200 - 80,400 = 50,400; MLM 148,500 - 10,200 - 80,400 = 57,900. The lowest, 32,100 kg, governs.

The question was recalled without its options; these options were written to it.

A. landing gear operating speed

VLO is the maximum landing gear operating speed.

C. take off distance increases climb performance decreases

Overloading lengthens the take-off run and reduces climb performance.

C. either unable or unsafe to fly

V1 is the last point to start stopping. Below it, abort for any failure that makes flight impossible or unsafe; above it, continue.

B. the maximum structural cruising speed (top of the green arc)

VNO marks the end of the normal operating range; above it (yellow arc) fly only in smooth air. VNE is the red line.

The question was recalled without its options; these options were written to it.

A. angle of attack

A wing stalls at its critical angle of attack, so the vane/sensor measures AoA. Flap position adjusts the threshold.

The question was recalled without its options; these options were written to it.

B. best angle of climb (greatest height gain per distance)

Vx = best angle (obstacle clearance); Vy = best rate (height per time). Vx is lower than Vy.

The question was recalled without its options; these options were written to it.

B. both decrease

Vx already gives the maximum gradient and is below Vy, so any further speed loss reduces both the angle and the rate of climb.

B. the landing gear is fully retracted

Segment 1: from 35 ft (end of TOD) to gear up. Segment 2: to at least 400 ft. Segment 3: acceleration/flap retraction. Final: to 1500 ft.

The question was recalled without its options; these options were written to it.

B. decrease, increase, increase

Heavier: less excess thrust per kg (lower climb angle) and higher speeds with more energy to accelerate and to stop.

The question was recalled without its options; these options were written to it.

B. clearway

Clearway = airborne part (up to half the TORA long); stopway = for stopping in an abandoned take-off.

The question was recalled without its options; these options were written to it.

A. is the airspeed on the ground at which the pilot is assumed to have made a decision to continue or discontinue the take-off

V1 is the speed on the ground at which the pilot is assumed to have decided to continue or stop the take-off.

A. true

For a single-engine aeroplane the take-off distance is measured to a screen height of 50 ft.

B. increasing the angle of attack (up to the stall) or extending flaps

CL rises with angle of attack up to CLmax at the critical angle; flaps (more camber/area) raise CLmax.

B. raises the density altitude and degrades take-off and climb performance

Warmer air is less dense: density altitude rises about 120 ft per deg C above ISA, engines and wings produce less, so take-off distance grows and climb gradient falls.

B. is less dense, so take-off and climb performance are reduced

Water vapour is lighter than dry air, so humid air is less dense: a higher density altitude, less lift and thrust.

B. increase drag, and may increase the take-off distance and risk a tail strike

Early, over-pitched rotation raises drag (and the aircraft cannot fly before VMU), lengthening the take-off and risking a tail strike or a low-speed climb.

A. 90 m (60 m + half wingspan); 600 m (900 m if track changes)

The correct answer is: 90 m (60 m + half wingspan); 600 m (900 m if track changes).

B. a longer take-off distance and a lower climb gradient

Higher pressure altitude = thinner air: less thrust and lift for a given TAS, a higher TAS for the same IAS - longer take-off run, poorer climb.

B. is constant - it does not change with weight, speed or altitude

The wing always stalls at its critical angle of attack (about 15-16 deg clean); weight, bank and altitude change the SPEED at which that angle is reached, not the angle. Flaps and ice change it.