032 Performance (434)

0001.
A “Balanced Field Length” is said to exist where ;

a) the accelerate stop distance is equal to the all engine take-off distance.
b) the one engine out take-off distance is equal to the all engine take-off distance.
c) the accelerate stop distance is equal to the take-off distance available.
d) the clearway does not equal the stopway.
Answer ;
c) the accelerate stop distance is equal to the take-off distance available.
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0002. A balanced V1 is obtained when ;
a) a stopway is used to obtain the highest runway length limited take off mass.
b) a clearway is used to obtain the highest runway length limited take off mass.
c) the accelerate stop distance is equal to the one engine out take-off distance.
d) it is equal to V2.
Answer ;
c) the accelerate stop distance is equal to the one engine out take-off distance.
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0003. A climb gradient required is 3,3%. For an aircraft maintaining 100 kt true airspeed , no wind , this climb gradient
corresponds to a rate of climb of approximately ;
a) 3,30 m/s
b) 3 300 ft/min
c) 33,0 m/s
d) 330 ft/min
Answer ;
d) 330 ft/min
Çözüm ;
Rate of Climb = Angle of Climb x TAS
Rate of Climb = 3,3 x 100 = 330 ft/min
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0004. A commercial flight is planned with a turbojet aeroplane to an aerodrome with a landing distance available of 2400 m. The
aeroplane mass must be such that on arrival the aeroplane can be landed within ;
a) 1250 m.
b) 1090 m.
c) 1655 m.
d) 1440 m.
Answer ;
d) 1440 m.
Çözüm ;
JAR-OPS’a göre turbojet uçaklar için iniş ağırlığı hesaplanırken mevcut LDA’ın 60%’ı hesaba katılır. Buna göre ;
2400 x 60% = 1440 m.
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0005. A constant headwind ;
a) increases the angle of the descent flight path.
b) increases the angle of descent.
c) increases the descent distance over ground.
d) increases the rate of descent.
Answer ;
a) increases the angle of the descent flight path.
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0006. A decrease in atmospheric pressure has , among other things , the following consequences on take-off performance ;
a) a reduced take-off distance and improved initial climb performance.
b) a reduced take-off distance and degraded initial climb performance.
c) an increased take-off distance and degraded initial climb performance.
d) an increased take-off distance and improved initial climb performance.
Answer ;
c) an increased take-off distance and degraded initial climb performance.
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Ateş Murat Üstünbıçak , ATPL 1 Performance

0007. A four jet-engine aeroplane ( mass = 150 000 kg ) is established on climb with all engines operating. The lift-to-drag ratio
is 14. Each engine has a thrust of 75 000 Newton. The gradient of climb is ; ( given : g = 10 m/s² )
a) 12.86%.
b) 1.286%.
c) 27%.
d) 7.86%.
Answer ;
a) 12.86%.
Çözüm ;
Burada öncelikle ağırlığı Newton’a çevirmeliyiz ; 150 000 kg x 10 m/s2 = 1 500 000 N , L/D oranı 14:1 olduğuna göre ;
Drag = 1 500 000 : 14 = 107 142,85 N , uçağın 4 motoru olduğuna ve her birinin ürettiği thrust 75 000 N olduğuna göre ;
T = 75 000 x 4 = 300 000 N , elde ettiğimiz bu değerleri formüle uyarladığımızda ;
sin ө = ( T – D ) : W = ( 300 000 – 107 142,85 ) : 1 500 000 = 0,12857 ≈ 0,1286 yüzdelik değer olarak ;
0,1286 x 100 = 12.86%.
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0008. A headwind component increasing with altitude , as compared to zero wind condition , ( assuming IAS is constant ) ;
a) has no effect on rate of climb.
b) decreases angle and rate of climb.
c) improves angle and rate of climb.
d) does not have any effect on the angle of flight path during climb.
Answer ;
a) has no effect on rate of climb.
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0009. A headwind will ;
a) increase the angle of climb.
b) increase the climb flight path angle.
c) increase the rate of climb.
d) shorten the time of climb.
Answer ;
b) increase the climb flight path angle.
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0010. A higher altitude at constant mass and Mach number requires ;
a) a lower angle of attack.
b) a higher angle of attack.
c) a lower coefficient of lift.
d) a lower coefficient of drag.
Answer ;
b) a higher angle of attack.
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0011. 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 ;
c) reduces the angle and the rate of climb.
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0012. A higher outside air temperature ( OAT ) ;
a) decreases the brake energy limited take-off mass.
b) increases the climb limited take-off mass.
c) decreases the take-off distance.
d) increases the field length limited take-off mass.
Answer ;
a) decreases the brake energy limited take-off mass.
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0013. A higher pressure altitude at ISA temperature ;
a) decreases the field length limited take-off mass.
b) has no influence on the allowed take-off mass.
c) increases the climb limited take-off mass.
d) decreases the take-off distance.
Answer ;
a) decreases the field length limited take-off mass.
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0014. A jet aeroplane descends with constant Mach number. Which speed limit will be exceeded ?
a) Maximum Operating Speed.
b) High Speed Buffet Limit.
c) Maximum Operational Mach Number.
d) Never Exceed Speed.
Answer ;
a) Maximum Operating Speed.
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0015. A jet aeroplane equipped with old engines has a specific fuel consumption of 0.06 kg per Newton of thrust and per hour and ,
in a given flying condition , a fuel consumption of 14 kg per NM. In the same flying conditions , the same aeroplane equipped with
modern engines with a specific fuel consumption of 0.035 kg per Newton of thrust and per hour , has a fuel consumption per NM of ;
a) 8.17 kg/NM.
b) 14 kg/NM.
c) 10.7 kg/NM.
d) 11.7 kg/NM.
Answer ;
a) 8.17 kg/NM.
Çözüm ;
inter cockpit sy 55’e bak
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0016. A jet aeroplane is flying long range cruise. How does the specific range / fuel flow change ?
a) Decrease / decrease.
b) Increase / increase.
c) Increase / decrease.
d) Decrease / increase.
Answer ;
c) Increase / decrease.
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0017. A jet aeroplane is climbing at a constant IAS and maximum climb thrust , how will the climb angle / the pitch angle change ?
a) Remain constant / become larger.
b) Reduce / decrease.
c) Remain constant / decrease.
d) Reduce / remain constant.
Answer ;
b) Reduce / decrease.
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0018. A jet aeroplane is climbing at constant Mach number below the tropopause. Which of the following statements is correct ?
a) IAS decreases and TAS decreases.
b) IAS decreases and TAS increases.
c) IAS increases and TAS decreases.
d) IAS increases and TAS increases.
Answer ;
a) IAS decreases and TAS decreases.
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0019. A jet aeroplane is climbing with constant IAS. Which operational speed limit is most likely to be reached ?
a) The Stalling speed.
b) The Mach limit for the Mach trim system.
c) The Maximum operating Mach number.
d) The Minimum control speed air.
Answer ;
c) The Maximum operating Mach number.
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0020. A jet aeroplane is flying long range cruise. How does the specific range / fuel flow change ?
a) Increase / decrease.
b) Decrease / increase.
c) Decrease / decrease.
d) Increase / increase.
Answer ;
a) Increase / decrease.
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0021. A lower airspeed at constant mass and altitude requires ;
a) more thrust and a lower coefficient of drag.
b) a higher coefficient of lift.
c) less thrust and a lower coefficient of lift.
d) more thrust and a lower coefficient of lift.
Answer ;
b) a higher coefficient of lift.
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0022. A runway is contaminated by a 0,5 cm layer of wet snow. The take-off is nevertheless authorized by a light-twin’s flight
manual. The take-off distance in relation to a dry runway will be ;
a) decreased.
b) increased.
c) very significantly decreased.
d) unchanged.
Answer ;
b) increased.
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0023. A runway is contaminated with 0.5 cm of wet snow. The flight manual of a light twin nevertheless authorises a landing in
these conditions. The landing distance will be , in relation to that for a dry runway ;
a) increased.
b) unchanged.
c) reduced.
d) substantially decreased.
Answer ;
a) increased.
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0024. A twin engine 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 at the maximum lift.
b) the speed corresponding to the minimum value of ( lift / drag )^3/2.
c) the long range speed.
d) the speed corresponding to the maximum value of the lift / drag ratio.
Answer ;
d) the speed corresponding to the maximum value of the lift / drag ratio.
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0025. A twin engine aeroplane is flying at the minimum control speed with take-off thrust on both engines. The critical engine
suddenly fails. After stabilising the engine failure transient which parameter(s) must be maintainable ?
a) Straight flight.
b) Straight flight and altitude.
c) Altitude.
d) Heading, altitude and a positive rate of climb of 100 ft/min.
Answer ;
a) Straight flight.
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0026. 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 clearance height , the appropriate airspeed must be the airspeed ;
a) giving the highest Cd/Cl ratio.
b) for long-range cruise.
c) of greatest lift-to-drag ratio.
d) giving the lowest Cl/Cd ratio.
Answer ;
c) of greatest lift-to-drag ratio.
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0027. According to JAR 25 the landing reference speed VREF may not be less than ;
a) 1.2 VMCA.
b) 1.23 VSRO for turbojet powered and 1.30 for turboprop powered aeroplanes.
c) VSRO and must be maintained down to 35 ft height.
d) 1.23 VSRO and must be maintained down to 50 ft height.
Answer ;
d) 1.23 VSRO and must be maintained down to 50 ft height.
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0028. According to JAR-OPS 1 , for turbo-prop aeroplanes , the required runway length at a destination airport is ;
a) less then that required at an alternate airport.
b) more than that required at an alternate airport.
c) the same as that required at an alternate airport.
d) 60% greater than that required at an alternate airport
Answer ;
c) the same as that required at an alternate airport.
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0029. According to JAR-OPS 1 , which one of the following statements concerning the landing distance for a turbojet aeroplane is
correct ?
a) The landing distance is the distance from 35 ft above the surface of the runway to the full stop.
b) Malfunctioning of an anti-skid system has no effect on the required runway length.
c) Reverse thrust is one of the factors always taken into account when determining the landing distance
required.
d) When determining the maximum allowable landing mass at destination , 60% of the available landing
runway length should be taken into account.
Answer ;
d) When determining the maximum allowable landing mass at destination , 60% of the available landing
runway length should be taken into account.
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0030. After engine failure the aeroplane is unable to maintain its cruising altitude. What is the procedure which should be
followed ?
a) Emergency Descent Procedure.
b) Long Range Cruise Descent.
c) Drift Down Procedure.
d) ETOPS.
Answer ;
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0031. An aeroplane carries out a descent from FL 410 to FL 270 at cruise Mach number , and from FL 270 to FL 100 at the IAS
reached at FL 270. 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) Decreases in the first part , increases in the second.
c) Is constant in the first part , decreases in the second.
d) Increases in the first part , decreases in the second.
Answer ;
a) Increases in the first part , is constant in the second.
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0032. An aeroplane descends from FL 410 to FL 270 at its cruise Mach number and from FL 270 to FL 100 at the IAS achieved at
FL 270. Assuming idle thrust , a clean configuration and ignoring compressibility effects , how does the angle of descent change
(i) in the first and (ii) in the second part of the descent ?
a) (i) Remains constant , (ii) Decreases
b) (i) Increases , (ii) Remains constant
c) (i) Increases , (ii) Decreases
d) (i) Decreases , (ii) Increases
Answer ;
b) (i) Increases , (ii) Remains constant
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0033. An aeroplane executes a steady glide at the speed for minimum glide angle. If the forward speed is kept constant , what is the
effect of a lower mass ?
Rate of descent / Glide angle / CL/CD ratio
a) increases / increases / constant
b) decreases / constant / decreases
c) increases / constant / increases
d) increases / increases / decreases
Answer ;
d) increases / increases / decreases
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0034. An aeroplane is in a power off glide at speed for minimum glide angle. If the pilot increases pitch attitude the glide distance ;
a) increases.
b) decreases.
c) remains the same.
d) may increase or decrease depending on the type of aeroplane.
Answer ;
b) decreases.
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0035. An aeroplane operating under the 180 minutes ETOPS rule may be up to ;
a) 180 minutes flying time from a suitable airport under the prevailing weather condition with one engine
inoperative.
b) 180 minutes flying time from a suitable airport in still air , with one engine inoperative.
c) 180 minutes flying time from suitable airport in still air, at the normal cruising speed.
d) 90 minutes flying time from the first enroute airport and another 90 minutes from the second enroute airport
in still air with one engine inoperative.
Answer ;
b) 180 minutes flying time from a suitable airport in still air , with one engine inoperative.
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0036. An aeroplane with reciprocating engines is flying at a constant angle of attack , mass and configuration. With increasing
altitude the drag ;
a) increases at constant TAS.
b) decreases and the CAS decreases too because of the lower air density.
c) remains unchanged but the TAS increases.
d) remains unchanged but the CAS increases.
Answer ;
c) remains unchanged but the TAS increases.
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0037. An aircraft has two certified landing flaps positions , 25° and 35°. If a pilot chooses 25° instead of 35° , the aircraft will
have ;
a) a reduced landing distance and better go-around performance.
b) an increased landing distance and better go-around performance.
c) a reduced landing distance and degraded go-around performance.
d) an increased landing distance and degraded go-around performance.
Answer ;
b) an increased landing distance and better go-around performance.
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0038. An aircraft has two certified landing flaps positions , 25° and 35°.If a pilot chooses 35° instead of 25° , the aircraft will have ;
a) a reduced landing distance and degraded go-around performance
b) an increased landing distance and better go-around performance
c) an increased landing distance and degraded go-around performance
d) a reduced landing distance and better go-around performance
Answer ;
a) a reduced landing distance and degraded go-around performance
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0039. An airport has a 3000 metres long runway , and a 2000 metres clearway at each end of that runway. For the calculation of the
maximum allowed take-off mass , the take-off distance available cannot be greater than ;
a) 4000 metres.
b) 6000 metres.
c) 4500 metres.
d) 5000 metres.
Answer ;
c) 4500 metres.
Çözüm ;
JAR-OPS’a göre turbojet uçaklar için makimum kalkış ağırlığı hesaplanırken kalkış mesafesi TODA’yı aşmamalıdır , eğer
clearway mesafesi de buna dahil edilecekse bu ilave TORA’nın yarısından fazla olmamalıdır.
Buna göre ; 3000 + ( 3000 : 2 ) = 4500 metres.
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0040. ( For this question use annex 032-11661A or Performance Manual SEP 1 Figure 2.1 )
Performance Manual SEP 1 Figure 2.1
An extract of the flight manual of a single engine propeller aircraft is reproduced in annex.
Airport characteristics : hard , dry and zero slope runway
Actual conditions are ;
pressure altitude : 1500 ft
outside temperature : +18°C
wind component : 4 knots tailwind
For a take-off mass of 1270 kg , the take-off distance will be ;
a) 525 m
b) 615 m
c) 415 m
d) 440 m
Answer ;
a) 525 m
Çözüm ;
Đzleyeceğimiz hat kırmızı olarak , hattın yönünü değiştiren değerler ile referans hatları ise mavi ile belirtilmiştir. OUTSIDE
AIR TEMPERATURE kısmı başlangıç noktasıdır , +18 değerinden yukarıya doğru 1500 ft olan PRESSURE ALTITUDE
çizgisine kadar ( SL çizgisi ile 2000 ft çizgisi arası ) çıkılır. Daha sonra ilk referans çizgisine ( REF LINE ) doğru dik bir hat
çizilir. Burada uçağın kalkış ağırlığı 1270 kg olarak verildiği için bu değeri libre’ye ( pound ) çevirmeliyiz ;
1 kg = 2,2046 lb ( pound ) olduğuna göre ; 1270 kg x 2,2046 = 2799,842 ≈ 2800 lbs olur.
Referans hattından itibaren , burada belirtilmiş olan hatları takiben kalkış ağırlığı olan 2800 libre ağırlığına kadar hat devam
ettirilir. Buradan itibaren rüzgar durumunu belirten ikinci referans hattına doğru dik bir hat daha çizilir. 4 knot olan kuyruk
rüzgarı için tailwind hatlarını takip edilir ve 4 knot çizgisiyle çakışınca üçüncü referans hattına doğru dik olarak hat devam
ettirilir. Bu noktadan itibaren OBSTACLE HEIGHT bölümündeki yarı paralel hatlar takip edildiğinde TOD skalasında çıkan
değer 1700 feet’tir , bunu da metreye çevirirsek ;
( 1 ft = 0,3048 m ) → 1700 x 0,3048 = 518,16 m , bu değere en yakın cevap ; 525 m
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0041. An increase in atmospheric pressure has , among other things , the following consequences on landing performance ;
a) an increased landing distance and degraded go-around performance.
b) an increased landing distance and improved go-around performance.
c) a reduced landing distance and improved go-around performance.
d) a reduced landing distance and degraded go around performance.
Answer ;
c) a reduced landing distance and improved go-around performance.
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0042. An increase in atmospheric pressure has , among other things , the following consequences on take-off performance ;
b) a reduced take-off distance and degraded 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 ;
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0043. An operator shall ensure that the net take-off flight path clears all obstacles. The half-width of the obstacle-corridor at the
distance D from the end of the TODA is at least ;
a) 0.125D
b) 90 m + 0.125D
c) 90 m + D/0.125
d) 90 m + 1.125D
Answer ;
b) 90 m + 0.125D
Açıklama ;
JAR OPS 1.495’e göre ; Đşletici , kalkış hattında en az 35 ft dikey veya en az 90 m + 0.125 x D uzunluğunda bir yatay mesafe
için mania kleransı sağlamalıdır. Burada D , eğer TODA sonundan önce bir dönüş planlanmışsa , uçağın kalkış mesafesi
sonundan itibaren yada TODA sonundan itibaren katettiği mesafedir. Kanat açıklığı 60 m’den az uçaklar için mania kleransı
uçak kanat açıklığının yarısı + 60 m + 0.125 x D uzunluğundaki mesafedir.
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0044. Any acceleration in climb , with a constant power setting ;
a) decreases the rate of climb and the angle of climb.
b) improves the climb gradient if the airspeed is below VX.
c) decreases rate of climb and increases angle of climb.
d) improves the rate of climb if the airspeed is below VY.
Answer ;
a) decreases the rate of climb and the angle of climb.
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0045. Approaching in turbulent wind conditions during manual flight requires ;
a) no change.
b) a steeper approach path.
c) an increase in VREF.
d) an increase in approach speed.
Answer ;
d) an increase in approach speed.
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0046. As long as an aeroplane is in a positive climb ;
a) VY is always above VMO.
b) VX may be greater or less than VY depending on altitude.
c) VX is always above VY.
d) VX is always below VY.
Answer ;
d) VX is always below VY.
Açıklama ;
VY = En iyi tırmanma oranı hızı , VX = En iyi tırmanma açısı hızı.
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0047. As long as an aeroplane is in a steady climb ;
a) VY is always greater than VMO.
b) VX is always greater than VY.
c) VX is always less than VY.
d) VX may be greater or less than VY depending on altitude.
Answer ;
c) VX is always less than VY.
Açıklama ;
VY = En iyi tırmanma oranı hızı , VX = En iyi tırmanma açısı hızı.
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0048. ( For this question use annex 032-1014A rev. 05.05.2003 )
Annex 032-1014A
Assuming constant L/D ratio , which of the diagrams provided correctly shows the movement of the “Thrust Required
Curve”. Mass m1 is higher than mass m2.
a) a
b) b
c) c
d) d
Answer ;
c) c
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0049. Assuming that the required lift exists , which forces determine an aeroplane’s angle of climb ?
a) Thrust and drag only.
b) Weight , drag and thrust.
c) Weight and thrust only.
d) Weight and drag only.
Answer ;
b) Weight , drag and thrust.
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0050. Assuming the gross mass , altitude and airspeed remain unchanged , moving the Centre of Gravity from the forward safe
limit to the aft safe limit ;
a) increases the power required.
b) increases the induced drag.
c) decreases the induced drag and reduces the power required.
d) affects neither drag nor power required.
Answer ;
c) decreases the induced drag and reduces the power required.
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0051. At a constant Mach number the thrust and the fuel flow of a jet engine ;
a) decrease in proportion to the ambient pressure at constant temperature.
b) are independent of outside air temperature ( OAT ).
c) increase with increasing altitude.
d) increase in proportion to the ambient pressure at constant temperature.
Answer ;
a) decrease in proportion to the ambient pressure at constant temperature.
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0052. At a given altitude , when a turbojet aeroplane mass is increased by 5% – assuming the engines specific consumption
remains unchanged – , its hourly consumption is approximately increased by ;
a) 2.5%
b) 10%
c) 5%
d) 7.5%
Answer ;
c) 5%
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0053. At a given mass , the reference stall speed of a twin engine turboprop aircraft is 100 kt in the landing configuration. The
minimum speed a pilot must maintain in short final is ;
a) 125 kt
b) 120 kt
c) 115 kt
d) 123 kt
Answer ;
d) 123 kt
Çözüm ;
Performans Class A bir uçak için VREF ( Đniş referans sürati ) sürati VSRO ( Referans stall sürati ) süratinin 1.23 katından az
olmamalıdır. Buna göre ; VSRO x 1.23 = 100 x 1.23 = 123 kt
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0054. At a higher gross mass on a piston-engined aeroplane , in order to maintain a given angle of attack , configuration and
altitude ;
a) the airspeed must be decreased and the drag will increase.
b) the airspeed must be increased and the drag will remain unchanged.
c) the lift/drag ratio must be increased.
d) the airspeed must be increased and the drag will also increase.
Answer ;
d) the airspeed must be increased and the drag will also increase.
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0055. At constant thrust and constant altitude the fuel flow of a jet engine ;
a) increases with decreasing OAT.
b) is independent of the airspeed.
c) increases slightly with increasing airspeed.
d) decreases slightly with increasing airspeed.
Answer ;
c) increases slightly with increasing airspeed.
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0056. At the destination aerodrome the landing distance available is 3000 m. The appropriate weather forecast indicates that the
runway at the estimated time of arrival will be wet. For a commercial flight the mass of a turbojet aeroplane at landing must be such
that the aeroplane can be landed within ;
a) 1800 m.
b) 2070 m.
c) 2609 m.
d) 1565 m.
Answer ;
d) 1565 m.
Çözüm ;
JAR-OPS’a göre turbojet uçaklar için iniş ağırlığı hesaplanırken mevcut LDA’ın 60%’ı hesaba katılır. Buna göre ;
3000 x 60% = 1800 metre , ancak pist ıslak olduğu için bu değeri gerekli durma mesafesinin 115%’i olarak kabul
edeceğimizden ; ( 1800 : 115 ) x 100 = 1565,21 ≈ 1565 m.
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0057. At which minimum height will the second climb segment end ?
a) 400 ft above field elevation.
b) 35 ft above ground.
c) 1500 ft above field elevation.
d) When gear retraction is completed.
Answer ;
a) 400 ft above field elevation.
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0058. Below the optimum cruise altitude ;
a) the Mach number for long range cruise increases continuously with decreasing altitude.
b) the IAS for long range cruise increases continuously with decreasing altitude.
c) the Mach number for long range cruise decreases continuously with decreasing altitude.
d) the TAS for long range cruise increases continuously with decreasing altitude.
Answer ;
c) the Mach number for long range cruise decreases continuously with decreasing altitude.
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0059. Besides lift , the forces that determine the gradient of climb of an aeroplane are ;
a) Weight , drag and thrust.
b) Weight and thrust only.
c) Thrust and drag only.
d) Weight and drag only.
Answer ;
a) Weight , drag and thrust.
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0060. Can the length of a stopway be added to the runway length to determine the take-off distance available ?
a) Yes , but the stopway must have the same width as the runway.
b) No , unless its centreline is on the extended centreline of the runway.
c) No.
d) Yes , but the stopway must be able to carry the weight of the aeroplane.
Answer ;
c) No.
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0061. Changing the take-off flap setting from flap 15° to flap 5° will normally result in ;
a) a better climb and an equal take-off distance.
b) a shorter take-off distance and a better climb.
c) a longer take-off distance and a better climb.
d) a shorter take-off distance and an equal climb.
Answer ;
c) a longer take-off distance and a better climb.
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0062. Compared to a more forward position , a Centre of Gravity close to , but not beyond , the aft limit ;
a) improves the longitudinal stability.
b) improves the maximum range.
c) increases the stalling speed.
d) decreases the maximum range.
Answer ;
b) improves the maximum range.
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0063. Compared with balanced-field calculations for an aerodrome with no stopway or clearway , the use of a clearway in the take-
off calculations will ;
a) increase the field-length-limited take-off mass.
b) not affect the value of the field-length-limited take-off mass.
c) not affect the value of V1.
d) increase the value of V1.
Answer ;
a) increase the field-length-limited take-off mass.
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0064. Compared with still-air , the effect a headwind has on the values of the maximum range speed and the maximum gradient
climb speed respectively is that ;
a) the maximum range speed decreases and the maximum gradient climb speed increases.
b) the maximum range speed decreases and the maximum gradient climb speed is not affected.
c) the maximum range speed decreases and the maximum gradient climb speed decreases.
d) the maximum range speed increases and the maximum gradient climb speed is not affected.
Answer ;
d) the maximum range speed increases and the maximum gradient climb speed is not affected.
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0065. Complete the following statement regarding the take-off performance of an aeroplane in performance class A. Following an
engine failure at (i) ........... and allowing for a reaction time of (ii) ........... a correctly loaded aircraft must be capable of decelerating to
a halt within the (iii) .........................
a) (i) V1 (ii) 1 second (iii) Accelerate-stop distance available.
b) (i) V1 (ii) 2 seconds (iii) Accelerate-stop distance available.
c) (i) V2 (ii) 3 seconds (iii) Take-off distance available.
d) (i) V1 (ii) 2 seconds (iii) Take-off distance available.
Answer ;
b) (i) V1 (ii) 2 seconds (iii) Accelerate-stop distance available.
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0066. ( For this question use annex 032-2929A )
Annex 032-2929A
Consider the graphic representation of the power required versus true air speed ( TAS ) , for a piston engine aeroplane with a
given mass. When drawing the tangent from the origin , the point of contact (A) determines the speed of ;
a) critical angle of attack.
b) maximum thrust.
c) maximum endurance.
d) maximum specific range.
Answer ;
d) maximum specific range.
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0067. ( For this question use annex 032-3591A or Performance Manual MRJT 1 Figure 4.5 )
Performance Manual MRJT 1 Figure 4.5
Consider the take-off performance for the twin jet aeroplane climb limit chart. Why has the wind been omitted from the
chart ?
a) There is no effect of the wind on the climb angle relative to the ground.
b) The effect of the wind must be taken from another chart.
c) The climb limit performances are taken relative to the air.
d) There is a built-in safety measure.
Answer ;
c) The climb limit performances are taken relative to the air.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
Annex 032-4744A
Considering a rate of climb diagram ( ROC versus TAS ) for an aeroplane. Which of the diagrams shows the correct curves
for “flaps down” compared to “clean” configuration ?
a) a
b) d
c) b
d) c
Answer ;
a) a
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0069. Considering TAS for maximum range and maximum endurance , other factors remaining constant ;
a) both will decrease with increasing altitude.
b) both will stay constant regardless of altitude.
c) both will increase with increasing altitude.
d) TAS for maximum range will increase with increased altitude while TAS for maximum endurance will
decrease with increased altitude.
Answer ;
c) both will increase with increasing altitude.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0070. Considering the take-off decision speed V1 , which of the following is correct ?
a) If an engine failure is recognized before reaching V1 , the take-off must be aborted.
b) V1 may not be less than V2min , the minimum take-off safety speed.
c) V1 is sometimes greater than the rotation speed VR.
d) If an engine failure is recognized after reaching V1 , the take-off must be aborted.
Answer ;
a) If an engine failure is recognized before reaching V1 , the take-off must be aborted.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0071. Considering VR , which statement is correct ?
a) VR is the lowest climb speed after engine failure.
b) VR is the lowest speed for directional control in case of engine failure.
c) VR is the speed at which rotation should be initiated.
d) In case of engine failure below VR the take-off should be aborted.
Answer ;
c) VR is the speed at which rotation should be initiated.
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0072. Density altitude is the ;
a) height above the surface.
b) pressure altitude corrected for “non standard” temperature.
c) altitude read directly from the altimeter.
d) altitude reference to the standard datum plane.
Answer ;
b) pressure altitude corrected for “non standard” temperature.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0073. “Drift down” is the procedure to be applied ;
a) to conduct a visual approach with one engine out.
b) after cabin depressurization.
c) to conduct an instrument approach at the alternate.
d) after engine failure if the aeroplane is above the one engine out maximum altitude.
Answer ;
d) after engine failure if the aeroplane is above the one engine out maximum altitude.
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0074. Due to standing water on the runway the field length limited take-off mass will be ;
a) unaffected.
b) higher.
c) only higher for three and four engine aeroplanes.
d) lower.
Answer ;
d) lower.
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0075. During a cruise flight of a jet aeroplane at constant flight level and at the maximum range speed , the IAS / the drag will ;
a) decrease / increase.
b) increase / decrease.
c) increase / increase.
d) decrease / decrease.
Answer ;
d) decrease / decrease.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0076. During a descent a headwind will ;
a) increases the rate of descent.
b) increases the angle of the descent flight path.
c) increases the descent distance over ground.
d) increases the angle of descent.
Answer ;
b) increases the angle of the descent flight path.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0077. During a descent at constant Mach Number , the margin to low speed buffet will ;
a) decrease , because the lift coefficient decreases.
b) increase , because the lift coefficient decreases.
c) increase , because the lift coefficient increases.
d) remain constant , because the Mach number remains constant.
Answer ;
b) increase , because the lift coefficient decreases.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0078. During a glide at constant Mach number , the pitch angle of the aeroplane will ;
a) decrease.
b) remain constant.
c) increase at first and decrease later on.
d) increase.
Answer ;
a) decrease.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0079. During certification flight testing of a transport aeroplane , the distances measured from brake release to the 35 feet point are
equal to ;
1547 m with all engines running
1720 m with failure of critical engine at V1 , with all other things remaining unchanged.
The take-off distance adopted for the certification file is ;
a) 1547 m.
b) 1978 m.
c) 1720 m.
d) 1779 m.
Answer ;
d) 1779 m.
Çözüm ;
Bütün motorların çalıştığı durumda = 1547 → Gross x 1.15 = 1547 x 1.15 = 1779 metre net ,
Bir motorun olmadığı durumda = 1720 metre net ,
Bu değerlerden büyük olanı seçileceğine göre cevap ; 1779 m.
NOT : Bu soru ile ilgili şekil ve açıklama soru 0085’in cevabında yer almaktadır.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

0080. During certification flight testing on a four engine turbojet aeroplane the actual takeoff distances measured are ;
3050 m with failure of the critical engine recognised at V1
2555 m with all engines operating and all other things being equal
The take-off distance adopted for the certification file is ;
a) 2938 m.
b) 2555 m.
c) 3513 m.
d) 3050 m.
Answer ;
d) 3050 m.
Çözüm ;
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0081. During certification test flights for a turbojet aeroplane , the actual measured take-off runs from brake release to a point
equidistant between the point at which VLOF is reached and the point at which the aeroplane is 35 feet above the take-off surface are
1747 m all engines operating , 1950 m with the critical engine failure recognized at V1 , the other factors remaining unchanged.
Considering both possibilities to determine the take-off run ( TOR ). What is the correct distance ?
a) 1950 m.
b) 2096 m.
c) 2243 m.
d) 2009 m.
Answer ;
d) 2009 m.
Çözüm ;
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0082. During climb to the cruising level , a headwind component ;
a) increases the amount of fuel for the climb.
b) decreases the ground distance flown during that climb.
c) increases the climb time.
d) decreases the climb time.
Answer ;
b) decreases the ground distance flown during that climb.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0083. During climb with all engines , the altitude where the rate of climb reduces to 100 ft/min is called ;
a) Service ceiling.
b) Absolute ceiling.
c) Maximum transfer ceiling.
d) Thrust ceiling.
Answer ;
a) Service ceiling.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0084. During take-off the third segment begins ;
a) when landing gear is fully retracted.
b) when flap retraction is completed.
c) when acceleration to flap retraction speed is started.
d) when acceleration starts from VLOF to V2.
Answer ;
c) when acceleration to flap retraction speed is started.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

0085. During the certification flight testing of a twin engine turbojet aeroplane , the real take-off distances are equal to 1547 m with
all engines running , 1720 m with failure of critical engine at V1 , with all other things remaining unchanged. The take-off distance
adopted for the certification file is ;
a) 1978 m.
b) 1547 m.
c) 1720 m.
d) 1779 m.
Answer ;
d) 1779 m.
Çözüm ;
115% Gross All Engine TORR

Gross TORR All Engine Operating
+15%
All Eng. ½ Airborne

Distance
35 ft 35 ft
Brake VEF VLOF ( All Eng. ) 1 Eng. Out ½ Airborne

Release VLOF ( 1 Eng. Out ) Distance
Gross TORR One-Engine Out
Performans A sınıfı turbojet uçaklar için kuru pistlerde “Gerekli kalkış koşu mesafesi ( TORR )” , aşağıdakinden daha büyük
değerde olanı seçilerek belirlenir ;
– Bütün motorlar çalışıyorken , frenlerin bırakıldığı nokta ile , VLOF ve uçağın kalkış yüzeyinden 35 feet yüksekte olduğu
noktaya eşit uzaklıktaki nokta arasında boylu boyunca kalan yatay mesafenin % 115’i , veya
– Frenlerin bırakıldığı noktadan itibaren , VEF hızında bir motor kaybedildiği takdirde , VLOF ve uçağın kalkış yüzeyinden 35
feet yüksekte olduğu noktaya eşit uzaklıktaki nokta arasında boylu boyunca kalan yatay mesafe.
Buna göre ;
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0086. During the flight preparation a pilot makes a mistake by selecting a V1 greater than that required. Which problem will occur
when the engine fails at a speed immediately above the correct value of V1 ?
a) The one engine out take-off distance required may exceed the take-off distance available.
b) It may lead to over-rotation.
c) V2 may be too high so that climb performance decreases.
d) The stop distance required will exceed the stop distance available.
Answer ;
d) The stop distance required will exceed the stop distance available.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0087. During the flight preparation the climb limited take-off mass ( TOM ) is found to be much greater than the field length
limited TOM using 5° flap. In what way can the performance limited TOM be increased ? There are no limiting obstacles.
a) By selecting a lower flap setting.
b) By selecting a higher V2.
c) By selecting a lower V2.
d) By selecting a higher flap setting.
Answer ;
d) By selecting a higher flap setting.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0088. ETOPS flight is a twin engine jet aeroplane flight conducted over a route , where no suitable airport is within an area of ;
a) 60 minutes flying time in still air at the normal cruising speed.
b) 60 minutes flying time in still air at the approved one engine out cruise speed.
c) 75 minutes flying time at the approved one engine out cruise speed.
d) 30 minutes flying time at the normal cruising speed.
Answer ;
b) 60 minutes flying time in still air at the approved one engine out cruise speed.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

0089. Field length is balanced when ;
a) take-off distance available equals accelerate stop distance available.
b) one engine acceleration from V1 to VLOF plus flare distance between VLOF and 35 feet are equal.
c) all engine acceleration to V1 and braking distance for rejected take-off are equal.
d) calculated V2 is less than 110% VMCA and V1.
Answer ;
a) take-off distance available equals accelerate stop distance available.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0090. Following a take-off , determined by the 50 ft ( 15 m ) screen height , a light twin climbs on a 10% over-the-ground climb
gradient. It will clear a 900 m high obstacle in relation to the runway ( horizontally ) , situated at 10 000 m from the 50 ft clearing
point with an obstacle clearance of ;
a) 100 m
b) It will not clear the obstacle
c) 115 m
d) 85 m
Answer ;
c) 115 m
Çözüm ;
Height Difference
Gradient = x 100
Horizontal Distance ?
900 m
50 ft = 15 m
10000 m
CAP698’de yer alan yukarıdaki formüle göre ;

10 = ( Height Difference : 10000 ) x 100 → Height Difference = ( 10 x 10000 ) : 100 = 1000 m , bu değere 15 m ( 50 ft )
olan screen height değerini eklediğimizde ; 1000 + 15 = 1015 m , manianın yüksekliği 900 m olduğuna göre sağlanacak
mania müsaade değeri ; 1015 – 900 = 115 m olacaktır.
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0091. Following a take-off , limited by the 50 ft screen height , a light twin climbs on a gradient of 5%. It will clear a 160 m
obstacle in relation to the runway ( horizontally ) , situated at 5 000 m from the 50 ft point with an obstacle clearance margin of ;
a) 90 m
b) it will not clear the obstacle
c) 75 m
d) 105 m
Answer ;
d) 105 m
Çözüm ;
Height Difference
Gradient = x 100
Horizontal Distance ?
160 m
50 ft = 15 m
5000 m
CAP698’de yer alan yukarıdaki formüle göre ;

5 = ( Height Difference : 5000 ) x 100 → Height Difference = ( 5 x 5000 ) : 100 = 250 m , bu değere 15 m ( 50 ft ) olan
screen height değerini eklediğimizde ; 250 + 15 = 265 m , manianın yüksekliği 160 m olduğuna göre sağlanacak mania
müsaade değeri ; 265 – 160 = 105 m olacaktır.
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0092. For a jet aeroplane , the maximum climb angle is achieved at a speed corresponding to ;
a) 1.2 VS.
b) 1.1 VS.
c) the maximum CL/CD² ratio.
d) the maximum CL/CD ratio.
Answer ;
d) the maximum CL/CD ratio.
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0093. For a jet aeroplane , the speed for maximum range is ;
a) that corresponding to the point of the minimum drag at the Drag versus TAS curve.
b) that corresponding to the point of contact of the tangent from the origin to the Drag versus TAS curve.
c) that corresponding to the point of the minimum power required the Drag versus TAS curve.
d) that corresponding to the point of contact of the tangent from the origin to the Power required versus TAS
curve.
Answer ;
b) that corresponding to the point of contact of the tangent from the origin to the Drag versus TAS curve.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0094. For a jet transport aeroplane , which of the following is the reason for the use of “maximum range speed” ?
a) Longest flight duration.
b) Minimum drag.
c) Minimum fuel flow.
d) Minimum specific fuel consumption.
Answer ;
d) Minimum specific fuel consumption.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0095. For a piston engine aeroplane , the speed for maximum range is ;
a) that which gives the maximum lift to drag ratio.
b) 1.4 times the stall speed in clean configuration.
c) that which gives the maximum value of lift.
d) that which gives the minimum value of drag.
Answer ;
a) that which gives the maximum lift to drag ratio.
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0096. For a take-off from a contaminated runway , which of the following statements is correct ?
a) The performance data for take-off must be determined in general by means of calculation , only a few values
are verified by flight tests.
b) Dry snow is not considered to affect the take-off performance.
c) A slush covered runway must be cleared before take-off , even if the performance data for
contaminated runway is available.
d) The greater the depth of contamination at constant take-off mass , the more V1 has to be
decreased to compensate for decreasing friction.
Answer ;
a) The performance data for take-off must be determined in general by means of calculation , only a few values
are verified by flight tests.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0097. For a turboprop powered aeroplane , a 2200 m long runway at the destination aerodrome is expected to be “wet”. The “dry
runway” landing distance , should not exceed ;
a) 1147 m.
b) 1771 m.
c) 1540 m.
d) 1339 m.
Answer ;
d) 1339 m.
Çözüm ;
JAR-OPS’a göre turboprop uçaklar için iniş ağırlığı hesaplanırken mevcut LDA’ın 70%’ı hesaba katılır. Buna göre ;
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0098. For a turboprop powered aeroplane ( performance class A ) on a commercial flight , a 2200 m long runway at the destination
aerodrome is expected to be wet. It must be ensured that the landing mass of the aeroplane allows a full stop landing on a dry runway
within a landing distance of ;
a) 1771 m.
b) 1339 m.
c) 1147 m.
d) 1540 m.
Answer ;
b) 1339 m.
Çözüm ;
JAR-OPS’a göre turboprop uçaklar için iniş ağırlığı hesaplanırken mevcut LDA’ın 70%’ı hesaba katılır. Buna göre ;
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

0099. ( At reference or see Performance Manual MRJT 1 Figure 4.4 )
Performance Manual MRJT1 Figure 4.4

For a twin engine turbojet aeroplane two take-off flap settings ( 5° and 15° ) are certified. Given ;
Field length avalaible = 2400 m , Outside air temperature = –10°C , Airport pressure altitude = 7000 ft
The maximum allowed take-off mass is ;
a) 70 000 kg
b) 52 000 kg
c) 56 000 kg
d) 55 000 kg
Answer ;
c) 56 000 kg
Çözüm ;
Đzleyeceğimiz hatlar kırmızı olarak işaretlenmiştir , hattın yönünü değiştiren değerler ile referans hatları ise mavi ile
belirtilmiştir. Not : Rüzgar veya runway slope belirtimediği için sağdaki hat direkt olarak flap referans çizgisine çıkmıştır.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0100. For an aircraft climbing at a constant IAS and a constant mass the drag will ;
a) remain almost constant.
b) decrease.
c) increase considerably.
d) increase initially and then derease.
Answer ;
a) remain almost constant.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0101. For jet aeroplanes which of the following statements is correct ?
a) In any case runway slope is one of the factors taken into account when determining the required landing field
length.
b) When determining the maximum allowable landing mass at destination , 60% of the available distance is
taken into account , if the runway is expected to be dry.
c) An anti-skid system malfunction has no effect on the required landing field length.
d) The required landing field length is the distance from 35 ft to the full stop point.
Answer ;
b) When determining the maximum allowable landing mass at destination , 60% of the available distance is
taken into account , if the runway is expected to be dry.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0102. For take-off obstacle clearance calculations , obstacles may be avoided ;
a) by banking not more than 15° between 50 ft and 400 ft above the runway elevation.
b) by standard turns - but only after passing 1500 ft.
c) by banking as much as needed if aeroplane is more than 50 ft above runway elevation.
d) only by using standard turns.
Answer ;
a) by banking not more than 15° between 50 ft and 400 ft above the runway elevation.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0103. Given ;
VS = Stalling speed
VMCA = Air minimum control speed
VMU = Minimum unstick speed ( disregarding engine failure )
V1 = take-off decision speed
VR = Rotation speed
V2min = Minimum take-off safety speed
VLOF = Lift-off speed
The correct formula is ;
a) V2min< VMCA> VMU
b) VMU<= VMCA< V1
c) VR< VMCA< VLOF
d) VS< VMCA< V2min
Answer ;
d) VS< VMCA< V2min
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

0104. ( At reference or use Performance Manual MEP 1 Figure 3.2 )
Performance Manual MEP 1 Figure 3.2

Given ;
OAT : –10°C
Pressure Altitude : 4000 ft
RWY : 30L
Wind : 180°/10 kts
Take off Mass : 4600 lbs
Heavy Duty Brakes installed.
Other conditions as associated in the header of the graph.
What is the Accelerate and Stop Distance under the conditions given ?
a) 3550 ft.
b) 4600 ft.
c) 4250 ft.
d) 3800 ft.
Answer ;
c) 4250 ft.
Çözüm ;
Đzleyeceğimiz hat kırmızı olarak işaretlenmiştir , hattın yönünü değiştiren değerler ile referans hatları ise mavi ile
belirtilmiştir. OUTSIDE AIR TEMPERATURE kısmında –10°C başlangıç noktasıdır , bu noktadan yukarıya doğru 4000 ft
olan PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra ilk referans çizgisine ( REF LINE 4750 lb ) doğru dik bir
hat çizilir. Referans hattından itibaren , burada belirtilmiş olan hatları takiben kalkış ağırlığı olan 4600 libre ağırlığına kadar
hat devam ettirilir. Buradan itibaren ikinci referans hattına ( REF LINE ZERO WIND ) doğru dik bir hat daha çizilir. Pist 30
( 300° ) ve rüzgar 180°den ( tersi 360° ) olduğuna göre arada 60°lik bir fark vardır. WIND COMPONENT GRID üzerinde
60° çizgisi ve 10 kt yayının kesiştiği noktadan bileşenlere bakıldığında pist yönüne paralel olan bileşenin 5 kt olduğu görülür
bu arka rüzgar bileşenidir. Ayrıca bu şu formülle de hesaplanabilir ;
LWC ( Longitudinal Wind Component )= VW ( Wind Velocity ) x cos ( rüzgar yönü ve pist arasındaki açı farkı )
LWC = 10 x cos 60 = 10 x 0.5 = 5 kt arka rüzgar bileşeni.
ZERO WIND referans hattından buradaki paralel tailwind hatlarını takip ederek 5 kt rüzgar değerine çıkılır. Son olarak ASD
skalasına doğru dik bir hat çizilerek hat sonlandırılır. Burada gözüken ASD değeri 4600 ft’dir ancak “Heavy Duty Brakes”
kullanıldığı için bu değer 7% azaltılmalıdır. Sonuç = 4600 – ( 4600 x 7% ) = 4278 ft ≈ 4250 ft.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0105. ( At reference or use or Performance Manual MEP 1 Figure 3.2 )
Given ;
OAT : 25°C
RWY : 24L , Wind : 310°/20kts
a) 4300 ft.
b) 3350 ft.
c) 4000 ft.
d) 3750 ft.
Answer ;
d) 3750 ft.
Çözüm ;
belirtilmiştir. OUTSIDE AIR TEMPERATURE kısmında +25°C başlangıç noktasıdır , bu noktadan yukarıya doğru 3000 ft
olan PRESSURE ALTITUDE çizgisine kadar ( 2000 çizgisi ile 4000 çizgisi arası ) çıkılır. Daha sonra ilk referans çizgisine
( REF LINE 4750 lb ) doğru dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş olan hatları takiben kalkış
ağırlığı olan 4400 libre ağırlığına kadar hat devam ettirilir. Buradan itibaren ikinci referans hattına ( REF LINE ZERO
WIND ) doğru dik bir hat daha çizilir. Pist 24 ( 240° ) ve rüzgar 310°den olduğuna göre arada 70°lik bir fark vardır. WIND
COMPONENT GRID üzerinde 70° çizgisi ve 20 kt yayının kesiştiği noktadan bileşenlere bakıldığında pist yönüne paralel
olan bileşenin 7 kt olduğu görülür , bu baş rüzgarı bileşenidir. Ayrıca bu şu formülle de hesaplanabilir ;
LWC = 20 x cos 70 = 20 x 0.342 = 6.84 ≈ 7 kt baş rüzgar bileşeni.
ZERO WIND referans hattından buradaki paralel headwind hatlarını takip ederek 7 kt rüzgar değerine inilir. Son olarak ASD
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0106. ( For this question use Performance Manual MEP 1 Figure 3.2 )

Given ;
OAT: –10°C
RWY : 12R
Wind : 180°/10 kts
a) 3800 ft
b) 4600 ft
c) 3550 ft
d) 4300 ft
Answer ;
c) 3550 ft
Çözüm ;
( 120° ) ve rüzgar 180°den olduğuna göre arada 60°lik bir fark vardır. WIND COMPONENT GRID üzerinde 60° çizgisi ve
10 kt yayının kesiştiği noktadan bileşenlere bakıldığında pist yönüne paralel olan bileşenin 5 kt olduğu görülür bu baş rüzgar
bileşenidir. Ayrıca bu şu formülle de hesaplanabilir ;
LWC = 10 x cos 60 = 10 x 0.5 = 5 kt baş rüzgar bileşeni.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

Given ;
OAT : –10°C
RWY : 30L
Wind : 180°/10 kts
a) 4600 ft
b) 4250 ft
c) 3800 ft
d) 3550 ft
Answer ;
b) 4250 ft
Çözüm ;
ZERO WIND referans hattından buradaki paralel tailwind hatlarını takip ederek 5 kt rüzgar değerine çıkılır. Son olarak ASD
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

Given ;
OAT : 20°C
RWY : 07R
Wind : 120°/ 15 kts
a) 3250 ft
b) 3650 ft
c) 3800ft
d) 3450 ft
Answer ;
d) 3450 ft
Çözüm ;
15 kt yayının kesiştiği noktadan bileşenlere bakıldığında pist yönüne paralel olan bileşenin 10 kt olduğu görülür bu baş
rüzgar bileşenidir. Ayrıca bu şu formülle de hesaplanabilir ;
ZERO WIND referans hattından buradaki paralel headwind hatlarını takip ederek 10 kt rüzgar değerine inilir. Son olarak
ASD skalasına doğru dik bir hat çizilerek hat sonlandırılır. Burada gözüken ASD değeri 3700 ft’dir ancak “Heavy Duty
Brakes” kullanıldığı için bu değer 7% azaltılmalıdır. Sonuç = 3700 – ( 3700 x 7% ) = 3441 ft ≈ 3450 ft.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

Given ;
OAT : 20°C
RWY : 24L
Wind : 120°/ 8 kts
a) 4200 ft
b) 3400 ft
c) 3600 ft
d) 4500 ft
Answer ;
a) 4200 ft
Çözüm ;
ZERO WIND referans hattından buradaki paralel tailwind hatlarını takip ederek 4 kt rüzgar değerine çıkılır. Son olarak
Brakes” kullanıldığı için bu değer 7% azaltılmalıdır. Sonuç = 4500 – ( 4500 x 7% ) = 4185 ft ≈ 4200 ft.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

Given ;
OAT : 25°C
RWY : 24L
Wind : 310°/20kts
a) 3350 ft
b) 4000 ft
c) 4300 ft
d) 3750 ft
Answer ;
d) 3750 ft
Çözüm ;
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

Given ;
OAT : 25°C
RWY : 26L
Wind : 310°/20kts
Other conditions as associated in the header of the of the graph.
a) 3350 ft
b) 4300 ft
c) 3800 ft
d) 3500 ft
Answer ;
d) 3500 ft
Çözüm ;
Brakes” kullanıldığı için bu değer 7% azaltılmalıdır. Sonuç = 3750 – ( 3750 x 7% ) = 3487.5 ft ≈ 3500 ft.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

Given ;
OAT : –15°C
RWY : 12R
Wind : 080°/12 kts
What is the Ground Roll Distance under the conditions given ?
a) 1600 ft
b) 1270 ft
c) 1830 ft
d) 1500 ft
Answer ;
b) 1270 ft
Çözüm ;
12 kt yayının kesiştiği noktadan bileşenlere bakıldığında pist yönüne paralel olan bileşenin 9 kt olduğu görülür bu baş rüzgarı
GROUND ROLL skalasına doğru dik bir hat çizilerek hat sonlandırılır. GROUND ROLL DISTANCE = 1270 ft
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Given ;
OAT : 24°C
RWY : 12L
Wind : 080°/12 kts
a) 1350 ft
b) 1050 ft
c) 1150 ft
d) 1750 ft
Answer ;
a) 1350 ft
Çözüm ;
belirtilmiştir. OUTSIDE AIR TEMPERATURE kısmında 24°C başlangıç noktasıdır , bu noktadan yukarıya doğru 3000 ft
( 2000 ile 4000 ft arası ) olan PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra ilk referans çizgisine ( REF LINE
4750 lb ) doğru dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş olan hatları takiben kalkış ağırlığı olan
3800 libre ağırlığına kadar hat devam ettirilir. Buradan itibaren ikinci referans hattına ( REF LINE ZERO WIND ) doğru dik
bir hat daha çizilir. Pist 12 ( 120° ) ve rüzgar 080°den olduğuna göre arada 40°lik bir fark vardır. WIND COMPONENT
GRID üzerinde 40° çizgisi ve 12 kt yayının kesiştiği noktadan bileşenlere bakıldığında pist yönüne paralel olan bileşenin 9 kt
olduğu görülür bu baş rüzgarı bileşenidir. Ayrıca bu şu formülle de hesaplanabilir ;
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Given ;
OAT : 24°C
RWY : 30R , Wind : 060°/4 kts
a) 2000 ft
b) 1670 ft
c) 2150 ft
d) 1780 ft
Answer ;
b) 1670 ft
Çözüm ;
bir hat daha çizilir. Pist 30 ( 300° ) ve rüzgar 060°den ( tersi 240° ) olduğuna göre arada 60°lik bir fark vardır. WIND
olan bileşenin 2 kt olduğu görülür bu arka rüzgar bileşenidir. Ayrıca bu şu formülle de hesaplanabilir ;
ZERO WIND referans hattından buradaki paralel tailwind hatlarını takip ederek 2 kt rüzgar değerine çıkılır. Son olarak
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Given ;
OAT: 10°C
Gross Mass : 3750 lbs
What is the one engine inoperative rate of climb for the conditions given ?
a) 890 ft/min
b) 500 ft/min
c) 430 ft/min
d) 200 ft/min
Answer ;
c) 430 ft/min
Çözüm ;
Đzleyeceğimiz hat kırmızı olarak işaretlenmiştir. OUTSIDE AIR TEMPERATURE kısmında +10°C başlangıç noktasıdır , bu
noktadan yukarıya doğru 2000 ft olan PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra bu noktadan SINGLE
ENGINE tarafındaki gross mass eğrilerine doğru yatay bir hat çizilir. Çizdiğimiz bu hattın 3750 libre ( 3500 ile 4000 arası )
gross mass eğrisini kestiği noktadan , aşağıya doğru RATE OF CLIMB skalasına dik bir çizgi ile indiğimizde tek motorla
tırmanma oranını 430 ft/min olarak okuruz.
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Given ;
OAT : –20°C
What is the one engine inoperative rate of climb for the conditions given ?
a) 175 ft/min
b) 625 ft/min
c) 1250 ft/min
d) 375 ft/min
Answer ;
a) 175 ft/min
Çözüm ;
Đzleyeceğimiz hat kırmızı olarak işaretlenmiştir. OUTSIDE AIR TEMPERATURE kısmında –20°C başlangıç noktasıdır , bu
noktadan yukarıya doğru 14000 ft olan PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra bu noktadan SINGLE
ENGINE tarafındaki gross mass eğrilerine doğru yatay bir hat çizilir. Çizdiğimiz bu hattın 4000 libre gross mass eğrisini
kestiği noktadan , aşağıya doğru RATE OF CLIMB skalasına dik bir çizgi ile indiğimizde tek motorla tırmanma oranını
175 ft/min olarak okuruz.
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Given ;
OAT : –15°C
RWY : 12R , Wind : 080°/12 kts
What is the Take-off Distance under the conditions given ?
a) 1220 ft
b) 1270 ft
c) 1550 ft
d) 1830 ft
Answer ;
c) 1550 ft
Çözüm ;
12 kt yayının kesiştiği noktadan bileşenlere bakıldığında pist yönüne paralel olan bileşenin 9 kt olduğu görülür bu baş rüzgarı
ZERO WIND referans hattından buradaki paralel headwind hatlarını takip ederek 9 kt rüzgar değerine inilir. Bu noktadan
sonra üçüncü referans hattı olan GROUND ROLL çizgisine doğru dik bir hat çizilir , son olarak paralel çizgiler takip
edildiğinde TOD = 1550 ft olarak bulunur.
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Given ;
OAT : 24°C
RWY : 12L , Wind : 080°/12 kts
a) 1420 ft
b) 1600 ft
c) 1950 ft
d) 1700 ft
Answer ;
d) 1700 ft
Çözüm ;
bir hat daha çizilir. Pist 12 ( 120° ) ve rüzgar 080°den olduğuna göre arada 40°lik bir fark vardır. WIND COMPONENT
GRID üzerinde 40° çizgisi ve 12 kt yayının kesiştiği noktadan bileşenlere bakıldığında pist yönüne paralel olan bileşenin 9 kt
olduğu görülür bu baş rüzgarı bileşenidir. Ayrıca bu şu formülle de hesaplanabilir ;
ZERO WIND referans hattından buradaki paralel headwind hatlarını takip ederek 9 kt rüzgar değerine inilir. Bu noktadan
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

Given ;
OAT : 24°C
RWY : 30R , Wind : 060°/4 kts
a) 2000 ft
b) 1550 ft
c) 1670 ft
d) 2150 ft
Answer ;
a) 2000 ft
Çözüm ;
bir hat daha çizilir. Pist 30 ( 300° ) ve rüzgar 060°den ( tersi 240° ) olduğuna göre arada 60°lik bir fark vardır. WIND
olan bileşenin 2 kt olduğu görülür bu arka rüzgar bileşenidir. Ayrıca bu şu formülle de hesaplanabilir ;
ZERO WIND referans hattından buradaki paralel tailwind hatlarını takip ederek 2 kt rüzgar değerine çıkılır. Bu noktadan
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Given ;
OAT : 0°C
Mixture : leaned to 25°F rich of peak EGT
What is the two engine rate of climb for the condions given ?
a) 870 ft/min
b) 1200 ft/min
c) 500 ft/min
d) 1050 ft/min
Answer ;
d) 1050 ft/min
Çözüm ;
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Given ;
OAT : 10°C
Mixture : full rich
What is the two engine rate of climb for the conditions given ?
a) 430 ft/min
b) 1770 ft/min
c) 1570 ft/min
d) 1970 ft/min
Answer ;
b) 1770 ft/min
Çözüm ;
Đzleyeceğimiz hat kırmızı olarak işaretlenmiştir. OUTSIDE AIR TEMPERATURE kısmında +10°C başlangıç noktasıdır , bu
noktadan yukarıya doğru 2000 ft olan PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra bu noktadan 2 ENGINES
tarafındaki gross mass eğrilerine doğru yatay bir hat çizilir. Çizdiğimiz bu hattın 3750 libre gross mass eğrisini kestiği
noktadan , aşağıya doğru RATE OF CLIMB skalasına dik bir çizgi ile indiğimizde tek motorla tırmanma oranını 1770 ft/min
olarak okuruz.
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Given ;
OAT : –20°C
Mixture : full rich
a) 970 ft/min
b) 1550 ft/min
c) 1300 ft/min
d) 170 ft/min
Answer ;
c) 1300 ft/min
Çözüm ;
Đzleyeceğimiz hat kırmızı olarak işaretlenmiştir. OUTSIDE AIR TEMPERATURE kısmında –20°C başlangıç noktasıdır , bu
noktadan yukarıya doğru 14000 ft olan PRESSURE ALTITUDE çizgisine kadar çıkılır.Daha sonra bu noktadan 2 ENGINES
tarafındaki gross mass eğrilerine doğru yatay bir hat çizilir. Çizdiğimiz bu hattın 4000 libre gross mass eğrisini kestiği
noktadan , aşağıya doğru RATE OF CLIMB skalasına dik bir çizgi ile indiğimizde tek motorla tırmanma oranını 1300 ft/min
olarak okuruz.
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Given ;
OAT : –20°C
Mixture : leaned to 25°F rich of peak EGT
a) 870 ft/min
b) 550 ft/min
c) 1050 ft/min
d) 1370 ft/min
Answer ;
c) 1050 ft/min
Çözüm ;
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0124. Given a jet aircraft. Which order of increasing speeds in the performance diagram is correct ?
a) Maximum endurance speed , Long range speed , Maximum range speed.
b) VS , Maximum range speed , VX.
c) Maximum endurance speed , Maximum range speed , VX.
d) VS , VX , Maximum range speed.
Answer ;
d) VS , VX , Maximum range speed.
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0125. Given that ;
VEF = Critical engine failure speed
VMCG = Ground minimum control speed
VMCA = Air minimum control speed
VMU = Minimum unstick speed
V1 = Take-off decision speed
VR= Rotation speed
V2 min = Minimum take-off safety speed
The correct formula is ;
a) V2min is less than or equal to VEF is lesser than or equal to VMU.
b) VMCG is less than or equal to VEF is less than V1.
c) 1.05 VMCA is less than or equal to VEF is less than or equal to V1.
d) 1.05 VMCG is less than VEF is less than or equal to VR.
Answer ;
b) VMCG is less than or equal to VEF is less than V1.
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0126. Given that the characteristics of a three engine turbojet aeroplane are as follows ;
Thrust = 50 000 Newton / Engine
g = 10 m/s²
Drag = 72 569 N
Minimum steady gradient of climb ( 2nd segment ) = 2.7%
SIN ( Angle of climb ) = ( Thrust – Drag ) / Weight
The maximum take-off mass under 2nd segment conditions is ;
a) 209 064 kg.
b) 74 064 kg.
c) 101 596 kg.
d) 286 781 kg.
Answer ;
c) 101 596 kg.
Çözüm ;
Performans hesaplamalarında aksi belirtilmediği sürece hesaplamalarda 1 motorun olmadığı varsayılacaktır. Buna göre
halihazırda çalışan 2 motor bulunmaktadır ve toplam Trust = 2 x 50000 = 100000 N olacaktır. Drag = 72569 N , kalkışın
ikinci safhasındaki gradient 2.7 olduğuna göre , bu değerleri aşağıdaki formüle uyarladığımızda ;
T ( Thrust ) – D ( Drag )
sin ө =
W ( Weight )
2.7 = ( 100000 N – 72569 N ) : W , öğelerin yerlerini değiştirirsek ;

W = ( 100000 N – 72569 N ) : 2.7 = 27431 : 2.7 = 10159.6 N olarak bulunur.
Bulduğumuz ağırlık değeri Newton cinsinden bir değerdir , ancak kg olarak değer istendiğinden ;
W ( kg ) = W ( N ) x g = 10159.6 x 10 = 101 596 kg.
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0127. Higher gross mass at the same altitude decreases the gradient and the rate of climb whereas ;
a) VY and VX are decreased.
b) VY and VX are increased.
c) VY and VX are not affected by a higher gross mass.
d) VX is increased and VY is decreased.
Answer ;
b) VY and VX are increased.
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0128. How does runway slope affect allowable take-off mass , assuming other factors remain constant and not limiting ?
a) A downhill slope increases allowable take-off mass.
b) A downhill slope decreases allowable take-off mass.
c) An uphill slope increases the allowable take-off mass.
d) Allowable take-off mass is not affected by runway slope.
Answer ;
a) A downhill slope increases allowable take-off mass.
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0129. How does TAS vary in a constant Mach climb in the troposphere ( under ISA conditions ) ?
a) TAS is constant.
b) TAS increases.
c) TAS decreases.
d) TAS is not related to Mach Number.
Answer ;
c) TAS decreases.
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0130. How does the best angle of climb and best rate of climb vary with increasing altitude for an aeroplane with a normal
aspirated piston engine ?
a) Both increase.
b) Best angle of climb decreases while best rate of climb increases.
c) Best angle of climb increases while best rate of climb decreases.
d) Both decrease.
Answer ;
d) Both decrease.
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0131. How does the lift coefficient for maximum range vary with altitude ? ( No compressibility effects )
a) Only at low speeds the lift coefficient decreases with increasing altitude.
b) The lift coefficient is independent of altitude.
c) The lift coefficient decreases with increasing altitude.
d) The lift coefficient increaseswith increasing altitude.
Answer ;
b) The lift coefficient is independent of altitude.
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0132. How does the specific range change when the altitude increases for jet aeroplane flying with the speed for maximum range ?
a) Does not change.
b) Increases only if there is no wind.
c) First increases than decreases.
d) Decreases.
Answer ;
c) First increases than decreases.
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0133. How does the thrust of a propeller vary during take-off run , assuming unstalled flow conditions at the propeller blades ? The
thrust ;
a) varies with mass changes only.
b) has no change during take-off and climb.
c) increases while the aeroplane speed builds up.
d) decreases while the aeroplane speed builds up.
Answer ;
d) decreases while the aeroplane speed builds up.
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0134. How is V2 affected if T/O flaps 20° is chosen instead of T/O flaps 10° ?
a) V2 increases in proportion to the angle at which the flaps are set.
b) V2 has no connection with T/O flap setting, as it is a function of runway length only.
c) V2 decreases if not restricted by VMCA.
d) V2 has the same value in both cases.
Answer ;
c) V2 decreases if not restricted by VMCA.
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0135. How is VMCA influenced by increasing pressure altitude ?
a) VMCA decreases with increasing pressure altitude.
b) VMCA increases with increasing pressure altitude.
c) VMCA decreases with pressure altitude higher than 4000 ft.
d) VMCA decreases with increasing pressure altitude.
Answer ;
a) VMCA decreases with increasing pressure altitude.
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0136. How is wind considered in the take-off performance data of the Aeroplane Operations Manuals ?
a) Since take-offs with tailwind are not permitted , only headwinds are considered.
b) Not more than 80% headwind and not less than 125% tailwind.
c) Unfactored headwind and tailwind components are used.
d) Not more than 50% of a headwind and not less than 150% of the tailwind.
Answer ;
d) Not more than 50% of a headwind and not less than 150% of the tailwind.
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0137. If a flight is performed with a higher “Cost Index” at a given mass which of the following will occur ?
a) A lower cruise Mach number.
b) An increased maximum range.
c) An increased long range performance.
d) A higher cruise Mach number.
Answer ;
d) A higher cruise Mach number.
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0138. If , after experiencing an engine failure when cruising above the one-engine-inoperative ceiling , an aeroplane is unable to
maintain its cruising altitude , the procedure that should be adopted is ;
a) Long Range Cruise Descent.
b) Emergency Descent Procedure.
d) ETOPS.
Answer ;
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0139. If all other parameters remain constant , what is the influence of mass on the maximum rate of climb ( ROC ) speed ?
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 ;
c) The ROC speed increases with increasing mass.
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0140. If on a particular flight the value of V1 used on take-off exceeds the correct value of V1 , if an engine fails at a speed
immediately above the correct value of V1 then ;
a) the accelerate/stop distance will exceed the accelerate/stop distance available.
b) the one-engine-inoperative take-off distance may exceeded the take-off distance available.
c) it may lead to over-rotation.
d) V2 may be too high so that climb performance decreases.
Answer ;
a) the accelerate/stop distance will exceed the accelerate/stop distance available.
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0141. If other factors are unchanged , the fuel mileage ( nautical miles per kg ) is ;
a) lower with a forward centre of gravity position.
b) higher with a forward centre of gravity position.
c) lower with an aft centre of gravity position.
d) independent from the centre of gravity position.
Answer ;
a) lower with a forward centre of gravity position.
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0142. If the actual landing mass is higher than planned ;
a) the approach path will be steeper and threshold speed higher.
b) the landing distance will be unaffected.
c) the approach path will be steeper.
d) the landing distance will be longer.
Answer ;
d) the landing distance will be longer.
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0143. If the aircraft mass , in a horizontal unaccelerated flight , decreases ;
a) the minimum drag decreases and the IAS for minimum drag decreases.
b) the minimum drag decreases and the IAS for minimum drag increases.
c) the minimum drag increases and the IAS for minimum drag decreases.
d) the minimum drag increases and the IAS for minimum drag increases.
Answer ;
a) the minimum drag decreases and the IAS for minimum drag decreases.
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0144. If the airworthiness documents do not specify a correction for landing on a wet runway , the landing distance must be
increased by ;
a) 20 %.
b) 15 %.
c) 5 %.
d) 10 %.
Answer ;
b) 15 %.
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0145. If the antiskid system is inoperative , which of the following statements is true?
a) The accelerate stop distance decreases.
b) It has no effect on the accelerate stop distance.
c) Take-off with anti-skid inoperative is never permitted.
d) The accelerate stop distance increases.
Answer ;
d) The accelerate stop distance increases.
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0146. If the climb speed schedule is changed from 280/.74 to 290/.74 the new crossover altitude will be ;
a) only affected by the aeroplane gross mass.
b) unchanged.
c) higher.
d) lower.
Answer ;
d) lower.
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0147. If the field length limited take off mass has been calculated using a Balanced Field Length technique , the use of any
additional clearway in take off performance calculations may allow ;
a) the obstacle clearance limit to be increased with an higher V1.
b) a greater field length limited take off mass but with a higher V1.
c) the obstacle clearance limit to be increased with no effect on V1.
d) a greater field length limited take off mass but with a lower V1.
Answer ;
d) a greater field length limited take off mass but with a lower V1.
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0148. If the level-off altitude is below the obstacle clearance altitude during a drift down procedure ;
a) fuel jettisoning should be started at the beginning of drift down.
b) the recommended drift down speed should be disregarded and it should be flown at the stall speed plus 10 kt.
c) the drift down should be flown with flaps in the approach configuration.
d) fuel jettisoning should be started when the obstacle clearance altitude is reached.
Answer ;
a) fuel jettisoning should be started at the beginning of drift down.
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0149. If the take-off mass of an aeroplane is brake energy limited a higher uphill slope would ;
a) have no effect on the maximum mass for take-off.
b) increase the maximum mass for take-off.
c) decrease the required take-off distance.
d) decrease the maximum mass for take-off.
Answer ;
b) increase the maximum mass for take-off.
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0150. If the take-off mass of an aeroplane is tyre speed limited , downhill slope would ;
a) decrease the maximum mass for take-off.
b) have no effect on the maximum mass for take-off.
c) increase the maximum mass for take-off.
d) increase the required take-off distance.
Answer ;
b) have no effect on the maximum mass for take-off.
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0151. If the thrust available exceeds the thrust required for level flight ;
a) the aeroplane decelerates if the altitude is maintained.
b) the aeroplane decelerates if it is in the region of reversed command.
c) the aeroplane accelerates if the altitude is maintained.
d) the aeroplane descends if the airspeed is maintained.
Answer ;
c) the aeroplane accelerates if the altitude is maintained.
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0152. If the value of the balanced V1 is found to be lower than VMCG , which of the following is correct ?
a) V1 must be increased to at least the value of VMCG.
b) The VMCG will be lowered to V1.
c) The ASDR will become greater than the one engine out take-off distance.
d) The one engine out take-off distance will become greater than the ASDR.
Answer ;
a) V1 must be increased to at least the value of VMCG.
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0153. If there is a tail wind , the climb limited TOM will ;
a) not be affected.
b) increase in the flaps extended case.
c) decrease.
d) increase.
Answer ;
a) not be affected.
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0154. In a given configuration the endurance of a piston engine aeroplane only depends on ;
a) speed and mass.
b) speed , mass and fuel on board.
c) altitude , speed , mass and fuel on board.
d) altitude , speed and mass.
Answer ;
c) altitude , speed , mass and fuel on board.
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0155. In a steady descending flight ( descent angle GAMMA ) equilibrium of forces acting on the aeroplane is given by ;
( T = Thrust , D = Drag , W = Weight )
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 ;
c) T + W sin GAMMA = D
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0156. In accordance to JAR 25 which of the following listed speeds are used for determination of V2min ;
a) VLOF , VMCA
b) VSR , VMCA
c) VMCG , V2
d) V1 , VR
Answer ;
b) VSR , VMCA
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0157. In accordance with JAR-25 , the reference landing speed ( VREF ) has the following minimum margin above the reference
stalling speed in the landing configuration ( VSR0 ) ;
a) 10%
b) 23%
c) 20%
d) 15%
Answer ;
b) 23%
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0158. In accordance with JAR 25 the take-off safety speed V2min for turbo-propeller powered aeroplanes with more than three
engines may not be less than ;
a) 1.2 VSR
b) 1.13 VSR
c) VSR
d) 1.08 VSR
Answer ;
d) 1.08 VSR
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0159. In case of an engine failure recognized below V1 ;
a) the take-off is to be continued unless V1 is less than the balanced V1.
b) the take-off must be rejected.
c) the take-off should only be rejected if a stopway is available.
d) the take-off may be continued if a clearway is available.
Answer ;
b) the take-off must be rejected.
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0160. In case of an engine failure which is recognized at or above V1 ;
a) a height of 50 ft must be reached within the take-off distance.
b) the take-off must be rejected if the speed is still below VLOF.
c) the take-off should be rejected if the speed is still below VR.
d) the take-off must be continued.
Answer ;
d) the take-off must be continued.
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0161. In certain conditions V2 can be limited by VMCA ;
a) High take-off mass , large flap extension , low field elevation.
b) Low take-off mass , large flap extension , low field elevation.
c) High take-off mass , small flap extension , high field elevation.
d) Low take-off mass , small flap extension , low field elevation.
Answer ;
b) Low take-off mass , large flap extension , low field elevation.
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0162. In relation to the net take-off flight path , the required 35 ft vertical distance to clear all obstacles is ;
a) based on pressure altitudes.
b) the height by which acceleration and flap retraction should be completed.
c) the minimum vertical distance between the lowest part of the aeroplane and all obstacles within the obstacle
domain.
d) the height at which power is reduced to maximum climb thrust.
Answer ;
c) the minimum vertical distance between the lowest part of the aeroplane and all obstacles within the obstacle
domain.
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0163. In straight horizontal steady flight , at speeds below that for minimum drag ;
a) the aeroplane cannot be controlled manually.
b) a lower speed requires a higher thrust.
c) the aeroplane can be controlled only in level flight.
d) a higher speed , but still below that for minimum drag requires a higher thrust.
Answer ;
b) a lower speed requires a higher thrust.
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0164. In the drag versus TAS curve for a jet aeroplane , the speed for maximum range corresponds with ;
a) the point of intersection of the parasite drag curve and the induced drag curve.
b) the point of contact of the tangent from the origin to the parasite drag curve.
c) the point of contact of the tangent from the origin to the drag curve.
d) the point of contact of the tangent from the origin to the induced drag curve.
Answer ;
c) the point of contact of the tangent from the origin to the drag curve.
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0165. In the event of engine failure below V1 , the first action to be taken by the pilot in order to decelerate the aeroplane is to ;
a) reduce the engine thrust.
b) reverse engine thrust.
c) deploy airbrakes or spoilers.
d) apply wheel brakes.
Answer ;
a) reduce the engine thrust.
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0166. In the event that the take-off mass is obstacle limited and the take-off flight path includes a turn , the bank angle should not
exceed ;
a) 10 degrees up to a height of 400 ft.
b) 25 degrees up to a height of 400 ft.
c) 20 degrees up to a height of 400 ft.
d) 15 degrees up to height of 400 ft.
Answer ;
d) 15 degrees up to height of 400 ft.
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0167. In unaccelerated climb ;
a) thrust equals drag plus the uphill component of the gross weight in the flight path direction.
b) lift is greater than the gross weight.
c) lift equals weight plus the vertical component of the drag.
d) thrust equals drag plus the downhill component of the gross weight in the flight path direction.
Answer ;
d) thrust equals drag plus the downhill component of the gross weight in the flight path direction.
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0168. In which of the flight conditions listed below is the thrust required equal to the drag ?
a) In accelerated level flight.
b) In a climb with constant IAS.
c) In a descent with constant TAS.
d) In level flight with constant IAS.
Answer ;
d) In level flight with constant IAS.
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0169. In which of the following distances can the length of a stopway be included ?
a) In the take-off run available.
b) In the all-engine take-off distance.
c) In the one-engine failure case, take-off distance.
d) In the accelerate stop distance available.
Answer ;
d) In the accelerate stop distance available.
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0170. 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 heavier 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) Yes , the difference is that the lighter aeroplane will always glide a greater distance.
d) No difference.
Answer ;
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.
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0171. Long range cruise is a flight procedure which gives ;
a) a specific range which is approximately 99% of maximum specific range and a lower cruise speed.
b) an IAS which is 1% higher than the IAS for maximum specific range.
c) a 1% higher TAS for maximum specific range.
d) a specific range which is approximately 99% of maximum specific range and a higher cruise speed.
Answer ;
d) a specific range which is approximately 99% of maximum specific range and a higher cruise speed.
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0172. Long range cruise is selected as ;
a) the higher speed to achieve 99% of maximum specific range in zero wind.
b) the speed for best economy.
c) the climbing cruise with one or two engines inoperative.
d) specific range with tailwind.
Answer ;
a) the higher speed to achieve 99% of maximum specific range in zero wind.
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0173. Maximum and minimum values of V1 are limited by ;
a) V2 and VMCG
b) V2 and VMCA
c) VR and VMCA
d) VR and VMCG
Answer ;
d) VR and VMCG
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0174. “Maximum endurance” ;
a) is the same as maximum specific range with wind correction.
b) is achieved in unaccelerated level flight with minimum fuel flow.
c) can be flown in a steady climb only.
d) can be reached with the “best rate of climb” speed in level flight.
Answer ;
b) is achieved in unaccelerated level flight with minimum fuel flow.
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0175. Maximum endurance for a piston engine aeroplane is achieved at ;
a) the speed that corresponds to the speed for maximum climb angle.
b) the speed for maximum lift coefficient.
c) the speed that approximately corresponds to the maximum rate of climb speed.
d) the speed for minimum drag.
Answer ;
c) the speed that approximately corresponds to the maximum rate of climb speed.
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0176. Maximum Tyre Speed can limit the Lift-off Speed. Which kind of speed can be directly used to determine this limitation ?
a) ESS.
b) Groundspeed.
c) IAS.
d) TAS.
Answer ;
b) Groundspeed.
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0177. May anti-skid be considered to determine the take-off and landing data ?
a) Yes.
b) Only for take-off.
c) Only for landing.
d) No.
Answer ;
a) Yes.
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0178. Minimum control speed on the ground , VMCG , is based on directional control being maintained by ;
a) nose wheel steering only.
b) primary aerodynamic control and nose wheel steering.
c) primary aerodynamic control only.
d) primary aerodynamic control, nose wheel steering and differential braking.
Answer ;
c) primary aerodynamic control only.
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0179. Moving the centre of gravity from the forward to the aft limit ( gross mass , altitude and airspeed remain unchanged ) ;
a) increases the induced drag.
b) increases the power required.
c) affects neither drag nor power required.
d) decreases the induced drag and reduces the power required.
Answer ;
d) decreases the induced drag and reduces the power required.
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0180. On a dry runway the accelerate stop distance is increased ;
a) by headwind.
b) by uphill slope.
c) by a lower take-off mass because the aeroplane accelerates faster to V1.
d) by low outside air temperature.
Answer ;
b) by uphill slope.
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0181. On a long distance flight the gross mass decreases continuously as a consequence of the fuel consumption. The result is ;
a) The specific range and the optimum altitude increases.
b) The speed must be increased to compensate the lower mass.
c) The specific range increases and the optimum altitude decreases.
d) The specific range decreases and the optimum altitude increases.
Answer ;
a) The specific range and the optimum altitude increases.
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0182. On a reciprocating engine aeroplane , to maintain a given angle of attack , configuration and altitude at higher gross mass ;
a) the airspeed and the drag will be increased.
b) the airspeed will be decreased and the drag increased.
c) the lift/drag ratio must be increased.
d) the airspeed will be increased but the drag does not change.
Answer ;
a) the airspeed and the drag will be increased.
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0183. On a reciprocating engine aeroplane , to maintain a given angle of attack , configuration and altitude at higher gross mass ;
a) requires an increase in power and decrease in the airspeed.
b) a higher coefficient of drag is required.
c) an increase in airspeed and power is required.
d) an increase in airspeed is required but power setting does not change.
Answer ;
c) an increase in airspeed and power is required.
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0184. On a reciprocating engine aeroplane , with increasing altitude at constant gross mass , angle of attack and configuration the
power required ;
a) decreases slightly because of the lower air density.
b) increases but TAS remains constant.
c) increases and the TAS increases by the same percentage.
d) remains unchanged but the TAS increases.
Answer ;
c) increases and the TAS increases by the same percentage.
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0185. On a segment of the take-off flight path an obstacle requires a minimum gradient of climb of 2.6% in order to provide an
adequate margin of safe clearance. At a mass of 110000 kg the gradient of climb is 2.8%. For the same power and assuming that the
sine of the angle of climb varies inversely with mass , at what maximum mass will the aeroplane be able to achieve the minimum
gradient ?
a) 102150 kg
b) 121310 kg
c) 106425 kg T ( Thrust ) – D ( Drag )
sin ө =
d) 118455 kg W ( Weight )
Answer ;
d) 118455 kg
Çözüm ;
Tırmanış gradient’i yukarıdaki formüle göre hesaplanmaktadır. Soruya göre her iki durum için T ve D aynıdır. Burada W ve
sin ө ters orantılı olarak değişeceğinden ters orantı hesabıyla ;
( 2.8 x 110000 ) : 2.6 = 118461.5 kg ≈ 118455 kg olarak bulunur.
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0186. On a twin engine piston aircraft with variable pitch propellers , for a given mass and altitude , the minimum drag speed is
125 kt and the holding speed ( minimum fuel burn per hour ) is 95 kt. The best rate of climb speed will be obtained for a speed ;
a) inferior to 95 kts.
b) equal to 95 kt.
c) is between 95 and 125 kt.
d) equal to 125 kt.
Answer ;
b) equal to 95 kt.
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0187. On the Power versus TAS graph for level flight , the point at which a tangent from the origin touches the power required
curve ;
a) is the point where Drag coefficient is a minimum.
b) is the maximum drag speed.
c) is the point where the Lift to Drag ratio is a maximum.
d) is the point where the Lift to Drag ratio is a minimum.
Answer ;
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0188. Other factors remaining constant and not limiting , how does increasing pressure altitude affect allowable take-off mass ?
a) Allowable take-off mass increases.
b) There is no effect on allowable take-off mass.
c) Allowable take-off mass decreases.
d) Allowable take-off mass remains uninfluenced up to 5000 ft pressure altitude.
Answer ;
c) Allowable take-off mass decreases.
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0189. Other factors remaining constant , how does increasing altitude affect VX and VY in terms of TAS ?
a) VX will decrease and VY will increase.
b) Both will remain the same.
c) Both will decrease.
d) Both will increase.
Answer ;
d) Both will increase.
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0190. Provided all other parameters stay constant. Which of the following alternatives will decrease the take-off ground run ?
a) Decreased take-off mass , increased density , increased flap setting.
b) Increased outside air temperature , decreased pressure altitude , decreased flap setting.
c) Increased pressure altitude , increased outside air temperature , increased take-off mass.
d) Decreased take-off mass , increased pressure altitude , increased temperature.
Answer ;
a) Decreased take-off mass , increased density , increased flap setting.
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0191. Reduced take-off thrust ;
a) has the benefit of improving engine life.
b) is not recommended at very low temperatures ( OAT ).
c) can be used if the headwind component during take-off is at least 10 kt.
d) can be used if the actual take-off mass is higher than the performance limited take-off mass.
Answer ;
a) has the benefit of improving engine life.
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0192. Reduced take-off thrust should normally not be used when ;
a) the runway is dry.
b) windshear is reported on the take-off path.
c) it is dark.
d) the runway is wet.
Answer ;
b) windshear is reported on the take-off path.
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a) the runway is wet.
b) anti skid is not usable.
c) the OAT is ISA +10°C
d) it is dark.
Answer ;
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a) it is dark.
b) obstacles are present close to the end of the runway.
c) the runway is wet.
d) the runway is contaminated.
Answer ;
d) the runway is contaminated.
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a) obstacles are present close to the end of the runway.
c) the runway is wet.
d) it is dark
Answer ;
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0196. Regarding take-off , the take-off decision speed V1 ;
a) is always equal to VEF ( Engine Failure speed ).
b) is an airspeed at which the aeroplane is airborne but below 35 ft and the pilot is assumed to have made a
decision to continue or discontinue the take-off .
c) is the airspeed on the ground at which the pilot is assumed to have made a decision to continue or discontinue
the take-off.
d) is the airspeed of the aeroplane upon reaching 35 feet above the take-off surface.
Answer ;
c) is the airspeed on the ground at which the pilot is assumed to have made a decision to continue or discontinue
the take-off.
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0197. Regarding the obstacle limited take-off mass , which of the following statements is correct ?
a) The obstacle limited mass can never be lower than the climb limited take-off mass.
b) A take-off in the direction of an obstacle is also permitted in tail wind condition.
c) The maximum bank angle which can be used is 10°.
d) Wind speed plays no role when calculating this particular mass.
Answer ;
b) A take-off in the direction of an obstacle is also permitted in tail wind condition.
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0198. Regarding unaccelerated horizontal flight , Minimum Drag is ;
a) a function of the density altitude.
b) independent of the aircraft mass.
c) a function of the pressure altitude.
d) proportional to aircraft mass.
Answer ;
d) proportional to aircraft mass.
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0199. Select from the following list of conditions those that must prevail in the second segment of the take-off net flight path for a
Class A aeroplane are ;
1. Undercarriage retracted
2. Undercarriage extended
3. Flaps up
4. Flaps in take-off position
5. All engines at take-off thrust
6. Operative engine(s) at take-off thrust
7. Climbing speed of V2 + 10kts
8. Climbing speed of 1.3VS
9. Climbing speed of V2
10. Commencing height 35ft.
a) 1 , 4 , 6 , 9.
b) 1 , 5 , 8 , 10.
c) 1 , 4 , 5 , 10.
d) 2 , 3 , 6 , 9.
Answer ;
a) 1 , 4 , 6 , 9.
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0200. “Stepped climbs” are used on long-distance flights ;
a) to fly as close to the tropopause as possible.
b) only if the headwind is less or the tailwind is greater than forecast at high altitude.
c) for piston-engined aeroplanes only not for jet aeroplanes.
d) to fly a profile as close as possible to the optimum altitude as the aeroplane mass reduces.
Answer ;
d) to fly a profile as close as possible to the optimum altitude as the aeroplane mass reduces.
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0201. Take-off performance data , for the ambient conditions , show the following limitations ;
with flap 10° selected ;
– runway limit : 5 270 kg
– obstacle limit : 4 630 kg
Estimated take-off mass is 5 000 kg. Considering a take-off with flaps at ;
a) 20° , both limitations are increased.
b) 20° , the obstacle limit is increased but the runway limit decreases.
c) 5° , both limitations are increased.
d) 5° , the obstacle limit is increased but the runway limit decreases.
Answer ;
d) 5° , the obstacle limit is increased but the runway limit decreases.
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0202. Take-off run is defined as the ;
a) distance to V1 and stop , assuming an engine failure at V1.
b) distance from brake release to V2.
c) horizontal distance along the take-off path from the start of the take-off to a point equidistant between the
point at which VLOF is reached and the point at which the aeroplane is 35 ft above the take-off surface.
d) distance to 35 feet with an engine failure at V1 or 115% all engine distance to 35 feet.
Answer ;
c) horizontal distance along the take-off path from the start of the take-off to a point equidistant between the
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0203. The absolute ceiling ;
a) is the altitude at which the rate of climb theoretically is zero.
b) is the altitude at which the aeroplane reaches a maximum rate of climb of 100 ft/min.
c) can be reached only with minimum steady flight speed
d) is the altitude at which the best climb gradient attainable is 5%
Answer ;
a) is the altitude at which the rate of climb theoretically is zero.
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0204. The aerodynamic ceiling ;
a) is the altitude at which the aeroplane reaches 50 ft/min.
b) is the altitude at which the best rate of climb theoretically is zero.
c) is the altitude at which the speeds for low speed buffet and for high speed buffet are the same.
d) depends upon thrust setting and increase with increasing thrust.
Answer ;
c) is the altitude at which the speeds for low speed buffet and for high speed buffet are the same.
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0205. The airspeed for jet aeroplanes at which “power required” is minimum ;
a) is lower than the minimum drag speed in the climb and higher than the minimum drag speed in the descent.
b) is the same as the minimum drag speed.
c) is always lower than the minimum drag speed.
d) is always higher than the minimum drag speed.
Answer ;
c) is always lower than the minimum drag speed.
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0206. The angle of attack required to attain the maximum still-air range for a turbo-jet aeroplane is ;
a) the same as that for the maximum endurance.
b) the same as that giving zero induced drag.
c) greater than that for the maximum lift the drag ratio.
d) less than that for the maximum lift the drag ratio.
Answer ;
d) less than that for the maximum lift the drag ratio.
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0207. 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) Larger.
c) Smaller.
d) Not change.
Answer ;
c) Smaller.
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0208. The approach climb requirement has been established so that the aeroplane will achieve ;
a) obstacle clearance in the approach area.
b) manoeuvrability during approach with full flaps and gear down , all engines operating.
c) manoeuvrability in the event of landing with one engine inoperative.
d) minimum climb gradient in the event of a go-around with one engine inoperative.
Answer ;
d) minimum climb gradient in the event of a go-around with one engine inoperative.
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0209. The approach climb requirement has been established to ensure ;
a) minimum climb gradient in case of a go-around with one engine inoperative.
b) obstacle clearance in the approach area.
c) manoeuvrability during approach with full flaps and gear down , all engines operating.
d) manoeuvrability in case of landing with one engine inoperative.
Answer ;
a) minimum climb gradient in case of a go-around with one engine inoperative.
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0210. The approach climb requirement has been established to ensure ;
a) manoeuvrability in case of landing with one engine inoperative.
b) minimum climb gradient in case of a go-around with one engine inoperative.
c) manoeuvrability during approach with full flaps and gear down, all engines operating.
d) obstacle clearance in the approach area.
Answer ;
b) minimum climb gradient in case of a go-around with one engine inoperative.
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0211. The best rate of climb at a constant gross mass ;
a) is independent of altitude.
b) increases with increasing altitude due to the higher true airspeed.
c) increases with increasing altitude since the drag decreases due to the lower air density.
d) decreases with increasing altitude since the thrust available decreases due to the lower air density.
Answer ;
d) decreases with increasing altitude since the thrust available decreases due to the lower air density.
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0212. The centre of gravity near , but still within , the aft limit ;
a) improves the maximum range.
b) decreases the maximum range.
c) increases the stalling speed.
d) improves the longitudinal stability.
Answer ;
a) improves the maximum range.
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0213. The “climb gradient” is defined as the ratio of ;
a) rate of climb to true airspeed.
b) the increase of altitude to horizontal air distance expressed as a percentage.
c) the increase of altitude to distance over ground expressed as a percentage.
d) true airspeed to rate of climb.
Answer ;
b) the increase of altitude to horizontal air distance expressed as a percentage.
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0214. The climb gradient of an aircraft after take-off , in a standard atmosphere and still-air , at 0 ft pressure altitude , is 6%.
Given ;
Aerodrome Pressure Altitude : 1000 ft
OAT : +17 C
Atmospheric Pressure : 1013.25 hPa
Anti-ice systems : Wing and Engine ON;
Use the following corrections to determine the climb gradient after take-off at the given aerodrome ;
Aerodrome elevation : +/- 0.2% per 1000ft
Deviation from standard temperature : +/- 0.1% per C
Wing anti-ice ON : –1.0%
Engine anti-ice ON : –0.5%
a) 3.9%
b) 4.3%
c) 4.7%
d) 4.9%
Answer ;
a) 3.9%
Çözüm ;
Basınç irtifası 1000 ft olduğuna göre tırmanış gradient’inde uygulanacak PA düzeltmesi –0.2% olacaktır ;
6% – 0.2% = 5.8%
Sıcaklık düzeltmesi uygulamak için ;
ISA’ya göre 1000 ft’de olması gereken sıcaklık = 15 – ( 2 x 1 ) = +13°C , OAT +17°C olduğna göre ISA sapması 4°C’dir.
Her 1°C’lik fark için uygulanacak düzeltme miktarı –0.1% olduğuna göre ;
4 x ( –0.1% ) = 0.4% → 5.8% – 0.4% = 5.4%
Kanat buz çözücüleri açık olduğundan uygulanacak düzeltme –1.0% olacaktır ;
5.4% – 1.0% = 4.4%
Motor buz çözücüleri de faaliyettedir ve son olarak bunun için uygulanacak düzeltme –0.5% olduğuna göre sonuç ;
4.4% – 0.5% = 3.9% olarak bulunur.
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0215. 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 1000 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 ;
a) 3.9 %
Çözüm ;
Basınç irtifası 1000 ft olduğuna göre tırmanış gradient’inde uygulanacak PA düzeltmesi –0.2% olacaktır ; 6% – 0.2% = 5.8%
Sıcaklık düzeltmesi uygulamak için ;
ISA’ya göre 1000 ft’de olması gereken sıcaklık = 15 – ( 2 x 1 ) = +13°C , OAT +17°C olduğna göre ISA sapması 4°C’dir.
Her 1°C’lik fark için uygulanacak düzeltme miktarı –0.1% olduğuna göre ; 4 x ( –0.1% ) = 0.4% → 5.8% – 0.4% = 5.4%
Kanat buz çözücüleri açık olduğundan uygulanacak düzeltme –1.0% olacaktır ; 5.4% – 1.0% = 4.4%
Motor buz çözücüleri de faaliyettedir ve son olarak bunun için uygulanacak düzeltme –0.5% olduğuna göre sonuç ;
4.4% – 0.5% = 3.9% olarak bulunur.
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0216. The climb limited take-off mass can be increased by ;
a) selecting a lower VR.
b) selecting a lower V1.
c) a lower flap setting for take-off and selecting a higher V2.
d) selecting a lower V2.
Answer ;
c) a lower flap setting for take-off and selecting a higher V2.
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0217. The coefficient of lift can be increased either by flap extension or by ;
a) decreasing the “nose-up” elevator trim setting.
b) increasing the TAS.
c) increasing the angle of attack.
d) increasing the CAS.
Answer ;
c) increasing the angle of attack.
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0218. The combination of factors that most requires a low-angled flap setting for take-off is ;
a) High field elevation , no obstacles in the climb-out path , low ambient temperature and short runway.
b) High field elevation , distant obstacles in the climb-out path , long runway and a high ambient temperature.
c) Low field elevation , close-in obstacles in the climb-out path , short runway and a high ambient temperature.
d) Low field elevation , no obstacles in the climb-out path , short runway and a low ambient temperature.
Answer ;
b) High field elevation , distant obstacles in the climb-out path , long runway and a high ambient temperature.
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0219. The correct formula is ; ( Remark : “<=” means “equal to or lower” )
a) 1.05 VMCA <= VEF <= V1
b) V2min <= VEF <= VMU
c) 1.05 VMCG < VEF <= VR
d) VMCG <=VEF < V1
Answer ;
d) VMCG <=VEF < V1
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0220. The critical engine inoperative ;
a) does not affect the aeroplane performance since it is independent of the power plant.
b) decreases the power required and increases the total drag due to the additional drag of the windmilling engine
and the compensation of the yaw moment.
c) increases the power required and the total drag due to the additional drag of the windmilling engine and the
compensation of the yaw moment.
d) increases the power required and decreases the total drag due to the windmilling engine.
Answer ;
c) increases the power required and the total drag due to the additional drag of the windmilling engine and the
compensation of the yaw moment.
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0221. The danger associated with low speed and/or high speed buffet ;
a) has to be considered at take-off and landing.
b) exists only above MMO.
c) can be reduced by increasing the load factor.
d) limits the manoeuvring load factor at high altitudes.
Answer ;
d) limits the manoeuvring load factor at high altitudes.
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0222. The decision speed at take-off ( V1 ) is the calibrated airspeed ;
a) at which the take-off must be rejected.
b) at which the failure of the critical engine is expected to occur.
c) below which take-off must be rejected if an engine failure is recognized , above which take-off must be
continued.
d) below which the take-off must be continued.
Answer ;
c) below which take-off must be rejected if an engine failure is recognized , above which take-off must be
continued.
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0223. The Density Altitude ;
a) is used to calculate the FL above the Transition Altitude.
b) is used to determine the aeroplane performance.
c) is used to establish minimum clearance of 2.000 feet over mountains.
d) is equal to the pressure altitude.
Answer ;
b) is used to determine the aeroplane performance.
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0224. The determination of the maximum mass on brake release , of a certified turbojet aeroplane with 5° , 15° and 25° flaps angles
on take-off , leads to the following values , with wind ;
Flap angle : 5° 15° 25°
FLLTOM ( kg ) : 66 000 69 500 71 500
CLTOM : 72 200 69 000 61 800
Wind correction : Head wind : +120 kg / kt , Tail wind : –360 kg / kt.
Given that the tail wind component is equal to 5 kt , the maximum mass on brake release and corresponding flap angle will
be ;
a) 72 200 kg / 5°.
b) 67 700 kg / 15°.
c) 69 000 kg / 15°.
d) 69 700 kg / 25°.
Answer ;
b) 67 700 kg / 15°.
Çözüm ;
CLTOM hesaplamaları yapılırken baz alınan değer durgun hava şartlarıdır , yani sakin rüzgar. Bu durumda verilen rüzgar
düzeltmeleri sadece FLLTOM ( Field Length Limited TOM ) için uygulanacaktır. Soruda rüzgar bileşeni 5 knot arka rüzgar
olarak verilmiştir , bu da ; 360 x 5 = 1 800 kg’a karşılık gelmektedir. Bu düzeltmeyi TOM’a uyguladığımızda ;
5° flap için MTOM = 66 000 – 1 800 = 64 200 kg , FLLTOM = 72 200 kg ,
Görüldüğü üzere 15° flap kullanıldığında CLTOM ve FLLTOM limitlerinin her ikisi de aşılmamakta ve en optimum değeri
vermektedir. Cevap ; 67 700 kg / 15°.
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0225. The drift down procedure specifies requirements concerning the ;
a) climb gradient during the descent to the net level-off altitude.
b) weight during landing at the alternate.
c) engine power at the altitude at which engine failure occurs.
d) obstacle clearance after engine failure.
Answer ;
d) obstacle clearance after engine failure.
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0226. The drift down requirements are based on ;
a) the landing mass limit at the alternate.
b) the obstacle clearance during a descent to the new cruising altitude if an engine has failed.
c) the maximum flight path gradient during the descent.
d) the actual engine thrust output at the altitude of engine failure.
Answer ;
b) the obstacle clearance during a descent to the new cruising altitude if an engine has failed.
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0227. The effect of a higher take-off flap setting up to the maximum certified take-off flap setting is ;
a) a decrease of both the field length limited take-off mass and the climb limited take-off mass.
b) an increase of both the field length limited take-off mass and the climb limited take-off mass.
c) an increase of the field length limited take-off mass but a decrease of the climb limited take-off mass.
d) a decrease of the field length limited take-off mass but an increase of the climb limited take-off mass.
Answer ;
c) an increase of the field length limited take-off mass but a decrease of the climb limited take-off mass.
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0228. The effect of a higher take-off flap setting up to the optimum is ;
a) an increase of both the field length limited take-off mass and the climb limited take-off mass.
b) an increase of the field length limited take-off mass but a decrease of the climb limited take-off mass.
c) a decrease of both the field length limited take-off mass and the climb limited take-off mass.
d) a decrease of the field length limited take-off mass but an increase of the climb limited take-off mass.
Answer ;
b) an increase of the field length limited take-off mass but a decrease of the climb limited take-off mass.
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0229. The effect that an increased outside air temperature has on the climb performance of an aeroplane is that it ;
a) reduces both the climb gradient and the rate of climb.
b) increases the climb gradient and decreases the rate of climb.
c) does not affect the climb performance.
d) reduces the climb gradient and increases the rate of climb.
Answer ;
a) reduces both the climb gradient and the rate of climb.
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0230. The effects of an increased ambient air temperature beyond the flat rating cut-off temperature of the engines on (i) the field-
length-limited take-off mass and (ii) the climb-limited take-off mass are ;
a) (i) Decrease , (ii) Decrease.
b) (i) Increase , (ii) Decrease.
c) (i) Decrease , (ii) Increase.
d) (i) Increase , (ii) Increase.
Answer ;
a) (i) Decrease , (ii) Decrease.
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0231. The engine failure take-off run is ;
a) 1.5 times the distance from the point of brake release to a point equidistant between the point at which VLOF
is reached and the point at which the aeroplane attains a height of 35 ft above the runway with all engines
operative.
b) the horizontal distance along the take-off path from the start of the take-off to a point equidistant between the
c) the distance of the point of brake release to a point equidistant between the point at which VLOF is reached
and the point at which the aeroplane attains a height of 50 ft above the runway assuming a failure of the
critical engine at V1.
d) 1.15 times the distance from the point of brake release to the point at which VLOF is reached assuming a
failure of the critical engine at V1.
Answer ;
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0232. The first segment of the take-off flight path ends ;
a) at completion of gear retraction.
b) at completion of flap retraction.
c) at 35 ft above the runway.
d) at reaching V2.
Answer ;
a) at completion of gear retraction.
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0233. The flight manual of a light twin engine recommends two cruise power settings , 65 and 75%. The 75% power setting in
relation to the 65 % results in ;
a) an increase in speed , fuel consumption and fuel-burn/distance.
b) same speed and fuel-burn/distance , but an increase in the fuel-burn per hour.
c) same speed and an increase of the fuel-burn per hour and fuel-burn/distance.
d) an increase in speed and fuel-burn/distance , but an unchanged fuel-burn per hour.
Answer ;
a) an increase in speed , fuel consumption and fuel-burn/distance.
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0234. The following parameters affect the take off ground run ;
1. decreasing take off mass
2. increasing take off mass
3. increasing density
4. decreasing density
5. increasing flap setting
6. decreasing flap setting
7. increasing pressure altitude
8. decreasing pressure altitude
Which parameters will decrease the take off ground run ?
a) 2 , 4 , 5 and 7.
b) 2 , 3 , 6 and 7.
c) 1 , 3 , 5 and 8.
d) 1 , 4 , 6 and 8.
Answer ;
c) 1 , 3 , 5 and 8.
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0235. The induced drag of an aeroplane ;
a) decreases with increasing gross weight.
b) increases with increasing airspeed.
c) decreases with increasing airspeed.
d) is independent of the airspeed.
Answer ;
c) decreases with increasing airspeed.
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0236. The induced drag of an aeroplane at constant mass in un-accelerated level flight is greatest at ;
a) VMO.
b) VS1.
c) VA.
d) the lowest achievable speed at a given configuration.
Answer ;
d) the lowest achievable speed at a given configuration.
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0237. The intersections of the thrust available and the drag curve are the operating points of the aeroplane ;
a) in descent with constant IAS.
b) in unaccelerated climb.
c) in unaccelerated level flight.
d) in accelerated level flight.
Answer ;
c) in unaccelerated level flight.
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0238. The landing field length required for jet aeroplanes at the alternate ( wet condition ) is the demonstrated landing distance plus
a) 67%.
b) 43%.
c) 92%.
d) 70%.
Answer ;
c) 92%.
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0239. The landing field length required for turbojet aeroplanes at the destination ( wet condition ) is the demonstrated landing
distance plus ;
a) 43%
b) 67%
c) 92%
d) 70%
Answer ;
c) 92%
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0240. The landing reference speed VREF has , in accordance with JAR 25 , the following margins above reference stall speed in
landing configuration ;
a) 15%
b) 20%
c) 10%
d) 23%
Answer ;
d) 23%
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0241. The length of a clearway may be included in ;
a) the accelerate-stop distance available.
b) the take-off distance available.
c) the take-off run available.
d) the distance to reach V1.
Answer ;
b) the take-off distance available.
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0242. The lift coefficient decreases during a glide with constant Mach number , mainly because the ;
a) TAS decreases.
b) IAS increases.
c) glide angle increases.
d) aircraft mass decreases.
Answer ;
b) IAS increases.
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0243. The load factor in a turn in level flight with constant TAS depends on ;
a) the radius of the turn and the weight of the aeroplane.
b) the bank angle only.
c) the true airspeed and the bank angle.
d) the radius of the turn and the bank angle.
Answer ;
b) the bank angle only.
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0244. The long range cruise speed is in relation to the speed for maximum range cruise ;
a) Depending on the OAT and net mass.
b) Depending on density altitude and mass.
c) Lower.
d) Higher.
Answer ;
d) Higher.
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0245. The long-range cruise speed is selected because ;
a) the higher speed achieves 99% of the maximum still-air range.
b) it is the cruise-climb speed for one or two engines inoperative.
c) it is the best speed for economy.
d) it achieves the specific range with a headwind.
Answer ;
a) the higher speed achieves 99% of the maximum still-air range.
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0246. The lowest point of the thrust required curve of a jet aeroplane is the point for ;
a) maximum specific range.
b) minimum drag.
c) minimum specific range.
d) maximum endurance.
Answer ;
b) minimum drag.
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0247. The lowest take-off safety speed ( V2min ) is ;
a) 1.20 VSR for all aeroplanes.
b) 1.20 VSR for all turbo-propeller aeroplanes.
c) 1.13 VSR for two- and three-engine turbo-propeller and turbojet aeroplanes.
d) 1.15 VSR for all turbojet and turbo-propeller aeroplanes.
Answer ;
c) 1.13 VSR for two- and three-engine turbo-propeller and turbojet aeroplanes.
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0248. The maximum indicated air speed of a piston engine aeroplane without turbo charger , in level flight , is reached ;
a) at the optimum cruise altitude.
b) at the lowest possible altitude.
c) at the practical ceiling.
d) at the service ceiling.
Answer ;
b) at the lowest possible altitude.
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0249. The maximum mass for landing could be limited by ;
a) the climb requirements with one engine inoperative in the approach configuration.
b) the climb requirements with all engines in the landing configuration but with gear up.
c) the climb requirements with all engines in the approach configuration.
d) the climb requirements with one engine inoperative in the landing configuration.
Answer ;
a) the climb requirements with one engine inoperative in the approach configuration.
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0250. The maximum operating altitude for a certain aeroplane with a pressurised cabin ;
a) is dependent on aerodynamic ceiling.
b) is the highest pressure altitude certified for normal operation.
c) is dependent on the OAT.
d) is only certified for four-engine aeroplanes.
Answer ;
b) is the highest pressure altitude certified for normal operation.
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0251. The maximum rate of climb that can be maintained at the absolute ceiling is ;
a) 125 ft/min.
b) 100 ft/min.
c) 0 ft/min.
d) 500 ft/min.
Answer ;
c) 0 ft/min.
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0252. The maximum speed in horizontal flight occurs when ;
a) the thrust is equal to minimum drag.
b) the maximum thrust is equal to the total drag.
c) the thrust is equal to the maximum drag.
d) the thrust does not increase further with increasing speed.
Answer ;
b) the maximum thrust is equal to the total drag.
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0253. The “maximum tyre speed” limits ;
a) VLOF in terms of ground speed.
b) V1 in kt TAS.
c) V1 in kt ground speed.
d) VR , or VMU if this is lower than VR.
Answer ;
a) VLOF in terms of ground speed.
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0254. The minimum climb gradient required on the 2nd flight path segment after the take-off of a jet aeroplane is defined by the
following parameters ;
1. Gear up
2. Gear down
3. Wing flaps retracted
4. Wing flaps in take-off position
5. N engines at the take-off thrust
6. ( N-1 ) engines at the take-off thrust
7. Speed over the path equal to V2 + 10 kt
8. Speed over the path equal to 1.3 VS
9. Speed over the path equal to V2
10. At a height of 35 ft above the runway
The correct statements are ;
a) 1 , 4 , 6 , 9.
b) 1 , 5 , 8 , 10.
c) 1 , 4 , 5 , 10.
d) 2 , 3 , 6 , 9.
Answer ;
a) 1 , 4 , 6 , 9.
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0255. The minimum value of V2 must exceed VMC by ;
a) 30%
b) 20%
c) 15%
d) 10%
Answer ;
d) 10%
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0256. The net flight path gradient after take-off compared to the actual climb gradient is ;
a) smaller.
b) larger.
c) depends on type of aircraft and may be smaller or larger respectively.
d) equal.
Answer ;
a) smaller.
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0257. The one engine out take-off run is the distance between the brake release point and ;
a) the point where V2 is reached.
b) the point half way between V1 and V2.
c) the lift-off point.
d) the middle of the segment between VLOF point and 35 ft point.
Answer ;
d) the middle of the segment between VLOF point and 35 ft point.
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0258. The optimum altitude ;
a) decreases as mass decreases.
b) is the altitude at which the specific range reaches its minimum.
c) increases as mass decreases and is the altitude at which the specific range reaches its maximum.
d) is the altitude up to which cabin pressure of 8 000 ft can be maintained.
Answer ;
c) increases as mass decreases and is the altitude at which the specific range reaches its maximum.
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0259. The optimum cruise altitude increases ;
a) if the temperature ( OAT ) is increased.
b) if the aeroplane mass is decreased.
c) if the tailwind component is decreased.
d) if the aeroplane mass is increased.
Answer ;
b) if the aeroplane mass is decreased.
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0260. The optimum cruise altitude is ;
a) the pressure altitude at which the best specific range can be achieved.
b) the pressure altitude at which the fuel flow is a maximum.
c) the pressure altitude at which the speed for high speed buffet as TAS is a maximum.
d) the pressure altitude up to which a cabin altitude of 8000 ft can be maintained.
Answer ;
a) the pressure altitude at which the best specific range can be achieved.
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0261. The optimum long-range cruise altitude for a turbojet aeroplane ;
a) is only dependent on the outside air temperature.
b) is always equal to the powerplant ceiling.
c) increases when the aeroplane mass decreases.
d) is independent of the aeroplane mass.
Answer ;
c) increases when the aeroplane mass decreases.
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0262. The pilot of a light twin engine aircraft has calculated a 4000 m service ceiling , based on the forecast general conditions for
the flight and a take-off mass of 3250 kg. If the take-off mass is 3000 kg , the service ceiling will be ;
a) only a new performance analysis will determine if the service ceiling is higher or lower than 4000 m.
b) higher than 4000 m.
c) less than 4000 m.
d) unchanged , equal to 4000 m.
Answer ;
b) higher than 4000 m.
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0263. 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) unchanged.
b) improved.
c) degraded.
d) unchanged , if a short field take-off is adopted.
Answer ;
c) degraded.
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0264. The point at which a tangent out of the origin touches the power required curve ;
a) is the point where Drag coefficient is a minimum.
b) is the point where the Lift to Drag ratio is a minimum.
d) is the maximum drag speed.
Answer ;
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0265. The point where Drag coefficient/Lift coefficient is a minimum is ;
a) on the “back side” of the drag curve.
b) at stalling speed ( VS ).
c) the lowest point of the drag curve.
d) the point where a tangent from the origin touches the drag curve.
Answer ;
c) the lowest point of the drag curve.
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0266. The rate of climb ;
a) is the horizontal component of the true airspeed.
b) is approximately climb gradient times true airspeed divided by 100.
c) is angle of climb times true airspeed.
d) is the downhill component of the true airspeed.
Answer ;
b) is approximately climb gradient times true airspeed divided by 100.
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0267. The rate of climb is approximately equal to ;
a) the still-air gradient divided by the TAS.
b) the angle of climb multiplied by the TAS.
c) the angle of climb divided by the TAS.
d) the still-air gradient multiplied by the TAS.
Answer ;
d) the still-air gradient multiplied by the TAS.
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0268. The relationship of the reference landing speed ( VREF ) to the reference stalling speed in the landing configuration ( VSRO ) is
that VREF may not be below ;
a) 1.23 VSRO.
b) 1.32 VSRO.
c) VSRO.
d) 1.1 VSRO.
Answer ;
a) 1.23 VSRO.
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0269. The requirements of the take-off net flight path for a Class A aeroplane assume ;
a) the failure of two engines of a three-engined or four-engined aeroplane at VEF.
b) the failure of any engine of a multi-engined aeroplane at VR.
c) the failure of the critical engine of a multi-engined aeroplane at VEF.
d) the failure of any engine of a multi-engined aeroplane at VEF.
Answer ;
c) the failure of the critical engine of a multi-engined aeroplane at VEF.
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0270. The requirements with regard to take-off flight path and the climb segments are only specified for ;
a) the failure of the critical engine on a multi-engines aeroplane.
b) the failure of two engines on a multi-engine aeroplane.
c) the failure of any engine on a multi-engine aeroplane.
d) 2 engine aeroplane.
Answer ;
a) the failure of the critical engine on a multi-engines aeroplane.
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0271. The result of a higher flap setting up to the optimum at take-off is ;
a) a higher V1.
b) an increased acceleration.
c) a longer take-off run.
d) a shorter ground roll.
Answer ;
d) a shorter ground roll.
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0272. The second segment begins ;
a) when flaps are selected up.
b) when acceleration starts from V2 to the speed for flap retraction.
c) when flap retraction begins.
d) when landing gear is fully retracted.
Answer ;
d) when landing gear is fully retracted.
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0273. The speed for best rate of climb is called ;
a) VX.
b) VO.
c) VY.
d) V2.
Answer ;
c) VY.
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0274. The speed for maximum endurance ;
a) is the lower speed to achieve 99% of maximum specific range.
b) is always higher than the speed for maximum specific range.
c) is always lower than the speed for maximum specific range.
d) can either be higher or lower than the speed for maximum specific range.
Answer ;
c) is always lower than the speed for maximum specific range.
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0275. The speed for maximum lift/drag ratio will result in ;
a) the maximum range for a jet aeroplane.
b) the maximum angle of climb for a propeller driven aeroplane.
c) the maximum endurance for a propeller driven aeroplane.
d) the maximum range for a propeller driven aeroplane.
Answer ;
d) the maximum range for a propeller driven aeroplane.
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0276. The speed range between low speed buffet and high speed buffet ;
a) decreases with increasing mass and is independent of altitude.
b) increases with increasing mass.
c) is only limiting at low altitudes.
d) decreases with increasing mass and increasing altitude.
Answer ;
d) decreases with increasing mass and increasing altitude.
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0277. The speed used to determine the “maximum tyre-speed limit” is the ;
a) EAS.
b) ground speed.
c) TAS.
d) IAS.
Answer ;
b) ground speed.
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0278. The speed V1 is defined as ;
a) take-off climb speed.
b) engine failure speed.
c) speed for best angle of climb.
d) take-off decision speed.
Answer ;
d) take-off decision speed.
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0279. The speed V2 is ;
a) the lowest safety airspeed at which the aeroplane is under control with aerodynamic surfaces in the case of an
engine failure.
b) the lowest airspeed required to retract flaps without stall problems.
c) that speed at which the PIC should decide to continue or not the take-off in the case of an engine failure.
d) the take-off safety speed.
Answer ;
d) the take-off safety speed.
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0280. The speed V2 is defined for jet aeroplane as ;
a) take-off climb speed or speed at 35 ft.
b) critical engine failure speed.
c) take-off decision speed.
d) lift off speed.
Answer ;
a) take-off climb speed or speed at 35 ft.
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0281. The speed VLO is defined as ;
a) lift off speed.
b) landing gear operating speed.
c) design low operating speed.
d) long distance operating speed.
Answer ;
b) landing gear operating speed.
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0282. The speed VR ;
a) must be higher than V2.
b) must be higher than VLOF.
c) must be equal to or lower than V1.
d) is the speed at which rotation to the lift-off angle of attack is initiated.
Answer ;
d) is the speed at which rotation to the lift-off angle of attack is initiated.
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0283. The speed VSR is defined as ;
a) speed for best specific range.
b) design stress speed.
c) safe rotation speed for take-off .
d) as reference stall speed and may not be less than 1-g stall speed.
Answer ;
d) as reference stall speed and may not be less than 1-g stall speed.
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0284. The stalling speed or the minimum steady flight speed at which the aeroplane is controllable in landing configuration is
abbreviated as ;
a) VSO.
b) VS.
c) VMC.
d) VS1.
Answer ;
a) VSO.
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0285. The stopway is an area which allows an increase only in the ;
a) take-off distance available.
b) take-off run available.
c) landing distance available.
d) accelerate-stop distance available.
Answer ;
d) accelerate-stop distance available.
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0286. The take-off distance available is ;
a) the runway length plus half of the clearway.
b) the runway length minus stopway.
c) the length of the take-off run available plus the length of the clearway available.
d) the total runway length , without clearway even if this one exists.
Answer ;
c) the length of the take-off run available plus the length of the clearway available.
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0287. The take-off distance of an aircraft is 600 m in standard atmosphere , no wind at 0 ft pressure-altitude. Using the following
corrections ;
“± 20 m / 1000 ft field elevation”
“–5 m / kt headwind”
“+ 10 m / kt tail wind”
“± 15 m / % runway slope”
“± 5 m / °C deviation from standard temperature”
The take-off distance from an airport at 1000 ft elevation , temperature 17°C , QNH 1013.25 hPa , 1% up-slope , 10 kt tail
wind is ;
a) 715 m.
b) 685 m.
c) 555 m.
d) 755 m.
Answer ;
d) 755 m.
Çözüm ;
Uçağın ISA koşullarında rüzgarsız bir havada ve 0 ft basınç irtifasında kalkış mesafesi 600 metredir. Uçak 1000 ft rakıma
sahip bir meydandan QNH’in 1013 hPa , sıcaklığın +17°C olduğu şartlarda ve 10 kt arka rüzgar ile 1% yukarı eğime sahip
pistten kalkış yapacaktır.
Verilen düzeltme değerlerini uygularsak ;
1000 ft rakım için +20 metre , 1000 ft’deki ISA sıcaklık sapması +4°C [ 15 – ( 1 x 2 ) = +13°C → 17°C – 13°C = +4°C ]
için ; 4 x 5 = +20 metre , pist eğimi için ; +15 metre , arka rüzgar için ; 10 x 10 = +100 metre , toplam düzeltme miktarı ;
20 + 20 + 15 + 100 = 155 m , bu değeri referans değeri olan 600 m ile topladığımızda ; 600 + 155 = 755 m olarak bulunur.
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0288. The take-off distance of an aircraft is 800 m in standard atmosphere , no wind at 0 ft pressure-altitude. Using the following
corrections ;
“± 20 m / 1000 ft field elevation”
“–5 m / kt headwind”
“+ 10 m / kt tail wind”
“± 15 m / % runway slope”
“± 5 m / °C deviation from standard temperature”
The take-off distance from an airport at 2000 ft elevation , temperature 21°C , QNH 1013.25 hPa , 2% up-slope , 5 kt tail
wind is ;
a) 810 m.
b) 970 m.
c) 870 m.
d) 890 m.
Answer ;
b) 970 m.
Çözüm ;
Uçağın ISA koşullarında rüzgarsız bir havada ve 0 ft basınç irtifasında kalkış mesafesi 800 metredir. Uçak 2000 ft rakıma
sahip bir meydandan QNH’in 1013 hPa , sıcaklığın +21°C olduğu şartlarda ve 5 kt arka rüzgar ile 2% yukarı eğime sahip
pistten kalkış yapacaktır.
Verilen düzeltme değerlerini uygularsak ;
2000 ft rakım için +40 metre , 2000 ft’deki ISA sıcaklık sapması +10°C [ 15 – ( 2 x 2 ) = +11°C → 21°C – 11°C = +10°C ]
için ; 10 x 5 = +50 metre , pist eğimi için ; +30 metre , arka rüzgar için ; 5 x 10 = +50 metre , toplam düzeltme miktarı ;
40 + 50 + 30 + 50 = 170 m , bu değeri referans değeri olan 800 m ile topladığımızda ; 800 + 170 = 970 m olarak bulunur.
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0289. The take-off distance required increases ;
a) due to head wind because of the drag augmentation.
b) due to downhill slope because of the smaller angle of attack.
c) due to slush on the runway.
d) due to lower gross mass at take-off.
Answer ;
c) due to slush on the runway.
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0290. The take-off mass could be limited by ;
a) the maximum brake energy only.
b) the take-off distance available ( TODA ) , the maximum brake energy and the climb gradient with one engine
inoperative.
c) the take-off distance available ( TODA ) only.
d) the climb gradient with one engine inoperative.
Answer ;
b) the take-off distance available ( TODA ) , the maximum brake energy and the climb gradient with one engine
inoperative.
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0291. The take-off mass of an aeroplane is restricted by the climb limit. What would be the effect on this limit of an increase in the
headwind component ?
a) The climb limited take-off mass would decrease.
b) None.
c) The climb limited take-off mass would increase.
d) The effect would vary depending upon the height of any obstacle within the net take-off flight path.
Answer ;
b) None.
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0292. The take-off run is ;
a) 1.5 times the distance from the point of brake release to a point equidistant between the point at which VLOF
is reached and the point at which the aeroplane attains a height of 35 ft above the runway with all engines
operative.
c) the distance of the point of brake release to a point equidistant between the point at which VLOF is reached
and the point at which the aeroplane attains a height of 50 ft above the runway assuming a failure of the
critical engine at V1.
d) 1.15 times the distance from the point of brake release to the point at which VLOF is reached assuming a
failure of the critical engine at V1.
Answer ;
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0293. The take-off runway performance requirements for transport category aeroplanes are based upon ;
a) one engine inoperative only.
b) failure of the critical engine or all engines operating whichever requirement gives the greater distance.
c) failure of the critical engine only.
d) all engines operating only.
Answer ;
b) failure of the critical engine or all engines operating whichever requirement gives the greater distance.
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0294. The take-off safety speed V2 for two-engine or three-engine turbo propeller powered aeroplanes may not be less than ;
a) 1.13 VSR.
b) 1.15 VSR.
c) 1.15 VS1.
d) 1.25 VS.
Answer ;
a) 1.13 VSR.
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0295. The tangent from the origin to the power required against true airspeed curve , for a jet aeroplane , determines the speed for ;
a) minimum power.
b) critical angle of attack.
c) maximum specific range.
Answer ;
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0296. The thrust of a jet engine at constant RPM ;
a) increases in proportion to the airspeed.
b) is inversely proportional to the airspeed.
c) is independent of the airspeed.
d) does not change with changing altitude.
Answer ;
a) increases in proportion to the airspeed.
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0297. The use of reduced take-off thrust is permitted , only if ;
a) the take-off distance available is lower than the take-off distance required one engine out at V1.
b) the actual take-off mass ( TOM ) is greater than the climb limited TOM.
c) the actual take-off mass ( TOM ) including a margin is greater than the performance limited TOM.
d) the actual take-off mass ( TOM ) is lower than the field length limited TOM.
Answer ;
d) the actual take-off mass ( TOM ) is lower than the field length limited TOM.
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0298. The value of V1 has to be equal to or higher than ;
a) V2.
b) V R.
c) VMCG.
d) VMC.
Answer ;
c) VMCG.
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0299. The vertical interval by which a Class A aeroplane must avoid all obstacles in the drift-down path , during the drift-down
following an engine failure is ;
a) 1000 ft.
b) 35 ft.
c) 2000 ft.
d) 1500 ft.
Answer ;
c) 2000 ft.
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0300. To achieve the maximum range over ground with headwind the airspeed should be ;
a) equal to the speed for maximum range cruise with no wind.
b) higher compared to the speed for maximum range cruise with no wind.
c) lower compared to the speed for maximum range cruise with no wind.
d) reduced to the gust penetration speed.
Answer ;
b) higher compared to the speed for maximum range cruise with no wind.
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0301. To minimize the risk of hydroplaning during landing the pilot should ;
a) postpone the landing until the risk of hydroplaning no longer exists.
b) use normal landing- , braking- and reverse technique.
c) make a “positive” landing and apply maximum reverse thrust and brakes as quickly as possible.
d) use maximum reverse thrust , and should start braking below the hydroplaning speed.
Answer ;
c) make a “positive” landing and apply maximum reverse thrust and brakes as quickly as possible.
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0302. 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 the lighter aeroplane will always glide further than the heavier aeroplane.
b) There is no difference between the descent characteristics of the two aeroplanes.
c) At a given angle of attack , both the vertical and the forward speed are greater for the heavier aeroplane.
d) At a given angle of attack the heavier aeroplane will always glide further than the lighter aeroplane.
Answer ;
c) At a given angle of attack , both the vertical and the forward speed are greater for the heavier aeroplane.
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0303. Two identical turbojet aeroplanes ( whose specific fuel consumption is assumed to be constant ) are in a holding pattern at
the same altitude. The mass of the first one is 95 000 kg and its hourly fuel consumption is equal to 3100 kg/h. Since the mass of the
second one is 105 000 kg , its hourly fuel consumption is ;
a) 3426 kg/h.
b) 3602 kg/h.
c) 3259 kg/h.
d) 3787 kg/h.
Answer ;
a) 3426 kg/h.
Çözüm ;
Yakıt tüketimleri sabit kabul edilen ve aynı olan bu iki uçağın ağırlıkları farklıdır. Yakıt akışı ağırlıkla aynı oranda artacağı
veya azalacağı için kuracağımız eşitlik ( burada ikinci uçağın yakıt akışını “Y” olarak niteliyoruz ) ;
( 3100 : 95 000 ) = ( Y : 105 000 )
Y = ( 3100 x 105 000 ) : 95 000 = 325 500 000 : 95 000 = 3426,3 ≈ 3426 kg/h.
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0304. Two identical turbojet aeroplane ( whose specific fuel consumptions are considered to be equal ) are at holding speed at the
same altitude. The mass of the first aircraft is 130 000 kg and its hourly fuel consumption is 4300 kg/h. The mass of the second
aircraft is 115 000 kg and its hourly fuel consumption is ;
a) 3578 kg/h.
b) 3365 kg/h.
c) 4044 kg/h.
d) 3804 kg/h.
Answer ;
d) 3804 kg/h.
Çözüm ;
Yakıt tüketimleri sabit kabul edilen ve aynı olan bu iki uçağın ağırlıkları farklıdır. Yakıt akışı ağırlıkla aynı oranda artacağı
veya azalacağı için kuracağımız eşitlik ( burada ikinci uçağın yakıt akışını “Y” olarak niteliyoruz ) ;
( 4300 : 130 000 ) = ( Y : 115 000 )
Y = ( 4300 x 115 000 ) : 130 000 = 494 500 000 : 130 000 = 3803,8 ≈ 3804 kg/h.
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0305. Under which condition should you fly considerably lower ( 4000 ft or more ) than the optimum altitude ?
a) If the maximum altitude is below the optimum altitude.
b) If the temperature is lower at the low altitude ( high altitude inversion ).
c) If at the lower altitude either considerably less headwind or considerably more tailwind can be expected.
d) If at the lower altitude either more headwind or less tailwind can be expected.
Answer ;
c) If at the lower altitude either considerably less headwind or considerably more tailwind can be expected.
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0306. Uphill slope ;
a) increases the allowed take-off mass.
b) decreases the take-off distance only.
c) decreases the accelerate stop distance only.
d) increases the take-off distance more than the accelerate stop distance.
Answer ;
d) increases the take-off distance more than the accelerate stop distance.
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Using the climb performance chart , for the single engine aeroplane , determine the ground distance to reach a height of 1500
ft above the reference zero in the following conditions. Given ;
OAT at Take-off : ISA , Airport pressure altitude : 5000 ft
Aeroplane mass : 3300 lbs , Speed : 100 KIAS , Wind component : 5 kts Tailwind
a) 18 909 ft
b) 20 109 ft Height Difference ( ft )
Still Air Distance ( ft ) = x 100
c) 15 640 ft Gradient
d) 16 665 ft
Answer ; Ground speed ( kt )
c) 15 640 ft Ground Distance ( ft ) = Still Air Distance ( ft ) x
TAS
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır , başlangıç değerini bulmak için Öncelikle 5000 feet’de ISA’ya göre
olması gereken sıcaklık bulunur. Deniz seviyesinde ISA’ya göre sıcaklık +15°C ve bu sıcaklık yükseklikle beraber her 1000
feet’de 2°C azalacağına göre ; +15°C – ( 2°C x 5 ) = +5°C.
+5°C’yi başlangıç noktasıdır , bu noktadan yukarıya doğru 5000 ft olan PRESSURE ALTITUDE çizgisine kadar ( 6000
çizgisi ile 4000 çizgisi arası ) çıkılır. Daha sonra referans çizgisine ( REF LINE ) doğru dik bir hat çizilir. Referans hattından
itibaren , burada belirtilmiş olan paralel hatlar takip edilir ve uçağın ağırlığı olan 3300 libre ağırlık ile kesişene kadar hat
devam ettirilir. Buradan itibaren RATE OF CLIMB skalasına doğru dik bir hat daha çizilir ve son referans hattına gelinmiş
olur. Devam edebilmek için TAS değeri gereklidir bunu bulmak için DR kompitürünü kullanacağız ;
DR kompitüründe “Pressure altitude” kısmındaki 5 ile “Air temperature “ kısmındaki +5 çakıştırılır. Đç skaladaki 10 değeri
( 100 kt IAS/CAS ) karşısından dış skalada 10.8 , yani 108 kt TAS değeri okunur. Groud speed ise ; 108 + 5 = 113 kt’dir.
Son referans hattından itibaren CLIMB GRADIENT eğrileri takip edilir ve 108 kt TAS değeri ile çakıştığı noktada CLIMB
GRADIENT skalasına dik bir hat çizilir. Tırmanış gradient’i olarak okunan değer 9.7%’dir.
Soruda ; 0 ( sıfır ) referans hattından sonra 1500 ft yüksekliğe ulaşıldığı sırada kat edilen yer mesafesi sorulmuştur. Burada 0
referans hattı 50 ft olan “screen height”tır , dolayısıyla alınması gereken irtifa 1500 – 50 = 1450 ft’dir. Kullanacağımız
formüller yukarıdadır ( Bu formüller CAP 698 , Section 2 , 3.2.3’den alınmıştır ).
Still air distance = ( Height difference : Gradient ) x 100 = ( 1450 : 9.7 ) x 100 = 149.48 x 100 = 14 948 ft
Ground distance = Still air distance x ( Ground speed : TAS ) = 14 948 x ( 113 : 108 ) = 14 948 x 1.04629 = 15 640 ft
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Using the climb performance chart , for the single engine aeroplane , determine the ground distance to reach a height of 2000
ft above the reference zero in the following conditions. Given ;
OAT at take-off : 25°C , Airport pressure altitude : 1000 ft
Aeroplane mass : 3600 lbs , Speed : 100 KIAS
Wind component : 15 kts Headwind
a) 14 500 ft
b) 15 400 ft Height Difference ( ft )
Still Air Distance ( ft ) = x 100
c) 16 500 ft Gradient
d) 16 000 ft
Answer ; Ground speed ( kt )
b) 15 400 ft Ground Distance ( ft ) = Still Air Distance ( ft ) x
TAS
Çözüm ;
AIR TEMPERATURE kısmında +25°C başlangıç noktasıdır , bu noktadan yukarıya doğru 1000 ft olan PRESSURE
ALTITUDE çizgisine kadar ( SL çizgisi ile 2000 ft çizgisi arası ) çıkılır. Daha sonra referans çizgisine ( REF LINE ) doğru
dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş olan paralel hatlar takip edilir ve uçağın ağırlığı olan 3600
libre ağırlık ile kesişene kadar hat kısa bir şekilde devam ettirilir. Buradan itibaren RATE OF CLIMB skalasına doğru dik bir
hat daha çizilir ve son referans hattına gelinmiş olur. Devam edebilmek için TAS değeri gereklidir bunu bulmak için DR
kompitürünü kullanacağız ;
( 100 kt IAS/CAS ) karşısından dış skalada 10.3 , yani 103 kt TAS değeri okunur. Groud speed ise ; 103 – 15 = 88 kt’dir.
Son referans hattından itibaren CLIMB GRADIENT eğrileri takip edilir ve 103 kt TAS değeri ile çakıştığı noktada CLIMB
GRADIENT skalasına dik bir hat çizilir. Tırmanış gradient’i olarak okunan değer 10.8%’dir.
Soruda ; 0 ( sıfır ) referans hattından sonra 2000 ft yüksekliğe ulaşıldığı sırada kat edilen yer mesafesi sorulmuştur. Burada 0
referans hattı 50 ft olan “screen height”tır , dolayısıyla alınması gereken irtifa 2000 – 50 = 1950 ft’dir. Kullanacağımız
formüller yukarıdadır ( Bu formüller CAP 698 , Section 2 , 3.2.3’den alınmıştır ).
Still air distance = ( Height difference : Gradient ) x 100 = ( 1950 : 10.8 ) x 100 = 180.55 x 100 = 18 055 ft
Ground distance = Still air distance x ( Ground speed : TAS ) = 18 055 x ( 88 : 103 ) = 18 055 x 0.854 = 15 419 ≈ 15 400 ft
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Using the climb performance chart , for the single engine aeroplane , determine the rate of climb and the gradient of climb in
the following conditions. Given ;
OAT at Take-off : ISA
Airport pressure altitude : 3000 ft
Aeroplane mass : 3450 lbs
Speed : 100 KIAS
a) 1140 ft/min and 10.6%
b) 1170 ft/min and 9.9%
c) 1030 ft/min and 8.4%
d) 1140 ft/min and 8%
Answer ;
a) 1140 ft/min and 10.6%
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır , başlangıç değerini bulmak için Öncelikle 3000 feet’de ISA’ya göre
olması gereken sıcaklık bulunur. Deniz seviyesinde ISA’ya göre sıcaklık +15°C ve bu sıcaklık yükseklikle beraber her 1000
feet’de 2°C azalacağına göre ; +15°C – ( 2°C x 3 ) = +11°C.
+11°C’yi başlangıç noktasıdır , bu noktadan yukarıya doğru 3000 ft olan PRESSURE ALTITUDE çizgisine kadar ( 2000
çizgisi ile 4000 çizgisi arası ) çıkılır. Daha sonra referans çizgisine ( REF LINE ) doğru dik bir hat çizilir. Referans hattından
itibaren , burada belirtilmiş olan paralel hatlar takip edilir ve uçağın ağırlığı olan 3450 libre ağırlık ile kesişene kadar hat
devam ettirilir. Buradan itibaren RATE OF CLIMB skalasına doğru dik bir hat daha çizilir ve son referans hattına gelinmiş
olur. Devam edebilmek için TAS değeri gereklidir bunu bulmak için DR kompitürünü kullanacağız ;
( 100 kt IAS/CAS ) karşısından dış skalada 10.5 , yani 105 kt TAS değeri okunur. Son referans hattından itibaren CLIMB
GRADIENT eğrileri takip edilir ve 105 kt TAS değeri ile çakıştığı noktada CLIMB GRADIENT skalasına dik bir hat çizilir.
Tırmanış gradient’i olarak okunan değer 10.6%’dir. Cevap ; 1140 ft/min and 10.6%
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Using the Landing Diagram , for single engine aeroplane , determine the landing distance ( from a screen height of 50 ft )
required , in the following conditions. Given ;
Pressure altitude : 4000 ft
OAT : 5°C
Headwind component : 15 kt
Flaps : down
Runway : tarred and dry
Landing gear : down
a) 1550 ft
b) 1350 ft
c) 880 ft
d) 1020 ft
Answer ;
b) 1350 ft
Çözüm ;
AIR TEMPERATURE kısmında OAT değeri olan +5°C başlangıç noktasıdır , bu noktadan yukarıya doğru 4000 ft olan
PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra ikinci referans çizgisine ( REF LINE ) kadar dik bir hat çizilir.
Referans hattından itibaren , burada belirtilmiş MASS çizgileri takip edilir ve uçağın ağırlığı olan 3530 libre ağırlık ile
kesişene kadar hat devam ettirilir.Buradan itibaren rüzgar durumunu belirten ikinci referans çizgisine doğru dik bir hat daha
çizilir. Referans hattından itibaren , burada belirtilmiş olan headwind çizgilerine paralel bir şekilde , baş rüzgarı bileşeni olan
15 kt değeri ile kesişene kadar hat devam ettirilir. Buradan itibaren üçüncü referans çizgisine doğru dik bir hat daha çizilir.
Son olarak OBSTACLE HEIGHT paralel çizgileri takip edilerek uçağın yaklaşık olarak iniş mesafesi 1350 ft olarak bulunur.
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0311. ( For this question use annex 032-6586A or Flight planning Manual SEP 1 Figure 2.3 Table 2.3.1 )
Flight Planning Manual SEP 1 Figure 2.3 Table 2.3.1
Using the Power Setting Table , for the single engine aeroplane , determine the cruise TAS and fuel flow ( lbs/hr ) with full
throttle and cruise lean mixture in the following conditions ;
Given ;
OAT : 3°C
Power : Full throttle / 21,0 in/Hg./ 2100 RPM
a) 125 kt and 55,7 lbs/hr.
b) 136 kt and 56,9 lbs/hr.
c) 134 kt and 55,7 lbs/hr.
d) 131 kt and 56,9 lbs/hr.
Answer ;
c) 134 kt and 55,7 lbs/hr.
Çözüm ;
Soruda , ekteki tablo kullanılarak belirtilen şartlar ve rejim ayarlarına göre olabilecek seyir seviyesi TAS’ı ve yakıt akış
miktarı sorulmuştur. ISA’ya göre 6000 feet’de olması gereken sıcaklık = 15°C – ( 6 x 2°C ) = +3°C’dir , OAT da +3°C
olduğuna göre değerlendirmeye alacağımız kısım “ISA Dev.” sütununda “0” bölümündeki değerler olacaktır. Buna göre ;
6000 ft basınç irtifası satırının PPH ( Pounds Per Hour ) sütunu ile kesiştiği kutu yakıt akışı olan 55,7 lbs/hr değerini
göstermektedir. 6000 ft basınç irtifası satırının KTAS ( Knots True Air Speed ) sütunu ile kesiştiği kutu ise bize TAS olan
134 knot değerini verir. Cevap ; 134 kt and 55,7 lbs/hr.
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0312. ( For this question use annex 032-6585A or Flight planning Manual SEP 1 Figure 2.2 Table 2.2.3 )

Using the Power Setting Table , for the single engine aeroplane , determine the cruise TAS and fuel flow ( lbs/hr ) with full
throttle and cruise lean mixture in the following conditions ;
Given ;
OAT : 13°C
RPM : 2300
a) 159 kt and 71,7 lbs/hr
b) 160 kt and 69,3 lbs/hr
c) 158 kt and 74,4 lbs/hr
d) 160 kt and 71,1 lbs/hr
Answer ;
b) 160 kt and 69,3 lbs/hr
Çözüm ;
Soruda , ekteki tablo kullanılarak belirtilen şartlar ve rejim ayarlarına göre olabilecek seyir seviyesi TAS’ı ve yakıt akış
miktarı sorulmuştur. ISA’ya göre 8000 feet’de olması gereken sıcaklık = 15°C – ( 8 x 2°C ) = –1°C’dir , OAT +13°C
olduğuna göre hava ISA’ya 14°C daha sıcaktır , buna göre değerlendirmeye alacağımız kısım “ISA Dev.” sütununda “+20”
bölümündeki değerler olacaktır. Buna göre ; 8000 ft basınç irtifası satırının
PPH ( Pounds Per Hour ) sütunu ile kesiştiği kutu yakıt akışı olan 68,5 lbs/hr değerini
göstermektedir. 8000 ft basınç irtifası satırının KTAS ( Knots True Air Speed ) sütunu ile kesiştiği kutu ise bize TAS olan
160 knot değerini verir. Cevap ;
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0313. ( For this question use annex 032-6584A or Flight Planning Manual SEP 1 Figure 2.2 Table 2.2.3 )

Using the Power Setting Table , for the single engine aeroplane , determine the manifold pressure and fuel flow ( lbs/hr )
with full throttle and cruise lean mixture in the following conditions ;
Given ;
OAT : 13°C
RPM : 2300
a) 22,4 in.Hg and 73,8 lbs/hr
b) 22,4 in.Hg and 69,3 lbs/hr
c) 22,4 in.Hg and 71,1 lbs/hr
d) 23,0 in.Hg and 69,0 lbs/hr
Answer ;
b) 22,4 in.Hg and 69,3 lbs/hr
Çözüm ;
Soruda , ekteki tablo kullanılarak belirtilen şartlar ve rejim ayarlarına göre olabilecek manifold basıncı ve yakıt akış
miktarı sorulmuştur. ISA’ya göre 8000 feet’de olması gereken sıcaklık = 15°C – ( 8 x 2°C ) = –1°C’dir , OAT +13°C
olduğuna göre hava ISA’ya 14°C daha sıcaktır , buna göre değerlendirmeye alacağımız kısım “ISA Dev.” sütununda “+20”
bölümündeki değerler olacaktır. Buna göre ; 8000 ft basınç irtifası satırının Man. Press. ( Manifold Pressure ) sütunu ile
kesiştiği kutu manifold basıncı olan 22,4 in.Hg değerini göstermektedir. 8000 ft basınç irtifası satırının PPH ( Pounds Per
Hour ) sütunu ile kesiştiği kutu ise yakıt akışı olan 68,5 lbs/hr değerini verir.
Cevap ;
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0314. ( For this question use annex 032-6588A or Flight Planning Manual SEP 1 Figure 2.4 )
Flight Planning Manual SEP 1 Figure 2.4

Using the Range Profile Diagram , for the single engine aeroplane , determine the range , with 45 minutes reserve , in the
following conditions ;
Given:
OAT : ISA –15°C
a) 860 NM
b) 875 NM
c) 902 NM
d) 908 NM
Answer ;
c) 902 NM
Çözüm ;
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0315. ( For this question use annex 032-6587A or Flight planning Manual SEP 1 Figure 2.4 )
Flight Planning Manual SEP 1 Figure 2.4
Using the Range Profile Diagram , for the single engine aeroplane , determine the range , with 45 minutes reserve , in the
following conditions ;
Given ;
OAT : ISA +16°C
a) 865 NM
b) 851 NM
c) 911 NM
d) 739 NM
Answer ;
a) 865 NM
Çözüm ;
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0316. V1 for a balanced-field is calculated when ;
a) the acceleration/stop distance available is equal to the take-off distance available.
b) the take-off mass is field-length limited by the clearway to produce the maximum take-off mass.
c) the take-off mass is field-length limited by the stopway to produce the maximum take-off mass.
d) the speed is equal to V2.
Answer ;
a) the acceleration/stop distance available is equal to the take-off distance available.
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0317. V1 has to be ;
a) equal to or higher than V2.
b) higher than VR.
c) equal to or higher than VMCA.
d) equal to or higher than VMCG.
Answer ;
d) equal to or higher than VMCG.
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0318. V2 has to be equal to or higher than ;
a) 1.1 VMCA.
b) 1.15 VMCG.
c) 1.1 VSO.
d) 1.15 VR.
Answer ;
a) 1.1 VMCA.
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0319. VR cannot be lower than ;
a) V1 and 105% of VMCA.
b) 1.15 VS for turbo-prop with three or more engines.
c) 105% of V1 and VMCA.
d) 1.2 VS for twin and three engine jet aeroplane.
Answer ;
a) V1 and 105% of VMCA.
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0320. VX is ;
a) the speed for best rate of climb.
b) the speed for best angle of climb.
c) the speed for best specific range.
d) the speed for best angle of flight path.
Answer ;
b) the speed for best angle of climb.
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0321. VX and VY with take-off flaps will be ;
a) higher than that for clean configuration.
b) changed so that VX increases and VY decreases compared to clean configuration.
c) lower than that for clean configuration.
d) same as that for clean configuration.
Answer ;
c) lower than that for clean configuration.
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0322. What effect has a downhill slope on the take-off speeds ? The slope ;
a) decreases the TAS for take-off.
b) increases the IAS for take-off.
c) has no effect on the take-off speed V1.
d) decreases the take-off speed V1.
Answer ;
d) decreases the take-off speed V1.
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0323. What effect has a tailwind on the maximum endurance speed ?
a) The IAS will be increased.
b) Tailwind only effects holding speed.
c) No affect.
d) The IAS will be decreased.
Answer ;
c) No affect.
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0324. What happens to the drag of a jet aeroplane if , during the initial climb after take off , constant IAS is maintained ? ( Assume
a constant mass )
a) The drag increases initially and decreases thereafter.
b) The drag remains almost constant.
c) The drag decreases.
d) The drag inreases considerably.
Answer ;
b) The drag remains almost constant.
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0325. What happens when an aeroplane climbs at a constant Mach number ?
a) The lift coefficient increases.
b) The “1.3G” altitude is exceeded , so Mach buffet will start immediately.
c) The TAS continues to increase , which may lead to structural problems.
d) IAS stays constant so there will be no problems.
Answer ;
a) The lift coefficient increases.
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0326. What happens when flying at the “backside of the power curve” ?
a) The elevator must be pulled to lower the nose.
b) The speed is unstable.
c) The altitude cannot be maintained.
d) The aeroplane will not stall.
Answer ;
b) The speed is unstable.
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0327. What is the advantage of a balanced field length condition ?
a) A balanced field length gives the minimum required field length in the event of an engine failure.
b) For a balanced field length the required take-off runway length always equals the available runway length.
c) A balanced take-off provides the lowest elevator input force requirement for rotation.
d) A balanced field length provides the greatest margin between “net” and “gross” take-off flight paths.
Answer ;
a) A balanced field length gives the minimum required field length in the event of an engine failure.
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0328. What is the advantage of balancing V1 , even in the event of a climb limited take-off ?
a) The safety margin with respect to the runway length is greatest.
b) The accelerate stop distance required is the shortest.
c) The take-off distance required with one engine out at V1 is the shortest.
d) The climb limited take-off mass is the highest.
Answer ;
a) The safety margin with respect to the runway length is greatest.
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0329. What is the effect of a head wind component , compared to still air , on the maximum range speed ( IAS ) and the speed for
maximum climb angle respectively ?
a) Maximum range speed increases and maximum climb angle speed stays constant.
b) Maximum range speed increases and maximum climb angle speed increases.
c) Maximum range speed decreases and maximum climb angle speed decreases.
d) Maximum range speed decreases and maximum climb angle speed increases.
Answer ;
a) Maximum range speed increases and maximum climb angle speed stays constant.
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0330. What is the effect of increased mass on the performance of a gliding aeroplane ?
a) The speed for best angle of descent increases.
b) The gliding angle decreases.
c) The lift/drag ratio decreases.
d) There is no effect.
Answer ;
a) The speed for best angle of descent increases.
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0331. What is the effect of tail wind on the time to climb to a given altitude ?
a) The time to climb decreases.
b) The time to climb does not change.
c) The effect on time to climb will depend on the aeroplane type.
d) The time to climb increases.
Answer ;
b) The time to climb does not change.
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0332. What is the equation for the climb gradient expressed in percentage during unaccelerated flight ? ( applicable to small angles
only )
a) Climb Gradient = ( Lift/Weight ) x 100
b) Climb Gradient = ( ( Thrust + Drag )/Lift ) x 100
c) Climb Gradient = ( ( Thrust – Mass )/Lift ) x 100
d) Climb Gradient = ( ( Thrust – Drag )/Weight ) x 100
Answer ;
d) Climb Gradient = ( ( Thrust – Drag )/Weight ) x 100
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0333. 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 speed increases with increasing mass.
c) The ROC speed decreases with increasing mass.
d) The ROC and the ROC speed are independent of the mass.
Answer ;
b) The ROC speed increases with increasing mass.
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0334. What is the maximum vertical speed of a three engine turbojet aeroplane with one engine inoperative ( N-1 ) and a mass of
75000 kg ? Using the following ;
g = 10 m/s²
1 kt = 100 ft/min
SIN( Angle of climb ) = ( Thrust – Drag )/ Weight
a) +1267 ft/min
b) +3293 ft/min
c) 0 ft/min
d) –1267 ft/min
Answer ;
a) +1267 ft/min
Çözüm ;
Soruda , yukarıda verilen şartlara göre 3 motoru olan uçağın 1 motorunun çalışmadığı durumdaki dikey sürati ( ROC-Rate Of
Climb ) sorulmuştur. Öncelikle uçağın tırmanış açısını bulmak için kullanacağımız formül şu şekildedir ; ( ө = Theta )
sin ө =
W ( Weight )
Burada uçağın ağırlığı ( W ) olan 75000 kg’ı , N ( Newton ) cinsine çevirmeliyiz ;

W = 75000 kg x g = 75000 x 10 m/s² = 750 000 N
D = 553 000 N
Her bir motor için verilen Thrust değeri 300 000 N ve çalışır halde 2 motor olduğuna göre toplam olarak ;
T = 2 x 300 000 = 600 000 N , bulduğumuz bu değerleri formüle uyarladığımzda ;
sin ө = ( 600 000 – 553 000 ) : 750 000 = 47 000 : 750 000 = 0.06266 olarak uçağın tırmanış açısı bulunur. Dikey sürati
bulmak için ise kullanacağımız formül şu şekildedir ;
ROC ( Rate Of Climb ) = sin ө x TAS
sin ө = 0.06266 , TAS = 202 kt ;

ROC = 0.06266 x 202 = 12,657 kts , 1 kt = 100 ft/min olduğuna göre ROC = 12,657 x 100 = 1265,7 ≈ +1267 ft/min
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What is the minimum field length required for the worst wind situation , landing a twin jet aeroplane with the anti-skid
inoperative ?
Elevation : 2000 ft , QNH : 1013 hPa , Landing mass : 50 000 kg
Flaps : as required for minimum landing distance
Runway condition : dry
Maximum allowable tailwind : 15 kt , Maximum allowable headwind : 50 kt
a) 3100 m.
b) 2600 m.
c) 2900 m.
d) 2700 m.
Answer ;
a) 3100 m.
Çözüm ;
When you're working through the graph backwards you need to go to the variable first and then to the reference line.
The maximum tailwind we can accept is 15kts so when you come down the graph from the runway condition you must go through the
wind reference line to 15 kts tailwind and then follow the graph lines up and right back to the reference line. this gives 3100m.
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0336. What is the most important aspect of the “backside of the power curve” ?
a) The elevator must be pulled to lower the nose.
b) The aeroplane will not stall.
c) The speed is unstable.
d) The altitude cannot be maintained.
Answer ;
c) The speed is unstable.
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0337. What is the result of a large take off flap setting compared to a small take off flap setting on required Take-off Distance
( TOD ) and the field length limited Take-off Mass ( TOM ) ?
a) Decreased TOD required and increased field length limited TOM.
b) Increased TOD required and decreased field length limited TOM.
c) Increased TOD required and increased field length limited TOM.
d) Decreased TOD required and decreased field length limited TOM.
Answer ;
a) Decreased TOD required and increased field length limited TOM.
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Annex 032-915A
What is the vertical speed of a three engine turbojet aeroplane with one engine inoperative ( N-1 ) and a mass of 75 000 kg ?
Using the following ;
g = 10 m/s²
1 kt = 100 ft/min
SIN ( Angle of climb ) = ( Thrust – Drag )/ Weight
a) –1267 ft / min.
b) +3293 ft / min.
c) +1267 ft / min.
d) 0 ft / min.
Answer ;
c) +1267 ft / min.
Çözüm ;
Soruda , yukarıda verilen şartlara göre 3 motoru olan uçağın 1 motorunun çalışmadığı durumdaki dikey sürati ( ROC-Rate Of
Climb ) sorulmuştur. Öncelikle uçağın tırmanış açısını bulmak için kullanacağımız formül şu şekildedir ; ( ө = Theta )
sin ө =
W ( Weight )
Burada uçağın ağırlığı ( W ) olan 75000 kg’ı , N ( Newton ) cinsine çevirmeliyiz ;

W = 75000 kg x g = 75000 x 10 m/s² = 750 000 N
D = 553 000 N
Her bir motor için verilen Thrust değeri 300 000 N ve çalışır halde 2 motor olduğuna göre toplam olarak ;
T = 2 x 300 000 = 600 000 N , bulduğumuz bu değerleri formüle uyarladığımzda ;
sin ө = ( 600 000 – 553 000 ) : 750 000 = 47 000 : 750 000 = 0.06266 olarak uçağın tırmanış açısı bulunur. Dikey sürati
bulmak için ise kullanacağımız formül şu şekildedir ;
ROC ( Rate Of Climb ) = sin ө x TAS
sin ө = 0.06266 , TAS = 202 kt ;

ROC = 0.06266 x 202 = 12,657 kts , 1 kt = 100 ft/min olduğuna göre ROC = 12,657 x 100 = 1265,7 ≈ +1267 ft/min
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0339. What percentages of the head wind and tail wind component are taken into account when calculating the take off field length
required ?
a) 100% head wind and 100% tail wind.
b) 150% head wind and 50% tail wind.
c) 50% head wind and 150% tail wind.
d) 50% head wind and 100% tail wind.
Answer ;
c) 50% head wind and 150% tail wind.
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0340. What will be the effect on an aeroplane’s performance if aerodrome pressure altitude is decreased ?
a) It will increase the take-off ground run.
b) It will decrease the take-off distance required.
c) It will increase the take-off distance required.
d) It will increase the accelerate stop distance.
Answer ;
b) It will decrease the take-off distance required.
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0341. What will be the influence on the aeroplane performance if aerodrome pressure altitude is increased ?
a) It will increase the take-off distance available.
b) It will increase the take-off distance.
c) It will decrease the take-off run.
d) It will decrease the take-off distance.
Answer ;
b) It will increase the take-off distance.
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0342. When an aircraft takes off with the mass limited by the TODA ;
a) the “balanced take-off distance” equals 115% of the “all engine take-off distance”.
b) the end of the runway will be cleared by 35 feet following an engine failure at V1.
c) the actual take-off mass equals the field length limited take-off mass.
d) the distance from brake release to V1 will be equal to the distance from V1 to the 35 feet point.
Answer ;
c) the actual take-off mass equals the field length limited take-off mass.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0343. When compared to still air conditions , a constant headwind component ;
a) increases the best rate of climb.
b) increases the angle of flight path during climb.
c) decreases the angle of climb.
d) increases the maximum endurance.
Answer ;
b) increases the angle of flight path during climb.
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0344. When determining the maximum landing mass of a turbojet powered aeroplane during the planning phase what factor must
be used on the landing distance available ; ( dry runway )
a) 115/100
b) 1.67
c) 0.60
d) 60/115
Answer ;
c) 0.60
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0345. When flying the “Backside of Thrust curve” means ;
a) the thrust required is independent of the airspeed.
b) a lower airspeed requires less thrust because drag is decreased.
c) a thrust reduction results in an acceleration of the aeroplane.
d) a lower airspeed requires more thrust.
Answer ;
d) a lower airspeed requires more thrust.
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0346. When the outside air temperature increases beyond the flat rated temperature of the engines , the ;
a) field length limited take-off mass decreases but the climb limited take-off mass increases.
b) field length limited take-off mass and the climb limited take-off mass decreases.
c) field length limited take-off mass increases but the climb limited take-off mass decreases.
d) field length limited take-off mass and the climb limited take-off mass increases.
Answer ;
b) field length limited take-off mass and the climb limited take-off mass decreases.
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0347. When V1 has to be reduced because of a wet runway the one engine out obstacle clearance / climb performance ;
a) increases / increases.
b) remains constant / remains constant.
c) decreases / decreases.
d) decreases / remains constant.
Answer ;
d) decreases / remains constant.
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0348. Which combination of answers of the following parameters give an increase or decrease of the take off ground run ;
1. decreasing take off mass
2. increasing take off mass
3. increasing density
4. decreasing density
5. increasing flap setting
6. decreasing flap setting
7. increasing pressure altitude
8. decreasing pressure altitude
a) 1 , 4 , 6 and 8.
b) 1 , 3 , 5 and 8.
c) 2 , 3 , 6 and 7.
d) 2 , 4 , 5 and 7.
Answer ;
b) 1 , 3 , 5 and 8.
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0349. Which combination of circumstances or conditions would most likely lead to a tyre speed limited take-off ?
a) A high runway elevation and tail wind.
b) A low runway elevation and a cross wind.
c) A high runway elevation and a head wind.
d) A low runway elevation and a head wind.
Answer ;
a) A high runway elevation and tail wind.
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0350. Which cruise system gives minimum fuel consumption during cruise between top of climb and top of descent ? ( still air , no
turbulence )
a) Long range.
b) Maximum endurance.
c) Maximum range.
d) Holding.
Answer ;
c) Maximum range.
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0351. Which data can be extracted from the Buffet Onset Boundary Chart ?
a) The value of the Mach number at which low speed and shockstall occur at various masses and altitudes.
b) The value of maximum operating Mach number ( MMO ) at various masses and power settings.
c) The value of the critical Mach number at various masses and altitudes.
d) The values of the Mach number at which low speed and Mach buffet occur at various masses and altitudes.
Answer ;
d) The values of the Mach number at which low speed and Mach buffet occur at various masses and altitudes.
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0352. Which force compensates the weight in unaccelerated straight and level flight ?
a) The thrust.
b) The drag.
c) The lift.
d) The resultant from lift and drag.
Answer ;
c) The lift.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0353. Which is the correct sequence of speeds during take-off ?
a) VMCG , V1 , VR , V2.
b) V1 , VMCG , VR , V2.
c) V1 , VR , V2 , VMCA.
d) V1 , VR , VMCG , V2.
Answer ;
a) VMCG , V1 , VR , V2.
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0354. Which of the alternatives represents the correct relationship ?
a) VMCG and V1 should not exceed VR.
b) VMCL and V1 should not exceed VR.
c) VMCA and V1 should not exceed V2.
d) V2 and V1 should not exceed VMCG.
Answer ;
a) VMCG and V1 should not exceed VR.
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0355. Which of the equations below defines specific range ( SR ) ?
a) SR = Groundspeed/Total Fuel Flow
b) SR = Mach Number/Total Fuel Flow
c) SR = True Airspeed/Total Fuel Flow
d) SR = Indicated Airspeed/Total Fuel Flow
Answer ;
c) SR = True Airspeed/Total Fuel Flow
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0356. Which of the equations below expresses approximately the unaccelerated percentage climb gradient for small climb angles ?
a) Climb Gradient = ( (Thrust – Mass) / Lift ) x 100
b) Climb Gradient = ( (Thrust – Drag) / Weight ) x 100
c) Climb Gradient = ( Lift / Weight ) x 100
d) Climb Gradient = ( (Thrust + Drag) / Lift ) x 100
Answer ;
b) Climb Gradient = ( (Thrust – Drag) / Weight ) x 100
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0357. Which of the following answers is true ?
a) V1 is lower VMCG
b) V1 is higher VR
c) V1 is higher VLOF
d) V1 is lower or equal to VR
Answer ;
d) V1 is lower or equal to VR
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0358. Which of the following are to be taken into account for the runway in use for take-off ?
a) Airport elevation , runway slope , standard temperature , standard pressure and wind components.
b) Airport elevation , runway slope , outside air temperature , pressure altitude and wind components.
c) Airport elevation , runway slope , outside air temperature , standard pressure and wind components.
d) Airport elevation , runway slope , standard temperature , pressure altitude and wind components.
Answer ;
b) Airport elevation , runway slope , outside air temperature , pressure altitude and wind components.
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0359. Which of the following combinations adversely affects take-off and initial climb performance ?
a) High temperature and high relative humidity.
b) High temperature and low relative humidity.
c) Low temperature and high relative humidity.
d) Low temperature and low relative humidity.
Answer ;
a) High temperature and high relative humidity.
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0360. Which of the following combinations basically has an effect on the angle of descent in a glide ? ( Ignore compressibility
effects )
a) Mass and altitude.
b) Configuration and mass.
c) Configuration and angle of attack.
d) Altitude and configuration.
Answer ;
c) Configuration and angle of attack.
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Annex 032-2211A
Which of the following diagrams correctly shows the movement of the power required curve with increasing altitude. ( H1 <
H2 )
a) Figure a
b) Figure b
c) Figure d
d) Figure c
Answer ;
c) Figure d
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0362. Which of the following distances will increase if you increase V1 , but VR remains unchanged ?
a) All Engine Take-off distance.
b) Take-off distance.
c) Accelerate Stop Distance.
d) Take-off run.
Answer ;
c) Accelerate Stop Distance.
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0363. Which of the following factors determines the maximum flight altitude in the “Buffet Onset Boundary” graph ?
a) Economy.
b) Aerodynamics.
c) Theoretical ceiling.
d) Service ceiling.
Answer ;
b) Aerodynamics.
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0364. Which of the following factors favours the selection of a low flap setting for the take-off ?
a) Low field elevation , close-in obstacles in the climb-out path , long runway and a high ambient temperature.
b) High field elevation , no obstacles in the climb-out path , low ambient temperature and short runway.
c) High field elevation , distant obstacles in the climb-out path , long runway and a high ambient temperature.
d) Low field elevation , no obstacles in the climb-out path , short runway and a low ambient temperature.
Answer ;
c) High field elevation , distant obstacles in the climb-out path , long runway and a high ambient temperature.
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0365. Which of the following factors leads to the maximum flight time of a glide ?
a) Low mass.
b) Headwind.
c) High mass.
d) Tailwind.
Answer ;
a) Low mass.
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0366. 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) Tailwind.
b) Increase of aircraft mass.
c) Headwind.
d) Decrease of aircraft mass.
Answer ;
a) Tailwind.
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0367. Which of the following is a reason to operate an aeroplane at “long range speed” ?
a) In order to achieve speed stability.
b) In order to prevent loss of speed stability and tuck-under.
c) It is efficient to fly slightly faster than with maximum range speed.
d) The aircraft can be operated close to the buffet onset speed.
Answer ;
c) It is efficient to fly slightly faster than with maximum range speed.
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0368. Which of the following is true according to JAA regulations for turbo propeller powered aeroplanes not performing a steep
approach ?
a) Maximum Take-off Run is 0,5 x runway.
b) Maximum use of clearway is 1,5 x runway.
c) Maximum Landing Distance at the destination aerodrome and at any alternate aerodrome is 0,7 x LDA
( Landing Distance Available ).
d) Maximum Landing Distance at destination is 0,95 x LDA ( Landing Distance Available ).
Answer ;
c) Maximum Landing Distance at the destination aerodrome and at any alternate aerodrome is 0,7 x LDA
( Landing Distance Available ).
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0369. Which of the following is true with regard to VMCA ( air minimum control speed ) ?
a) VMCA only applies to four-engine aeroplanes.
b) The aeroplane will not gather the minimum required climb gradient.
c) The aeroplane is uncontrollable below VMCA.
d) Straight flight can not be maintained below VMCA , when the critical engine has failed.
Answer ;
d) Straight flight can not be maintained below VMCA , when the critical engine has failed.
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0370. Which of the following provides maximum obstacle clearance during climb ?
a) The speed , at which the flaps may be selected one position further UP.
b) The speed for maximum rate of climb.
c) 1.2VS.
d) The speed for maximum climb angle VX.
Answer ;
d) The speed for maximum climb angle VX.
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0371. Which of the following represents the maximum value for V1 assuming max tyre speed and max brake energy speed are not
limiting ?
a) V2
b) VREF
c) VR
d) VMCA
Answer ;
c) VR
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0372. Which of the following represents the minimum for V1 ?
a) VMU
b) VLOF
c) VMCG
d) VR
Answer ;
c) VMCG
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

0373. Which of the following sequences of speed for a jet aeroplane is correct ? ( from low to high speeds )
a) VS , maximum angle climb speed , maximum range speed.
b) Maximum endurance speed , maximum range speed , maximum angle of climb speed.
c) Maximum endurance speed , long range speed , maximum range speed.
d) VS , maximum range speed , maximum angle climb speed.
Answer ;
a) VS , maximum angle climb speed , maximum range speed.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0374. Which of the following sets of factors will increase the climb-limited TOM ( every factor considered independently ) ?
a) Low flap setting , low PA , low OAT.
b) Low flap setting , high PA , low OAT.
c) Low flap setting , high PA , high OAT.
d) High flap setting , low PA , low OAT.
Answer ;
a) Low flap setting , low PA , low OAT.
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0375. Which of the following statements concerning the obstacle limited take-off mass for performance class A aeroplane , is
correct ?
a) It cannot be lower than the corresponding climb limited take-off mass.
b) It should be determined on the basis of a 35 ft obstacle clearance with the respect to the “net take-off flight
path”.
c) It should not be corrected for 30° bank turns in the take-off path.
d) It should be calculated in such a way that there is a margin of 50 ft with respect to the “net take off flight
path”.
Answer ;
b) It should be determined on the basis of a 35 ft obstacle clearance with the respect to the “net take-off flight
path”.
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0376. Which of the following statements is applicable to the acceleration height at the beginning of the 3rd climb segment ?
a) There is no requirement for minimum climb performance when flying at the acceleration height.
b) The minimum one engine out acceleration height must be maintained in case of all engines operating.
c) The minimum legally allowed acceleration height is at 1500 ft.
d) The maximum acceleration height depends on the maximum time take-off thrust may be applied.
Answer ;
d) The maximum acceleration height depends on the maximum time take-off thrust may be applied.
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0377. Which of the following statements is correct ?
a) A declared safe area is an area bend the runway end which can be used for an abandoned take-off.
b) A stopway is an area beyond the end of TORA able to support the aeroplane mass during an abandoned take-
off.
c) If a clearway or stopway is used in the take-off calculations , the lift-off point may be beyond the end of
TORA.
d) A clearway is an area beyond the runway which can be used for an abandoned take-off.
Answer ;
b) A stopway is an area beyond the end of TORA able to support the aeroplane mass during an abandoned take-
off.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
a) An underrun is an area beyond the runway end which can be used for an aborted take-off.
b) A stopway means an area beyond the take-off runway , able to support the aeroplane during an aborted take-
off.
c) If a clearway or a stopway is used , the lift-off point must be attainable at least at the end of the permanent
runway surface.
d) A clearway is an area beyond the runway which can be used for an aborted take-off.
Answer ;
b) A stopway means an area beyond the take-off runway , able to support the aeroplane during an aborted take-
off.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
a) The performance limited take-off mass is independent of the wind component.
b) The accelerate stop distance required is independent of the runway condition.
c) The climb limited take-off mass is independent of the wind component.
d) The take-off distance with one engine out is independent of the wind component.
Answer ;
c) The climb limited take-off mass is independent of the wind component.
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a) VR should not be higher than 1.05 VMCG.
b) VR is the speed at which, during rotation , the nose wheel comes off the runway.
c) VR should not be higher than V1.
d) VR is the speed at which the pilot should start to rotate the aeroplane.
Answer ;
d) VR is the speed at which the pilot should start to rotate the aeroplane.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0381. Which of the following statements regarding the reduced thrust take-off technique is correct ?
a) Reduced thrust can be used when the actual take-off mass is less than the performance limited take-off mass.
b) The maximum reduction of thrust permitted for the MRJT using a reduced thrust take-off , is 20%.
c) The reduced thrust take-off technique does not preserve engine life.
d) Reduced thrust is used in order to save fuel.
Answer ;
a) Reduced thrust can be used when the actual take-off mass is less than the performance limited take-off mass.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0382. Which of the following statements with regard to the actual acceleration height at the beginning of the 3rd climb segment is
correct ?
a) A lower height than 400 ft is allowed in special circumstances e.g. noise abatement.
b) There is no legal minimum value , because this will be determined from case to case during the calculation of
the net flight path.
c) The minimum value according to regulations is 400 ft.
d) The minimum value according to regulations is 1000 ft.
Answer ;
c) The minimum value according to regulations is 400 ft.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0383. Which of the following statements with regard to the optimum cruise altitude ( best fuel mileage ) is correct ?
a) An aeroplane usually flies above the optimum cruise altitude , as this provides the largest specific range.
b) An aeroplane sometimes flies above the optimum cruise altitude , because ATC normally does not allow to
fly continuously at the optimum cruise altitude.
c) An aeroplane always flies on the optimum cruise altitude , because this is most attractive from an economy
point of view.
d) An aeroplane always flies below the optimum cruise altitude , as otherwise Mach buffet can occur.
Answer ;
b) An aeroplane sometimes flies above the optimum cruise altitude , because ATC normally does not allow to
fly continuously at the optimum cruise altitude.
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0384. Which of the following three speeds of a jet aeroplane are basically identical ? The speeds for ;
a) maximum range , minimum drag and minimum glide angle.
b) maximum drag , maximum endurance and maximum climb angle.
c) holding , maximum climb angle and minimum glide angle.
d) maximum climb angle , minimum glide angle and maximum range.
Answer ;
c) holding , maximum climb angle and minimum glide angle.
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0385. Which of the following will decrease V1 ?
a) Inoperative flight management system.
b) Increased take-off mass.
c) Inoperative anti-skid.
d) Increased outside air temperature.
Answer ;
c) Inoperative anti-skid.
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0386. Which of the jet engine ratings below is not a certified rating ?
a) Maximum Take-off Thrust.
b) Go-Around Thrust.
c) Maximum Cruise Thrust.
d) Maximum Continuous Thrust.
Answer ;
c) Maximum Cruise Thrust.
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0387. Which one of the following is not affected by a tail wind ?
a) the obstacle limited take-off mass.
b) the field limited take-off mass.
c) the take-off run.
d) the climb limited take-off mass.
Answer ;
d) the climb limited take-off mass.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0388. Which one of the following statements concerning drift-down is correct ?
a) An engine failure at high cruising altitude will always result in a drift-down , because it is not permitted to fly
the same altitude with one engine inoperative as with all engines operating.
b) The drift-down procedure requires a minimum obstacle clearance of 35 ft.
c) When determining the obstacle clearance during drift-down , fuel dumping may be taken into account.
d) The drift-down procedure requires a minimum descent angle after an engine failure at cruising altitude.
Answer ;
c) When determining the obstacle clearance during drift-down , fuel dumping may be taken into account.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0389. Which one of the following statements is true concerning the effect of changes of ambient temperature on an aeroplane’s
performance , assuming all other performance parameters remain constant ?
a) An increase will cause a decrease in the landing distance required.
b) A decrease will cause an increase in the take-off ground run.
c) An increase will cause a decrease in take-off distance required.
d) A decrease will cause an increase of the climb gradient.
Answer ;
d) A decrease will cause an increase of the climb gradient.
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0390. Which speed provides maximum obstacle clearance during climb ?
a) V2.
b) The speed for maximum rate of climb.
c) V2 + 10 kt.
d) The speed for which the ratio between rate of climb and forward speed is maximum.
Answer ;
d) The speed for which the ratio between rate of climb and forward speed is maximum.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0391. Which statement about reduced thrust is correct ?
a) In case of reduced thrust V1 should be decreased.
b) Reduced thrust is used in order to save fuel.
c) Reduced thrust can be used when the actual take-off mass is less than the field length limited take-off mass.
d) Reduced thrust is primarily a noise abatement procedure.
Answer ;
c) Reduced thrust can be used when the actual take-off mass is less than the field length limited take-off mass.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0392. Which statement concerning the inclusion of a clearway in take-off calculation is correct ?
a) The usable length of the clearway is not limited.
b) The field length limited take-off mass will increase.
c) V1 is increased.
d) V1 remains constant.
Answer ;
b) The field length limited take-off mass will increase.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0393. Which statement in relation to the climb limited take-off mass of a jet aeroplane , is correct ?
a) The climb limited take-off mass is determined at the speed for best rate of climb.
b) The climb limited take-off mass decreases with increasing OAT.
c) 50% of a head wind is taken into account when determining the climb limited take-off mass.
d) On high elevation airports equipped with long runways the aeroplane will always be climb limited.
Answer ;
b) The climb limited take-off mass decreases with increasing OAT.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------

0394. Which statement is correct ?
a) The climb limited take-off mass increases when a larger take-off flap setting is used.
b) The climb limited take-off mass will increase if the headwind component increases.
c) The performance limited take-off mass is the highest of ;
field length limited take-off mass
climb limited take-off mass
obstacle limited take-off mass.
d) The climb limited take-off mass depends on pressure altitude and outer air temperature.
Answer ;
d) The climb limited take-off mass depends on pressure altitude and outer air temperature.
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0395. Which statement is correct ?
a) VR must not be less than 1.05 VMCA and not less than V1.
b) VR must not be less than 1.1 VMCA and not less than V1.
c) VR must not be less than 1.05 VMCA and not less than 1.1 V1.
d) VR must not be less than VMCA and not less than 1.05 V1.
Answer ;
a) VR must not be less than 1.05 VMCA and not less than V1.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0396. Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed ?
a) The higher the average temperature ( OAT ) the lower is 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 mass of an aeroplane does not have any effect on the speed for descent.
Answer ;
b) The higher the gross mass the greater is the speed for descent.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0397. Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed ?
a) A tailwind component decreases the ground distance.
b) A tailwind component increases the ground distance.
c) A tailwind component increases fuel and time to descent.
d) A headwind component increases the ground distance.
Answer ;
b) A tailwind component increases the ground distance.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0398. Which statement regarding the influence of a runway down-slope is correct for a balanced take-off ? Down-slope ;
a) increases V1 and increases the take-off distance required ( TODR ).
b) increases V1 and reduces the accelerate stop distance required ( ASDR ).
c) reduces V1 and increases the accelerate stop distance required ( ASDR ).
d) reduces V1 and reduces take-off distance required ( TODR ).
Answer ;
d) reduces V1 and reduces take-off distance required ( TODR ).
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0399. Which statement regarding the relationship between traffic load and range is correct ?
a) The traffic load can be limited by the desired range.
b) The maximum landing mass is basically equal to the maximum zero fuel mass.
c) The maximum traffic load is not limited by the reserve fuel quantity.
d) The maximum zero fuel mass limits the maximum quantity of fuel.
Answer ;
a) The traffic load can be limited by the desired range.
-----------------------------------------------------------------------------------------------------------------------------------------------------------------
0400. Which statement regarding V1 is correct ?
a) VR may not be lower than V1.
b) The correction for up-slope on the balanced V1 is negative.
c) V1 may not be higher than VMCG.
d) When determining V1, reverse thrust may only be used on the remaining symmetric engines.
Answer ;
a) VR may not be lower than V1.
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0401. Which statement regarding V1 is correct ?
a) The V1 correction for up-slope is negative.
b) V1 must not exceed VR.
c) When determining the V1 , reverse thrust is only allowed to be taken into account on the remaining
symmetric engines.
d) V1 must not exceed VMCG.
Answer ;
b) V1 must not exceed VR.
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0402. Which statement relating to a take-off from a wet runway is correct ?
a) The use of a reduced VR is sufficient to maintain the same safety margins as for a dry runway.
b) Screenheight reduction can not be applied because of reduction in obstacle clearance.
c) A reduction of screen height is allowed in order to reduce weight penalties.
d) In case of a reverser inoperative the wet runway performance information can still be used.
Answer ;
c) A reduction of screen height is allowed in order to reduce weight penalties.
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0403. Which statement with respect to the step climb is correct ?
a) A step climb is executed because ATC desires a higher altitude.
b) A step climb is executed in principle when , just after levelling off , the 1.3 g altitude is reached.
c) Executing a desired step climb at high altitude can be limited by buffet onset at g-loads greater than 1.
d) A step climb must be executed immediately after the aeroplane has exceeded the optimum altitude.
Answer ;
c) Executing a desired step climb at high altitude can be limited by buffet onset at g-loads greater than 1.
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0404. Which statement with respect to the step climb is correct ?
a) Performing a step climb based on economy can be limited by the 1.3 g buffet onset requirements.
b) A step climb provides better economy than a optimum cruise.
c) In principle a step climb is performed immediately after the aircraft has exceeded the optimum altitude.
d) A step climb can only be performed when the altitude exceeds the one engine out service ceiling.
Answer ;
a) Performing a step climb based on economy can be limited by the 1.3 g buffet onset requirements.
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0405. Which take-off speed is affected by the presence or absence of stopway and/or clearway ?
a) VMCG
b) VMCA
c) V1
d) V2
Answer ;
c) V1
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0406. Why are “step climbs” used on long distance flights ?
a) To respect ATC flight level constraints.
b) Step climbs are only justified if at the higher altitude less headwind or more tailwind can be expected.
c) Step climbs do not have any special purpose for jet aeroplanes; they are used for piston engine aeroplanes
only.
d) To fly as close as possible to the optimum altitude as aeroplane mass reduces.
Answer ;
d) To fly as close as possible to the optimum altitude as aeroplane mass reduces.
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0407. Why should the temperature of the wheel brakes be checked prior to take off ?
a) Because overheated brakes will not perform adequately in the event of a rejected take-off.
b) To ensure that the brake wear is not excessive.
c) To ensure that the wheels have warmed up evenly.
d) To ensure that the thermal blow-out plugs are not melted.
Answer ;
a) Because overheated brakes will not perform adequately in the event of a rejected take-off.
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0408. With a jet aeroplane the maximum climb angle can be flown at approximately ;
a) The maximum CL/CD ratio.
b) 1.1 VS.
c) 1.2 VS.
d) The maximum CL/CD2 ratio.
Answer ;
a) The maximum CL/CD ratio.
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0409. With an true airspeed of 194 kt and a vertical speed of 1000 ft/min , the climb angle is about ;
a) 5º
b) 3º
c) 3% TAS = 194 kt
d) 8%
Answer ;
b) 3º
Çözüm ; ROC = 1000 ft/min
ө
Uçağın tırmanışını yaparken ufuk hattı ile oluşturduğu dik üçgende ; karşı dik kenar ROC yani 1000 ft , hipotenüs ise TAS
olarak uçtuğu sürattir. Trigonometrik olarak hesap yapabilmek için öncelikle TAS olarak uçtuğu değer saatte NM cinsinden
değer olduğu için bu dakikada feet cinsine dönüştürülmelidir.
194 kt ( saatte NM ) = 194 x 6080 = 1179520 saatte feet → 1179520 : 60 = 19658.6 ft/min
Değerleri formüle uyarlarsak ;
sin ө = Karşı dik kenar ( ROC ) : Hipotenüs ( TAS ) = 1000 ft/min : 19658.6 ft/min = 0.050868
Bulunan bu sayı tırmanış açısının sinüsüdür , bunu hesap makinası ile “Inverse Sinüs” yaptığımızda ;
Inv sin 0.050868 = 2.9157 ≈ 3° olarak tırmanış açısı bulunmuş olur.
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0410. With an true airspeed of 194 kt and a vertical speed of 1000 ft/min , the climb gradient is about ;
a) 4.5%.
b) 5.1%.
c) 5.4%.
d) 3.5%.
Answer ;
b) 5.1%.
Çözüm ;
Kullanacağımız formül şu şekildedir ;
ROC ( Rate Of Climb ) = Gradient ( % ) x TAS

1000 = Gradient x 194 → Angle Of Climb = 1000 : 194 = 5.154 ≈ 5.1%.
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0411. With all engines out , a pilot wants to fly for maximum time. Therefore he has to fly the speed corresponding to ;
a) the minimum angle of descent.
b) the minimum power required.
c) the maximum lift.
d) the critical Mach number.
Answer ;
b) the minimum power required.
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0412. With one or two engines inoperative the best specific range at high altitudes is ; ( assume altitude remains constant )
a) first improved and later reduced.
b) not affected.
c) improved.
d) reduced.
Answer ;
d) reduced.
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0413. With regard to an unaccelerated horizontal flight , which of the following statements is correct ? ( no compressibility effects )
a) The minimum drag is independent of the aircraft mass.
b) The minimum drag is proportional to the aircraft mass.
c) The minimum drag is a function of the density altitude.
d) The minimum drag is a function of the pressure altitude.
Answer ;
b) The minimum drag is proportional to the aircraft mass.
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With regard to the climb performance chart for the single engine aeroplane determine the climb speed ( ft/min ).
Given ;
OAT : ISA + 15°C
Aeroplane Mass : 3400 lbs
Flaps : up
Speed : 100 KIAS
a) 1370 ft/min
b) 1290 ft/min
c) 1150 ft/min
d) 1210 ft/min
Answer ;
b) 1290 ft/min
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır. ISA’ya göre deniz seviyesinde olması gereken sıcaklık +15°C’dir , harici
hava sıcaklığı ISA + 15°C olduğuna göre OAT’ın derece cinsinden değeri = +15°C + ( +15°C ) = +30°C’dir.
+30°C’yi başlangıç noktasıdır , bu noktadan yukarıya doğru 0 ft ( SL ) olan PRESSURE ALTITUDE çizgisine kadar çıkılır.
Daha sonra referans çizgisine ( REF LINE ) doğru dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş olan
paralel hatlar takip edilir ve uçağın ağırlığı olan 3400 libre değeri ile kesişene kadar hat devam ettirilir. Buradan itibaren
RATE OF CLIMB skalasına doğru dik bir hat daha çizilir. Uçağın tırmanış oranı skaladan 1290 ft/min olarak okunur.
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With regard to the drift down performance of the twin jet aeroplane , what is meant by “equivalent gross weight at engine
failure” ?
a) The increment represents fuel used before engine failure.
b) The increment accounts for the higher fuel flow at higher temperatures.
c) This gross weight accounts for the lower Mach number at higher temperatures.
d) The equivalent gross weight at engine failure is the actual gross weight corrected for OAT higher than
ISA +10°C.
Answer ;
d) The equivalent gross weight at engine failure is the actual gross weight corrected for OAT higher than
ISA +10°C.
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With regard to the drift down performance of the twin jet aeroplane , why does the curve representing 35 000 kg gross mass
in the chart for drift down net profiles start at approximately 4 minutes at FL370 ?
a) All the curves start at the same point , which is situated outside the chart.
b) Due to higher TAS at this mass it takes more time to develop the optimal rate of descent , because of the
inertia involved.
c) Because at this mass the engines slow down at a slower rate after failure , there is still some thrust left during
four minutes.
d) Because at this mass it takes approximately 4 minutes to decelerate to the optimum speed for drift down at
the original cruising level.
Answer ;
d) Because at this mass it takes approximately 4 minutes to decelerate to the optimum speed for drift down at
the original cruising level.
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0417. ( For this question use annex 032-2219A or Performance Manual SEP1 1 Figure 2.4 )
With regard to the graph for landing performance , what is the minimum headwind component required in order to land at
Helgoland airport ?
Given ;
Runway length : 1300 ft
Runway elevation : MSL
Weather : assume ISA conditions
Mass : 3200 lbs
Obstacle height : 50 ft
a) 10 kt.
b) 15 kt.
c) No wind.
d) 5 kt.
Answer ;
a) 10 kt.
Çözüm ;
Soruda verilen şartlarda Helgoland havaalanına iniş yapabilmek için ne kadarlık bir baş rüzgarı gerektiği sorulmuştur. Baş
rüzgarı değeri WIND COMPONENT sütünunda yer aldığı için bu grafikte bir tanesi OAT , diğeri DISTANCE kısmından
başlamak üzere 2 hat çizeceğiz ve bu iki hattın kesiştiği nokta gerekli baş rüzgarını gösterecektir. Đzleyeceğimiz hatlar
kırmızı olarak , hattın yönünü değiştiren değerler ile referans hatları ise mavi ile belirtilmiştir. Sol tarafta OUTSIDE AIR
TEMPERATURE kısmı başlangıç noktasıdır. Hava şartları ISA olarak verilmiştir , buna göre ISA’ya göre deniz seviyesinde
olması gereken sıcaklık +15°C’dir , bu da sol taraftan çizeceğimiz hat için başlangıç noktasıdır. +15°C OAT noktasından
yukarıya doğru 0 ft ( SL ) olan PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra referans çizgisine ( REF LINE )
doğru dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş olan paralel hatlar takip edilir ve uçağın ağırlığı olan
3200 libre değeri ile kesişene kadar hat devam ettirilir. Buradan itibaren ikinci referans çizgisine doğru dik bir hat daha
çizilir. Bu çizgiden sonra Headwind çizgilerine paralel olacak şekilde hat devam ettirilir. Đkinci olarak çizilecek hat için ;
sağdan DISTANCE skalasında 1300 ft değerinden başlanır ve sola doğru Obstacle Height çizgileri takip edilerek referans
çizgisine ulaşılır. Referans çizgisinden sonra ilk çizilen hat ile esiecek şekilde sola doğru dik bir hat çizilir. Bu iki hattın
kesişim noktasından aşağıya doğru dik bir şekilde inildiğinde gerekli olan baş rüzgarı 10 kt olarak bulunmuş olur.
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0418. ( Use Performance Manual MEP1 Figure 3.2 )
With regard to the graph for the light twin aeroplane , if the brakes are released before take-off power is achieved , the
accelerate/stop distance will be ;
a) shorter than the graphical distance.
b) longer than the graphical distance.
c) unaffected because all the take-off techniques are accounted.
d) the same as the graphical distance because boh techniques are accounted.
Answer ;
b) longer than the graphical distance.
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0419. ( For this question use annex 032-4743A or Performance Manual MEP1 Figure 3.2 )
With regard to the graph for the light twin aeroplane , will the accelerate and stop distance be achieved in a take-off where
the brakes are released before take-off power is set?
a) Performance will be better than in the chart.
b) No , the performance will be worse than in the chart.
c) It does not matter which take-off technique is being used.
d) Yes , the chart has been made for this situation.
Answer ;
b) No , the performance will be worse than in the chart.
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With regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft .
Given ;
OAT : ISA +15°C
Tailwind component : 10 kt
Flaps : Landing position ( down )
Runway : Tarred and Dry
a) approximately : 750 feet
b) approximately : 1930 feet
c) approximately : 1400 feet
d) approximately : 950 feet
Answer ;
Çözüm ;
Daha sonra ikinci referans çizgisine ( REF LINE ) kadar dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş
olan tailwind çizgilerine paralel bir şekilde , rüzgar şiddeti olan 10 kt değeri ile kesişene kadar hat devam ettirilir. Buradan
itibaren üçüncü referans çizgisine doğru dik bir hat daha çizilir. Son olarak OBSTACLE HEIGHT paralel çizgileri takip
edilerek uçağın yaklaşık olarak iniş mesafesi bulunur. Cevap ; approximately : 1930 feet
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With regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft.
Given ;
OAT : ISA
Answer ;
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır. Basınç irtifası 1000 ft ve şartlar ISA şartları olduğuna göre öncelikle
ISA’ya göre 1000 feet’teki sıcaklık bulunur. Deniz seviyesinde ISA’ya göre sıcaklık +15°C ve bu sıcaklık yükseklikle
beraber her 1000 feet’de 2°C azalacağına göre ; +15°C – ( 2°C x 1 ) = +13°C
+13°C’yi başlangıç noktasıdır , bu noktadan yukarıya doğru 1000 ft olan ( SL ve 2000 ft çizgileri arası ) PRESSURE
ALTITUDE çizgisine kadar çıkılır. Daha sonra ikinci referans çizgisine ( REF LINE ) kadar dik bir hat çizilir. Referans
hattından itibaren , burada belirtilmiş olan tailwind çizgilerine paralel bir şekilde , rüzgar şiddeti olan 5 kt değeri ile kesişene
kadar hat devam ettirilir. Buradan itibaren üçüncü referans çizgisine doğru dik bir hat daha çizilir. Son olarak OBSTACLE
HEIGHT paralel çizgileri takip edilerek uçağın yaklaşık olarak iniş mesafesi bulunur. Cevap ; approximately : 1700 feet
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Given ;
OAT : 0°C
Answer ;
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır , bu da 0°C değeridir. Bu noktadan yukarıya doğru 1000 ft olan ( SL ve
2000 ft çizgileri arası ) PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra ikinci referans çizgisine ( REF LINE )
kadar dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş olan tailwind çizgilerine paralel bir şekilde , rüzgar
şiddeti olan 5 kt değeri ile kesişene kadar hat devam ettirilir. Buradan itibaren üçüncü referans çizgisine doğru dik bir hat
daha çizilir. Son olarak OBSTACLE HEIGHT paralel çizgileri takip edilerek uçağın yaklaşık olarak iniş mesafesi bulunur.
Cevap ; approximately : 1650 feet
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Given ;
OAT : ISA +15°C
Runway : short and wet grass-firm soil
Answer ;
Çözüm ;
olan headwind çizgilerine paralel bir şekilde , rüzgar şiddeti olan 10 kt değeri ile kesişene kadar hat devam ettirilir. Buradan
itibaren üçüncü referans çizgisine doğru dik bir hat daha çizilir. Son olarak OBSTACLE HEIGHT paralel çizgileri takip
edilerek uçağın yaklaşık olarak iniş mesafesi bulunur , burada görünen değer 1380 feet’tir , ancak iniş yapılacak yer ıslak
çimenle kaplı sert toprak olduğu için bunu 1.3 sayısı ile çarpmamız gereklidir. Buna göre ;
1380 x 1.3 = 1794 ft ≈ 1800 ft. Cevap ; approximately : 1800 feet
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With regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50 ft.
Given ;
OAT : 27°C
Answer ;
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır , bu da +27°C değeridir. Bu noktadan yukarıya doğru 3000 ft olan ( 4000
ft ve 2000 ft çizgileri arası ) PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra ikinci referans çizgisine ( REF
LINE ) kadar dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş olan tailwind çizgilerine paralel bir şekilde ,
rüzgar şiddeti olan 5 kt değeri ile kesişene kadar hat devam ettirilir. Buradan itibaren üçüncü referans çizgisine doğru dik bir
hat daha çizilir. Son olarak OBSTACLE HEIGHT paralel çizgileri takip edilerek uçağın yaklaşık olarak iniş mesafesi
bulunur. Cevap ; approximately : 1850 feet
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With regard to the take off performance chart for the single engine aeroplane determine the maximum allowable take off
mass. Given ;
OAT : ISA
Flaps : up
Factored runway length : 2000 ft
Obstacle height : 50 ft
a) > 3650 lbs
b) 2900 lbs
c) 3240 lbs
d) 3000 lbs
Answer ;
c) 3240 lbs
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır. Basınç irtifası 4000 ft ve şartlar ISA şartları olduğuna göre öncelikle
ISA’ya göre 4000 feet’teki sıcaklık bulunur. Deniz seviyesinde ISA’ya göre sıcaklık +15°C ve bu sıcaklık yükseklikle
beraber her 1000 feet’de 2°C azalacağına göre ; +15°C – ( 2°C x 4 ) = +7°C.
Burada pistin uzunluğu 2000 ft olarak verilmiştir , bu değerin 1.15 katı kadar emniyet faktörü eklediğimizde ;
2000 x 1.15 = 2300 ft olarak TOD olarak kullanılacak değeri bulmuş oluruz.
+7°C’yi başlangıç noktasıdır , bu noktadan yukarıya doğru 4000 ft olan PRESSURE ALTITUDE çizgisine kadar çıkılır.
olan tailwind çizgilerine paralel bir şekilde , rüzgar şiddeti olan 5 kt değeri ile kesişene kadar hat devam ettirilir. Buradan itibaren
üçüncü referans çizgisine doğru dik bir hat daha çizilir. Son olarak OBSTACLE HEIGHT paralel çizgileri t
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With regard to the take off performance chart for the single engine aeroplane determine the take off distance over a 50 ft
obstacle height.
Given ;
OAT : 30°C
Flaps : Approach setting
Runway : Short , wet grass , firm subsoil
a) 1900 ft
b) 2375 ft
c) 1600 ft
d) 2000 ft
Answer ;
b) 2375 ft
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır , bu da +30°C değeridir. Bu noktadan yukarıya doğru 1000 ft olan ( SL ve
2000 ft çizgileri arası ) PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra ilk referans çizgisine ( REF LINE )
kadar dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş olan paralel hatlar takip edilerek uçağın ağırlığı olan
2950 libre değeri ile çakışıncaya kadar hat devam ettirilir. Bu noktadan itibaren ikinci referans hattına doğru hat dik bir
şekilde devam ettirilir. Referans hattından itibaren , burada belirtilmiş olan tailwind çizgilerine paralel bir şekilde , rüzgar
daha çizilir. Bu referans hattından sonra OBSTACLE HEIGHT bölümündeki yarı paralel hatlar uygun şekilde takip edilir.
DISTANCE skalasında görülen değer 1850 ft’dir. Ancak pist ıslak kısa çimle kaplı sert toprak bir pist olduğu için bu mesafe
değerinin 1.3 sayısı ile çarpılması gereklidir. Buna göre ;
1850 x 1.3 = 2405 ft. En yakın cevap ; 2375 feet
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With regard to the take off performance chart for the single engine aeroplane determine the take off distance to a height of 50
ft. Given ;
OAT : 30°C
Tailwind component : 2.5 kt
Flaps : up
Answer ;
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır , +30 değerinden yukarıya doğru 1000 ft olan PRESSURE ALTITUDE
çizgisine kadar ( SL çizgisi ile 2000 ft çizgisi arası ) çıkılır. Daha sonra ilk referans çizgisine ( REF LINE ) doğru dik bir hat
çizilir. Referans hattından itibaren , burada belirtilmiş olan hatları takiben uçağın ağırlığı olan 3450 libre ağırlığına kadar hat
devam ettirilir. Buradan itibaren rüzgar durumunu belirten ikinci referans hattına doğru dik bir hat daha çizilir. 2.5 knot olan
kuyruk rüzgarı için tailwind hatlarını takip edilir ve 2.5 knot çizgisiyle çakışınca üçüncü referans hattına doğru dik olarak hat
devam ettirilir. Bu noktadan itibaren OBSTACLE HEIGHT bölümündeki yarı paralel hatlar takip edildiğinde TOD
skalasında çıkan değer yaklaşık 2470 feet’tir. Cevap ; approximately : 2470 feet
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With regard to the take off performance chart for the single engine aeroplane determine the take off distance to a height of
50 ft.
Given ;
OAT : –7°C
a) approximately : 1150 ft
b) approximately : 2450 ft
c) approximately : 2050 ft
d) approximately : 1260 ft
Answer ;
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır , bu da –7°C değeridir. Bu noktadan yukarıya doğru 7000 ft olan ( 8000 ve
6000 ft çizgileri arası ) PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra ilk referans çizgisine ( REF LINE )
kadar dik bir hat çizilir. Referans hattından itibaren , burada belirtilmiş olan paralel hatlar takip edilerek uçağın ağırlığı olan
2950 libre değeri ile çakışıncaya kadar hat devam ettirilir. Bu noktadan itibaren ikinci referans hattına doğru hat dik bir
şekilde devam ettirilir. Referans hattından itibaren , burada belirtilmiş olan headwind çizgilerine paralel bir şekilde , rüzgar
daha çizilir. Bu referans hattından sonra OBSTACLE HEIGHT bölümündeki yarı paralel hatlar uygun şekilde takip edilir.
DISTANCE skalasında görülen değer yaklaşık olarak 2050 ft’dir. Cevap ; approximately : 2050 ft
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With regard to the take off performance chart for the single engine aeroplane determine the take off distance to a height of
50 ft.
Given ;
OAT : 38°C
Runway : Dry Grass
Correction factor : 1.2
a) approximately : 5040 ft
b) approximately : 3680 ft
Answer ;
Çözüm ;
AIR TEMPERATURE kısmı başlangıç noktasıdır , bu da +38°C değeridir. Bu noktadan yukarıya doğru 4000 ft olan
PRESSURE ALTITUDE çizgisine kadar çıkılır. Daha sonra ilk referans çizgisine ( REF LINE ) kadar dik bir hat çizilir.
Referans hattından itibaren , burada belirtilmiş olan paralel hatlar takip edilerek uçağın ağırlığı olan 3400 libre değeri ile
çakışıncaya kadar hat devam ettirilir. Bu noktadan itibaren ikinci referans hattına doğru hat dik bir şekilde devam ettirilir.
Referans hattından itibaren , burada belirtilmiş olan tailwind çizgilerine paralel bir şekilde , rüzgar şiddeti olan 5 kt değeri ile
kesişene kadar hat devam ettirilir. Buradan itibaren üçüncü referans çizgisine doğru dik bir hat daha çizilir. Bu referans
hattından sonra OBSTACLE HEIGHT bölümündeki yarı paralel hatlar uygun şekilde takip edilir. DISTANCE skalasında
görülen değer yaklaşık olarak 3300 ft’dir. Pist kuru çimle kaplı olduğu için “Correction factor” olarak verilen 1.2 değeri
ile skalada görülen değeri çarptığımızda ; 3300 x 1.2 = 3960 ft bulunur. Cevap ; approximately : 3960 ft
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With regard to the take off performance chart for the single engine aeroplane determine the take off speed for (1) rotation and
(2) at a height of 50 ft.
Given ;
OAT : ISA+10°C
Flaps : up
a) 73 and 84 KIAS
b) 71 and 82 KIAS
c) 68 and 78 KIAS
d) 65 and 75 KIAS
Answer ;
b) 71 and 82 KIAS
Çözüm ;
Yukarıdaki şeklin ortasında ağırlığa göre “Take-off Speed” tablosu bulunmaktadır. Bu tabloya bakıldığında uçağın ağırlığı
olan 3400 libre’ye karşılık gelen rotation değeri 71 kt ve de 50 ft yükseklikteki değeri ise 82 kt olarak gözükmektedir
( kırmızı kare içinde ). Cevap ; 71 and 82 KIAS
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With regard to the take-off performance of a twin jet aeroplane , why does the take-off performance climb limit graph show a
kink at 30°C and PA 0 ft ?
a) At lower temperatures one has to take the danger of icing into account.
b) At higher temperatures the flat rated engines determines the climb limit mass.
c) The engines are pressure limited at lower temperature , at higher temperatures they are temperature limited.
d) At higher temperatures the VMBE determines the climb limit mass.
Answer ;
c) The engines are pressure limited at lower temperature , at higher temperatures they are temperature limited.
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0432. With respect to the optimum altitude , which of the following statements is correct ?
a) An aeroplane always flies below the optimum altitude , because Mach buffet might occur.
b) An aeroplane sometimes flies above or below the optimum altitude because optimum altitude increases
continuously during flight.
c) An aeroplane flies most of the time above the optimum altitude because this yields the most economic result.
d) An aeroplane always flies at the optimum altitude because this is economically seen as the most attractive
altitude.
Answer ;
b) An aeroplane sometimes flies above or below the optimum altitude because optimum altitude increases
continuously during flight.
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0433. With zero wind , the angle of attack for maximum range for an aeroplane with turbojet engines is ;
a) equal to the angle of attack corresponding to maximum endurance.
b) lower than the angle of attack corresponding to maximum endurance.
c) equal to the angle of attack corresponding to maximum lift to drag ratio.
d) equal to the angle of attack corresponding to zero induced drag.
Answer ;
b) lower than the angle of attack corresponding to maximum endurance.
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0434. You climb with a climb speed schedule 300/.78. What do you expect in the crossover altitude 29 200 ft ( OAT = ISA ) ?
a) During the acceleration to the Mach number .78 the rate of climb is approximately zero.
b) The rate of climb decreases since climb performance at a constant Mach number is grossly reduced as
compared to constant IAS.
c) No noticeable effect since the true airspeed at 300 kt IAS and .78 Mach are the same ( at ISA temperature
TAS = 460 kt )
d) The rate of climb increases since the constant IAS-climb is replaced by the constant Mach-climb.
Answer ;
d) The rate of climb increases since the constant IAS-climb is replaced by the constant Mach-climb.
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0001.

A “Balanced Field Length” is said to exist where ;

Ateş Murat Üstünbıçak , ATPL 1 Performance

Ateş Murat Üstünbıçak , ATPL 2 Performance

Ateş Murat Üstünbıçak , ATPL 3 Performance

Ateş Murat Üstünbıçak , ATPL 4 Performance

Ateş Murat Üstünbıçak , ATPL 5 Performance

Ateş Murat Üstünbıçak , ATPL 6 Performance

Performance Manual SEP 1 Figure 2.1

Ateş Murat Üstünbıçak , ATPL 7 Performance

Ateş Murat Üstünbıçak , ATPL 10 Performance

Ateş Murat Üstünbıçak , ATPL 11 Performance

Ateş Murat Üstünbıçak , ATPL 12 Performance

Performance Manual MRJT 1 Figure 4.5

Ateş Murat Üstünbıçak , ATPL 15 Performance

Ateş Murat Üstünbıçak , ATPL 16 Performance

115% Gross All Engine TORR

All Eng. ½ Airborne

Brake VEF VLOF ( All Eng. ) 1 Eng. Out ½ Airborne

Ateş Murat Üstünbıçak , ATPL 17 Performance

CAP698’de yer alan yukarıdaki formüle göre ;

CAP698’de yer alan yukarıdaki formüle göre ;

Ateş Murat Üstünbıçak , ATPL 19 Performance

Performance Manual MRJT1 Figure 4.4

Ateş Murat Üstünbıçak , ATPL 21 Performance

Performance Manual MEP 1 Figure 3.2

Performance Manual MEP 1 Figure 3.2

Performance Manual MEP 1 Figure 3.2

Performance Manual MEP 1 Figure 3.2

Performance Manual MEP 1 Figure 3.2

Performance Manual MEP 1 Figure 3.2

Performance Manual MEP 1 Figure 3.2

Performance Manual MEP 1 Figure 3.2

Performance Manual MEP 1 Figure 3.1

Performance Manual MEP 1 Figure 3.1

Performance Manual MEP 1 Figure 3.1

Performance Manual MEP 1 Figure 3.7

Ateş Murat Üstünbıçak , ATPL 33 Performance

Performance Manual MEP 1 Figure 3.7

Ateş Murat Üstünbıçak , ATPL 34 Performance

Performance Manual MEP 1 Figure 3.1

Performance Manual MEP 1 Figure 3.1

Performance Manual MEP 1 Figure 3.1

Performance Manual MEP 1 Figure 3.7

Ateş Murat Üstünbıçak , ATPL 38 Performance

Performance Manual MEP 1 Figure 3.7

Ateş Murat Üstünbıçak , ATPL 39 Performance

Performance Manual MEP 1 Figure 3.7

Ateş Murat Üstünbıçak , ATPL 40 Performance

Performance Manual MEP 1 Figure 3.7

Ateş Murat Üstünbıçak , ATPL 41 Performance

2.7 = ( 100000 N – 72569 N ) : W , öğelerin yerlerini değiştirirsek ;

Ateş Murat Üstünbıçak , ATPL 44 Performance

Ateş Murat Üstünbıçak , ATPL 46 Performance

Ateş Murat Üstünbıçak , ATPL 47 Performance

Ateş Murat Üstünbıçak , ATPL 48 Performance

Ateş Murat Üstünbıçak , ATPL 49 Performance

Ateş Murat Üstünbıçak , ATPL 51 Performance

Ateş Murat Üstünbıçak , ATPL 54 Performance