AS 310 Performance - Final Exam Review
104 flashcards · Other · by Nicholas Enoul
Exam 1 - Q1 Geometric Propeller Pitch is measured in: A. Degrees and refers to blade angle. B. Pounds and refers to thrust generated. C. Beta and refers to prop tip velocity. D. Inches and refers to distance traveled in one revolution. E. T-OES and refers to donkey feet
D. Inches and refers to distance traveled in one revolution.
Exam 1 - Q2 Specific Fuel Consumption of a turbine engine at 35,000 ft altitude compared to that at sea level is: A. more. B. less. C. the same. D. equal to the density ratio E. none of the above.
B. less. Personal Note: will be added once I review these.
Exam 1 - Q3 Maximum ROC for a jet airplane occurs at: A. a speed equal to that for best glide. B. a speed less than that for best glide. C. a speed greater than that for best glide. D. VX + 5 E. the speed needed to counteract compressibility.
C. a speed greater than that for best glide. Personal Note: will be added once I review these. I believe it is because of the carson's speed, which is best ROC and something else (range or time in air?) Image to re-motivate you (i.e. ME) :>
Exam 1 - Q4 NOTE: I did not type this incorrectly. It is exactly as I found it in the exam. A pilot is airplane flying an airplane at the speed for best range under no wind conditions. A tailwind is encountered. To get best range now, the pilot must: A. feel the need for speed B. slow done by an amount more than the wind speed C. slow done by an amount equal to the wind speed D. speed up by an amount less than the wind speed E. slow down by an amount less than the wind speed
E. slow down by an amount less than the wind speed Personal Note: Not entirely sure on this, but here is my logic on why this is right. Tailwind = good, but we also want to be the most efficient so we slow own. We still, though, want to take advantage of the speed increase - so we slow down by an amount a little less than tailwind speed Example: you are going 500kts Tailwind of 50kts encountered - increasing speed to 550kts Knowing the above, you slow down by 45 kts You are now going 505kts. Sl…
Exam 1 - Q5 Power required for a given KEAS at a high altitude is: A. less than that for a lower altitude B. more than that for a lower altitude. C. expensive. D. equals the glide ratio. E. none of the above.
B. more than that for a lower altitude. CAUTION CAUTION CAUTION I got this initially wrong on the exam (chose A, which now looking back is stupid). I couldn't find if B is correct, but this is my best guess as it is the most logical answer. However, this isn't the guaranteed correct answer - be careful!
Exam 1 - Q6 As a turbojet approaches maximum RPM, the specific fuel consumption (Ct) will: A. decrease because thrust increases as RPM increases B. increase because fuel flow increases as RPM increase C. remain constant as velocity increases. D. increase at a linear rate as velocity increases. E. Cause purple dinosaurs great pain Image for reference: Barney the purple dinosaur in great pain. We can see his copy of Flight Theory and Aerodynamics Fourth Edition next to him.
A. decrease because thrust increases as RPM increases CAUTION CAUTION CAUTION Answer may or may not be correct. On exam I chose something different, and this is what online quizlets say is correct - be careful and double check. I think that the logic is from Graph 6-14 in the textbook.
Exam 1 - Q7 For most conventional subsonic airplanes, when an airplane is flying at the velocity for minimum Tr, it is simultaneously flying at the angle attack for: A. Maximum Vs B. low drag, high pitch attitude on final approach, and a higher stall speed for a given weight. C. Minimum L/D D. minimum q. E. none of the above
E. none of the above
Exam 1 - Q8 The thrust a turbojet produces: A. decreases as ambient air pressure increase B. increases as airspeed increases C. decreases as density increases D. gets lost in the ducting of the engine E. decreases as airspeed increases
E. decreases as airspeed increases Note: will need to double-check this, but I am pretty sure the maximum amount of thrust a jet will make is when it is stationary and at max power. This is because it is taking stationary air (V= 0) then accelerating it to the maximum (ex. 500kts). However, I might be totally wrong.
Exam 1 - Q9 Most of the thrust a high-bypass turbofan engine gnerates comes from: A. the fan section B. the jet exhaust C. the first stage of the turbine section D. the last stage of the burner section E. the first class section
A. the fan section Note: you will be learning about this in Turbines (AS 311), but the idea is that it is accelerating a TON of air. Due to the sheer amount of air in the high bypass, the force generated (F=MA) is just greater because you have so much mass, even if it isn't generating much acceleration. For a high-bypass turbofan, the turbine section is literally just there to spin the fan that then compresses this large amount of air. The jet exaust from the turbines don't make as much thrust…
Exam 1 - Q10 One method to increase power on a turbojet engine is to use: A. an intercooler B. sodium injection C. mercury injection D. 100LL E. water injection
E. water injection Note: the principle behind this (if I remember my turbines class right) is that the injected water cools down the air. This air, because it is cool, is also more dense. More dense air = more BOOM. More BOOM = more power. Also definitely causes chemtrails. Can't have the masses think for themselves. Vote Cthulhu party 2024.
Exam 1 - Q11 Minimum power required for level flight occurs at: A. the point of minimum drag B. the point of minimum thrust required C. the point of minimum fuel flow D. L/D max E. none of the above
C. the point of minimum fuel flow CAUTION CAUTION CAUTION Answer may or may not be correct. On exam I chose something different, and this is what online quizlets say is correct - be careful and double check.
Exam 1 - Q12 In a turbojet airplane, the fuel flow is determined mainly by: A. the number of JP-4 Neutrons B. power rather than thrust C. thrust rather than power D. temperature of the stratopause E. none of the above
C. thrust rather than power Strigon team over Gracemeria for my own motivation.
Exam 1 - Q13 The angle of attack on a propeller blade is referenced as ______ and is measured at ______. A. alpha, the prop tip B. beta, the prop hub C. slip, at 50% of chord D. alpha, at 75% of chord E. beta, at 75% of blade length
E. beta, at 75% of blade length Strigon team during the Chandelier mission. This is for my own motivation.
Exam 1 - Q14 Propellers accelerate a large mass of air a large amount. (True/False)
Answer: False
Exam 1 - Q15 The primary effect of an increase in weight is: A. an increase in parasite drag B. a decrease in parasite drag C. an increase in induced drag D. a decrease in skin friction drag E. a decrease in induced drag
C. an increase in induced drag Cool photo of SU-35 for my motivation
Exam 1 - Q16 Turboprops produce power and thrust. Which of the following reference turboprop power: A. BHP B. SHP C. THP D. ESHP E. ESP (True/False)
D. ESHP Note: Equivalent Shaft Horse-Power is only applicable for turboprops and turboprops ONLY.
Exam 1 - Q17 The most thrust a prop-driven airplane will produce occurs: A. when the prop tip speed is sonic B. at cruise velocity C. during climb D. at full power, prior to brake release E. during taxi
D. at full power, prior to brake release The only civilian aircraft you will ever see in this exam prep. Gotta respect the 940. Here's to you Luke :D
Exam 1 - Q18 Maximum range for a jet-powered airplane occurs at: A. minimum power required B. CL max C. The carson's speed D. VY E. L/D max
C. The carson's speed
Exam 1 - Q19 If the weight of a jet-powered airplane is reduced as fuel is burned, the TR curve: A. Moves down and to the left B. Moves up and to the right C. moves down and to the right D. moves up and to the left E. Moves to Cincinnati I have no mouth, and I must scream.
A. Moves down and to the left
Exam 1 - Q20 Maximum endurance for a jet-powered airplane occurs at: A. minimum power required B. CL max C. the Carson's Speed D. Vy E. L/D max
E. L/D max
Exam 1 - Q21 Turbojets accelerate a relatively small mass of air a large amount. (True/False)
Answer: True NOTE: this is true when comparing it against turbofans, especially high-bypass ones. Turbojets take a small amount of air and YEETS it super DUPER fast. Example: F-16
Exam 1 - Q22 The majority of turbojet engines achieve maximimum efficiency at or above 25,000 ft. (True/False)
False Note: I still don't know why this is the case. It's possible that the 25,000 ft number is the outlying factor here, but am unsure.
Exam 1 - Q23 When operating at the same EAS, an aircraft experiences less drag at higher altitudes because the air is less dense. (True/False)
Answer: False Note: The most likely answer is that drag is constant regardless of altitude with the same EAS according to page 153.
Exam 1 - Q24 The minimum drag for a jet airplane does not vary with altitude. (True/False)
Answer: True
Exam 1 - Q25 The "Carson Speed" is: A. found by drawing a line from the origin to the tangent of the power required curve. B. a tradeoff between range and velocity and equal best glide speed C. the speed you should fly to maximize range and is equal to 25% of L/D L/DL/DL/D max D. the same speed as the speed for maximum endurance and is equal to L/D max E. none of the above
E. none of the above CAUTION CAUTION CAUTION I could not, for the life of me, find the correct answer to this, but I did find some factors: It is a tradeoff between range and velocity, but is not glide speed It should be around 1.32*L/D max (32%), not 1.25 (25%) Tangent of the line does = Carson speed, but it is the tangent of Thrust Required not Power Required. Answer (E) is the closest I think to the truth, as everything else seems wrong. I cannot verify this though, caution is advised.
Exam 1 - Q26 Ram effect for a jet engine is significant below Mach 1.5. (True/False)
Answer: False Note: You will be using a ton of numbers for Mach number and compressibility considerations. Depending on the class, the Mach number you start considering for compressibility can be .7, 1.0, 1.3, or in this class 1.5 For this class, and this class alone, compressibility effects aren't considered below mach 1.5 --> I THINK. Am not sure, but this is the correct answer is False.
Exam 1 - Q28 Jet engines are not effected by hot temperatures on the ground because the air is cooled in the compressor section of the engine (True/False)
Answer: False
Exam 1 - Q29 Induce drag decreases at low airpeeds. (True/False)
Answer: False Note: I think that this is because, at a lower airspeed, you need to generate more lift. If you think about it, the AOA at 30kts will be way higher than the AOA at 100kts. Parasite drag decreases with velocity, induced increases.
Exam 1 - Q30 A jet engine generates the maximum HP at full thrust if the aircraft is at zero airspeed. (True/False)
Answer: False Note: I think the reason is twofold. 1). Jets do not use HP. 2). TA is always considered constant, regardless of airspeed.
Exam 1 - Q31 A jet airplane has the TA-TR curves shown in Figure 6.17. The airplane's data are: Gross Weight = 10,000lbs ISA = S.L. Configuration = Clean QUESTION: What is Vmax at 100% RPM?
ANSWER: around ~610kts
Exam 1 - Q32 A jet airplane has the TA-TR curves shown in Figure 6.17. The airplane's data are: Gross Weight = 10,000lbs ISA = S.L. RPM = 100% Configuration = Clean QUESTION: Find velocity for maximum range in KTS.
ANSWER: around ~300kts using Carson's Speed (tangent of the line).
Exam 1 - Q27 The face of the propeller blade is the side the pilot can see when sitting in the cockpit in an airplane with a nose-mounted engine (tractor configuration). (True/False) Image for easier visualization Stipa-Caproni
Answer: True Another image just to help you memorize this concept better. Westland-Hill Pterodactyl Mk V -> supposedly made to test the concept of the Flying Wing. The YB-49 and Ho 225 look a bit better than this ngl.
Exam 1 - Q33 A jet airplane has the Ta-Tr curves shown in Figure 6.17. The airplane's data are: Gross Weight = 10,000lbs ISA = S.L. RPM = 100% Configuration = Clean QUESTION: Find velocity for best endurance in KTS.
ANSWER: around ~230kts using L/D max (bottom of the curve)
Exam 1 - Q34 Calculate Thrust-Specific Fuel Consumption given: Thrust = 8,500lbs FF = 6,200lb/hr NOTE: for all calculations, don't forget to put the units in.
ANSWER: ~0.73 lb/hr/lbs
Exam 1 - Q35 Given the information below and using the 747 WIND-ALTITUDE TRADE table, complete the sentence: "Captain, I recommend we ______ (climb, descend, remain at this altitude) because ________ (explain your decision)". Data Long Range Cruise Present altitude: FL310 Weight: 260,000KG Present winds: 50KT Headwind Wind @ FL410: 30KT Headwind Wind @ FL270: 5KT Tailwind P.s. sorry for the terrible quality of the paper, it is my only copy.
Answer: 1). Descend 2). winds are more favorable at lower altitude, 27 To the Good (TTG) vs. 20 TTG. Work: NOTES: A. Difference is not the right word. Rather, the distance on the number line between the Break Even and Current Winds. That's why (-22 | +5) is 27, and not 17. B. TTG is because -50 and -22 (both headwinds) are what we need to break even. However, we only have -30 (headwind) at FL410, and a tailwind at FL270. Both of these are better than -55 and -22, so it's TTG. C. We choose the a…
Exam 1 - Q38 Draw and label a diagram (graph) that shows how BHP, TA, and PA of a propeller-driven airplane vary with velocity. NOTE: I don't have an exact graph for this, as I failed to make proper notes. There will be an educated guess in the answers side of this flashcard, however, take it with a massive grain of salt.
CAUTION CAUTION CAUTION It is unlikely that this graph is correct. If yours looks different, then it is more than likely that mine is incorrect. Please let me know ASAP on the correct version so that I can change this.
Exam 1 - Q39 Define and explain propeller advance ratio.
Propeller Advance Ratio is a ratio between velocity, blade diameter, and RPS of the blade. J= v/nd As J increases, we need a higher blade angle to maintain efficiency. NOTE: I highly doubt that we need to do an in-depth explanation. If you want it, please feel free to contact me or read below. Otherwise, something akin to this (connecting what J is, and how it affects blade angle) should do just fine. NOT NECESSARY Quick In-depth explanation: As velocity increases, the AoA changes on a blade. T…
Exam 1 - EXTRA CREDIT 1 How many feet are in a nautical mile?
6076
Exam 1 - EXTRA CREDIT 2 What is PA at 10,000 feet ISA for an IO-360 (180BHP@S.L., ISA) and a ηp of .82? NOTE: I never did this, and have no idea where the hell to even start for this. I have no answers. It is only here for situational awareness' sake.
This page has no answer as stated in previous note :(
Exam 1 - Q36 Compute a maximum endurance (in HRS:MIN) for a mid-sized corporate jet given the following information: S = 318 Ct = 1.667E-4 MGTOW = 21,000lbs Max Useable Fuel = 1,500 gallons Jet A Fuel Weight = 6.67 lb/gallon (CL.5)/CD = 23.4 CL/CD MAX = 16.9 ρ = 0.00095701 (FL180) NOTE: for all calculations, don't forget to put the units in.
Answer I Got: 18 Hours and 13 Minutes Work:
Exam 1 - Q37 Find Power Required given a Mooney 201: S = 175.7 s.q. ft. b = 36.4 ft e = .78 f = 2.81 V = 150 KTAS W = 3,000 lbs Alt = 10,000 ISA NOTE: for all calculations, don't forget to put the units in.
Answer I Got: ~95.76 Ft/lbs (Note I think it is in ft/lbs, am unsure too tired) Work: -- 1). In the PR equation, we need to find TR -- -- 2). TR = Dp + Di -- a). Finding Dp (= 158.28) b). Finding Di (oh God, please save me) (Di = 49.21) Note: your number may be a bit off since I never rounded for calculations c). Actually find TR (= 207.49) -- 3). Calculating Pr --
Exam 2 - Q1 To maintain the condition of maximum range in a propeller aircraft, as fuel is burned, the pilot must: A. Reduce airspeed B. re-trim C. increase airspeed D. descend E. descend
A. Reduce airspeed
Exam 2 - Q2 The effect of gross weight on takeoff distance: A. determines maximum gross landing speed B. is small and varies with the square of acceleration C. is most pronounced when the field (runway) is dry D. is large E. none of the above
D. is large
Exam 2 - Q3 For ordinary runway slopes and airplanes with moderate thrust-to-weight ratios: A. Runway slope effect is usually major B. Runway slope effect is usually minor C. Runway slope is usually obtuse D. Groundspeed effect is usually minor runway slope effect is usually minor E. None of the above are correct NOTE: there were no typos here, this is how it was exactly written on the exam.
B. Runway slope effect is usually minor CAUTION CAUTION CAUTION Note: I am unsure if this is exactly true, as I initially answered (A). The only thing that told me that this was correct is a quizlet online. Take with a grain of salt. Though, admittedly, it does make sense.
Exam 2 - Q4 An increase in density altitude can: A. increase goundspeed required for takeoff B. increase rolling friction C. decrease velocity required for take-off (KIAS) D. increase net accelerating force E. Both (C) and (D) are correct
A. increase groundspeed required for takeoff Note: GS is TAS corrected for winds. At higher altitudes, TAS must be greater to maintain same IAS (for example, Vr).
Exam 2 - Q5 A 100% slope corresponds to an angle of: A. approximately 2 degrees B. approximately 1 degree C. approximately 45 degrees D. approximately 22.5 degrees E. approximately 90 degrees
C. approximately 45 degrees
Exam 2 - Q6 A change in gross eight of the aircraft changes: A. the net accelerating force B. the force produced by the engines C. the coefficient of rolling friction D. the net fuel flow E. when the beverage service can after departure
A. the net accelerating force CAUTION CAUTION CAUTION I got this one wrong initially, as I chose (C). I cannot guarantee that (A) is the correct answer, as the only thing that is backing me up is Quizlet and process of elimination. It makes the most sense, but take with a grain of salt.
Exam 2 - Q7 Regarding the effect of altitude on max range of a propeller airplane, the airplane should be flown at: A. min. power required regardless of the altitude flown B. CL MAX regardless of the altitude flown C. best glide airspeed, regardless of the altitude flown D. 50% power regardless of the altitude being flown E. full throttle, regardless of the altitude flown
C. best glide airspeed, regardless of the altitude flown Note: Best range for jets is the carson's speed I believe. Best range for props (our Cessnas) is going to be L/D max (best glide).
Exam 2 - Q8 To safey use the runway, the ACN must equal to, or greater than, the PCN (True/False)
Answer: False ------ Note: ACN is Aircraft Classification Number to indicate category of runway it can use. PCN is Pavement Classification Number - the airport's runway rating. PCN should always be equal to or greater than ACN, not the otherway around. If that happened, congrats, you just violated FARS and safety of flight :D ^ these guys are lucky that the C-17 is a great plane
Exam 2 - Q9 Fuse plugs in aircraft landing gear: A. allow the brakes to activate when hydraulic pressure is lost B. keep the brakes cool C. helps reduce adverse yaw associated with a lateral control input during rollout D. allow the tires to deflate before severely heating and exploding E. none of the above
D. allow the tires to deflate before severely heating and exploding Very cool planes (other than Jetblue) in very uncool situations.
Exam 2 - 10 Takeoff may be limited by VMBE (True/False)
Answer: True Note: VMBE refers to Velocity Maximum Braking Energy Speed.
Exam 2 - Q11 Since about 50% of the total drag on L/D max is induced drag, the propeller-driven airplane designed specifically for long-range will have a strong preference for: A. a high speed, swept wing to maximize velocity B. a low surface area platform to reduce skin friction drag C. a high surface area platform to minimize excrescence drag D. a low thickness wing to reduce wave drag E. none of the above
E. none of the above Note: Honestly, I have no idea where this question is coming from. A couple of things to consider: Props should and has never exceeded Mach 1. The closest is m .92 from a spitfire doing a complete nose dive, and even that's contested. Because of this, wave drag and swept wings are not needed. High surface area would neither increase excrescence drag or parasite drag in general I don't think. Induced possibly, since it affects lift equation, but as is (C) makes no sense. Ski…
Exam 2 - Q12 For a safe takeoff, the BFL must be greater than the runway available (True/False)
Answer: False Note: BFL refers to Balance Field Length. "The total length of runway required at a specific field limit aircraft weight to accelerate on all engines to V1, experience an engine failure, and then continue to takeoff or stop (figure 8.10). For a safe takeoff, the BFL must be no greater than the runway available" P208 Text. Fig 8.10
Exam 2 - Q13 A propeller-driven airplane is less effected by headwinds than a jet-powered airplane. (True/False)
Answer: False Note: Props are more effected by headwinds than jets - likely because of the concept of prop-advance(?). Unsure, will need help on this - send halp plz.
Exam 2 - Q14 A Rate of climb is determined by excess power (True/False)
Answer: True Note: ROC is entirely based on Power. This is, as best as I can remember it, because power incorporates time into it (power = work over time) Thrust, however, does not incorporate time into it, it is as far as I remember work over distance.
Exam 2 - Q15 The drag of the airplane at altitude is the same as the drag at sea level but the higher TAS causes a proportionately greater power required. (True/False)
Answer: True
Exam 2 - Q16 At a constant power setting in an airplane such as the C-172, the range increases as altitude increases because of an increase in indicated airspeed with altitude. (True/False)
Answer: False Not a C172, but image is here to keep me motivated
Exam 2 - Q17 The CFL should not be greater than the runway available. (True/False)
Answer: True Note: CFL refers to critical field length. "The minimum runway length required for a specific takeoff weight, and may be the longer of the Balanced field length or 115% of the all engine takeoff distance. The CFL should not be greater than the runway available." P. 208 for all runway length acronyms
Exam 2 - Q18 Propeller-driven airplanes do not show large increase in range with increasing altitude, unlike jet airplanes. (True/False)
Answer: True
Exam 2 - Q19 A propeller-driven airplane is less effected by headwinds than a jet-powered airplane (True/False)
Answer: False
Exam 2 - Q20 Compute endurance in hours and minutes for C-182 given the following information: n = 0.8 c = 2.27E-7 MGTOW = 3,100lbs Useable Fuel = 75 gal. @ 6.0 lb/gal CL1.5/CD = 12.81 S = 175 ρ = .002377 Use all the fuel
Answer: 16 hours 45 minutes Work 1). Figure out landing weight 2). Plug everything in
Exam 2 - Q21 Draw and label a graph that shows how the forces acting on a jet powered airplane vary during takeoff.
Note: the acronym that helped me was TFD-LA Thrust -> remember that jet and prop thrust are different Friction Drag Lift Accelerating (net force) Don't forget to add together D+F for that line Below you'll find the textbook based version (fig 8.18 p217):
Exam 2 - Q22 Draw and label a graph that shows the relationship between aircraft weight, and the balanced field V1 limit.
Should look something like this, but this is also passable:
Exam 2 - Q23 Fill in all of the missing text in the take-off, one-engine climb segment table below:
NOTE: M.C. can also be Power Climb
Exam 2 - Q24 Type in the appropriate definition. AGD The distance required to accelerate to a specified speed and takeoff and climb to 50 ft, assuming an engine failure at Vr or VLO ACD The distance required to accelerate to a specified speed, VR or VLO, experience an engine failure, and bring the aircraft to a stop. BFL The total length of runway required at a specific field limit aircraft weight to accelerate on all engines to V1, experience an engine failure, and then continue to takeoff or…
---IMPORTANT--- !!!!NEVER PRESS ENTER!!!! You can choose/type in the following: Accelerate stop distance (type ACD) VMCG Takeoff distance V2 (type V2) V1 (type V1) accelerate go distance (type AGD) Balanced field length (type BFL) Critical field length (type CFL) VMBE
Exam 2 - Q25 Calculate take-off distance for an Airbus A380 given the following information. Include ground effect. Average takeoff Thrust, T = 280,000lbs ρ S.L. = .002377 S = 9,100 sq ft b = 261 AR = 7.48 CD0 = .023 e = .7837 μr = .02 VLO = 303 ft/sec (180kts) CL MAX = 1.85 W = 1,100,000lbs H = 25ft NOTE: for all calculations, don't forget to put the units in.
Answer: ~6708 - 6713.62 ft Work ---- 1). Calculate q - it will help a ton ----- q = 53.466 Don't forget to use average velocity (multiply by .7) ---- 2). Calculate Lift ---- L = 900,105.9735 Important to remember that Lift does not equal weight, we are taking off not in cruise. ---- 3). Calculate Drag ---- D = 74,586.67 (I got about 74,4440 on exam due to rounding) Remember that D=Cd∗q∗SD = Cd * q * SD=Cd∗q∗S a). Calculate Φ Φ = .70138 This is so that you can include it in CDi for ground effect…
Exam 2 - Extra Credit 1 If the paved, level ground roll is 1,800 feet, what is the take-off distance with a 2% up slope? NOTE: I don't have the exact answer to this as this is a rule of thumb I already forgot.
Possible Answer: 1,980 ft CAUTION CAUTION CAUTION note: Unlikely to be the answer. conceptually speaking, this answer doesn't make sense but it is the one I think I marked down after the prof. talked about it. Be very careful and take this answer with a massive grain of salt.
Exam 2 - Extra Credit 2 By what percent is the takeoff distance reduced if you have a VR of 100 kts and a headwind of 10kts?
Possible Answer: 21% CAUTION CAUTION CAUTION note: I have no idea where this number comes from exactly, nor the accuracy of it. I just wrote this down with a massive box on it as my correction - but it could be entirely wrong. Take it with caution.
Exam 3 - Q1 When landing: A. braking friction is more important than either aerodynamic braking or reverse thrust B. braking friction is less important than either aerodynamic braking or reverse thrust C. if you have a long enough runway and an aircraft with good longitudinal control at slow speeds, aerodynamic braking can reduce wear on the brakes. D. Both (A) and (C) E. none of the above
D. Both (A) and (C) CAUTION CAUTION CAUTION I got this wrong by the exam by choosing just (C). The only thing that verifies (D) is correct is a quizlet online. It makes logical sense conceptually, but be careful as it isn't a 100% guaranteed correct answer.
Exam 3 - Q2 Aerobraking during landing: A. is generally not a recommended procedure in T-tail aircraft B. is only effective below 60-70% of touchdown speed C. can decrease the useful life of the brakes D. is ineffective when landing with a crosswind E. includes reverse P-factor to help stop the aircraft
A. is generally not a recommended procedure in T-tail aircraft Note: Other than being the only reasonable answer, the logic behind this is that if you are aerobraking with a T-tail over a prolonged period (similar to the F104 below), you will stall your elevator (do to downwash of wings) and that nose would smash straight onto the runway. This is even worse for larger aircraft as, when they lift their noses up, they are effectively 2-4 stories tall.
Exam 3 - Q3 A headwind has a larger effect on landing performance than a tailwind (True/False)
Answer: False Note: When in doubt, think of our mighty Thunder Chicken. In the PIM, tailwinds effect us way more than headwinds. Instead of every 10 knots, it is every 2 knots of tail that we increase rwy distances by 10%.
Exam 3 - Q4 A 21% increase in landing weight requires: A. A 10% increase in landing speed, therefore a 21% increase in landing distance B. A 50% increase in landing distance C. The pilot to exercise extreme caution while executing a crosswind landing due to the increase in VMCG D. use a steeper approach path, hence a longer landing distance E. none of the above
A. A 10% increase in landing speed, therefore a 21% increase in landing distance CAUTION CAUTION CAUTION I chose (B) and got the answer incorrect. The only thing backing me up here is Quizlet, so be very careful about this answer.
Exam 3 - Q5 When considering time-variable trip costs, it is true that A. cost per mile decreases with an increase in Mach B. cost per mile at a higher altitude is less than that for a lower altitude at the same Mach C. cost per mile increases with an increase in Mach D. cost per mile does not vary with Mach E. none of the above Note: Browny points if you can draw the time variable costs
A. cost per mile decreases with an increase in Mach Note: the idea is that, since you are going faster, you pay your crew, maintenance, and the total fuel consumption less since they are all on a $/hour basis Additionally, a higher FL means a longer climb up = more time used.
Exam 3 - Q6 Use of spoilers at touchdown may increase drag up to 60% (True/False)
Answer: True
Exam 3 - Q7 a small increase in touchdown speed will cause a small increase in landing distance (True/False)
Answer: False
Exam 3 - Q8 Caution must be exercised when maneuvering aircraft at high altitudes because: A. the high and low-speed boundaries narrow as air density decreases B. the high-speed boundary (MMO) increases as OAT decreases whilst Vs remains the same C. the high and low-speed boundaries narrow as weight increases D. there is usually for geographic turbulence a high altitudes <-- this was not a typo E. both (A) and (C).
E. both (A) and (C). Note: Though I am not 100% sure of this as the correct answer since I miss-marked this question, I am like 80% sure as I sorta remember the prof going over this and quizlet agrees with me :> The only part to this I don't exactly understand is weight, but we do know that the boundaries narrow as air density decreases. (B) might sound correct, but when you look at is again, MMO would decrease with the OAT decrease if we were using that logic. It is possible that, due to the w…
Exam 3 - Q9 The more fuel you carry, the less fuel is burned (True/False)
Answer: False Note: I am not 100% sure that this is the correct answer, as I miss-marked this one. However, it makes no logical sense why the statement would be true. The more fuel you have = the more weight you have. The more weight = more fuel burn to keep yourself up.
Exam 3 - Q10 Losing an engine in a light twin will likely cause: A. a 50% loss in climb performance B. an 80% loss of thrust C. at least an 80% loss in climb performance D. a yawing moment into the good engine E. loss of rudder deflection
C. at least an 80% loss in climb performance Note: you lose 80% or more in climb performance if you lose an engine, even if we only lost 50% of total thrust. This is because, if I remember correctly, the yawing angle we now have + banking causes more drag. On top of this, we increase our AoA to compensate for the loss of thrust, so (at least by my logic), there is an increase in drag.
Exam 3 - Q11 Specific excess power (PS) is best described as: A. attainable when the airplane is flown at VX B. excess power available times the propeller efficiency factor C. only having application to jet-powered aircraft with afterburner, such as the F-16 D. the time rate of change of energy height, or available excess ROC E. when your credit limit is increased
D. the time rate of change of energy height, or available excess ROC Note: the F-16 question (C) is a big hint, even if it is incorrect. The only time we ever mention PS in class is when we looked at the chart below. The way I remembered this was that PS + F-16 = potential energy height. How you read this? I have no idea :D BUT - it has something to do with altitude, and the energy you have as it increases.
Exam 3 - Q12 An increasing Cost Index is associated with an increased cruise Mach. (True/False)
Answer: True Note: I am not exactly sure with this. Looking at the delta pamphlet didn't amount to much since I am both lazy and out of time - but from what I gathered it is the composite between your variable time costs chart and fuel costs. Link below to the guide, as the prof. deleted it off of canvas :( Delta Airlines Fuel Conservation Guide 1979.pdf
Exam 3 - Q13 Crossover altitude is the altitude at which: A. VMC is less than stall speed B. KCAS and Mach number represent the same KTAS C. the altitude during climb at which the pilot uses Mach number rather than KIAS as the primary speed reference D. the aircraft will enter a spin when stalled E. Both (B) and (C) are correct
E. Both (B) and (C) are correct CAUTION CAUTION CAUTION I couldn't find the exact answer to this, as I chose (C) but got it wrong. Both (A) and (D) make no sense, so it is likely that (E) is the correct option. Looking online, quizlet seems to agree with me but do be cautious.
Exam 3 - Q14 During landing, assuming a constant pressure on the brakes, the braking friction is: A. highest just before the airplane comes to a stop B. highest just after the spoilers deploy C. constant throughout the landing roll D. lowest just as the airplane comes to a stop E. not as important as aerodynamic drag (True/False)
A. highest just before the airplane comes to a stop CAUTION CAUTION CAUTION Note: not 100% sure that this is the correct answer, as I chose (D). But, this does make logical sense and two quizlets agree with this. Be careful.
Exam 3 - Q15 Generally speaking, landing downslope with a headwind is preferable to landing upslope with a tailwind. (True/False)
Answer: True
Exam 3 - Q16 The primary effect of landing at a high altitude (or high density altitude) is: A. an increase in landing weight B. an increase in KTAS for the same KIAS approach speed, therefore more energy will need to be absorbed by the brakes with the associated shorter landing roll C.a decrease in KTAS for the same KIAS approach speed, therefore less energy will need to be absorbed by the brakes, with the associated shorter landing roll D. the same as landing with a headwind E.an effect simil…
B. an increase in KTAS for the same KIAS approach speed, therefore more energy will need to be absorbed by the brakes with the associated shorter landing roll
Exam 3 - Q17 Changing the weight of the aircraft has minimal effect on the deceleration of the aircraft caused by braking action (True/False)
Answer: True Note: according to the textbook, "Changing the weight of the aircraft has minimal effect on the deceleration of the aircraft caused by braking action. At first, this statement seems counterintuitive, but the heavier the aircraft, the more weight there will be on the braking wheels. Therefore, more braking force is available to counteract the greater mass to be decelerated." (P. 256). I always thought that more weight = less distance since there is more weight on the brakes, but for…
Exam 3 - Q18 When considering fuel costs, it is true that: A. cost per mile decreases with an increase in Mach B. cost per mile at a higher altitude is less than that for a lower altitude at the same Mach C. cost per mile increases with an increase in Mach D. cost per mile does not vary with Mach E. none of the above are correct
C. cost per mile increases with an increase in Mach Note: I am very very confused about this. Both (B) and (C) are correct. If you are flying at a higher altitude, you are more efficient and burn less fuel than you would at a lower altitude. Am I not seeing something?
Exam 3 - Q19 When landing, it is critical that the pilot ensure that the airplane: A. is on speed and on glidepath B. touches down in the first third of the ramp C. touches down at VS + 10 kts D. maximizes stopping potential by locking the brakes E. both (B) and (C) are correct
A. is on speed and on glidepath This goose (duck?) is more stable and on center-line than most student pilots on short final at ERAU
Exam 3 - Q20 Minimum cost cruise Mach is slighter faster in a headwind and slightly slower in a tailwind. (True/False)
Answer: True Note: you could just memorize below. I couldn't exactly logit it though.
Exam 3 - Q21 Performance loss during engine-out operations in multi-engine aircraft: A. is primarily due to the loss of drag B. causes the airplane to roll into the critical engine C. can be minimized by flying in a zero-yaw condition (ball-centered) D. is primarily due to the increase in power required from control surface deflection E. none of the above
E. none of the above Note: I believe that the prof specified that, due to a typo, (C) was incorrect. However, if he fixes this, I am not sure what the answer would be. (A) and (B) are just outwardly incorrect. (D) may be somewhat correct, but it isn't the primary reason.
Exam 3 - Q22 When flying in a zero-yaw condition during engine out operations, the ball is on the inclinometer is not centered. (True/False)
Answer: False Note: I believe this ties into Exam 3 Q21. I will need to revisit this one to better understand it.
Exam 3 - Q23 With respect to airplane controllability, the left engine is considered the critical engine for light twin airplanes with clockwise rotating propellers because: A. left turning tendencies are more pronounced when the left engine is at full power B. the left engine's P-factor is less pronounced than the right engine's C .The right engine prop-wash (spiraling slipstream) 0 has a more pronounced impact on the rudder <---- no typos D. The clockwise rotation of the left prop, combined w…
B. the left engine's P-factor is less pronounced than the right engine's
Exam 3 - Q24 Define VMC per 23.149.
My definition: The calibrated airspeed at which, if there was a sudden failure of the critical engine, the aircraft would still be able to maintain directional control and straight/level flight with no more than 5° bank. Actual definition: Note: that the new VMC definition in the recent FAR is not the correct answer for this exam. It doesn't help that the prof removed it from the canvas page, so the above is the closest one I could find You have to reference the older version that references th…
Exam 3 - Q25 Draw and label a cost per mile vs. Mach graph that shows the relationship of time variable (crew and maintenance) costs for two different Flight Levels.
Exam 3 - Q26 Draw and label a cost per mile vs. Mach graph that shows the relationship of fuel costs for two different flight levels.
Exam 3 - Q27 With reference the table below, what are the low and high speed boundaries in KIAS at FL 310 at 85,000lbs?
Answer: 172kts - 306kts -> +/- 67kts .447-.820 Mach -> +/- .1715 Mach
Exam 3 - Q28 Calculate landing distance given the following information: ρ = .002377 W = 12,352 lbs S = 318 VTD = 148 FPS CL = 2.5 Braking Friction Coefficient = .45 Spoilers are deployed at touchdown CD0 = .02 Ignore ground effect NOTE: for all calculations, don't forget to put the units in.
Answer: ~751 ft Work: -- 1). Considerations -- First part is to understand what we need. We don't need to calculate lift -> using spoilers = no lift TR for landing is not thrust required, it is thrust reversers. We aren't given a number, and on top of that, we aren't supposed to account thrust reversers in landing distance. So both TReversers is not required, we can safely remove it. That means we only need to calculate for Drag. However, two things to consider: No ground effect = no Phi No ind…
Exam 3 - Q29 Given the information from the preceding question, calculate KE on landing at 7,000 ft density altitude, where air density = 0.0019270 slugs/ft3, with a 10 Knot headwind (use 16.8 ft/s). σ = .8106. NOTE: for all calculations, don't forget to put the units in. -- Previous Question (DO NOT CALCULATE) -- Calculate landing distance given the following information: ρ = .002377 (S.L.) W = 12,352 lbs S = 318 VTD = 148 FPS CL = 2.5 Braking Friction Coefficient = .45 Spoilers are deployed a…
Answer: 4,177,605.785 ft/lbs Work -- 1). Considerations -- Looking at this, the only thing we need to calculate is velocity and mass, everything else is a give. Here's the kicker though, what type of velocity (EAS or TAS) are we trying to calculate? In this example, we are taking information from S.L. and bringing it up to 7,000 ft. IMPORTANT: TAS = airspeed at altitude, EAS = airspeed at S.L. At S.L., EAS = TAS -> For all intents and purposes, whatever velocity we're going at S.L. is going to…
Exam 3 - Q30-Q33 + more Explain how and why VMC varies with the following. The first 4 are from the exams, the rest are possibly on final if we are asked this question. Bank angle toward the operating engine Windmilling propeller Aft CG maximum takeoff power --- added onto this question --- Landing gear Flaps Ground effect trim cowl flaps Weight
HINT: remember these 3 words and you will be just fine: ASSymetric LIFT ASSymetric THRUST yawing moment (can't come up with a crass memorization tactic) ----- Exam Questions ------ Bank Angle - into operating engine How: As you bank more into the operating engine, VMC decreases Why: Because, as you bank more, the horizontal component of lift increases and better counteracts asymmetric thrust Windmilling Propeller How: with a windmilling prop, VMC increases Why: As the windmilling prop is genera…
Exam 3 - Q34-Q36 With reference to the PA-44 Climb Performance - One engine Operating - Gear Up chart, give: Weight = 3,700 lbs Departure PA = 5,000 ft Departure OAT = 25C OAT at 8,000 ft = 20C Find the following: 1). SE ROC at TPA 2). SE Absolute Ceiling 3). SE Service Ceiling Link to downloadable graph: PA-44 CLMB PERF SE OP.pdf
1). SE ROC TPA = -100 FPM 2). SE Absolute Ceiling = 3500 FT, NOT 3100 be able to maintain 0FPM 3). SE Service Ceiling = 2000 FT be able to maintain +50fpm
Exam 3 - Extra Credit Using the 3:1+5 rule, calculate top of descent point when you are cruising at FL 300 and the airport is at S.L. NOTE: I have no real answer for this one.
MAYBE: 95nm CAUTION CAUTION CAUTION : I have no idea how to get this. There seems to be some math to it (3*3 = 9 then plus 5 somewhere), but this might not even be the right answer. I just wrote it down the "correction" during class.