6. Performance

increasing the CAS.

increasing the angle of attack.

increasing the TAS.

decreasing the 'nose-up' elevator trim setting.

TAS for maximum range will increase with increased altitude while TAS for maximum endurance will decrease with increased altitude.

both will increase with increasing altitude.

both will decrease with increasing altitude.

both will stay constant regardless of altitude.

An engine failure at high cruising altitude will always result in a drift down, because it is not permitted to fly the same altitude as with all engines operating.

When determining the obstacle clearance during drift down, fuel dumping may be taken into account.

The drift down regulations require a minimum descent angle after an engine failure at cruising altitude.

The drift down procedure requires a minimum obstacle clearance of 35 ft.

the 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.

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.

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.

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.

The actual take-off mass (TOM) is greater than the climb limited TOM.

The actual take-off mass (TOM) is lower than the field length limited TOM.

The take-off distance available is lower than the take-off distance required one engine out at V1.

The actual take-off mass (TOM) including a margin is greater than the performance limited TOM.

first improved and later reduced.

reduced.

improved.

not affected.

10.7 kg/NM.

8.17 kg/NM.

14 kg/NM.

11.7 kg/NM.

the pressure altitude up to which a cabin altitude of 8000 ft can be maintained.

the pressure altitude at which the speed for high speed buffet as TAS is a maximum.

the pressure altitude at which the best specific range can be achieved.

the pressure altitude at which the fuel flow is a maximum.

A step climb is executed because ATC desires a higher altitude.

A step climb is executed in principle when, just after leveling off, the 1.3g altitude is reached.

Executing a desired step climb at high altitude can be limited by buffet onset at g-loads larger than 1.

A step climb must be executed immediately after the aeroplane has exceeded the optimum altitude.

The speed for which the ratio between rate of climb and forward speed is maximum.

V2 + 10 kt.

The speed for maximum rate of climb.

V2.

the airspeed and the drag will be increased.

the airspeed will be decreased and the drag increased.

the lift/drag ratio must be increased.

the airspeed will be increased but the drag does not change.

the accelerate-stop distance available.

the take-off run available.

the take-off distance available.

the landing distance available.

the actual engine thrust output at the altitude of engine failure.

the maximum flight path gradient during the descent.

the landing mass limit at the alternate.

the obstacle clearance during a descent to the new cruising altitude if an engine has failed.

VR must not be less than 1.05 VMCA and not less than 1.1 V1.

VR must not be less than 1.05 VMCA and not less than V1.

VR must not be less than VMCA and not less than 1.05 V1.

VR must not be less than 1.1 VMCA and not less than V1.

fuel jettisoning should be started at the beginning of drift down.

the recommended drift down speed should be disregarded and it should be flown at the stall speed plus 10 kt.

fuel jettisoning should be started when the obstacle clearance altitude is reached.

the drift down should be flown with flaps in the approach configuration.

Emergency Descent Procedure.

ETOPS.

Long Range Cruise Descent.

Drift Down Procedure.

the minimum drag.

the critical Mach number.

the minimum angle of descent.

the maximum lift.

The minimum value according to regulations is 1000 ft.

There is no legal minimum value, because this will be determined from case to case during the calculation of the net flight path.

The minimum value according to regulations is 400 ft.

A lower height than 400 ft is allowed in special circumstances e.g. noise abatement.

the total runway length, without clearway even if this one exists.

the length of the take-off run available plus the length of the clearway available.

the runway length minus stopway.

the runway length plus half of the clearway.

increases slightly with increasing airspeed.

is independent of the airspeed.

decreases slightly with increasing airspeed.

increases with decreasing OAT.

3050 m

3513 m

2555 m

2938 m