Performance Transport Sample Question 2
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Which of the following values may be used in the assessment of take-off performance?

  1. Actual
  2. Forecast
  3. Reported
  4. Expected

  • 1 only
  • 1 & 2
  • 1 & 3 (correct)
  • Any of them

    • For which of the following flights may forecast temperatures (as opposed to actual or reported) be used in assessing performance?

    1. Take-off
    2. Enroute
    3. Landing

  • 1
  • 2
  • 2 & 3 (correct)
  • All of them

    • Published take-off performance data for aircraft in Performance Group A makes allowance for use of a runway line up distance of:

  • * Nil (correct)
  • *100M
  • *200M
  • *4 x longitudinal distance from nose wheel axle to rear main gear axle.

    • Given the following data, which is the overall gradient on runway 07?

    Elevation at start of rwy 07 is 305ft Elevation at start of rwy 25 is 283ft Legth 2745m

    <p>0.24% downslope</p> Signup and view all the answers

    Which is true of runway slope in relation to performance calculations for aircraft in Performance Group A?

    <p>If you expect to use less than the whole runway, the value employed should take account of this fact</p> Signup and view all the answers

    For which airplane in Performance Group A is this statement true?

    "If an alternate airport is designated in the flight plan, the landing distance required may be that appropriate to an alternate aerodrome when assessing the ability of the airplane to satisfy the requirement of the destination aerodrome."

    <p>Turbo prop and piston engine</p> Signup and view all the answers

    For a given declared temperature at which the aircraft performance is being assessed, if it is within a certain temperature of the maximum aircraft operating temperature, the use of declared temperature is not permitted.

    <p>5°C</p> Signup and view all the answers

    Which is true of the declared distance for a given runway?

    <p>The maximum slope for a clearway plane is 1.25%</p> Signup and view all the answers

    Which is true about TODA?

    <p>It is useable runway length plus clearway</p> Signup and view all the answers

    Which is true of the declared distance for a given runway?

    <p>ASDA comprises the useable runway length plus any stopway</p> Signup and view all the answers

    Which is true of the declared distance for a given runway?

    <p>Stopway must be able to support an aircraft without causing structural damage.</p> Signup and view all the answers

    Which is the correct procedure in relaƟon to the moment at which an engine failure is recognised?

    <p>If it is after V2, maintain speed at engine failure up to flap retraction height</p> Signup and view all the answers

    Assuming take-off weight, V1/VR ratio and aerodrome ambient conditions remain constant. A decrease in take-off flap setting will cause:

    <p>V1 &amp; V2 to increase</p> Signup and view all the answers

    Minimum control speed (Vmcg) on the ground:

    <p>Decreases with an increase in ambient temperature for the same pressure altitude</p> Signup and view all the answers

    Which is true of Vmcg on the ground?

    <p>It increases with a decrease in ambient temperature for the same pressure altitude</p> Signup and view all the answers

    In addition to runway slope and wind component, which one of the following sets of factors affects the brake energy (Vmbe)?

    <p>Aeroplane weight, aerodrome pressure altitude and ambient temperature</p> Signup and view all the answers

    Regarding improved V2 climb, which statements are correct?

    1. Increasing V2 requires an increase in V1 and VR
    2. Increase in takeoff speeds (V1/VR/V2) increases TODR
    3. Takeoff climb limit weight is reduced
    4. With an increase in takeoff speed, tyre speed limit and Vmbe may become limiting

    <p>1, 2 &amp; 4</p> Signup and view all the answers

    When an aeroplanes take-off weight is not field length limited, the benefits of selecting a lower V1 are:

    1. Improved obstacle clearance
    2. Reduced aircraft noise
    3. Greater stop margin for a RTO
    4. Decrease chance of exceeding Vmbe

    <p>3 &amp; 4</p> Signup and view all the answers

    Takeoff decision speed (V1) is the speed:

    1. from which a decision to continue the takeoff is made, which results in a takeoff distance to a height of 35ft on a dry runway at a speed of V2, that will not exceed the useable takeoff distance
    2. at which the engine failure is recognised
    3. at which the first action is taken to bring the aeroplane to a full stop and will not exceed the ASDA

    <p>1 &amp; 3</p> Signup and view all the answers

    Which one of the following is correct in relation to takeoff flight path?

    <p>The gross level off height is the maximum height at which the acceleration segment may be scheduled using take-off thrust</p> Signup and view all the answers

    When an obstacle is to be cleared, on the basis of an extended second segment climb:

    <p>There must be a minimum acceleration/climb gradient capability of 1.5% at all points in the take-off flight path above 400' gross height.</p> Signup and view all the answers

    What thrust settings should be used for operating engines in the third segment of the flight path?

    <p>Take-off</p> Signup and view all the answers

    Select the answer which you consider will correctly complete the following statement.

    "The net takeoff flight path extends from (i) to 1500' above aerodrome level, and should clear any obstacle in its path by a vertical interval of (ii)"

    <p>(i) 35' above the end of the TODR (ii) 35' or 50'during a turn exceeding 15° change in direction.</p> Signup and view all the answers

    The minimum level off pressure altitude, as applied to the clearance of distant obstacles when using the extended second segment climb procedure, may be defined as:

    <p>The altitude below which acceleration and flap retraction should not be scheduled</p> Signup and view all the answers

    An obstacle is identified as being 5920m from the end of the take-off distance available, and is 830m from the intended line of flight. Given the wing span of the aircraft is 48m, the semi width of the funnel at a given point is?

    (1/2 wingspan + 60m + distance/8) or 900m whichever is less (Not given)

    <p>824m, thus the obstacle is insignificant</p> Signup and view all the answers

    Takeoff WAT curve for an aircraft in Performance Group A assumes:

    <p>Engine failure on the ground</p> Signup and view all the answers

    At a given take-off weight, aerodrome ambient conditions and characteristics, an increase in take-off flap setting will (i) the second segment climb gradient and (ii) the takeoff distance required.

    <p>(i) decrease (ii) decrease</p> Signup and view all the answers

    Decrease flap from 10° to 5° will result in

    1. Increase in field length limit for a given runway
    2. Increase climb limit weight
    3. Increase VI speed for a given weight

    <p>2 &amp; 3</p> Signup and view all the answers

    "All other factors remaining constant, a decrease in aerodrome pressure altitude will: (i) the take-off distance required and (ii) the second segment net gradient of climb.”

    <p>(i) decrease (ii) increase</p> Signup and view all the answers

    Using a higher V2 (i) TODR and (ii) distance to an obstacle, resulting in a (iii) climb gradient required.

    <p>(i) increases (ii) decreases (iii) increased</p> Signup and view all the answers

    Obstacle height is generally referenced to the elevation at the end of the TODA. Assuming the climb gradient is constant, the flight path of an uphill slope runway will begin at a relatively (i) elevation relative to a downhill slope.

    <p>lower</p> Signup and view all the answers

    Using a wet V1 on a wet runway, compared to a dry V1 on a dry runway, in the event of an engine failure the safety margin with a continued take-off will:

    <p>always decrease</p> Signup and view all the answers

    Operations involving the use of variable take-off thrust may be conducted:

    <p>in conditions where the performance limit take-off weight at the ambient temperature exceeds the actual take-off weight.</p> Signup and view all the answers

    Which of the following statements is true concerning operations involving the use of variable take-off thrust?

    <p>An acceptable assumed temperature may be described as one at which the performance limit takeoff weight equals or exceeds the actual take-off weight</p> Signup and view all the answers

    Which one of the following statements is true concerning the calculation of the maximum speed for abandoning take-off Vstop on a contaminated runway

    <p>Vstop may be less than Vmcg</p> Signup and view all the answers

    Which is a recommended procedure when operating from a contaminated runway?

    <p>A check should be made that all retardation devices are serviceable and that tyres are in good condition</p> Signup and view all the answers

    Which of the following statements are true concerning operation on a contaminated runway?

    <p>Any significant loss of runway distance available due to line up for take-off should taken into account for and take-off performance.</p> Signup and view all the answers

    Which of the following is correct concerning weight and performance provisions/regulations during the enroute phase of flight involving an engine failure?

    <p>Account may be taken of any reduction of weight of the aeroplane which may be achieved by jettisoning fuel in accordance with the prescribed procedures</p> Signup and view all the answers

    In the case of engine failure, the aeroplane must be capable of clearing all objects on either side of the intended track within:

    1. 10nm
    2. 5nm providing the operator takes into account navigational aide enroute
    3. 20nm in mountainous areas

    <p>1 &amp; 2</p> Signup and view all the answers

    Landing distance correction factor for (i) forecast headwind component (ii) foreacast tailwind component.

    <p>(i) not more than 50% (ii) not less than 150%</p> Signup and view all the answers

    The landing WAT curve or graph ensures that at a given weight, the aeroplane will have an acceptable minimum climb capability with:

    <p>One engine inoperaƟve and with all engine operaƟng</p> Signup and view all the answers

    In the third segment of take-off flight path, what is the thrust setting used?

    <p>Take-Off thrust.</p> Signup and view all the answers

    The landing WAT graph or curve ensures minimum climb capability for:

    <p>One engine inoperative and all engines operating.</p> Signup and view all the answers

    Use of larger flap setting will result in a .......................... in the take-off distance
    required and a ........................... In climb gradient required

    <p>Decrease Increase.</p> Signup and view all the answers

    If engine failure is recognized above V2, which of the following actions is correct?

    <p>Maintain Engine failure speed until level off height.</p> Signup and view all the answers

    With respect to using an extended second segment climb procedure to clear a distant obstacle, the minimum altitude chosen for level off and clean up is:

    <p>The altitude below which acceleration and flap retraction is not permitted</p> Signup and view all the answers

    The aircraft is not field length limited, with multiple V1 available. Some operators prefer to use a lower V1. State the benefits of using a high V1?

    (i) Requires less take-off distance for a confirmed take-off.
    (ii) Better vertical clearance above an obstacle.
    (iii) Greater stop margin in abandoned take-off.

    <p>1 and 2.</p> Signup and view all the answers

    Which of the following is true for declared distance for a given runway?

    <p>1.25° &lt; Max slope of the clearway plane.</p> Signup and view all the answers

    Which of the following V speed relationships are correct?

    (i) V1 lower limit = VMCG.
    (ii) V1 lower limit = VMCA x 1.05.
    (iii) V1 higher limit = VMBE or VR.

    <p>1 and 3.</p> Signup and view all the answers

    An obstacle is situated 5,920m from the end of the TORA and 830m from the runway extended centreline. What is the width of the semi-funnel?

    <p>824m. Obstacle insignificant.</p> Signup and view all the answers

    Obstacle height is generally referenced to the elevation at the end of the take-off distance ....................... Assuming the climb gradient is constant, the flight path of an ................................... slope runway will begin at a relatively .................................. Elevation.

    <p>Required Uphill Lower</p> Signup and view all the answers

    Which of the following statements are correct in respect to contaminated runways. Contaminated RTOW should be used when:

    (i) The runway is damp.
    (ii) It has an accumulation of compacted snow or wet ice.
    (iii) More than 25% of the runway is covered by slush or dry snow which is equivalent to greater than 3mm of water.

    <p>2 and 3.</p> Signup and view all the answers

    Using a wet V1 on a wet runway compared with using a dry V1 on a dry runway and in the event of an engine failure, the safety margins with a continued take-off will be?

    <p>Always decreased (smaller).</p> Signup and view all the answers

    What of the following statements is correct concerning assumed temperature method?

    <p>Cannot be used on a wet runway.</p> Signup and view all the answers

    When assessing performance of the maximum abandoning speed (VSTOP) on a contaminated runway:

    <p>VSTOP can be less than VMCG.</p> Signup and view all the answers

    Pertaining to VMCG what is true?

    <p>It increases with decreasing ambient temperature for the same pressure altitude</p> Signup and view all the answers

    When calculating RTOW, what runway slope should be taken into account?

    <p>Part slope may be used if departing from an intersection.</p> Signup and view all the answers

    Which of the following is true regarding the use of reduced thrust take-offs?

    <p>It can be used if the OAT is less than the assumed temperature</p> Signup and view all the answers

    Study Notes

    Take-off Performance Assessment

    • Values used: Actual, forecast, and reported values can be used in assessing take-off performance.
    • Forecast Temperatures: Forecast temperatures are primarily used for performance assessment during the take-off phase of flight.
    • Runway Line Up Distance: Aircraft in Performance Group A allow for a specified runway line-up distance in published take-off performance data.
    • Runway Gradient: The runway gradient is calculated as the difference in elevation between the start of runway 07 (305ft) and the start of runway 25 (283ft), divided by the length of the runway (2745m).
    • Runway Slope and Performance Group A: Runway slope significantly impacts performance calculations for aircraft in Performance Group A.
    • Alternate Airport and Landing Distance: For aircraft in Performance Group A, if an alternate airport is designated in the flight plan, the landing distance required may be based on the alternate aerodrome's requirements.
    • Declared Temperature and Maximum Aircraft Operating Temperature: The declared temperature is not permitted when it falls within a specific temperature range of the maximum aircraft operating temperature.
    • Declared Distance: The declared distance for a given runway is a specific distance established for performance calculations.
    • TODA (Take-off Distance Available): TODA is a specific distance defined for performance calculations and is used in determining takeoff performance.
    • Declared Distance for a Given Runway: The declared distance for a given runway is a significant factor in takeoff performance calculations.
    • Engine Failure Recognition: The moment an engine failure is recognized, appropriate actions should be taken immediately.
    • Take-off Flap Setting and Performance: Decreasing the take-off flap setting will generally lead to an increase in take-off distance required.
    • Vmcg (Minimum Control Speed on the Ground): Vmcg represents the minimum speed at which the aircraft can maintain directional control on the ground, with an engine failure.
    • Factors Affecting Vmbe (Brake Energy): Runway slope, wind component, and other factors influence Vmbe.
    • Improved V2 Climb: Increasing V2 (take-off safety speed) can lead to a higher takeoff distance required, while reducing the takeoff climb limit weight and potentially limiting tyre speed and Vmbe.
    • Benefits of Lower V1: Selecting a lower V1 (take-off decision speed) when the takeoff weight is not field length limited can offer advantages such as improved obstacle clearance, reduced aircraft noise, and a greater stop margin for a Rejected Take-off (RTO).
    • Take-off Decision Speed (V1): V1 is the speed at which the pilot makes a decision to continue the take-off or abort, ensuring the aircraft can safely stop within the available runway distance.
    • Take-off Flight Path: Take-off flight path follows a specific pattern that is critical in obstacle clearance, comprising of three segments.
    • Extended Second Segment Climb and Obstacle Clearance: When an obstacle is to be cleared using an extended second segment climb, the flight path involves specific procedures.
    • Thrust Settings in Third Segment: Operating engines in the third segment of the flight path require specific thrust settings to maintain the desired climb performance.
    • Net Take-off Flight Path: The net take-off flight path extends from the start of the takeoff to 1500' above aerodrome level, ensuring adequate clearance from any obstacles.
    • Minimum Level Off Pressure Altitude: The minimum level off pressure altitude is a critical factor in achieving the necessary clearance over obstacles.
    • Obstacle Clearance and Semi-width of the Funnel: When clearing an obstacle, the airplane must maintain its flight path within a defined "funnel" area.
    • Take-off WAT Curve: The Take-off WAT (Weight and Temperature) curve for aircraft in Performance Group A considers specific parameters to determine take-off performance.
    • Take-off Flap Setting and Climb Gradient: Increasing take-off flap setting will generally decrease the climb gradient and increase the take-off distance.
    • Aerodrome Pressure Altitude: Lowering the aerodrome pressure altitude will result in a decrease in take-off distance and an increase in the second segment net climb gradient.
    • V2 and Obstacle Clearance: Using a higher V2 (take-off safety speed) leads to a greater TODR (Takeoff Distance Required), a longer distance to an obstacle, and a lower climb gradient required.
    • Obstacle Height and Elevation: Obstacle height is typically referenced to the elevation at the end of the TODA.
    • Runway Slope and Flight Path: The flight path of an uphill slope runway will begin at a relatively higher elevation compared to a downhill slope, assuming a constant climb gradient.
    • Wet V1 and Safety Margin: Using a wet V1 on a wet runway, compared to a dry V1 on a dry runway, will generally reduce the safety margin in a continued take-off during an engine failure scenario.
    • Operations With Variable Take-off Thrust: Specific procedures and regulations govern operations involving variable take-off thrust to ensure safe and efficient performance.
    • Maximum Speed for Abandoning Take-off (Vstop) on a Contaminated Runway: Calculating the maximum speed for abandoning takeoff (Vstop) on a contaminated runway requires specific considerations.
    • Recommended Procedures on a Contaminated Runway: Specific recommended procedures are in place for operating from a contaminated runway, such as adjusting take-off performance considerations.
    • Operations on a Contaminated Runway: Operations on a contaminated runway have specific considerations associated with take-off performance.
    • Engine Failure and Performance During Enroute Phase: Specific weight and performance regulations govern the enroute phase of flight in the case of an engine failure.
    • Engine Failure and Obstacle Clearance: During an engine failure, the aircraft must be capable of clearing all obstacles within a specified distance on either side of the intended flight path.
    • Landing Distance Correction Factor: The landing distance correction factor is adjusted for forecasted headwind and tailwind components.
    • Landing WAT Curve: The landing WAT curve ensures adequate minimum climb capability at a given weight, with consideration for aircraft limitations.
    • Thrust Setting in the Third Segment: In the third segment of the take-off flight path, a specific thrust setting is used to maintain a defined climb gradient.
    • Landing WAT Graph: The landing WAT graph ensures that the aircraft has the necessary climb capability for a safe landing, considering various variables.
    • Flap Setting and Take-off Performance: Using a larger flap setting results in an increase in the take-off distance required and a decrease in the climb gradient required.
    • Engine Failure Above V2: If an engine failure is recognized above V2, the pilot must maintain the climb and continue with the takeoff, with the appropriate actions.
    • Extended Second Segment Climb and Level Off Altitude: When using an extended second segment climb to clear a distant obstacle, a specific minimum level off altitude is chosen.
    • Benefits of Using a Higher V1: While some operators prefer lower V1 values, using a higher V1 offers specific benefits in terms of obstacle clearance, safety margins, and performance consistency.
    • Declared Distance for a Given Runway: The declared distance for a given runway is an important parameter for takeoff performance calculations.
    • V-speed Relationships: There are specific relationships established between different V-speeds.
    • Obstacle Clearance and Semi-width of the Funnel: The semi-width of the funnel for obstacle clearance is calculated based on the aircraft's wingspan and distance from the obstacle.
    • Obstacle Height and Elevation: Obstacle height is typically referenced to the elevation at the end of the TODA (Takeoff Distance Available).
    • Flight Path and Runway Slope: The flight path of an uphill slope runway starts at a relatively higher elevation compared to a downhill slope, assuming a constant climb gradient.
    • Contaminated Runway Operations: Contaminated runway operations require specific considerations to ensure aircraft performance and safety.
    • Contaminated RTOW (Reduced Takeoff Weight): A reduced takeoff weight (RTOW) should be applied when the runway is contaminated with specific conditions: damp, compacted snow, or wet ice, or when more than 25% of the runway is covered by slush or dry snow equivalent to more than 3mm of water.
    • Wet V1 and Safety Margin: Using a wet V1 on a wet runway compared to a dry V1 on a dry runway will generally result in lower safety margins for continued take-off in the event of an engine failure.
    • Assumed Temperature Method: The assumed temperature method involves estimating the impact of temperature on aircraft performance.
    • Maximum Abandoning Speed (Vstop) on a Contaminated Runway: Assessing the maximum abandoning speed (Vstop) on a contaminated runway requires specific considerations.
    • Vmcg (Minimum Control Speed on the Ground): Vmcg represents the minimum speed at which the aircraft can maintain directional control on the ground with an engine failure.
    • Runway Slope and RTOW (Reduced Takeoff Weight): When calculating RTOW, the runway slope should be considered for accurate performance calculation.
    • Reduced Thrust Take-off: Reduced thrust take-offs involve using a reduced thrust setting during takeoff, which can be used in certain situations.

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    Test your knowledge on the various values that can be used in the assessment of take-off performance. This quiz will cover terms such as actual, forecast, reported, and expected. Brush up on your aviation knowledge with these critical definitions.

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