Fppt01 2.versiyon

16.04.
2016 CATS WBT 2.0 | Progress Tests | Flight
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PPL
Private Pilots License
FPP
Flight Planning and Performance
FPPT01
Flight Planning progress test
1. Determine the Zero Fuel Mass for the following single engine aeroplane. MARK
Given : 0
Basic Empty Mass: 1799 lbs
Optional Equipment: 35 lbs
Pilot + Front seat passenger: 300 lbs
Cargo Mass: 350 lbs
Ramp Fuel = Block Fuel: 60 Gal.
Trip Fuel: 35 Gal.
Fuel density: 6 lbs/Gal.
A) 2659 lbs
B) 2589 lbs
C) 2449 lbs
D) 2414 lbs
EXPLANATION:
ZFM = DOM + TL
ZFM = (1799+300) + 350 = 2449 lbs
(This is not a great worded question due to the 'optional equipment'. However adding it would give an answer of 2484, which is not an
option.)
2. Which force compensates the weight in unaccelerated straight and level flight? MARK
A) the thrust
B) the lift
1
C) the resultant from lift and drag
D) the drag
EXPLANATION:
In the simplest terms, in unaccelerated straight and level flight, lift directly balances the weight.
The total aerodynamic force is derived from the vector resolution of the lift and the drag and does not directly balance the weight.
3. The centre of gravity of a body is that point MARK
A) where the sum of the moments from the external forces acting on the body is equal to zero
B) through which the sum of the forces of all masses of the body is considered to act
1
C) which is always used as datum when computing moments
D) where the sum of the external forces is equal to zero
EXPLANATION:
Mass acts through the centre of gravity.
4. The pilot of a single engine aircraft has established the climb performance. MARK
The carriage of an additional passenger will cause the climb performance to be:
1
A) Unchanged
B) Improved
C) Degraded
http://wbt.catsaviation.com/2/tests/supply?flight=SECT686 1/7
16.04.2016 CATS WBT 2.0 | Progress Tests | Flight
D) Unchanged, if a short field takeoff is adopted
EXPLANATION:
An additional passenger adds weight, so climb performance (eg. rate of climb) will be degraded, as the same thrust available now needs
to get more weight climbing.
5. Which of the following are to be taken into account for the runway in use for takeoff? MARK
A) Airport elevation, runway slope, outside air temperature, standard pressure and wind components
B) Airport elevation, runway slope, standard temperature, pressure altitude and wind components
1
C) Airport elevation, runway slope, standard temperature, standard pressure and wind components
D) Airport elevation, runway slope, outside air temperature, pressure altitude and wind components
EXPLANATION:
Actual not standard values are used.
6. Which of the following factors will lead to an increase of ground distance during a glide, while maintaining the appropriate minimum MARK
glide angle speed?
A) Decrease of aircraft mass 1
B) Increase of aircraft mass
C) Tailwind
D) Headwind
EXPLANATION:
Mass will have negligible effect, a heavier mass will just get you down to the same spot quicker.
Headwind will decrease distance travelled, a tailwind will increase distance travelled.
7. Refer to CAP698 Section 2 SEP1 Page 10 Figure 2.4 MARK
With regard to the landing chart for the single engine aeroplane determine the landing distance from a height of 50'
Given: 0
OAT: ISA +15°C
Pressure Altitude: 0'
Aeroplane Mass: 2940 lbs
Headwind component: 10 KT
Flaps: Landing position (down)
Runway: short and wet grass firm soil
Correction factor (wet grass): 1.38
A) approximately: 1450'
B) approximately: 2000'
C) approximately: 1300'
D) approximately: 1794'
[Click here to view this Question's JPEG Attachment]
EXPLANATION:
Enter at 30°C as this is ISA + 15 (Remember ISA at 0' is 15°C)
Follow the steps, distance required is approx. 1300' (see graph)
Applying the wet grass factor = 1300 x 1.38 = 1794' approx
8. The angle of climb with flaps extended, compared to that with flaps retracted, will normally be: MARK
A) Larger
B) Smaller
1
C) Increase at moderate flap setting, decrease at large flap setting
D) Not change
EXPLANATION:
The use of flaps and slats can modify the performance of an aeroplane by increasing the maximum lift of the wings, thereby lowering the
stall speed and the liftoff speed. Reduction of the liftoff speed reduces the length of the take off run because a shorter distance is needed
to accelerate to the lower speed.
The selection of a low flap setting for takeoff is more likely with a high field elevation, distant obstacles in the climbout path, long
runway and a high ambient temperature. Generally, only moderate flap settings are used for takeoff because large flap settings give little
additional reduction in stall speed but increase drag considerably.
9. When considering the effects of increased mass on an aeroplane, which of the following is true? MARK
A) Flight endurance will be increased.
B) Stalling speeds will be higher.
1
C) Gradient of climb for a given power setting will be higher.
D) Stalling speeds will be lower.
EXPLANATION:
The stalling speed is affected by the wing loading, which depends on a lot of things such as;
• the weight of the aeroplane,
• load factors due to manoeuvres or turbulence,
• changes in the position of the centre of gravity,
• use of power (propeller slip stream or vertical component of thrust).
• the lift coefficient, which may be changed by the use of high lift devices and ice formation.
If the weight of the aeroplane increases, the wing loading will be higher. The lift must increase proportionally in order to maintain the
aircraft in straight and level flight.
As the maximum lift coefficient CL and the wing surface area are fixed values, the dynamic pressure has to increase, which means that the
stalling speed also increases with higher weight.
To summarise When the weight of the aeroplane increases, the wing loading will be higher, causing the stalling speed to increase.
10. How does runway slope affect allowable takeoff mass, assuming other factors remain constant and not limiting? MARK
A) A downhill slope increases allowable takeoff mass.
B) A downhill slope decreases allowable takeoff mass.
1
C) Allowable takeoff mass is not affected by runway slope.
D) An uphill slope increases the allowable takeoff mass.
EXPLANATION:
Extra mass reduces takeoff performance, so acceleration is more difficult.
A downslope will assist acceleration, so your allowable mass is increased.
11. The takeoff distance required increases: MARK
A) due to downhill slope because of the smaller angle of attack
B) due to slush on the runway
1
C) due to lower gross mass at takeoff
D) due to head wind because of the drag augmentation
EXPLANATION:
Slush on the runway will mean longer to accelerate to take off speed due to less grip/traction.
The slush will also mean a longer distance to stop in the case of an aborted take off.
12. During a flight the fuel indicators show that the remaining amount of fuel is 100 lbs after 38 minutes. The total amount of fuel at MARK
departure was 160 lbs. For the alternate fuel, 30 lbs is necessary. The planned fuel for taxi is 13 lbs. Final reserve fuel is estimated at 50
lbs. If the fuel flow remains the same, how many minutes can be flown to the destination with the remaining fuel?
1
A) 12 minutes.
B) 4 minutes.
C) 44 minutes.
D) 63 minutes.
EXPLANATION:
Fuel used = 160100 = 60 lbs
In 38 mins this means a fuel burn of 60/38 = 1.58 lbs per minute
Fuel available for remainder of flight = 1003050 = 20 lbs (ignore taxi fuel)
20/1.58 = 12 mins
13. Refer to CAP 697 SEP Figure 2.2 MARK
A flight has to be made with the single engine sample aeroplane. For the fuel calculation allow 10 lbs fuel for start up and taxi, 3 minutes
and 1 gallon of additional fuel to allow for the climb, 10 minutes and no fuel correction for the descent. 0
Planned flight time (overhead to overhead) is 03 hours and 12 minutes.
Reserve fuel 30% of the trip fuel.
Power setting is 25 in.HG (or full throttle), 2100 RPM, 20°C lean.
Flight level is 70 and the OAT 11°C.
The minimum block fuel is:
A) 215 lbs
B) 252 lbs
C) 268 lbs
D) 283 lbs
EXPLANATION:
Use figures for standard day, as this gives the closest to the OAT of 11°C
At 6000' fuel flow is 66.1 pph, at 8000' fuel flow is 61.9 pph
Interpolating for 7000' = (66.1+61.9)/2 = 64 pph
64 pph x 3 hrs 12 mins = 205
10 lbs start up
6 lbs (1 gallon) for climb
Reserve = 205 x 30% = 62
Total block = 205 + 10 + 6 + 62 = 283 lbs
14. What effect has a tailwind on the maximum endurance speed? MARK
A) No effect
B) The IAS will be decreased
1
C) The IAS will be increased
D) Tailwind only effects holding speed
EXPLANATION:
The endurance of an aircraft is the measure of the length of time it is able to remain airborne. Of course, there will be a certain speed that
makes it possible to fly the longest time, giving the maximum endurance.
To obtain maximum endurance, we must use the least possible fuel in a given time, i.e. we must use minimum power.
This will be achieved at a given speed and not dependent on wind.
(Max range speed IS affected by wind, as generally you would fly faster in a headwind and slower in a tailwind.)
15. What is the effect of increased mass on the performance of a gliding aeroplane? MARK
A) The gliding angle decreases
B) There is no effect 1
C) The speed for best angle of descent increases
D) The lift / drag ratio decreases
EXPLANATION:
Heavy aircraft do not glide more steeply than light aeroplanes since gliding angle depends on the ratio of of lift to drag, which is quite
independent of weight. Weight does affect airspeed during the glide.
If there is an increase in the weight vector it must be balanced by an increase in the total force supporting the weight; so lift and drag
which form the rectangle around the total force must increase also. The proportions of lift and drag remain the same so with L : D being
the same the gliding angle is unchanged.
The greater lift and drag is achieved by flying faster.
If you think to powered flight and flying for range, greater weight meant greater speed. But there is an interesting and important difference
in this case. In powered flying for range greater speed meant greater drag, greater thrust, and so less range. In gliding flight without
engine power, greater speed means greater drag, but now the thrust is provided by the component of the weight which acts along the
gliding path and this is greater because the aircraft weight is greater.
So, greater weight does not affect gliding angle and does not affect the range on a pure glide but it does affect the speed.
(Kermode, Barnard and Philpott, 1996)
16. For a given configuration, the stall speed of an aeroplane will be highest when loaded: MARK
A) to the maximum allowable mass with the most forward CG
B) to the maximum allowable mass with the most aft CG
1
C) to a low total mass with the most aft CG
D) to a low total mass with the most forward CG
EXPLANATION:
When the CG is at its most FWD limit a greater downforce must be provided by the tailplane to support it.
Lift produced by the mainplane (wings) has to support the aircraft weight plus the extra downforce from the tailplane.
When you are at 'stalling speed' you are at the angle of attack for the stall with its associated speed.
If conditions change i.e. more lift is required then you cannot increase angle of attack to get more lift because you are stalled you can
only fly faster. In other words the 'stalling speed' has increased.
Compared to the aircraft with an AFT CG the aircraft with a FWD CG will have a higher stalling speed because if the aircraft is already at
maximum lift at the stall then extra lift can only be achieved by being at a faster speed.
17. What is the equation for the climb gradient expressed in percentage during unaccelerated flight (applicable to small angles only)? MARK
A) Climb Gradient = ((Thrust Drag) / Weight) x 100
B) Climb Gradient = (Lift / Weight) x 100
0
C) Climb Gradient = ((Thrust Mass) / Lift) x 100
D) Climb Gradient = ((Thrust + Drag) / Lift) x 100
EXPLANATION:
The climb gradient is usually expressed as a percentage and is given by the equation:
(1) climb gradient = (change in height / change in horizontal distance) x 100
Note that the climb GRADIENT is always expressed as a simple fraction or a percentage whereas the climb ANGLE is expressed in
degrees.
By drawing the triangle of the aeroplane's vertical profile we see that change in height / change in horizontal distance is the triangle's
opposite side divided by its adjacent side thus we can write:
(2) climb gradient = tan (theta)
where the climb gradient is expressed as a simple fraction and where theta is the climb angle and:
(3) climb gradient = tan (theta) x 100
where the climb gradient is expressed as a percentage.
In an unaccelerated climb, the vector for thrust (T) must balance that for drag (D) and the component of weight (W) acting along the flight
path such that:
(4) T = D + W sin (theta)
Rearranging gives:
(5) sin (theta) = (T D) / W
This equation tells us that the climb angle (theta) is a function of excess thrust (T D), that is, of the thrust available to climb the aeroplane
after that needed to overcome drag is considered.
It is a reasonable approximation for small angles (theta less than 15 degrees) to say that sin (theta) is approximately equal to tan (theta)
thus we can write:
(6) tan (theta) = (T D) / W
so that by (3) and (6)
(7) climb gradient = ((T D) / W) x 100
18. In unaccelerated climb: MARK
A) lift is greater than the gross weight
B) thrust equals drag plus the downhill component of the gross weight in the flight path direction
1
C) thrust equals drag plus the uphill component of the gross weight in the flight path direction
D) lift equals weight plus the vertical component of the drag
EXPLANATION:
Thrust must overcome the drag, plus the component of weight in that direction, which is W sin [THETA], where [THETA] is the angle of
climb.
19. For a planned flight the calculated fuel is as follows: MARK
Flight time: 2h42min 1
The reserve fuel, at any time, should not be less than 30% of the remaining trip fuel.
Taxi fuel: 9 kg
Block fuel: 136 kg
How much fuel should remain after 2 hours flight time?
A) 33 kg trip fuel and 10 kg reserve fuel.
B) 25 kg trip fuel and 8 kg reserve fuel.
C) 33 kg trip fuel and no reserve fuel.
D) 23 kg trip fuel and 10 kg reserve fuel.
EXPLANATION:
Trip fuel = 1369 = 127kg
127 / 2hr 42min = 47 kg/hr fuel burn
After 2 hrs, fuel remaining = 127 (2x47) = 33
33 / 1.3 = 25kg trip fuel
3325 = 8kg reserve
20. When filling in an ATC flight plan before departure, the time information which should be entered in item 13: 'Time' is: MARK
A) planned takeoff time.
B) estimated offblock time.
1
C) the time of flight plan filing.
D) planned engine start time.
EXPLANATION:
ICAO Doc 4444
Air Traffic Management
YOUR RESULTS... TOTAL MARK
You scored 80%
Congratulations! Please proceed with the course.
You started at 5:27:46 UTC 16/Apr/2016 and finished at 5:44:41 UTC 16/Apr/2016.
16 / 20
Time allowed was 60 minutes, you took 17 minutes.
The correct answer for each Question has been underlined, for your reference.
We recommend that you print a copy of this Test for your records. [ID=22402 5:44:41 UTC 16/Apr/2016]
Copyright © 20022015 Cranfield Aviation Training School Limited & Sword Drawn Limited
Use of this website indicates acknowledgement and acceptance of the full copyright notice and terms and conditions.

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