Why are the indications on an FMA preferred over an MCP?
Why are the indications on an FMA preferred over an MCP?
Always make sure to update yourself with the latest information on these type of questions.
CFM56-7 series with a max takeoff thrust of 27,300lb.
These engines have higher thrust, improved efficiency, and lower maintenance costs than its predecessor, the CFM56-3 series.
180 minutes extended range (ETOPS).
Bypass ratio 5.5:1
How can you calculate the Operating Mass?
How can you calculate the Operating Mass?
OM = DOM + crew and fuel
Name the different aircraft categories, speeds and on which speed these categories are based.
Name the different aircraft categories, speeds and on which speed these categories are based.
Aircraft categories are based on Vat (in knots):
A <91
B 91-120
C 121-140
D 141-165
E 166 - 210
Does the N1 compressor produce thrust?
Does the N1 compressor produce thrust?
Yes, with the modern high bypass turbofans the N1 compressor works as a huge propeller, it takes a big mass of air and gives it a relative small acceleration.
Around 70% of the air will bypass the core of the engine, only 30% of air will be compressed further and will eventually go through the combustion chamber.
What is induced drag?
What is induced drag?
Induced drag and its wing tip vortices are a direct consequence of the creation of lift by the wing.
Since the Coefficient of Lift is large when the Angle of Attack is large, induced drag is inversely proportional to the square of the speed whereas all other drag is directly proportional to the square of the speed.
The effect of this is that induced drag is relatively unimportant at high speed in the cruise and descent where it probably represents less than 10% of total drag. In the climb, it is more important representing at least 20% of total drag. At slow speeds just after take off and in the initial climb, it is of maximum importance and may produce as much as 70% of total drag.
Finally, when looking at the potential strength of wing tip vortices, all this theory on induced drag must be moderated by the effect of aircraft weight. Induced drag will always increase with aircraft weight.
How do you get out of a spiral dive on a Cessna?
How do you get out of a spiral dive on a Cessna?
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Unload. Make sure you are no longer 'pulling G's'
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Roll wings level
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Power Reduce the power to avoid overspeeding.
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gently pull back on the control wheel to ease out of the dive.
When slowed down to a safe airspeed apply throttle as needed.
(N.b.: Do not confuse a spiral dive with a spin)
If in a go-around, which take-off stages will still apply?
If in a go-around, which take-off stages will still apply?
None. The go around procedure is distinct from the take off procedure. You will still have an acceleration altitude, but you will not have a screen height, V1, Vr, V2, flap retraction altitude, etc.
What’s the temperature at FL150 according to ISA?
What’s the temperature at FL150 according to ISA?
-15°C
because:
-2°C per 1000 feet gives -30°C.
ISA: 15°C at sea level - 30°C = -15°C at FL150
You have lost both alternators, how long would the battery last and what would you do?
You have lost both alternators, how long would the battery last and what would you do?
30 minutes, I would land as soon as possible.
What sort of weather would you find at an occluded front?
What sort of weather would you find at an occluded front?
Low pressure weather, unstable weather.