Performance and Limitations practice questions

Answer: D) Higher true airspeed

• AIncorrect. Ground roll increases.
• BIncorrect. TAS is higher.
• CIncorrect. Stall IAS is unchanged.
• DCorrect. So ground roll increases.

Answer: B) Must begin a rejected takeoff

• AIncorrect. That's VR.
• BCorrect. And the minimum to continue after engine failure.
• CIncorrect. That's a flap speed.
• DIncorrect. That's VY or V2-related.

Answer: A) V1

• ACorrect. VR must be at least V1.
• BIncorrect. V2 is higher than VR.
• CIncorrect. VR may not be less than V1.
• DIncorrect. VMO is far higher.

Answer: D) The highest altitude with a minimum engine-out climb

• AIncorrect. That isn't the definition.
• BIncorrect. That's the normal ceiling.
• CIncorrect. That isn't the definition.
• DCorrect. It guides drift-down planning.

Answer: D) Shortens takeoff but lowers climb gradient

• AIncorrect. It lowers stall speed.
• BIncorrect. It's the reverse.
• CIncorrect. It shortens takeoff.
• DCorrect. A trade-off for obstacles.

Answer: A) 35 ft

• ACorrect. Or a specified lateral distance.
• BIncorrect. It's 35 ft.
• CIncorrect. It's 35 ft.
• DIncorrect. That's en route terrain clearance.

Answer: D) Without usable fuel

• AIncorrect. That's max ramp weight.
• BIncorrect. It excludes usable fuel.
• CIncorrect. That's max landing weight.
• DCorrect. Protecting the wing root from bending loads.

Answer: A) To reduce weight quickly so the airplane can meet landing weight and climb limits for an early return

Fuel jettison lets a heavy airplane cut weight quickly when it must return soon after takeoff. Getting at or below maximum landing weight lets it meet the climb requirements for landing, as 14 CFR 25.1001 intends.

• ACorrect. A heavy airplane that must come back soon after takeoff is usually above its maximum landing weight. Jettisoning fuel reduces weight fast. Under 14 CFR 25.1001, the system exists so the airplane can meet the climb requirements for a return when it has not burned off enough fuel.
• BIncorrect. Fuel jettison is not a way to improve normal cruise performance. Dumping fuel the trip needs would undermine the flight's fuel planning and reserves.
• CIncorrect. Contaminated fuel is handled by sumping and draining on the ground, not by jettisoning in flight. The jettison system is meant to reduce weight.
• DIncorrect. Jettison is not a routine procedure. Under 14 CFR 25.1001, the system must keep a required fuel reserve, so it cannot empty the tanks.

Answer: A) A reduced-thrust takeoff in which the crew enters a temperature higher than the actual outside air temperature

In a flex takeoff, the crew enters a temperature higher than the actual one, so the engines produce less than full rated thrust while the takeoff still meets the required performance. This reduces engine wear. A derated takeoff is a different method with its own fixed lower rating.

• ACorrect. When the actual takeoff weight is below the performance-limited weight, the crew enters a temperature higher than the actual one. The engine control then sets less than full rated thrust while the takeoff still meets the required performance. Using less thrust reduces engine stress and wear (AC 25-13).
• BIncorrect. A flex takeoff uses less than full rated thrust. Saving that reduction is the whole purpose of the method.
• CIncorrect. This describes a derated takeoff, which uses a separate certified lower rating with its own limits. The assumed-temperature method instead sets thrust from a fictitious higher temperature, and the normal rating stays available.
• DIncorrect. The reduced thrust comes from a performance calculation. The crew does not set an arbitrary low value and plan to add full thrust after liftoff.

Answer: B) 10 knots

Transport category airplanes are commonly approved for landing in reported tailwinds up to 10 knots without extra wind-specific testing. Some are approved up to 15 knots after additional evaluation, and landing distances always include the 150 percent tailwind factor of 14 CFR 25.125(f).

• AIncorrect. The standard approval covers tailwinds up to 10 knots, so 5 knots understates it.
• BCorrect. Approval for reported tailwinds up to 10 knots may be given without extra testing at specific wind speeds. AFM data use the 150 percent tailwind factor required by 14 CFR 25.125(f).
• CIncorrect. Some airplanes are approved for up to 15 knots of tailwind, but only after additional evaluation, such as the effects of higher touchdown speeds and handling at the proposed limit plus 5 knots.
• DIncorrect. This is above both the standard 10-knot approval and the 15-knot maximum addressed by the additional-evaluation guidance.