A: Increased TOD required and decreased field length limited TOM.
B: Decreased TOD required and increased field length limited TOM.
C: Increased TOD required and increased field length limited TOM.
D: Decreased TOD required and decreased field length limited TOM.
A: 50% of a head wind is taken into account when determining the climb limited take-off mass.
B: The climb limited take-off mass is determined at the speed for best rate of climb.
C: The climb limited take-off mass decreases with increasing OAT.
D: On high elevation airports equipped with long runways the aeroplane will always be climb limited.
A: There is no effect on allowable take-off mass.
B: Allowable take-off mass increases.
C: Allowable take-off mass decreases.
D: Allowable take-off mass remains uninfluenced up to 5000 ft pressure altitude.
A: The performance limited take-off mass is independent of the wind component.
B: The climb limited take-off mass is independent of the wind component.
C: The accelerate stop distance required is independent of the runway condition.
D: The take-off distance with one engine out is independent of the wind component.
Maximum Take-off Mass: 62 800 kg,
Maximum Zero Fuel Mass: 51 250 kg;
Maximum Landing Mass: 54 900 kg,
Maximum Taxi Mass: 63 050 kg,
Assume the following preplanning results:
Trip fuel: 1 800 kg,
Alternate fuel: 1 400 kg,
Holding fuel (final reserve): 1 225 kg,
Dry Operating Mass: 34 000 kg,
Traffic Load: 13 000 kg,
Catering: 750 kg,
Baggage: 3 500 kg.
Find the Take-off Mass (TOM):
A: 52 265 kg.
B: 55 765 kg.
C: 51 425 kg.
D: 51 515 kg.
A: 99 000 kg
B: 64 000 kg
C: 71 000 kg
D: 53 000 kg
DOM = TOM – Traffic load – Fuel
53000 = 117000 –
1800 – 46000
53000 = 117000 – 18000 – 46000
(corrected by Devin Kan, thank you)
A: The effect would vary depending upon the height of any obstacle within the net take-off flight path.
C: The climb limited take-off mass would increase.
D: The climb limited take-off mass would decrease.