PERFORMANS FİGÜR VE RAKAM SORULARI (10 AĞUSTOS 2011)

RAKAM SORULARI
SORU MİKTARI
FİGÜR NU EB EB-1 EB-2 EB-3 (EN KÜÇÜK) DÜŞÜNCELER HAFIZA ÇİVİLERİM (ŞUURSUZ EZBER)
3200_1 (296)
2-1 71/82_2 (298) TW 4 KT İSE; 21'DE (DİYARBAKIR KUYRUK
TO SPEED 2470_3 (358) 4 VE 15 İLE RÜZGAR) 6
MASS 3240_4 (359) 465_5 (331) BAŞLAYANLARI SEÇ TW 4 ARA 4,15
DISTANCE 2500 1500_6 (387)

2-2 22'DE (EDİRNE WaTanDır)

TO WET GRASS 2050_8 (297) TARRED DRY WET GRASS 2375 EB; WTD; WET=EB, TARRED=EB-1 2
DISTANCE 2375_7 (301) 4150_9 DRY GRASS DİĞERLERİ EB-1 DRY=EB-1

CEVAPLAR 5 HANELİ İSE;

15000 İLE BAŞLAYANLAR
2-3 16665;PA=5000 KUĞU (2)-MARTI (3) 15-16 3
CLIMB SPEED 1290_11 (300),PA=0 15400_13 (361)
ROC/GRADIENT 1140/%10,6_12 (363) 1120/%9,3; PA=3000 15640_14 (362)

HEAD WIND
TAIL WIND ELAZIĞ MEYDANINA (2-4)
1800_18 (295)
1850_15 (293) LANDING DISTANCE TAIL ARKA RÜZGARINDA İNERSEN
1350_19 (302) 6 8,17 3'lü
2-4 1930_16 (294) HEADWIND HELGOLAND WIND'DE EN İNİŞ MESAFEN EN BÜYÜK
105 rakam
LANDING 1700_17 (357) BÜYÜK OLUR, OLUR
10 KT_20 (80) 155 EB
DISTANCE 1900 755
1550_21 (389) 970
ÇEK (3-1) YERDE YUVARLAN 1267
1700_22 (393) GROUND ROLL EN KÜÇÜK OL ;(BİNGÖL(12)-
3-1_V3 2000_23 (394) EN KÜÇÜK BURSA(16) HALUK PŞ.(70))
6 1339
TO 1350_24 (396) GROUND 1270_25 (392) 1350 HARİÇ GROUND ROLL 1440
DISTANCE ROLL 1670_26 (397) EN KÜÇÜK 1565
1779
2009
3050
3750_27 (367)_V2 3804
4250_28 (368)_V2 4500
42 İLE BAŞLAYAN VARSA O ŞIK YOKSA 34, 35, 37 İLE BAŞLAYAN ŞIKLAR; ISPARTA(3-2) KONYA (42);
3-2_V2,3 ASDA BREAK RELEASE BEFORE TO POWER SET=NO.PERFORMANCE WILL BE WORSE.
3450_29 (398)_V3
İZMİR(35),İSTANBUL(34), 10 67700/15
ASDA 3500_30(399)_V3 101596
ASDA BREAK RELEASE BEFORE TO POWER SET=LONGER THAN GRAPHICAL DISTANCE. KASTAMONU(37)
3550_31(400)_V3 118455
3750_32(401)_V3
4200_33(402)_V3
4250_34(403)_V3
1050_35(390)
1770_36(391) ONE ENGINE VARSA; KASTAMONE (3-7);ONE ENG
6
3-7_V3 1050_37(405) 175_39(388) BİR ÖĞÜTÇÜ,4 BABA
ROC 1300_38 (395) 430_40(404)

4_4 56000_41(68) 4X4=16 16 DAN 56 1

KINK-LIMITED (HIGH TEMP-TEMP LIMITED) WIND OMIT RELATIVE TO AIR 2

4_5
3 MIN-3 MIN
2
4_24 ACTUAL MASS COREECTED OAT HIGHER THAN ISA+10 SORUDA DK.=CEVAPTA DK.

4_28 3100_42 (198) QNH;1013 13 TERSİ 31; 1

LANDING
DISTANCE
NOT1:FIGUR 2.3 soruları için grafikten gradyant bulunur. Daha sonra kompütürden IAS TAS'a çevrilir. B Class a/c için screen height 50 feettir. Tırmanış istenen irtifadan 50 feet
çıkarılır. Still Air Distance=Height Difference/Gradyant x 100 formülünden önce havadaki mesafe; Ground Distance=Still Air Distance x GS/TAS formülünden TOPLAM 46 17
ulaşılmak istenen irtifadaki mesafe hesaplanır.
NOT2:FIGUR 3.2 soruları için headwind companenti bulmak için Figur 4.1'i kullan.Heavy Duty breaks installed için %7 çıkar.RWY heading WIND heading direction farkını al. BU SAYFA TOPLAMDA 63 SORU ÇÖZMEKTEDİR.
YEŞİL RENKLER İNTERNET 2011 VERİLERİ, SİYAH RENKLER ELDEKİ POWER POINT (ESKİ) VERİLERİ KAPSAMAKTADIR.

1 Designed by Metin GÜNEŞŞEN

SIRA NU SORU NU RAKAM KONU
1. 10 23% VREF=1,23XVSRO
2. 11 1267 MAX VERTICAL SPEED
3. 13 1779 T/O DISTANCE(1547X1,15) CORRECTION FACTOR
4. 14 1339 LND DISTANCE (2200:1,43:1,15)
5. 15 5% MASS FUEL BURN
6. 19 101596 MAX TOM (SINteta=T-D/W)
7. 20 1,4,6,9 MIN CLIMB GRAD,2nd seg. (LG up,Flap TO,N-1 TO Thr,V2)
8. 31 1,05 VMCA VR NOT LESS V1 AND 1,05 X VMCA
9. 34 3050 T/O DISTANCE BÜYÜK OLAN ALINIR
10. 42 400 2ND SEGMENT ENDS
11. 46 90m+0,125D T/O flight path clear obstacle
12. 57 1440 LND DISTANCE AVAIL (2400:1,67)
13. 58 1565 LND DISTANCE AVAIL (3000:1,67(regulation factor):1,15(wet))
14. 60 3804 FUEL CONSUMPT (ENTERPOLASYON) 115/130X4300
15. 61 8.17 FUEL MILAGE (ENTERPOLASYON) 14X0,035/0,06
16. 62 67700/15 CLTOM'U WIND ETKİLEMEZ FLAP MASS
17. 66 2009 (ALL ENG TORR=1747) X1,15=2009, 1950 DEN BÜYÜK
18. 67 4500 3000X1,5=4500 (TODA MAX=PİST UZUNLUĞUX1,5)
19. 69 1.13 V2 MIN=1,13XVSR (2 OR 3 ENG); 1,18XVSR (MORE THAN 3 ENG)
20. 119 35 OBSLIMTOM T/O FLIGHT PATH 35 FEET OBS CLEARANCE (CL A)
21. 121 60% LDA X %60 (DRY RWY, JET)
22. 138 1,05 VMCA VR NOT LESS V1 AND 1,05 X VMCA
23. 140 35 ONE ENG OUT T/O RUN=BRP+MIDDLE SEG BETWEEN VLOF AND 35 FEET
24. 149 12.66% CLIMB GRAD=T-D/W X 100=SIN teta
25. 157 0 ABSOLUTE CEILING ROC
26. 167 35 T/O RUN=FROM START TO VLOF REACHED AND A/C 35 FEET ABOVE THE SURFACE
27. 168 10% V2=VMC X 1,10
28. 169 70% MAX LDA=0,7 X LDA
29. 170 15; 50-400 T/O OBS CLEARANCE NOT BANKING MORE THAN 15 DEGREE BETWEEN 50 AND 400 FEET
30. 171 180 180 MIN ETOPS=180 MIN FLIGHT WITH ONE ENG INOP
31. 172 60 ETOPS FLIGHT WITH TWIN ENG=60 MIN FLIGHT WITH ONE ENG INOP
32. 182 15; 400 T/O OBS CLEARANCE NOT BANKING MORE THAN 15 DEGREE BETWEEN 50 AND 400 FEET
33. 192 400 3RD SEGMENT BEGINS MINUMUM AT 400 FEET
34. 193 60% LDA X %60 (JET)
35. 195 1.08 V2 MIN=1,13XVSR (2 OR 3 ENG); 1,18XVSR (MORE THAN 3 ENG)
36. 196 1.13 V2 MIN=1,13XVSR (2 OR 3 ENG); 1,18XVSR (MORE THAN 3 ENG)
37. 233 99% LRC SPEED=%99 X MAX STILL AIR RANGE
38. 236 35 T/O RUN=FROM START TO VLOF REACHED AND A/C 35 FEET ABOVE THE SURFACE
39. 244 50%;150% T/O PERFORMANCE DATA HEAD WIND NOT MORE THAN%50;TW NOT LESS THAN%150
40. 253 1,1 VMCA V2 EQUAL OR GREATER THAN 1,1 X VMCA
41. 263 92% LD REQUIRED (WET, JET) 1,67 (JET)X 1,15 (WET)=1,92
42. 264 92% LD REQUIRED (WET, JET) 1,67 (JET)X 1,15 (WET)=1,92DESTINATION VEYA ALTERNATE FARK ETMEZ

2 designed by Metin GÜNEŞŞEN

43. 268 T-D/W X 100 UNACCELERATED CLIMB GRADIENT

3 designed by Metin GÜNEŞŞEN

 VSR IS REFERENCE STALL SPEED AND MAY NOT BE LESS
44. 281 1-g THAN 1-g STALL SPEED
45. 282 35 V2=T/O CLIMB SPEED OR SPEED AT 35 FEET
46. 303 5 FLAP TORR CLIMB PERFORMANCE
47. 304 330 ROC=CLIMB GRAD X TAS
48. 305 115 GRAD, SLOPE=(CHANGE IN HEIGT/DISTANCE)X 100;CHANGE IN HEIGHT=10X10000/10=1000+15-900=115

49. 307 3.90% PA CORRECT-0,2 (1000 FEET), TEMP CORRECT 17-13=4X-0,1=-0,4,WING ANTI ICE=-1%, ENG ANTI ICE=-0,5;TOTAL=2,1 (6-2,1=3,9)

50. 309 970 ELEVATION=+40;ISA=+50;SLOPE=+30;TW=+50 ; TOTAL=170+800=970

51. 313 0.6 LDA (DRY, TURBOJET)
52. 315 118455 (ENTERPOLASYON) 2,8/2,6X110000=118455
53. 317 1.3 STEP CLIMB CAN BE LIMITED BY THE 1,3 g BUFFET
54. 321 755 T/O DISTANCE ALT=20;TEMP=20;SLOPE=15;TW=100;TOTAL=155 ; 600+155=755

55. 325 105 OBS CLEARANCE MARGIN;REF ZERO=15M(50FEET);AT 5000 ;GAINED 250M %5 GRAD HEIGHT=265-160=105
56. 326 HIGHER 4000 CEILING MASS
57. 328 5.10% ROC=CLIMB GRAD X TAS ;1000=?X 194;?=5,1
58. 329 15% LDA WET RUNWAY
59. 330 123 VREF=1,23XVSRO (100X1,23=123)
60. 332 50%;150% T/O FIELD LENGTH REQUIRED HEAD WIND NOT MORE THAN%50;TW NOT LESS THAN%150

61. 339 1,3,5,8 T/O GROUND RUN; DECREASE MASS, INCREASE DENSITY, INCREASE FLAP,DECREASE PA
62. 345 1,23;50 VREF=1,23XVSRO MANTAINED TILL 50 FEET(SCREEN)
63. 347 GREATER 1 STEP CLIMB CAN BE LIMITED BY BUFFET ONSET G-LOADS GREATER THAN 1 (1,3 g)
64. 364 1,4,6,9 MIN CLIMB GRAD,2nd seg. (UNDERCARRIAGE RETRACTED, Flap TO, OPERATIVE ENG(S) (N-1) TO Thr,CLIMB V2
65. 370 1,3,5,8 T/O GROUND RUN DECREASE; DECREASE MASS, INCREASE DENSITY,INCREASE FLAP,DECREASE PA
66. 371 4 DRIFT DOWN IT TAKES 4 MIN
67. 377 123 VREF MAY NOT BELOW=1,23XVSRO (100X1,23=123)
68. 384 2000 VERTICAL INTERVAL, (CL.A) AVOID OBS DRIFT DOWN PATH,ENG FAILURE
69. 385 3 CLIMB ANGLE FORMULA 3 DERECE (EZBERLE)

4 designed by Metin GÜNEŞŞEN

SIRA SORU CEVAP AÇIKLAMALAR

1. 1 I T M Cilmb, Mach constant, IAS and TAS decreases

power req. Vs TAS (piston). Tangent POC
2. 2 the curve is "Max.Spec.Range" Vmd=Vy=Max.Spec.Range (prop) (YaRA)
3. 3 Piston Max.range is "Max.L/D Ratio" Vmd=Vy=Max.Spec.Range (prop) (YaRA)=Max.L/D ratio
4. 4 Stopway "Aborted T/O"
5. 5 3rd segment begins"acceleration flap retraction speed" 400 feet ve üzeri
VMCA "Straight Flight not maintained
6. 6 one enginop"
7. 7 "V1 decreases Inop anti-skid" anti skid (ABS) çalışmazsa daha uzun sürede durursun, bunun için V1'i azalt.
Runway in use "AP Elevation, PA, slope,
8. 8 OAT and Wind" Standart temp. olmaz
9. 9 Flap 15'den 5'e "TOD artar, Better Climb" Çok flap kısa kalkış, daha az tırmanış performansı
10. 12 35' Obs.Cl."Lowest part a/c ve obs.in domain"
11. 16 V1 "before T/O abort" after T/O "Take Off Decision Speed"

12. 17 PA "decrease TODR" PA'nın Düşmesi performansı olumlu etkiler. İhtiyaç duyulan kalkış mesafesi azalır.

13. 18 PA "TOD increase" PA'nın artması performansı olumsuz etkiler. İhtiyaç duyulan kalkış mesafesi artar.
VMCG Straight Flight not maintained
14. 21 one enginop"Directional Cont. Primary Cont.only" Rudder

15. 22 V1 VR unchanged "ASDA increases" Geç karar geç stop

16. 23 "V1 lower or equal VR" GF1BARUL2
17. 24 Clearway "TODA"
Yokuş aşağı daha çabuk hızlanırsın, daha fazla yük alırsın ancak V1 azalır
18. 25 Runway Slope Mass (daha erken karar verme)

Kalkış mesafesinin kısalması (iyi); daha az yük (engel kalkışı, geçiş kaldırıcı kuvvet gibi düşün), daha fazla
flap (mesafe için iyi, kalkış performansı için kötü),yoğunluğun artması (iyi)_PA'nın artması kötü_Sıcaklık
19. 26 TO Ground Run ;Mass Flap Density artışı kötü
Flap arttıkça FLTOM artar, CLTOM düşer, FLAP ARTTIKÇA DAHA AĞIR KALKABİLİRİZ.
ANCAK TIRMANIŞ PERFORMANSI (CLTOM) DÜŞER. FLAP ARTTIKÇA BÜTÜN HIZLAR DÜŞER
20. 27 Fazla flaptan az flaba "TODR azalır FLTOM artar" (V1,VR,V2,Vx,Vy)
21. 28 PA artarsa (kötü) "VMCA düşer (kötü)" VMCA one Eng.Inop. Getting less assymetric thrust,so VMCA decreases
22. 29 Tail Wind not effected "CLTOM" CLTOM rüzgardan etkilenmez, OBSLIMTOM etkilenir.

23. 30 VR "Rotate"
24. 32 Min.V1 "VMCG" G F 1 BARUL2
25. 33 Max.V1 "VR" G F 1 BARUL2 (Max.Tyre Speed and Vmbe not limiting)
26. 35 Eng.failure before V1 "Reduce Eng.Thrust"
27. 36 Inop anti-skid "ASDA increases"
28. 37 Stopway "ASDA"

29. 38 PA "Mass decrease"

30. 39 Tail Wind not effected "CLTOM" Effects FLTOM

5 Designed by Metin GÜNEŞŞEN

31. 40 CLTOM; "Low Flap, Low PA, Low OAT"
32. 41 TO Flight Path and Climb Segments "Failure Critical Eng, multi eng
33. 43 Head Wind "Increase climb PATH ANGLE" ROC, time of climb, Angle of Climb etkilenmez.
34. 44 Lift exists "W,D,T" AOC=T-D/W

35. 45 PA "Vx and Vy decrease" piston engine

36. 47 Tail Wind not effects "Time to climb"
AOC flaps extended comparing flaps
37. 48 retracted "smaller"

38. 49 Flaps "Vx,Vy lower than clean config"

39. 50 PA "Vx and Vy increase in TERMS OF TAS"

40. 51 I T M Cilmb, Mach constant, IAS and TAS decreases

41. 52 LRC MASS

42. 53 TAS for Max Range and Endurance"ıncrease with PA"
Spe.Range "first increases than decraese"when
43. 54 PA increase flying for Max.Range Step Climb ihtiyacı
44. 55 Mass_Macit "c" Mass artarsa sağa yukarı
45. 56 LRC" %99 of Max.range and higher speed"(%4)
Zero wind AOA for max.range "lower than AOA corresponding
46. 59 max.end"for jet range sürat fazla baş aşağıda
47. 63 "VMCG is less than equal to Vef is less than V1" GF1BARUL2
48. 64 "Vs küçük VMCA küçük V2min" Stol sürati en küçük, V2min 1,1 VMCA'den büyük

49. 65 V1"Continue or discontinue" Take Off Decision Speed

50. 70 "Net Flight Path Grad.is SMALLER than actual Climb Grad" "Net" includes safety marginfor performance planning
51. 71 3 speeds identical "HOLDING, Vx, Min.Glide Angle"
CL decreases during glide constant Mach because
52. 72 "IAS increases" Glide'da Thrust yok. Drag=1/2 x ro x Vkare x CL x S (Bu eşitlikte CL'in azalması V'nin artmasına bağlıdır)
53. 73 Hüdai "d"

54. 74 "T+W SINGAMMA=D desend'de D-T/W=SINGAMMA

steady glide lower mass for min.glide angle ağırlık düşüyor, aynı açı hızı için hız artmalı (ROD), hız arttırmak için süzülüş açışı artmalı (glide angle),
speed"ROD=increase;Glide Angle=increase hız artınca CL düşmeli ( Drag=1/2 x ro x Vkare x CL x S (Bu eşitlikte CL'in azalması V'nin artmasına
55. 75 CL/CD ratio=decrease" bağlıdır) bu da CL/CD oranını düşürür.
power off flight pitch increase glide distance Pitch arttığında sürat düşer, bu durumda baş aşağı, süzülüş mesafesi kısalır. Pitch azaldığında da
56. 76 "decrease" baş daha dik olacağından süzülüş mesafesi yine kısalır.

piston motor için max.endurance 0,76 Vmd'de sağlanır. Bu da "Vx" e eşittir.

57. 77 Max.End. For piston a/c achieved at "Vy" Sorunun cevabı yanlış olmakla beraber sınavda gelirse "Vy (Max.Rate of Climb Speed)"işaretle
58. 78 Max.IAS for piston a/c "At Lowest Altitude"
During desend at constant Mach Nu. The low speed
59. 79 buffet margin "increase because CL decrease" ITM formülünden süzülüşte IAS artar, bu duruma CL düşer. Hızın artması düşük hız marjinini de artırır.
60. 81 Climb constant IAS "Climb angle/pitch angle reduce/decrease

6 Designed by Metin GÜNEŞŞEN

 Jet flying LRC. Specific range/fuel flow Uçtukça yakıt azalır. Mass düşer. Bu durumda range artar/yakıt akışı azalır. (Bu tür sorularda mantık bu.
61. 82 "increase/decrease" Mesele ile boğuşma)
62. 83 During glide at constant Mach Nu. Pitch angle "decrease" Hız artar (ITM).CL düşer.CL'i düşürmek için Pitch angle düşer
Uçtukça yakıt azalır. Mass düşer. Bu durumda max.range'e daha düşük süratte ulaşırsın, bu da drag'ı
azaltır. Max.Range normalde 1,32 Vmd ile sağlanır. Mass düşmesi drag thrust eğrisini sağa yukarı
During Cruise Flight, jet, constant FL at kaydırır. Bu durumda sürat 1,32 Vmd'nin soluna kayar (düşer) (Bu tür sorularda mantık bu. Mesele ile
63. 84 Max.Range Speed the IAS/Drag "decrease/decrease" boğuşma)

410'dan 270'a Mach sabit olunca IAS artar. 270'dan

64. 85 100'a idle thrust olunca (clean config) IAS sabit kalır.

65. 86 Angle of Descent in Glide be affected "Config and AOA" Açıyı değiştirmek için ya flap (config) veya AOA kullanılır.
66. 87 Idle gliding "heavier a/c vertical and forward speed higher"
Baş rüzgarında Max. Range speed artar. Grad.Climb speed
67. 88 etkilenmez.
68. 89 Vx=max.CL/CD ratio
69. 90 Vmax. Horizontal speed; "Max.thrust=Total Drag"
70. 91 Optimum Alt. "Sometimes above or below…"
CL for max.range vary with altidude "CL independent
71. 92 of altitude"
72. 93 IAS sabit drag sabit Drag=1/2 x ro x Vkare x CL x S
73. 94 Vs küçük Vx küçük Vy (soruda Max.range speed)
74. 95 Higher Cost Index= higher Curise Mach Nu CI=Fuel Cost/Ops.Cost
75. 96 Max.range "Min.Fuel Consumption" ile sağlanır. Max.Range= 1 kg.yakıt ile kaç mil giderim?
76. 97 Max.Lift/Drag= Max.Range for prop.
77. 98 Climb constant MACH Nu "CL decreases" ITM formülünden süzülüşte IAS artar, bu duruma CL düşer. Hızın artması düşük hız marjinini de artırır.
78. 99 Max.Obs.Clearance "Vx"ile sağlanır.
79. 100 Graound Distance during glide increase with "tailwind"
80. 101 Max.flight time glide "low mass" Power Req/W=DragxTAS/W
81. 102 LRC "faster than Max range speed"
82. 103 "V1 must be increased to VMCG"
83. 104 Max.tyre speed "GS"
84. 105 Reduced thrust not used "Windshear"
85. 106 Reduced thrust not used "RWY contaminated"
Reduced thrust only used "When actual TOM is lower
86. 107 than FLTOM"
V1 reduced one eng inop Obs.Clearance/Climb Per
87. 108 "decreases/remains constant" Climb Per=T-D/W, so remains constant
88. 109 İnclusion Clearway "FLTOM increase
Low flap; "High Field Elev,DISTANT OBS, LONG RWY,
89. 110 high OAT" Low flap LONG RUNWAY
Low flap; "High Field Elev,DISTANT OBS, LONG RWY,
90. 111 high OAT" Low flap LONG RUNWAY

7 Designed by Metin GÜNEŞŞEN

91. 112 Approach Climb" Min Climb Grad.go aroung one eng.inop"
Flap arttıkça FLTOM artar, CLTOM düşer, FLAP ARTTIKÇA DAHA AĞIR KALKABİLİRİZ.
ANCAK TIRMANIŞ PERFORMANSI (CLTOM) DÜŞER. FLAP ARTTIKÇA BÜTÜN HIZLAR DÜŞER
92. 113 High Flap "decreases V2" (V1,VR,V2,Vx,Vy)
93. 114 "By selecting higher flap setting" Flap arttıkça FLTOM artar
94. 115 Tyre Speed Limited TOM "High PA and Tail Wind)
V1'i olduğundan yüksek hesaplamak PROBLEM'DİR.Çünkü Kalman gerekirken (motor arızasında)
95. 116 "ASDR will exceed ASDA" durmaya çalışacaksın ve ASDA yetmeyecek.
96. 117 VR "Rotate"
97. 118 Drift Down "Obs.Clearance one eng.inop"
98. 119 Max.Tyre speed "VLOF in terms of GS"
99. 122 Buffet Offset Boundry factor "Aerodynamics"
Buffet Offset Boundry Chart "mach nu. At low speed and
100. 123 MACH BUFFET occur at various masses and altitude"
101. 124 temperature wheel check "overheated breakes…problem"
102. 125 "VMCG, V1,Vr,V2" sırası
103. 126 Jet climbing constant IAS reached "Max.Operating Mach Nu"
104. 127 Jet descent constant Mach Nu "Max.Operating Speed" exceeded
105. 128 Reduced Thrust used "Actual TOM is less Perfor TOM"
106. 129 CLTOM jet "decreases with increasing OAT"
107. 130 OBS LIMTOM "Tail wind Takeoff permitted"
108. 131 "V1 not exceed Vr"
109. 132 TO "the actual TOM=FLTOM"
110. 133 TO contaminated RWY "….few values verified by test flight"
111. 134 hydroplaning minimize"positive landing+reverse thrust+breaks
112. 135 "balanced Field Length gives Min.Req.Field Length one eng inop"
113. 137 stopway"ASDA"
114. 139 OAT (kötü) FLTOM and CLTOM (kötü)
115. 141 V1 "before T/O abort, above T/O continue"
116. 142 unaccelerated horizontal flight Min.Drag "porportional a/c mass" Vmd=L/D ratio, max.Lift min.Weight
Mass horizontal unacc.flight decreases "Min.drag decre. And IAS
117. 143 for min.drag decre." Mass düşerse Vmd ve IAS for Min.Drag düşer
118. 144 tangent power req.vs True Speed, jet "Max.Endurance"
119. 145 Max.range speed "tangent Drag vs TAS curve" 1,36 Vmd, Vy=RA (YARA)
120. 146 Drag vs TAS curve Max.range, jet "Tangent POC" 1,36 Vmd, Vy=RA (YARA)

8 Designed by Metin GÜNEŞŞEN

121. 147 Cruise system Min.Fuel Consump "Max.range" ile sağlanır. Max.endurance bir cruise değildir.
jet, one eng.inop the greatest obs.cl.height the airspeed
122. 148 "greatest of L/D ratio"
123. 150 Density altitude "PA corred for non standart OAT"
Climb per.olumsuz etkilenir"High OAT (kötü) and high
124. 152 humidity (kötü)"
125. 153 Downhill slope "decr.V1" aşağı eğitimde ASD artar v1 düşer, önce karar verki durabilesin.
126. 154 Climb headwind "decr. GROUND DIST" Rüzgarlı sorularda Ground veya Path cevabını ara
127. 155 TW Max.End.Speed "No effect" Bu tür hızlar relative to air (TAS) olduğundan rüzgardan etkilenmez.
128. 156 ROC 100 feet/min "Service Ceiling"
129. 158 Thrust Prop "Decr. The a/c speeds builds up" pervaneli uçaklarda hız arttıkça thrust ihtiyacı azalır. Kırıcı gazı almak.
130. 159 fllying at VMCA "Straight Flight"maintainable critical one eng inop"
131. 160 V2 "TO safety Speed"
TO speed affected by Stopway ve Clearway varlığı veya
132. 161 yokluğunda "V1"
133. 162 Mass "ROC Speed " Mass artarsa bütün hızlar artar
134. 163 LRC Speed in relation to V max.range "higher" Range %99, hız %4 faster
135. 164 Field length is balanced "TODA=ASDA"
136. 165 2nd segment begins "L/G Full retracted"
137. 166 Max.and Min.V1 limited "Vr and VMCG" GF1BARUL2
138. 176 VR "Rotate _Lift-of AOA initiated"
139. 177 TOM Breake Enry Limited Uphil Slope" Mass TOM Incr." Yokuş yukarı daha kısa durur. Motor müsaade ediyor.Frenler daha rahat kullanılır.
140. 178 TOM Tyre Speed Limited Downhill Slope" No effect on Mass TOM " Tyre speed Vlof ile alakalı (GS)
141. 179 1st segment ends" Completion L/G retraction" 2nd segment starts
TOM limited by "TODA, Max.Break Enrgy and Climb Grad.
142. 180 And one enginop" Bütün şıklar
143. 181 CLTOM increased by "Lower flap and higher V2"
Climb speed Schedule 280/.74 mach dan 290/.74 macha artıyor. Crosover alt.=IAS kullanmaktan MACH kullanmaya geçiş.ITM tırmanışta Mach sabit, IAS düşer;
144. 183 The new Crossover altitude "Lower" Cross Over Alt.düşer.
145. 184 Optimum Cruise Alt. "….at wich Best Spec.Range achieved"
146. 185 Endurance, piston depends on "Alt,Speed,Mass and Fuel" Vx=0.76 Vmd; bütün şıklar
Max.Obs.Clearance during climb "Speed for which the ratio
147. 186 between ROC and Forward speed max."
148. 187 Opt.Cruise Alt. (best fuel milage)"……ATC…."
149. 188 Acc.height begin 3nd segment "depends Max.TO Thrust applied" 10/5 dk.limited.Kalkışta tırmanacağın irtifaya kadar Max. TO Thrust
150. 189 RWY Downslope balanced TO. Downslope "reduces V1 and TODR" Aşağı eğimde V1 düşer daha kısa mesafede kalkacağın için TODR azalır

9 Designed by Metin GÜNEŞŞEN

 FLTOM calculated using Balanced Field Length.
151. 190 Additional Clearway FLTOM'u arttırır.V1'i düşürür. Additional Clearwayda FLTOM artar V1 düşer
152. 191 TOM restricted by Climb Limit. Incr. Headwind effect "None"
153. 194 Drift Down "Fuel Damping mat be taken into accaount"
154. 197 Fuel mileage "Lower with forward CG" geri Cg iyidir.
155. 200 FlAps down grafic "A" maCit, hüDai, flAp;grafik sorularının cevapları
156. 201 Backside power curve"speed unstable"
157. 202 Mass incr. Gliding performance "Vx increases" Süzülüşte ağırlık artarsa sürat artar.
Unaccelerated straight and level flight Weight compensates
158. 203 "Lift"
159. 204 Thrust =Drag "Level Flight with constant IAS" Tırmanışta Thrust süzülüşte Drag büyüktür.
Load factor, turn in level flight with constant TAS depends on
160. 205 "Bank Angle only" TAS/10+5=Bank angle
161. 206 Induced Drag "Decr. With incr.Airspeed" Drag (Thrust)/Speed eğrisini düşün_Induced Dragda (Sol yukarıdan sağ aşağı)

Induced Drag at constant mass unacc.level flight Drag (Thrust)/Speed eğrisini düşün_Induced Dragda (Sol yukarıdan sağ aşağı) Speed artarsa
162. 207 is greatest"the lowest achieavable speed in a given config" Induceg Drag azalır.
Lowest point Thrust Req.Curve,jet, the point for Vmd grafikte yer aldığı için sınavda bu şıkkı işaretle.
163. 208 "minimum drag" Max.endurance şıkkı da (jet) doğru
164. 209 point where Cg/Cl minimum is "lowest point of drag curve" Cg/Cl minimum demek Cl/Cg max. Demektir. Bu da Vmd (lowest pointte)'de sağlanır.
165. 210 Airspeed min.is (jet), Power req.min "lower than min Drag" bu nokta 0,76 Vmd'ye eşit olduğundan Vmd'den düşüktür.
166. 211 Power vs.TAS level flight tangent "the point whereL/D is max" Vmd noktası
Higher mass, piston eng, to maintain AOA config and alt.
167. 212 "airspeed must be increased and drag also increase" Normalde hız artıkça Induced Drag azalır. Bu soruda toplam drug eğrisini düşün. Hız arttıkça drag artar.
Reciprocating=piston, maintain AOA config and alt. Higher mass
168. 213 "Airspeed ve Power req.increase"

Reciprocating=piston, maintain AOA mass and config. Increasing Drag=Thrust Required (irtifadan bağımsız), Power Req.=Thrust req.xTAS (P=TT).
169. 214 altitude drag "remains unchanged but TAS increases" İrtifa arttıkça TAS artacağından Power Req.Artar.
Reciprocating=piston, Increasing
altitude, constant mass, AOA and config. Power required "increases Drag=Thrust Required (irtifadan bağımsız), Power Req.=Thrust req.xTAS (P=TT).
170. 215 and TAS increase by the same percentage" İrtifa arttıkça TAS artacağından Power Req.Artar.
Mass, alt, airspeed unchanged CG from forward (kötü) to aft (iyi)
171. 216 safe limit "decreases induced drag (iyi) and reduces power req.(iyi)" Lift azalır, drag azalır
CG'yi more forward pozisyondan aft pozisyona almak
172. 217 _limit dahilinde (iyi) "Improves Max.Range (iyi)"
Critical enginop "Incr.Power req. and total drag due to the
additional drag of windmilling engine and compensation of the Kritik motorun stobunda ihtiyaç duyulan güç, çalışmayan motorun pervane dragı ve pedal ihtiyacı artar.
173. 218 yaw moment Onun için pervane açısını sıfırlarız.
Speed range between Low and High Speed buffet" decrease
174. 219 with incr.mass and altitude Low buffet=Stall, High Buffet=Shock Wave. Ağırlık ve İrtifa arttıkça bu aralık daralır (düşer)
The danger associated with low and high speed buffet "limits the
175. 220 manoeuvring load factor at high altitudes."

10 Designed by Metin GÜNEŞŞEN

176. 221 Jet eng.ratings not effected "Max.Cruise Speed" Böyle bir hız yok. TOGA ve MCT var.
177. 222 Constant Thrust and alt., jet, FF "ıncr.slightly with incr.A/S
178. 223 Thrust at constant alt.,jet "incr.in portion to A/S"
Intersection of Thrust Avail. And Drag.Curve the operating point of
179. 224 "In acc.level flight" Thrust ve Drag'ın eşit olduğu, kesiştiği (intersection) noktada unacc.level flight sağlanır.
Straight horizontal steady flight at speeds below that for Min.Drag
180. 225 "lower speed req.higher thrust" Vmd curve'nin solu; sol yukarıdan sağ aşağı;hız düşerken, drag/thrust artar
181. 226 Lower A/S at constant mass and alt.requires " Diğer değişkenlerin sabit olması durumunda hız düşerse kaldırma katsayısı artar. L=1/2 ro.xVkarexClXs
Yüksek irtifada Mach sabit olursa;ITM IAS düşer bu durumda Cl artar. Cl ya AOA artırak
182. 227 Higher alt.,constant mass and Mach Nu req."higher AOA" veya Flap artırmakla gerçekleşir.
183. 228 Cl can be increa by flap extension or "incr.AOA"
184. 229 Backside power curve"lower speed req.more thrust"
185. 230 Max.End. "achieved in unacc.flight with min.FF"
186. 231 Min.Speed for Max.End "is allways lower than Min.Spec.Range" Max.End.=Vx; Max.Range=Vy, Vx is lower than Vy
187. 232 Spec.Range "=TAS/FF" Bütün hızlar hava hızı
Opt.Alt. "Inc. Mass Decr. and is the altitude at which
188. 234 Spec.Range Max" Uçuşta yakıt azalınca mass düşer, mass düşünce opt.alt.artar ve step climb istenir.
Max.range over ground with headwind A/S "higher compared to the
189. 235 speed for max.range cruise with no wind" yere kıyasla baş rüzgarında sürati artır.
190. 237 Stopway TODA'ya ilave edilebilir mi? "No"
191. 238 Antiskid kalkış ve iniş verilerini etkiler mi? "Yes" V1 düşer
192. 239 Below V1 eng.failure "Reject"
193. 240 Above V1 eng.failure "Continue"
194. 241 TODA "TORA+Clearway"
195. 242 Higher flap "shorter ground roll"
196. 243 Reduced TO thrust "benefit engine life"
197. 245 Higher PA (kötü) "decreases FLTOM"
198. 246 Higher OAT (kötü) "decreases BELTOM"
199. 247 TODR increases (kötü) "slush on RWY"
200. 248 Standing Water (kötü) FLTOM "lower"
201. 249 Dry RWY ASDA increases "uphill slope" V1'e ulaşmak için mesafe artar ASDA artar
202. 250 Uphill Slope "Inreases TOD more than ASDA" V2'ye daha ileride ulaşırsın. ASDA'dan daha fazla TOD artar.
203. 251 V1 for balanced field "ASDA=TODA"
204. 252 Balanced Field exists "ASDA=TODA"
205. 254 V1 "=veya büyük VMCG" GF1BARUL2
206. 255 Opt.Cruise Alt. İnc."Mass decr."
207. 256 Below Opt.Curise Alt. "Mach Nu.LRC decreases with decr.altitude"
208. 257 You fly lower 4000 feet or more than opt.alt "..less HW, moreTW"
209. 258 Cruise Alt.one enginop,unable to maint.alt "Drift Down"
210. 259 Drift Down "after eng.failure if a/c is above oneenginop max.alt."

11 Designed by Metin GÜNEŞŞEN

211. 260 Drift Down "fuel jettisoning……."
descent without eng.thrust at max.L/D ratio speed "higher mass
212. 261 grater descent speed"
Max.Mass for landing limited by "climb req. With oeenginop in
213. 262 the appr.config"
Long distance flight mass decr. As a concequence of fuel consp.
214. 265 Result "Spec.Range and Opt.Alt.incr"
215. 266 One or two enginop best spec.Range at high alt."reduced"
216. 267 In unacc. Climb "Thrust=Drag+downhill component of Weight" T-D/W=sin teta;T=wxSinTeta+D
217. 269 ROC= "Air Grad. X TAS" Air Grad=ROC/TAS
Thrust avail. Exceeds thrust req. For level flight "a/c accelerates
218. 270 if alt.maintaned" İhtiyacımdan fazla gücüm varsa hızlanabilirim.
Acc. İn Climb at constant power "decreases ROC and angle
219. 271 of climb" Tırmanışta acc. Thrustı arttırmakla olur. Thrust sabit olursa açıyı düşürmek gerekir.
220. 272 A/c steady climb "Vx less than Vy"
Best rate of climb at constant mass "decreases with inc.alt. Since
221. 273 thrust avail.decr.due to lower denstity
Climb grad. İs ratio of "Inc.alt to horizontal air distance expressed
222. 274 as a percentage"
Higher mass, same alt.decr.the grad. and ROC whereas "Vy and Vx
223. 275 increased" Mass artınca hızlar artar
224. 276 higher OAT (kötü) "reduces the angle and ROC"
225. 277 HW incr.alt. As compared zero wind "has no effect on ROC"
226. 278 Constant HW "Incr. The angle of the descent flight PATH"
227. 279 Constant HW "Incr. The angle of the flight PATH during climb"
228. 280 V1 "TO Decision Speed"
229. 283 VLO "Landing Gear Operation Speed"
230. 284 Vx "best ANGLE of climb"
231. 285 Best RATE of climb speed "Vy"
Stall speed or Min.Steady Flight Speed controllable in LANDING
232. 286 CONFIG "VSO" VSO=VSRO=Landing Config; VS=VSR=VS1=VSR1=Clean Config.
233. 287 Absolute ceiling "…zero"
Aerodynamic Ceiling "the altitude low speed buffet=high speed
234. 288 buffed"
235. 289 Max.Opr.Alt. With press.cabin "highest press.alt"
236. 290 Stepped climb "as close as possible to opt.alt.;mass decr."
237. 291 Appr.climb.req."min climb.grad. İn go around with oneenginop"
TO from wet RWY correct "Reduction screen height is allowed
238. 292 to reduce weight penalties" 15 feete kadar düşebilir.

12 Designed by Metin GÜNEŞŞEN

239. 306 Contamined RWY landing distance "incr."
240. 308 35 yerine 25 derece flapla kalkış "incr.land.dist. Better go around"
241. 310 Drift Down"Obs.Clearance after eng failure"
242. 311 jet, increasing speed perf." VS,Vx,Max.Range (Vy=YARA)
2 uçaktan ağır olan ile hafif olan arasında fark olur mu "yes.Both
243. 312 vertical and forward speeds of the heavier will be larger"
244. 314 "Traffic Load can be limited by desired range" Daha uzağa gitmek için daha az yük ve yolcu al.
245. 316 "Vr may not be lower than V1"
Atmosferic Pressure incr(iyi) for landing "reduced landing distance
246. 318 improved go around" Asmosferic Pressure ile PA'yı karıştırma.Atmosferic Pressure'ın yüksek olması performansı arttırı.
Decrease Atmosferic Pressure (kötü) for TO "Incr.TO distance and
247. 319 degraded climb per."
Atmosferic Pressure incr(iyi) for TO "reduced TO distance
248. 320 improved climb per"
25 yerine 35 derece flapla kalkış "reduced.land.dist.
249. 322 Degraded go around"
Single eng.a/c climb per. İlave yolcu almak tırmanış performansını
250. 323 "degraded"
251. 324 RWY wet snow TOD "increased"
252. 327 %65 yerine %75'i seçmek "incr.speed, fuel cons,fuel/burn dist."
253. 333 Max.Range speed for jet "tangent Drag vs TAS curve"
254. 334 Max.Climb angle for jet "Max.CL/CD ratio"
255. 335 "ROC Speed Incr.with mass Incr."
256. 336 V2min "VSR,VMCA" V2min=1.1xVMCA=1.08xVSR(+ or more eng)=1,13xVSR(2-3 eng)
257. 337 "Climb Grad=T-D/W X %100"
TO Per based upon "failure critical eng or all eng operating
258. 338 whichever requirement gives the greater distance" All eng.oprX1,15; One enginop değerleri ile karşılaştırılıp büyük olan per.planlaması için kullanılır.
259. 340 "VMCG küçük eşit VEF küçük V1" GF1BARUL2
260. 341 Reduced TO thrust not be used"untiskid not usable"
261. 342 Max.Tyre speed can limit VLOF "GS"
262. 343 V2 can be limited "Low TO mass,Large Flap,Low field elevation" V2 yi düşüren şıklar, Düşük mass, yüksek flap, düşük irtifa
263. 344 turboprop req.RWY length at a destination "the same as alternate.."
Actual Landing mass planlanandan büyük olursa
264. 346 "landing distance will be longer"
265. 348 Vr "rotate"
266. 349 "V1 must not exceed Vr"
267. 350 "CLTOM depends on PA and OAT"
Descent without eng.thrust at max.L/D ratio speed "TW incr.
268. 351 Ground distance"

13 Designed by Metin GÜNEŞŞEN

269. 352 OAT "decrease will cause an increase of the climb grad."
270. 353 "CLTOM independent of wind"
271. 354 "VMCG and V1 should not exceed Vr"
272. 355 all eng.out fly for max.time "Min.Power req." Vmd
273. 356 V1 "eng.failure before V1; TO abort"
274. 360 piston, tangent "min.spec.range" Vmd, Vy=Range for piston
275. 365 Higher flap "incr. FLTOM but decr.CLTOM"
276. 366 "Stopway beyond TORA, abandoned TO"
277. 369 V1 balanced field "ASDA=TODA"
TO net flight path for Class A assume "the failure of critical of
278. 372 multieng.at VEF"
279. 373 Besides Lift, Climb Grad." W, D, T "
AOA req. To attain Max.range for jet "less than that for
280. 374 max.L/D Ratio" Jet için Max.Range=1,36 Vmd. Hızı arttırmak CL'i o da AOC'yi düşürür.
Climb. At constant IAS and constant mass the drag
281. 375 will "remains almost constant"
282. 376 Use of Clearway "Incr. FLTOM"
Light twin breake released befor TO power set ASDA will be
283. 378 Longer than graphical distance"
284. 379 Backside of power curve "speed unstable"
285. 380 V1 equal or higher than "VMCG"
286. 381 Incr.OAT (kötü) Climb per. "reduces both climb grad and ROC"

287. 382 HW incr.alt. As compared zero wind IAS cons."has no effect on ROC"
288. 383 Descent HW "Incr.AO descent flight PATH"
289. 386 "VMCG küçük eşit VEF küçük V1"

14 Designed by Metin GÜNEŞŞEN

 Take Off Dist. Landing Dist. Angle Climb Rate Climb Angle desenct Rate desenct
Temp ↑ ↑ ↑ ↓ ↓ ↑ ↑
Mass ↑ ↑ ↑ ↓ ↓ ↓ ↓
Density ↑ ↓ ↓ ↑ ↑ ↓ ↓
Airport Elev. (Press. Alt.) ↑ ↑ ↑ ↓ ↓ ↑ ↑
Flap Settings ↑ ↓ ↓ ↓ ↓ ↑ ↑
Headwind ↑ ↓ ↓ ↑ No effect ↓ no effect
Tailwind ↑ ↑ ↑ ↓ No effect ↑ no effect
Runway Slope (Down) ↑ ↓ ↑ no effect No effect no effect no effect
Slope (Up) ↑ ↑ ↓ no effect No effect no effect no effect
Wet Cont. Runway ↑ ↑ ↑ no effect No effect no effect no effect
VEF= Critical engine failure speed
VMCG= Ground minimum control speed
VMCA= Air minimum control speed
VMU= Minimum unstick speed
V1= Take-off decision speed
VR= Rotation speed
V2 min.= Minimum take-off safety speed.