Technical Interview 11

Question 1

What are TORA, TODA, ASDA clearways, stopways, and screen heights?

Answer 1

TORA = Takeoff Run Available, the distance between the point at which an aeroplane can commence the take-off run to the point in the direction of take off at which the surface is incapable of bearing the mass of the aeroplane under normal operating conditions.

TODA = Takeoff Distance Available, the length of the take-off run available plus the length of the clearway, if available.

ASDA = Accelerated Stop Distance Available, the length of the takeoff run plus the length of theStopway, if provided.

A clearway is an area on the ground at the end of take-off run available, free of obstacles, that is established to enable the aircraft to make a part of the initial climb to a specified altitude.

A stopway is an area on the ground at the end of take-off run available at which an aircraft can be stopped in the case of a rejected take-off

The height of an imaginary screen placed at the end of the Take-Off Distance Required (where the aircraft reaches 35 ft or 50 ft, not 35 ft or 50 ft at the end of TODA) and at the beginning of the Landing Distance Required. The aircraft needs to reach the screen height at the end of its take off distance.

The screen height for class A is 35 ft (dry runway) or 15 ft (wet runway). The screen height for class B is 50 ft.

Question 2

If in a go-around, which take-off stages will still apply?

Answer 2

None

Question 3

If you take off on a two engine airplane with no engine failure and are below VMCA, will you have directional control?

Answer 3

Yes, some directional control as we still have two functioning engines.

Question 4

Can VMCG be lower than V1? Explain.

Answer 4

Yes, VMCG has to be equal to or less than V1 to ensure the aircraft could maintain runway heading having suffered an engine failure at or above V1 when the aircraft is committed to takeoff.

Question 5

What effect does a wet runway have on V1?

Answer 5

V1 is lower when the runway is wet than when the runway is dry, because of the longer ASDR on a wet runway.

Question 6

Explain V1, V2, VR, VMCA and VMCG

Answer 6

• V1, decision speed, the maximum speed in the take-off at which the pilot must take the first action to stop the aeroplane within the accelerate-stop distance. V1 also means the minimum speed in the take off, following a failure of the critical engine at VEF, at which the pilot can continue the take-off and achieve the required height above the take-off surface within the take-off distance;
• V2, take-off safety speed, which must be attained at the 35 ft height at the end of the required runway distance. This is essentially the best one-engine inoperative angle of climb speed for the airplane and is a minimum speed for flight in that condition until at least 400 ft above the ground. V2 shall be at least 1.1 times VMCA, and no less than 1.2 times VS.
• Vr is defined as the speed at which the rotation of the aircraft should be initiated to takeoff attitude.
• VMCA is the minimum control speed in the air and is defined as the minimum speed, whilst in the air, that directional control can be maintained with one engine inoperative (critical engine on two engine aerolanes), operating engine(s) at takeoff power and a maximum of 5 degrees of bank towards the good engine(s).
• VMCG is the minimum control speed on the ground and is defined as the minimum speed, whilst on the ground, that directional control can be maintained, using only aerodynamic controls, with one engine inoperative (critical engine on two engine airplanes) and takeoff power applied on the other engine(s).

Question 7

Describe the take off segments.

Answer 7

• 1st segment starts at screen height and finishes once the gear is up and locked.
• 2nd segment starts when the gear is retracted and finishes when acceleration alt is reached (min. 400ft max 1000ft) speed V2.
• 3rd segment starts at acceleration alt, minimum 400ft, and finishes when the flaps are retracted.
• 4th segment starts when the flaps are retracted, MCT is set and finishes at the 1500ft.

Question 8

Does a jet have a critical engine? Why yes or no?

Answer 8

No, there is no P-factor (asymmetric blade effect) as on a propeller-driven aircraft.

Question 9

What is VMBE?

Answer 9

The maximum brake energy speed.

It is a function of the gross weight, altitude, temperature, runway slope, wind component, and braking configuration.

V1 must be less than VMBE.

Question 10

Explain the definition “critical engine”.

Answer 10

Engine whose failure would most adversely effect on the aircraft’s handling and performance quality.

In a multi engine with clockwise rotating propellers aircraft, the descending blades produce more thrust than the ascending blades (en realidad esto pasa cuando el avión incrementa su ángulo de ataque). Each thrust vector has an arm from the middle, and we can see that the right side has a larger arm. If the left engine fails, the yawing force will be greater and therefore directional control will be most critical. So in a multi with clockwise rotating propellers, the left engine is the critical engine.

Question 11

What is ACA/H? What ACA/H did you use? Why do we have an ACA/H?

Note: this question was asked to a candidate with previous Seneca experience, make sure to be able to answer this question for your previous aircraft type.

Answer 11

Asymmetric Committal Altitude/Height is the minimum height needed to establish a positive climb whilst maintaining adequate speed for control and removal of drag during an approach to a landing.

In the Seneca at Oxford we used 200ft AGL. At this altitude when continuing for landing you selected the landing flaps (check clear runway, on speed, on altitude, landing clearance received).

You now are committed to land, single engine G/A with flaps 40 and gear down is not possible in a Seneca.

Question 12

What is VS?

Answer 12

The stall speed, is the minimum speed required to maintain level flight and control over the aircraft.

Question 13

What is VMU?

Answer 13

Vmu is the minimum unstick speed.

It is the calibrated airspeed at and above which the airplane can safely lift off the ground and continue the takeoff. Lift-off is not possible prior to reaching this speed.

Vmu is not an operational speed and is established in flight testing only.

Question 14

What setting would you set the trim to for long range cruise?

Answer 14

Nose up

Question 15

How can you calculate VREF?

VREF - Reference Landing Speed is often used interchangeably with VAT (indicated airspeed at threshold)

Answer 15

VREF is the higher of the following 2 IASs:

• 1.3 x VSO - the stalling speed in the landing configuration at maximum landing mass; and
• 1.23 x VS1G - the stalling speed with gear down but no flap at maximum landing mass.

Question 16

Do single engined planes have a VMCG?

Answer 16

No, VMCG is defined as the minimum control speed on the ground, with one engine inoperative (critical engine on two engine airplanes), takeoff power on other engine(s), using aerodynamic controls only for directional control and thus only applicable to ME aircraft.

Question 17

Would you be happy if VMCG is higher than V1?

Answer 17

No, because if your critical engine fails at V1 you have to continue your takeoff roll, but because you’re under VMCG you are unable to maintain directional control.

Question 18

Do airplanes have an optimum C.G.? If yes, where is it?

Answer 18

Yes, the closer the C.G. is to the rear limit, the less tail down force is required, which means less drag which results in less fuel burn.

Question 19

If whilst taking off in a Seneca you lose the left engine what side do you want the crosswind to come from?

Note: this question was asked to a candidate with previous Seneca experience, make sure to be able to answer this question for your previous aircraft type.

Answer 19

Live side to oppose the yawing moment.

Question 20

Being an excellent pilot, if I can fly at VMCA, do I need a V2 speed?

Answer 20

Yes, for safety you will need a V2 speed.