.
Because nose wheel staring has no affected on the value of VMCG
Because the value of VMCG must also be applicable on wet and / or slippery rwys
Because the nose wheel steering could become inoperative after ab engine has failed
Because it must be possible to abort the take of even after the nose wheel has already been lifted off the ground
CL max of the polar curve is not affected
They do not affected wheel braking action during landing
At same angle of attack CL remains unaffected
At same angle of attack ,CD is increased and CL is decreased
Increases , because al a lower density a larger IAS is necessary to generate the required rudder force
Increases, because VMCG is related to V1 and VR and those speeds increase if the density decreases
Decreases, because the engine thrust decreases
Decreases , because VMCG is expressed in IAS and the IAS decreases with TAS constant and decreasing density,
500 Kts
320 Kts
480 Kts
600 Kts
TAS
Weight
Load factor
Wind
Spoilers are selected from OUT to IN
Pulling up from a dive
Weight decreases
Minor altitude changes occur e.g 0--10.000 ft
Because FLAPS EXTENDED gives a large decrease in stall speed with relatively less drag
Because SLATS EXTENDED give a large decrease in stall speed with relatively less drag
Because SLATS EXTENDED provides a better view from the cockpit than FLAPS EXTENDED
Because VMCA with SLATS EXTENDED is more favorable compared to the FLAPS EXTENDED situation
Increases
Decreases
Remain the same
Decreases until tropopause
Does not depend on weight
Increases with the length of the wingspan
Increases with an increased weight
Decreases with an increased weight
A lower weight deceasing bank angle , a smaller flap setting
An increase in load factor , a forward c.g shift , decrease in thrust
A higher weight selecting a higher flap setting , a forward cog shift.
Increasing bank angle , increasing thrust , slat extension
Increase angle of attack and keep thrust unchanged
Increase thrust and angle of attack
Increase thrust and keep angle of attack unchanged
Increase thrust and decrease angle of attack
Increase the elevator up effectiveness
Decrease the elevator up effectiveness
Not affected the elevator up or down effectiveness
Increase or decrease the elevator up effectiveness , depending on wing location.
Shock stall occurs.
The critical angle of attack is reached
Somewhere about the airframe Mach 1 is reached locally
Mach buffet occurs
Winglets
Swept wings
Straight wings
Wing dihedral
Increased longitudinal stability
Lower stalling speed
Higher critical mach
Greater strength
Winglets
Swept wings
Straight wings
Wing diedral
Wing root stall will occur first , wich produces a rolling moment
Tip stall will occur first wich produces a nose down moment
Leading edge stall will occur first , wich produces a nose down moment
Tip stall will occur first wich produces a pitch --up moment
When a higher than normal angle of attack is used
At a speed approaching the stall
When the height is less than halve of the length of the wing span above the surface
When the height is less than twice the length of the wing span above the surface
A significant increase in thrust required
The induced angle of attack and induced drag decreased
The wing downwash on the tail surface increases
An increase in strength in the win tip vortices
The lift is increased and the drag is decreased
The effective angle of attack is decreased
The induced angle of attack is increased
Drag and lift are reduced
Decreases
Does not change
Increases only if the landing flaps are fully extended
Increases
Increase the elevator up effectiveness
Decrease the elevator up effectiveness
Not affect the elevator up or down effectiveness
Increase or decrease the elevator up effectiveness depend on wing location
Pitching and adverse yaw
Rolling and Yawing
Pitching and yawing
Pitching and rolling
Yawing
Slipping
Pitching
Rolling
3 hours
24 hours
12 hours
6 hours