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LRC is flown as a mach no but as I said it is a point on the drag curve and using our ERTM graph EAS would be the constant so LRC as a mach no. decreases with decreasing altitude. Question 253: Under which condition should you fly considerably lower (4 000 ft or more) than the optimum altitude ?
A If at the lower altitude either considerably less headwind or considerably more tailwind can be expected. B If at the lower altitude there is a greater headwind. C If at the lower altitude there is less tailwind. D If the maximum altitude is below the optimum altitude. Explanation: Cruise altitude is usually at the optimum altitude, to reduce fuel consumption but if there's a favourable wind (either reducing headwind which is slowing you down, or increasing tailwind which will increase your speed) you may prefer to fly at different altitude. Question 254: If, after experiencing an engine failure when cruising above the one-engine-inoperative ceiling, an aeroplane is unable to maintain its cruising altitude, the procedure that should be adopted is: A Drift Down Procedure. B ETOPS. C Long Range Cruise Descent. D Emergency Descent Procedure. Explanation: NO Question 255: 'Drift down' is the procedure to be applied A after engine failure if the aeroplane is above the one engine out maximum altitude. B to conduct a visual approach with one engine out. C after cabin depressurization. D to conduct an instrument approach at the alternate. Explanation: NO Question 256: If the level-off altitude is below the obstacle clearance altitude during a drift down procedure A fuel jettisoning should be started at the beginning of drift down. B the recommended drift down speed should be disregarded and it should be flown at the stall speed plus 10 kt. C fuel jettisoning should be started when the obstacle clearance altitude is reached. D the drift down should be flown with flaps in the approach configuration. Explanation: The question states: „If the level-off altitude is below the obstacle clearance altitude during a drift down procedure‟Therefore, because at the original mass obstacle clearance at the end of driftdown cannot be maintained when stabilised then the mass must be
reduced by jettisoning fuel at the start of the driftdown commensurate with retaining sufficient reserves to make the alternate airfield. Question 257: Which statement is correct for a descent without engine thrust at maximum lift to drag ratio speed? A The higher the gross mass the greater is the speed for descent. B The mass of an aeroplane does not have any effect on the speed for descent. C The higher the gross mass the lower is the speed for descent. D The higher the average temperature (OAT) the lower is the speed for descent. Explanation: NO Question 258: The maximum mass for landing could be limited by A the climb requirements with one engine inoperative in the approach configuration.