Test 39 - Basic Runway Length and Runway Design

Question 1 ప్రశ్న 1

In airport engineering, which description best defines an aeroplane reference field length used for aerodrome reference-code planning?

A The distance required for landing on a wet runway at any airport elevation. B The minimum takeoff field length at maximum certificated takeoff mass, sea level, standard atmosphere, still air and zero runway slope, according to approved aircraft data. C The length of the longest taxiway connecting the apron with a runway. D A fixed runway length specified for every aeroplane regardless of performance.

Question 2 ప్రశ్న 2

Which method is technically appropriate for identifying the critical design aircraft when planning a new runway?

A Always select the physically largest aircraft that might visit once in an emergency. B Choose the aircraft with the lowest landing mass regardless of planned service. C Select an aircraft solely from its wingspan and disregard runway performance. D Evaluate the aircraft expected to use the airport with sufficient regularity, their operating conditions and the most demanding relevant runway performance requirements.

Question 3 ప్రశ్న 3

For a simplified basic runway-length screening with no stopway, clearway or displaced threshold, the supplied required takeoff run is 1900 m, required landing distance is 2050 m and required accelerate-stop distance is 2200 m. Assuming all three requirements must be met by the same paved runway length, what is the minimum length?

A 2200 m. B 2050 m. C 1900 m. D 6150 m.

Question 4 ప్రశ్న 4

Which statement correctly describes how takeoff, landing and rejected-takeoff performance are considered when determining runway length?

A Only the landing distance matters because an aircraft can always take off in less distance. B The physical runway length is always the arithmetic sum of takeoff and landing distances. C The runway and its declared distances must satisfy the applicable independent takeoff-run, takeoff-distance, accelerate-stop and landing performance requirements. D Runway length is controlled only by terminal passenger capacity.

Question 5 ప్రశ్న 5

What is the central idea of a balanced-field takeoff in the relevant transport-aircraft performance context?

A The landing run is made equal to runway taxiway length. B Under the defined conditions and decision-speed selection, accelerate-stop and continued takeoff distance requirements are equal or balanced. C The runway must be exactly level in both longitudinal and transverse directions. D The aircraft has equal fuel quantities in its two wing tanks.

Question 6 ప్రశ్న 6

Which pairing of the four standard runway declared-distance abbreviations is correct?

A TORA: takeoff run available; TODA: takeoff distance available; ASDA: accelerate-stop distance available; LDA: landing distance available. B TORA: total obstacle-free radius; TODA: touchdown apron; ASDA: aircraft stand area; LDA: landing delay allowance. C TORA: landing roll; TODA: stopping roll; ASDA: approach slope; LDA: runway shoulder. D TORA: taxiway length; TODA: terminal length; ASDA: aircraft turning area; LDA: clearway.

Question 7 ప్రశ్న 7

For one runway direction, TORA is 2400 m, with an approved 300 m clearway and 200 m stopway beyond the takeoff-run end. There are no other declared-distance reductions, and the landing threshold is not displaced. What are TODA, ASDA and LDA, respectively?

A 2400 m, 2700 m and 2600 m. B 2900 m, 2900 m and 2400 m. C 2600 m, 2700 m and 2400 m. D 2700 m, 2600 m and 2400 m.

Question 8 ప్రశ్న 8

A 2500 m runway has a landing threshold displaced 350 m inward at one approach end. For that direction, assume takeoffs may still use the entire 2500 m runway, there is no clearway or stopway, and no other restrictions apply. What are LDA and TORA?

A 2500 m and 2150 m. B 2850 m and 2500 m. C 2150 m and 2500 m. D 2150 m and 2150 m.

Question 9 ప్రశ్న 9

Which statement correctly distinguishes a stopway from a clearway in runway design?

A A clearway is primarily an overrun pavement used for landing rollout, and a stopway only protects airspace. B A stopway is prepared for stopping during a rejected takeoff and may increase ASDA, whereas an approved clearway may increase TODA but does not add to ground-run TORA. C Both always increase TORA and LDA by identical amounts. D Both are identical to the runway-end safety area and may be counted as normal landing pavement.

Question 10 ప్రశ్న 10

A runway direction has TORA = 2350 m, approved clearway = 200 m, approved stopway = 150 m and LDA = 2350 m. An aircraft requires TORA 2300 m, TODA 2520 m, ASDA 2530 m and LDA 2250 m under the specified conditions. Which assessment is correct?

A All requirements are met because TODA is 2550 m. B The takeoff-run requirement fails by 30 m. C The landing requirement fails by 180 m. D The accelerate-stop requirement fails by 30 m, even though the other three requirements are met.

Question 11 ప్రశ్న 11

For an intended takeoff, TORA is 2100 m and TODA is 2400 m because a 300 m approved clearway is available. Aircraft data require a ground takeoff run of 2180 m and a takeoff distance of 2300 m. Ignoring other constraints, which statement is correct?

A The takeoff-run criterion fails by 80 m despite sufficient TODA. B Both requirements pass because TODA exceeds 2300 m. C A clearway may be used for the first 80 m of the takeoff ground roll. D TORA automatically rises to 2400 m when a clearway is declared.

Question 12 ప్రశ్న 12

Assuming the same aircraft, takeoff mass, runway surface and wind, how do substantially greater airport elevation and higher air temperature generally affect required takeoff field length?

A They always shorten the takeoff field length because air density is reduced. B They have no influence unless the runway is wet. C They generally increase the required takeoff field length by reducing air density and aircraft performance margins. D They determine runway width but cannot influence runway length.

Question 13 ప్రశ్న 13

A design exercise specifies a basic field length of 1900 m and an illustrative elevation adjustment of exactly 7% of that basic length. Ignoring all other corrections, what adjusted length results?

A 1970 m. B 2033 m. C 2090 m. D 2170 m.

Question 14 ప్రశ్న 14

For a hypothetical planning exercise, basic runway length is 2000 m. First increase it by 8%, then increase the adjusted result by another 5%, with both corrections explicitly defined as successive. What final length is obtained?

A 2260 m. B 2160 m. C 2100 m. D 2268 m.

Question 15 ప్రశ్న 15

All other operating conditions being equal, which statement about runway longitudinal slope is generally correct for takeoff planning?

A A takeoff in the uphill direction tends to require more ground distance than a comparable level-runway takeoff. B An uphill slope necessarily reduces the required ground run because it increases acceleration. C Longitudinal gradient affects only stormwater flow, never aircraft performance. D A runway with a slope requires no reference to the direction of takeoff.

Question 16 ప్రశ్న 16

An aerodrome-reference-code 4 runway has a length of 2400 m. The maximum and minimum centreline elevations differ by 14.4 m. What longitudinal slope measure, calculated as elevation range divided by runway length, results, and how does it compare with the ICAO Annex 14 general recommendation of 1% for code 4?

A 1.67%, exceeding the recommendation. B 0.06%, below the recommendation. C 0.60%, below the recommendation. D 6.00%, exceeding the recommendation.

Question 17 ప్రశ్న 17

In a simplified landing-roll model, an aircraft reaches the runway at 70 m/s and starts braking after travelling 250 m. It maintains 70 m/s during those first 250 m and then decelerates uniformly at 2.5 m/s² to rest. Ignoring other effects and margins, what is the total distance from runway arrival to rest?

A 980 m. B 1230 m. C 1470 m. D 1720 m.

Question 18 ప్రశ్న 18

Which is the most accurate general statement about determining runway width in a modern aerodrome design?

A Runway width is chosen using the applicable aerodrome reference-code and aircraft dimensional criteria, not a single width for all aircraft. B Every public-use runway must be 45 m wide irrespective of aircraft category. C Runway width is determined entirely by annual rainfall. D The required runway width is necessarily equal to the clearway width.

Question 19 ప్రశ్న 19

Why should a paved runway have suitable transverse slope, surface texture and drainage?

A To make landing distance independent of rain and braking action. B To eliminate the need for periodic inspection of the runway surface. C To increase aircraft stopping distance deliberately during normal landing. D To limit surface-water accumulation and preserve suitable wheel-runway friction and operational safety.

Question 20 ప్రశ్న 20

An illustrative project study prescribes a landing-distance factor of 1.40 applied to an aircraft's supplied 1450 m unfactored landing distance. What minimum LDA follows from that stated project factor?

A 1850 m. B 1950 m. C 2030 m. D 2175 m.

Question 21 ప్రశ్న 21

Two proposed regular-service design aircraft must be accommodated on a single paved runway with no stopway or clearway. Aircraft P requires 2000 m takeoff run, 2100 m takeoff distance, 2200 m accelerate-stop and 1900 m landing distance. Aircraft Q requires 2050 m takeoff run, 2360 m takeoff distance, 2250 m accelerate-stop and 2150 m landing distance. What minimum paved length satisfies all listed requirements?

A 2360 m, governed by aircraft Q's takeoff-distance requirement. B 2250 m, governed by aircraft Q's accelerate-stop requirement. C 2200 m, governed by aircraft P's accelerate-stop requirement. D 4250 m, obtained by adding the aircraft landing distances.

Question 22 ప్రశ్న 22

A runway is planned for heavier aircraft while its available subgrade has relatively low support strength. Which design action best addresses the associated pavement issue?

A Use the runway magnetic designation as the sole input to pavement thickness. B Design the pavement structure using expected aircraft loading, traffic repetitions, material properties, drainage and subgrade support rather than runway length alone. C Assume additional runway length automatically provides adequate pavement strength. D Ignore the subgrade because aircraft wheels never transmit load below the pavement surface.

Question 23 ప్రశ్న 23

Which statement correctly distinguishes a runway-end safety area from a stopway and a clearway?

A All three are normal landing pavement that may automatically be added to LDA. B A runway-end safety area may automatically be included in TORA whenever available land is sufficient. C A clearway is designed for routine taxiing while a stopway is principally an approach lighting strip. D A runway-end safety area is intended to mitigate consequences of overruns or undershoots and is not automatically counted in declared operating distances.

Question 24 ప్రశ్న 24

A runway is physically 2700 m long, but a displaced threshold reduces the declared LDA for one landing direction by 320 m, with no other reductions. An aircraft requires LDA 2450 m. What is the shortfall relative to the declared LDA?

A No shortfall because the physical runway is 2700 m. B 20 m shortfall. C 70 m shortfall. D 320 m shortfall.

Question 25 ప్రశ్న 25

Which design decision best reflects sound basic runway planning when takeoff, landing and stopping requirements, longitudinal grades and future airport expansion must all be considered?

A Check the relevant aircraft performance requirements against each declared distance, verify geometric and pavement conditions, and protect feasible development options. B Use the longest available strip of land without checking aircraft performance or obstacle protection. C Treat a stopway as normal takeoff runway to avoid increasing pavement length. D Choose runway width and length solely from the annual passenger count without considering the design aircraft.

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