A Increased flight path gradient to introduce a safety margin on the flight test data.

Actual flight path of the aeroplane reduced by a safety margin.

correction applied to flight path gradient to correct for non ISA conditions.

Flight path of the aeroplane with No safety margins applied.

derated thrust take-offs use an assumed temperature.

the flex thrust is regarded as an operating limit.

flex take-offs can be conducted on contaminated runways.

on a flex take-off, the TOGA thrust remains available.

3

1

2

4

At the lowest point on the power-required curve.

By drawing a tangent from the origin of the graph up to the power-required curve.

 At the point where the power-required curve intersects the power-available curve.

By drawing a tangent from the starting point of the power-required curve down to the power-required curve

itself.

an increased landing distance and improved go-around performance

a reduced landing distance and degraded go around performance

a reduced landing distance and improved go-around performance

an increased landing distance and degraded go-around performance

250 feet

750 feet

500 feet

1000 feet

same as that for clean configuration.

changed so that Vx increases and Vy decreases compared to clean configuration.

higher than that for clean configuration.

lower than that for clean configuration.

(1) deteriorate; (2) increased.

(1) improve; (2) reduced.

(1) improve; (2) increased.

(1) deteriorate; (2) reduced.

the thrust required is independent of the airspeed.

a thrust reduction results in an acceleration of the aeroplane.

a lower airspeed requires less thrust because drag is decreased.

a lower airspeed requires more thrust.

SR will decrease

SR will increase.

SR will remain constant but SFC will decrease.

SR will remain constant but SFC will increase.