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

Anhedral:

compensates for the wing sweep improves roll maneuverability

Angle of attack is the angle between the chord of the aerofoil and the relative airflow.

Angle of incidence is the angle between the chord and the aircrafts longitudinal datum.

Depends on the engine.

In the case of the 737-800 CFM56, 27,300lbs total thrust at a ratio of 5.5:1

None. The go around procedure is distinct from the take off procedure. You will still have an acceleration altitude, but you will not have a screen height, V1, Vr, V2, flap retraction altitude, etc.

5000 litres

(4 tonnes / 0.8 = 5000 litters)

An IRS is an Inertial Reference System  which consists of accelerometers, gyroscopes (laser) and a position computer.

The computer calculates the aircrafts position by direction and velocity sensed by the accelerometers from the initial latitude and longitude input.

An IRS enables the aircraft to fly great circle tracks and to navigate accurately across vast expanses where no ground based navigation aids are available.

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.

• If no IRS/INS/GPS was available, it’s easier to fly a constant heading (but you will need to apply variation).

• If flying over short distances (as done during your training) the error introduced by flying a rhumb line is insi

Yes