Performance
T1 erformance
T1 erformance
Which relation of V2 to VS (KVS-Factor) is the optimum for the obstacle limited t/o mass
Depends on the obstacle0s location
a) nearby obstacle: long t/o distance must be avoided and teh optimum KVS is low
b) distant obstacle: KVS is high and the climb speed can be as high as VXSE
What happen when anti skid system is inoperative?
What you must do?
1. ASD increases and PTOMF decreases
2. V1 must be reduced because of the reduced stopping performance, which leads to a longer TOD is there is an enginge failure
==> Reuction in V1, PTOMF and PTOMO
==> Flex T/O not allowed but derated T/O thrust may help due to the reduced VMCG
What dou you make by a contaimnated runway?
same as by a inop. anti skid system
=> PTOMF and PTOMObstacle hast to be reduced
PTOMF
Perfromance limitations for the field length
contaminated runway => V1?
V1 must be lower => In case of a reduction in V1 zhe VMCG limit has to be checked
==> climb limited take-off mass is not affected y RWY conditions
Until which contaminaation is a T/O allowed?
The contaminant's depth does not exceed 13 mm
=> the reduction of V1 is also limited by teh fact that OEI go case is subject to a higher rolling resistance caused by the contaminant
MALAM
Maximum allowable landing mass => lowest of:
a) approach climb and landing climb limited mass
b) landing feld length limited ladning mass
c) structural limited landing mass
TOGA Thrust available after?
after 8 sendons
Approach Climb is:
2.1% for 2-engin 2.4% for 3engin 2.7& for 4engin
Speed: 1.4 VSR
Gear retracted
Thrust: one engine failed => TOGA
Flaps: intermediae
Landing climb
Speed: 1.23 VSR0
Gear: extended
Thrust: all engines TOGA
Flaps: LDG
Gradient for all engines : 3.2%
Demonstrated landing Distance
actual distance from 50ft above RWY to a complete stop, based on the following conditions
- LDG conf
- VREF at 50 ft above RWY
- all ground spoiler are working
- no reverse thrust applied
==> Does not include any safety margin => best performance the aeroplane is capable of for the rpesent conditions
Landing distance required - Dry rwy
must not exceed:
1. 60% of the LDA for jet
2. 70% of teh LDA for turboprop
Landing distance require Wet RWY
at least 115% of teh requires landing distanve for a dry rwy ==> LDRwet jet= 1.15 * LDR dry
Dry rwy must not exceed:
1. 60% of the LDA for jet
2. 70% of teh LDA for turboprop
In which rage are the spoilers must effective?
In the upper speed range
What are not taken into account in the field length mim graph?
1. OAT
2. slope
3. hydroplaning => has no effect on teh field length limited landing mass
ACN
Aircraft Classification Number = the relativ eeffect of an aeroplane on a pavement for a specified standard subgrade
=> The most aft centre of gravity appropriate to teh max. ramp mass is used to calculate teh ACN
PCN
Pavement Classification Number = the bearing strength of a pavement is determined and reported by the appropriate authority
MQTM
Max. quick turnaround mass
max. brake temperature indication is reached approximately 5 minutes after the LDG is completed
==> If the landing mass exceeds the MQTM teh crew has to wait 53 minutes before T/O again
MALM => What is limiting?
MALM is either the performance limited landning mass or the structural landing mass(MLAM) whicheber is lower
min. obstacle clearance
2000ft descebding/ 1000 ft level
Was kommt es bei der Take Off Performance drauf an
Flugzeug, Umgebung, Piste und Pilot
slope
Neigung der Piste
VS1g
ninimum speed at which eh aeroplane develops a lift equal to the aeroplane weight => one g stall speed => The load factor is exactly one
VS
ninimum steady flight speed at which the aeroplane is controllable ==> zero thrust or idling ==> The load factor is always below one
Wie kommt na von VS1g auf VS
VS1g x 0.94 = VS
VS0
Stall speed or minimum steady flight speed in the landing configuration
VS1
Spar speed in a specified configuration => be safe under all reasonably expected conditions including turbulence and engine failure=> this speed until reaching the screen height => Mind. 20% higher than Stall speed
TORA
Take off run Available; Is the part of the airfield declared as suitable for performing take-offs by the aerodrome authorities
TORA is not necessarily the runway length. Because?
because of an intersection take-off
CWY
Clearway => Is limited to the half of the TORA => an area behind the ray, not less than 500ft wide
CWY => extending from teh end of teh rwy with an upward slope not exceeding xy % above which no object or terrain protrudes
1.25 %
TODA
Take Off Distance Available => TORA plus the length of the CWY
SWY
Stopway => Area beyond the take off ray => Support the aeroplane during an aborted take- off
to abort
abbrechen
ASDA
Accelerate stop Distance = TORA + SWY
LDA
landing distance Available => available and suitable for the ground run of a landing aeroplane
DRY Runway
runway surface is neither wet nor contaminated
Damp runway
runway surface is not dry, but when the moisture on it does not give a shiny appearance => Change in color due to moisture
Wet runways
runway surface is covered with water, but less than specified in subparagraph contaminated runway => appear reflective, but without significant areas of standing water
Contaminated Runway
more than 25% of the runway surface area ==>a) More than 3mm deep standing water b) snow compressed into solid mass c) ice, wet ice
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Cartes-fiches
Standard Cruise
a constant IAS (low altitudeI or constant Mach (higher altitude) flight procedure is used because it is easy to fly => close to LRC
Min. Flight Time
max GS => engines running on max. cruise
Min. Drag Cruise / Green Dot SPeed
flowing during descent when am min. angle of descent is required => Also used for holding patterns , when max. endurance is desired and speed instability has to be avoided
CI
Cost Index (CI): corresponds to the ratio of time-related cost to fuel cost. ==> Time related cost / fuel cost ==> Time related trip costs depend on crew, maintenance, delay, ACT, slot
If CI is zero, what means that?
taht the fuel cost is assumed to be infinitely high, so the resulting speed is the speed for max. range
At low speed buffeting caused by
airflow separation due to high AOA
At high speed buffeting caused by
zB. short high frequency shock wave oscillations on the wing or fuselage == Mach number of high buffeting depends on: aeroplane mass, load factor, C.G., FL
What happens with the stall speed (by a engine aircraft) above fl 200
the stall speed increases do to compressibility factor
What happens with the stall speed (by engine aircraft) when passing FL 200
the stall speed increases do to compressibility factor
Drift down
one engine fails ==> sufficient obstacle clearance has to be ensures => to keep the flight path above obstacles, the drift down procedure should be applied
Drift down minimas
2000 ft => 1000 ft when the net flight path gradient is positive, sonst 2000 ft
Drift down point?
a point can be defined at which the flight has to be continued, even if an engine fails
After an angine failure, the drift down procedure is appplied, that eans
a) max continuous thrust
b) speed is reduced to the drift down speed => best glide speed
c) during cruise, altitude is maintained until teh aeroplane has decelerated to the initial drift-down speed
d) drift down ends at the level-off altitude
Drift down speed
speed flown during the drift down procedure => called drift down => approximately the speed for best glide
Level off altitude
is able to maintain level flight after the descent with one engine inoperative => at the level off altitude the actual flight path becomes horizontal
Net level-off Altitude
teh net flight path gradient becomes zero and the net flight path become horizontal
What happens to the speed for Vx and Vy with increasing altitude?
To maintain the same angle of attack and altitude at a higher gross weight an aeroplane needs:
When an aircraft reaches its service ceiling:
On a reciprocating engined aeroplane, to maintain a given angle of attack, configuration and altitude at higher gross mass...
The effect of increased aircraft mass on the climb gradient is:
Absolute Ceiling is defined by:
How does runway slope affect allowable take-off mass, assuming other factors remain constant and not limiting?
When does thrust = drag?
The coefficient of lift can be increases by lowering flap or:
What conditions would the aircraft have to be flown in order to achieve maximum aircraft speed?
What is the effect of flap extension on Vx and Vy?
A constant headwind...
Two identical aeroplanes at different masses are descending at idle thrust. Which of the following statements correctly describes their descent characteristics ?
When comparing Vx to Vy:
Was ist performes ?
Leistungsüberschuss
Wie nimmer der Induced drag ab ?
1/ v^2
Beste Gleitzahl
bleibt egal wie Schnee => a) Best endurance vom Jet b) best Range Prop ==> total Drag = thrust required
FF is proprotional zum Power => Prop
FF is proprotional zum Schub => Jet
Differenve Thrust and Power
Thrust x m/s = Power (Leistung)
Thrust EInheit?
Power EInheit:
Thrust: Newton = Kraft Power: Arbeit pro Zeit => In Watt (
Difference BHP and THP
Trust horsepower (Leistung mittels Propellers) und BHP (Leistung an der Welle = konstant): Difference is the Prop. efficiency
Wieso ist der Jet schneller als der prop ?
Fördert weniger Luft jedoch schnellere Beschleunigung ==> Wenn man dan x v^2 rechnet ist dann der grösseren v viel mehr Joule bei den jets vorhanden
Was ist Vx und wo in der Kurve?
Vx best angle of climb => Schubüberschuss (Thrust) am grössten => Kräfte Difference am grössten
Vy was udn wo in der Kurve?
Vy dort wo der Leistungsüberschuss (Power) am grössten ist ==> Best rate of climb ( am schnellsten gestiegen in eine bestimmten Zeit)
Was ist unser Performance Instrument?
VSI
