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
Wo ist der Rate of climb am grössten?
Dort wo die Überschussleistung am grössten ist
Was ist die Directional Control?
z-Achse => HDG
Wieso muss man ein bischen Ban gegeb bei Engine failure ?
Dass das Ruder besser angeströmt wird
VMCA ? und was sagt diese aus ?
Geschwindigkeit für directional control => Man darf den Engine failure nur bis auf eine Höhe trainieren wo VMC = V Stall ist ==> VMC nimmt mit der Höhe ab und wird keiner als die Stall speed
P factor?
Die Relativgeschwindigkeit gegenüber der Luft wird beim rechten Blatt grosser sein, beim linken kleiner ==> grösseren Schub in der rechten Hälte ==> Link Engine critical engine = P-factor
When calculating the landing distance, what percentage of the reported wind component must be allowed for?
When assessing obstacle clearance after take off for a twin engined Class B aircraft, the climb from 50 feet to 1,500 feet
The drift down requirements are based on
At a given mass, the reference stall speed of a twin engine turboprop aircraft is 100 kt in the landing configuration. The minimum speed a pilot must maintain in short final is
A twin engine aeroplane in cruise flight with one engine inoperative has to fly over high ground. In order to maintain the highest possible altitude the pilot should choose
Following a takeoff determined by the 50 ft (15 m) screen height, a light twin climbs on a 10% over-the-ground climb gradient. It will clear a 900 m high obstacle in relation to the runway (horizontally), situated at 10.000 m from the 50 ft clearing point with an obstacle clearance of
Which of the following is true according to JAA regulations for turbo propeller powered aeroplanes not performing a steep approach?
V2 for two/three engined turbo propeller aeroplanes should not be less than
Consider the graphic representation of the power required versus true air speed (TAS), for a piston engined aeroplane with a given mass. When drawing the tangent from the origin, the point of contact determines the speed of
Which is the correct sequence of speeds during take-off?
VMCG= ?
VMCA= ?
VMU= ?
V1/VR/V2 ==> Reiehnfolge?
VMCG= Ground minimum control speed
VMCA= Air minimum control speed
VMU= Minimum unstick speed
===> VMCG<=VEF < V1
Use CAP698 Performance Manual MEP1 Figure 3.2.With regard to the graph for the light twin aeroplane, will the accelerate and stop distance be achieved in a take-off where the brakes are released before take-off power is set?
Which of the following is true according to JAA regulations for turbo propeller powered aeroplanes not performing a steep approach?
An aircraft has a thrust/weight ratio of 14 at take-off. If the lift/drag ratio in the climb is 12 1, the climb gradient will be
If the airworthiness documents do not specify a correction for landing on a wet runway; the landing distance must be increased by
MATOM setzt sich zusammen aus ?
1. MATOM (structur)
2. MATOM (perormance)
the ground groll by teh T/O decreases with:
a) deacreasing AoA
b) increasing thrust to weight ratio
c) increasing T/O flap setting ==> too much will reverse teh usually positive effect
VEF
VEF = Engine Failure speed = teh critical engine is assumed to fail. => Not be less than VMCG for teh case of a continued T/O after failure of the critical engine ==> VEF => 1 second recognition and reaction time to V1
V1
decision speed = max. speed during the T/O at which the pilot ust take teh first action to stop teh aeroplane within the accelerate stop distance
==> Also the min. speed for the t/o following a failure of the critical engine at VEF
VMCG => usually the most unfavourable CG (Ususally aft) and the most unfavourable mass (usually low)
Minimum Control speed Ground => when critical engine is suddenly inop., it must be possible to maintain control of teh aeroplane using the rudder control alone to enable zje T/O to be safely continued
VMCG => How you control the airplane after EF + max.deviation from centerline
Directional control only by rudder, no nose wheel steering input ==> Max. deviation from RWY centerline is 30 ft
VMCA => usually the most unfavourable CG (Ususally aft) and the most unfavourable mass (usually low)
Min. control speed during the T/O climb
VMC => usually the most unfavourable CG (Ususally aft) and the most unfavourable mass (usually low)
critical engine is suddenly made inoperative, it is possible to maintain control of the aeroplane => maintain straight flight with angle of bank of not more than 5 Grad
VMC = additional requirements 1. 2. and 3
1. max. available take off trust on the remaining engine
2. Flaps in T/O position
3. Landing gear retracted
How the VMC descreases ?
With increasing PA and/or OAT teh VMC decreases due to the decreasing asymmmetric thrust
Vmax tyre
mas. possible rolling speed of teh wheels
VMBE
max. Brake Eergy => during breaking kinetic enegery is converted into thermal energy ==> gives a limit for the highest possible V1
VR
the speed at which the pilot makes a control input with the intention of lifting the aeroplane out of contact with the rwy.
VR must not be lower than:
1. V1
2. 1.05 x VMC
3. a speed which permits V2 to be reached at 35 ft above the rwy levek
4. Least 1.10 x VMU with all engine operative or 1.05 x VMU
VMU
Min. Unstick speed: the calibrated airspeed at and above which the aeropane can safely lift off teh ground, and con. the T/O
V2 min
Min. Take off safety speed: min. speed that needs to be maintained up to the acceleration altitude in case of an engine failure after V1
The 3 lower limits for V2 min
1. 1.10 x VMC
2. 1.13 x VSR = for jet and turpoprop with 2 or 3 engines
3. 1.08 x VSR = for jet and turpoprop with 4 engines or more
VSR
Reference stall speed is a speed defined by the manufactor. It may not be less than the 1g stall speed
==> The reference stall speed assumes engines idling or at zero thrust
How many engines are at least necessary for an aeroplane performance Class A
2
Actual accelerate stop distance is either 1 or 2
1. accelerate stop distance with a critical engine failure
2. accelerate stop distance with all engines operating
==> whichever if teh two is larger
