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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- 1 / 276
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Cartes-fiches
When you must do a full T/O thrust
a) TOM is identical to the performance limited T/O mass
b) windshear along the T/O path
c) the rwy is contaminated
d) obstacle clearance is desired
Derated T/O Thrust
T/O distance will increase and climb and obstacle clearance will decrease
=> Less thermal and mechanical stress => risk of an engine failure is reduced
= Gibt im Compiuter ein, dass das Treibwerk nicht 100% schub geben kann ==> Treibwerk wird ,,kleiner" gemacht
==> In Case of Engine failure ist nicht mehr schub vorhanden = muss derated T/O aus dem PC löschen
=> a derated T/O thrust results in lower min. control speeds and therefore a lower V1
Reduced T/O Thrust or Flex Take Off Thrust
Take off thrust less than max. and less than derated as well ( least 60 - 70 % )
same min. control speeds and V1
How to figure out the Flex/Reduced T/O Thrust ?
TASS (assumed temperature) = manipulated OAT ==> Entering the actual TOM in the PTOM versus OAT
==> the actual TOM to determine teh corresponding TASS
Thrust setting on contaminated runways
Reduced T/O thrust is not permitted However derated thrust may be used as required to potimise
=> When available, a derated T/O thrust results in lower min. control speeds and therefore a lower V1
PTOMF
shorter teh field the more likely flaps will be sued for take off, since the same lift can be generated at a lower speed due to the lift coefficient with extended flaps
PTOMC
Performance Climb: extendng the flaps, reduces climb capacity => if field length is not a factord, use low flap setting
PTOMO
Performance Obstacle: climb rate is better wihout flaps, the distance until reaching lift-off speed is greater
PTOMT
Typre ==> flaps increases the lift coefficient => same speed a higher lift coefficient = greater lift can be generated and more weight can be compensated
PTOMB
Break energy: max. energy that can be absorbed by a brake os constant => flaps = smaller T/O speed
HOw you can improve the climb?
Higher V2
V2 min is usually lower than VXSE => V2min lays between...
1. min. V2min limited with 1.13 VSR or VMCA
2. max. VXOE which results in the best possible OEU T/O climb performance
KVS-factor
constant time Vs-Factor
=> the min. KVS us therefore 1.13 = V2min
describe the improved climb procedure.
- improve of climb gradient due to increment of V2
- Higher T/O mass possible without falling below teh required min. climb gradient
- increased V2min is closer to VXSE
- typre speed limit gas to be respected
Which relation of V2 to VSR is the min and usually used for the determination of the second segment speed?
V2min / VSR = 1.13
max. value for V2min
V2max = VXSE
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
