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
VTGT
Target Speed: The sum of VRef and the additional components to account for wind is called target speed
Wie rechnet man Target Speed?
VTgt= VRef + 1/2 Wind + gust factor gust factor: Max Gust - Min Gust (Böen)
Abluf der Geschwindigkeiten beim Anflug
1. VTgt 2. VRef 3. touchdown speed
Screen height for commercia operation dry and wet
dry: 35 ft wet: 15 ft
1 lb in kg
1 lb = 0.45 kg
Was bedeutet 1100 m und 720 m ?
1100: Take Off Distance 720: Take off Roll
Take off Run Available
wie Lang die RWE tatsächlich ist
VREF has to be xy % above VS
VREF has to be 30% above VS
VMD
Best Range Speed for propeller aircraft ==> Wenigsten Drag
Hat der WInd einen einfluss auf den Drag
nein, the drag will not vary with the wind, and hence the min. drag speed will also remain constant
In unaccelerated climb: was passiert mit dem Thrust
thrust equals drag plus downhill component of the gross weight in the flight path direction
Density altitude is:
the pressure altitude corrected for the prevailing atmospheric density
Take off Dsiatnce bei Grass: Dry and wet)
Dry: Mal 1.2 Wet: Mal 1.3
Take off Dsiatnce bei Festem Grund: Wet
mal 1.0
Absolute Ceiling
altitude for which the power required and power available curves are tangential to each other => At this altitude only one speed is available and the achievable rate of climb is zero
Service Ceiling
Altitude at which the aircraft is capable of a climb rate 100 feet per minute => Jet 500 feet per minute
ROC is ...... of wind, because
ROC is independent of wind, because the time to climb to a specific cruise altitude will therefore independent of wind => headwind will decrease the distance traveled during the climb but not the time
The climb angle relative to theground is affected by wind because
the ground speed is altered=> Headwind increase the effective climb angle (Steeper angle => increased climb gradient)
When will be the IAS the greatest for any given TAS
the IAS will be greatest for any given TAS at the lowest possible altitude => Air is denser at lower levels = Engine develops the most power
climb angle relative to the air is not affected by ?
climb angle relative to the air is not affected by a steady wind => The clim angle relative to the ground is however affected by wind because the GS is altered
For a given aircraft mass, the climb gradient (flap settings and temperature?)
decreases with increasing flap angle and increasing temperature
Clim Gradient ausrechnen ?
Clim Gradient = ((Thrust-Drag) / Weight) x 100
optmum glide speed, mass decreases what happens tp the glide angle and rate of descent?
the glide angle is unchanged and the rate of descent decreases
decelerate
Geschwindigkeit verlangsamen
:The best gliding angle is independent of aircraft
The best gliding angle is independent of aircraft weight => weight only modifies the gliding speed => Has mo effect on gliding range
exceed
überschreiten
Max. rate of clim => aircraft should be flown at the IAS which:
gives max excess power
Max. glide => to fly the speed corresponding to:
the min. power required
induced drag is caused by:
movement of the aerofoil through the air
absolute ceoling:
altitude at which the max, rate of climb is zero => kommt nicht meh höhrer mit diesem speed, den man hat
How does the CL for max. range vary with altitude?
the CL is independent of altitude
T/O without flaps =>
need to accelerate to a higher V Lof
what gives the greates gliding time:
Lower mass
Je höher desto ( was wird besser=
engine efficiency is greater
what affect has a tailwind on teh max. edurance speed?
No effect
MZFM is a mass limitation for the:
strength of the wing root
paved
gepflastert
Variable wind is taken into account as
tailwind
Accelerate-Go Distance
the horizontal distance between brake release and the point at which the critical engine fails, onward until the aeroplane reaches the screen hight (50ft)
Accelerate-Stop Distance
the horizontal distance between brake release and the point at which the critical engine fails, onwards to the point which the aeroplane comes to a full stopp
