17 Intro Class A perf

Question 1

V2?

Answer 1

AC must reach V2 by 35ft above the take off surface.

V2 must provide a specificed minimum gradient of climb with an engine having failed at V1.

Question 2

What is the take off?

Answer 2

Extends from a standing start to a point in the Take-off at which the AC is 1500ft above the take-off surface

Question 3

AC config for take off?

Answer 3

AC config, except for gear retraction must not be changed until 400ft above the ground.

Question 4

Requirements for flight in icing conditions?

Answer 4

• With most critical take off ice conditions, froma height of 35ft above the take off surface up to 400ft above the take off surface.
• With the most critical final take off ice acretion conditions from 400ft above the take off surface to the end of the take-off path.

Question 5

Take off gradient saftey factors?

Answer 5

0.8% for two engined AC
0.9% for a three engined AC
1.0% for a four engined AC.

Question 6

CG for performance regulations?

Answer 6

This must be done with the most unfavourable CG position.

Question 7

Mandatory V speeds?

Answer 7

Question 8

V_EF

Answer 8

Engine failure speed—the speed at which an engine failure is recognized during takeoff. Must be before V1 to allow for safe decision-making.

Question 9

V_MCG

Answer 9

Minimum control speed on the ground—the lowest speed at which the aircraft can maintain directional control on the ground if an engine fails. Requires aerodynamic forces from primary flying controls only, no wheel steering.

V1 must be faster then V_MCG

Question 10

V1

Answer 10

Decision speed—the critical speed by which a decision to continue or abort the takeoff must be made after an engine failure call-out. It’s the highest speed at which a takeoff can be safely aborted, and beyond this point, the takeoff must continue.

Question 11

V_MCA

Answer 11

Minimum control speed in the air—the lowest speed at which the aircraft can be controlled in the air with a failed engine, maintaining straight flight without banking more than 5 degrees.

Question 12

V_R

Answer 12

Rotate speed—the speed at which the pilot begins to lift the nose wheel off the runway during takeoff, transitioning from ground roll to takeoff climb.

Question 13

V_MU

Answer 13

Minimum unstick speed—the lowest speed at which the aircraft can safely lift off the ground and continue the takeoff, ensuring adequate lift.

V_LOF must be greater then V_MU

Question 14

V_LOF

Answer 14

Lift-off speed—the speed at which the main wheels of the aircraft leave the ground, marking the transition from takeoff roll to airborne flight

Question 15

V_MAX TYRE

Answer 15

Maximum permissible ground speed for the tires—this speed must not exceed the design limitations of the aircraft’s tires. It is required to be equal to or higher than V_LOF to ensure tire safety during takeoff.

Question 16

V_SR

Answer 16

Reference stalling speed—the minimum speed at which the aircraft can fly without stalling under specific configuration and weight conditions. It is typically referenced at no less than a 1G stall speed to maintain safe operation margins.

Question 17

V2

Answer 17

Take-off safety speed—the target speed to be reached no later than the screen height after a failure at V1. This speed provides the minimum safe speed for continued flight, ensuring sufficient control and a margin above stall speed.

V2 must be maintained at least up to 400 ft to ensure adequate safety.

Question 18

V_FTO

Answer 18

Final take-off speed (CAS)—achieved at the end of the take-off path in the en route configuration with one engine inoperative (OEI). This speed must provide enough climb gradient as required by regulations and should not be less than 1.18 times V_SR and a speed that allows for maneuvering.

Question 18

V_STOP

Answer 18

The maximum speed at which the take off can be rejected from which an AC is able to stop within the ASDA on an average day.

Question 19

How does Mass effects V_STOP?

Answer 19

Question 20

V_GO?

Answer 20

The minimum speed from which a take-off can be continued after suffering an engine failure.

Question 21

How does Vgo change with Mass?

Answer 21

Question 22

V1 decision speed?

Answer 22

Point at which V_GO = V_STOP.

Question 23

Field Length limited take off Mass?

Answer 23

The heaviest an AC can be for a given runway length.

Question 24

Where is the V1 speed range?

Answer 24

V1 will be somewhere between V_GO and VSTOP

Question 25

The difference between VEF and V1?

Answer 25

CS-25 states that the time interval should be a minimum of 1 second or a practically demonstrated amount of time which elaspes between VEF and V1.

Question 26

V_MBE?

Answer 26

The maxmum brake energy speed. The highest speed at which the brakes can convert all of the AC kinetic energy into heat and not fade or fail. Dependant on mass and GS at V1.

Question 27

Restrictions on V1?

Answer 27

• V1 is 105% of VMCG.
• V1 allows V2 to be reached when reaching a height of 35 ft.

Question 28

How does VR change with air density?

Answer 28

To be safely above minimum control speed, VR must be on this read line or to the right of it in the blue area

Question 29

How does V_MU vary with air density?

Answer 29

Question 30

The overall effect on V_R?

Answer 30

At cold, low altitude (high air density) airports, Vmc limits Vr. At hot, high altitude (low air density) airports, Vmu limits Vr.

Question 31

V2 must not be less then?

Answer 31

• V2min is the minimum speed that allows a sufficient margin above VMCA and the stall speed.
• VR plus the speed increment attained between VLOF and 35 ft.

Question 32

V_2min

Answer 32

• V2min may not be less than:
• 1.1 VMCA, and
• 1.13 VSR (except for four-engine turbo-propeller aircraft and some jets where the margin is reduced to 1.08 VSR).

This gives V2min a safety margin of at least 10% above VMC and at least 13% above the reference stall speed VSR.

Question 33

V_SR?

Answer 33

Stall speed in a given config.

Question 34

Effect of air density on V_2MIN?

Answer 34

• VMCA in high air density conditions (cold, low altitude airports).
• VSR in low air density conditions (hot, high altitude airports).

Question 35

The effect of mass on Vr and V2min?

Answer 35

Question 36

The reduction in the stall reference speed (V_SR) results in:

Answer 36

• VMCA determining V2min in more situations.
• V2MIN reducing at aerodromes with lower air density.

Question 37

Both VR and V2MIN are more likely to be limited by VMCA when:

Answer 37

• The ambient temperature is cold.
• The aerodrome is at a low pressure altitude.
• More flap is used.
• The aeroplane is lighter.

Question 38

Restrictions on Vlof?

Answer 38

If the airplane is rotated at its maximum practical rate at V1, it should result in a VLOF of not less than:
* 1.10 x VMU if aerodynamically limited or 1.08 x VMU if geometry limited (tail on the ground) with all engines working.
* 1.05 x VMU if aerodynamically limited or 1.04 x VMU if geometry limited with one engine out.
* VS1

Question 39

Clearance if AC banks more then 15 degrees?

Answer 39

Any part of the net take-off flight path in which the aeroplane is banked by more than 15° shall clear all obstacles within the horizontal distances specified in (a), (b)(6) and (b)(7) by a vertical distance of at least 50 ft.