DA VMCA, Speeds ETC Flashcards
VMCA speed DA
71 kt Clean
68 kt LDG flap
VMCA definition
Vmca is defined as minimum speed whilst in the air that directional control can be maintained with one engine with maximum of 5degrees bank towards good engine.
VMCA defined with (10 items)
- Max power on operative engine
- Critical engine windmilling
- Full rudder
- 5 degrees bank towards good engine
- Most unfavourable CG (full aft)
- Landing gear retracted
- Flaps in TO position (Most critical config)
- Trimmed for T/O
*Max sea level T/O mass
*< 1.2Vs
VMCG definition
Minimum speed during take-off or on ground at which if the critical engine fails it is possible to maintain directional control using ONLY aerodynamic controls (not NWS)
VMCG defined with (8 items)
- < V1
- May not deviate more than 30ft from centreline
*Max thrust on available engine
*Unfavourable CG (Full Aft)
*Trimmed for TO but with most unfavourable weight in range of TO weights
*NWS disconnected
- Bare and dry runway
- Calm winds
Note: Varies with pressure altitude and temperature
Stall speeds DA
- Stall in LDG configuration - 62 KIAS (1900kg) 64 (1999 kg)
- Stall in clean configuration - 68 KIAS (1900 kg) 72 (1999 kg)
Treshold Speeds
- Flap Land 86
- Flap App 90
- Flap UP 92
- Flap APP ICE 93
Vyse
Best rate of climb single engine (NOT BEST ANGLE OF CLIMB)
Mest høyde på kortest mulig tid
Vyse - 85 kt
Vyse ICE - 88 kt
Vo (Operating manouvering speed)
Under 1700 kg
* 112 kt
1700 - 1800 lg
* 119 kt
Above 1800 kg
122 kt
Vfe (Flap extension)
Flap APP 133 kt
Flap LAND 113 kt
Vlo (Landing gear operating)
Extension 188 kt
Retraction 152 kt
Vle (Landing gear extended speed)
188 kt
Vno, Vne
VNO 151 kt
VNE 188 kt
4 Effects affecting Twin Engine (Left Critical engine)
Critical engine: “THE ENGINE WHOSE FAILURE WOULD MOST ADVERSELY AFFECT THE PERFORMANCE AND HANDLING ABILITY OF THE AIRPLANE”
P-factor
* Prop going down generates more “lift” - Right engine will have longer arm from CG
Uneaven slipstream effect
* Due to P-factor and accelerated air behind engine, Right wing Centre of Lift will be further from CG –> Roll towards left
Spiraling Slipstream
* Increases airflow over rudder making it more effective, failing the left engine, the slipstream will no longer affect it
Torque
*Failing left engine, torque will turn the aicraft same way as assymetric thrust
* Failing the right engine, torque will counteract asymmetric thrust
(More lift needed from left wing induces drag creating yaw moment towards the left)
What affects VMC (11 items)
EXCESS THRUST
CENTER OF GRAVITY
GEAR (For DA nosewheel extends back and makes VMC higher, keel effect quite low)
WEIGHT (Affects when in bank)
BANK/SIDESLIP (Wings level causes sideslip = more drag + increased VMC)
FLAPS (Reduce VMC, drag opposes yaw)
COWL FLAPS (Reduce VMC, keel effect)
DENSITY ALTITUDE (Affects mostly non-turbocharged engines)
TRIM (Trim towards good engine increases VMC, less area on rudder)
PROPELLER (Windmilling propeller -> drag + yaw)
GROUND EFFECT (Reduce VMC - the wing with the inoperative engine gets closer to the ground reducing its induced drag further while the wing with the operating engine rises farther out of ground effect increasing its induced drag. The resulting differential drag yields an opposing force to the Vmc yaw, thus (minutely, if at all) reducing Vmc)
Variable Elevator Backstop
Normal Elevator Up 15,5 deg.
Elevator backstop limits to 13 deg. when power levers are above approx 20%
With full elevator deflection in case of stalling with Power on, the handling qualities and stall characteristics are degraded without elevator backstop.
Squat Switch
LH switch
* On ground landing gear protection
RH switch
* Stall warning heat
* Engine pre glow
* Ecu test TAS voice warning
Endurance
* Emergency Backup Battery
* ECU Backup Battery
1,5 h
30 min (Engines may stop after 30 min in case of total electrical faliure)
Vice
118 - 156
