Definitions

Question 1

Accelerate-GO Distance

Answer 1

Distance required to accelerate to V1 with all engines at takeoff power, experience an engine failure at V1 and continue the TO on the remaining engine.

• The runway required includes the distance required to climb to 35’ by which time V2 speed must be attained

Question 2

Accelerate-STOP Distance

Answer 2

Distance required to accelerate to V1 with all engines at TO power, experience an engine failure at V1, and abort TO and bring the a/c to a stop using braking action only (no thrust reversers)

Question 3

Coffin Corner

Answer 3

The flight regime where any increase in airspeed will induce high-speed mach buffet, and any decrease in airspeed will induce low-speed mach buffet

Question 4

Configuration Deviation List (CDL)

Answer 4

FAA approved CDL contains allowances and limitations for operation without secondary airframe or engine parts, while still allowing the a/c to be considered airworthy

• Similar to an MEL

Question 5

Dutch Roll

Answer 5

• Tendency of an a/c to Roll (or sideslip) whenever it Yaws…turning into an oscillation
• Can be caused by turbulence or poor pilot technique

Question 6

What is Vt/Vfto

Answer 6

Final Takeoff Climb Speed

• Provides a minimum of a 1.2 percent climb gradient with engine inop, flaps up, and Op. engine set to MCT
• The speed attained at the end of the flight path acceleration segment during a continued TO following an engine failure
• This speed is attained after reaching the acceleration altitude, accelerating to flap retraction speed, and setting MCT. Vt is also referred to as Vfto

Question 7

Holding speeds

Answer 7

Recommended Holding speeds for the CRJ200:
0-14,000’ = 200 knots
14,001’ + = 225 knots

FAA MAX standard holding airspeed:
0-6,000’ = 200 knots
6,001’-14,000’ = 230 knots (ATC may restrict to 210)
14,001’+ = 265 knots

Question 8

Vref

Answer 8

Landing Reference Speed

• Calculated at 1.3Vso, and approach should be flown at Vref + 5 knots
• At 50’ above runway Threshold in normal landing config

Question 9

Mach Tuck

Answer 9

• Shock wave forms in root portion of wing and causes air behind it to separate, and this shock-induced separation causes the center of pressure to move Aft (meaning you must add nose-down force to stay level…causing nose to “tuck”)
• When operating a swept wing a/c in a transonic speed range…can cause a/c to enter a steep and sometimes unrecoverable dive

Question 10

Mmo

Answer 10

Max MACH Operating Limit Speed
- to prevent shock wave formation and mach tuck as a/c approaches the speed of sound

• pertains to the aerodynamic limits of the a/c at the max Mach airspeed

Question 11

Vmo

Answer 11

Max Operating Limit Speed
- to prevent airframe damage from excess dymanic pressure

• pertains to the structural limits of the a/c at the indicated airspeed

Question 12

MEL

Answer 12

• Items that are allowed to be inop on a given a/c and still be considered airworthy

Question 13

What is V1

Answer 13

Takeoff Decision Speed

• *Can NEVER be higher than Vr**
• if abnormality occurs BEFORE V1 is reached TO is ABORTED
• if abnormality occurs AFTER V1, TO is continued and problem is addressed in flight

Question 14

What is Vr

Answer 14

Takeoff Rotation Speed

• May be set greater than or equal to V1
• ASI at which a 3 deg/sec rotation is started to achieve the desired TO pitch attitude
• if engine failure occurs, the pitch attitude at Vr is adjusted so that V2 is attained by the end of the rwy or 35’ AGL

Question 15

What is V2

Answer 15

Takeoff Safety Speed

• Allows a/c to maintain FAA-required climb gradient in the event of an engine failure (2.4 percent gradient to acceleration altitude)
• A/c must reach V2 before 35’ ATOS and must continue at a speed as close as practical to, but not less than V2, until it is a min of 400’ ATOS
• Must be maintained until 1,000’ ATOS