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Performance > Performance > Flashcards

Performance Flashcards

1
Q

Effective Operational Length

A

Shortest length of TODA, ASDA and STODA minus 45m

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2
Q

B727 Net Climb Gradient

A

1.9%

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3
Q

Effect of Increasing Flap on Take-off Performance

A

Increases take-off performance
Decreases climb performance

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4
Q

Forecast Conditions vs Ambient Conditions

A

If conditions are forecast, wind and slope are ignored

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5
Q

Runway Slope

A

If conditions are ambient, if the slope exceeds 1% down, the landing distance available must be reduced by 10% for every 0.5% by which the landing slope exceeds 1%
No upslope correction applied

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6
Q

Landing with 40 Flap

A

For runways less than 1450m reference distance

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7
Q

Exceeding Max Quick Turn Around Weight

A

Take-off cannot be scheduled for 44mins at which time the wheel thermal plugs must be checked

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8
Q

Cat 1 Landing Performance

A

Reduce LDA by the greater of 13% or the LDA and/or 300m before entering the chart

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9
Q

Max Brakes Release Weight

A

89350kg

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10
Q

Max Landing Weight

A

72600 kg 30 flap
64636 kg 40 flap

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11
Q

Max Zero Fuel Weight

A

63500kg

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12
Q

B727 Cruise Fuel Burn

A

4500kg/h

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13
Q

B727 Cruise TAS

A

450 kts

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14
Q

Variable Fuel Reserve

A

10% of flight fuel

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15
Q

B727 Fixed Reserve

A

3300kg

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16
Q

B727 Start and Taxi Fuel

A

150kg

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17
Q

B727 Taxi And Shutdown Fuel

A

100kg

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18
Q

B727 Holding Fuel

A

4000kg/h

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19
Q

Number 2 Engine EPR

A

Greater correction due the larger S-shaped inlet and doesn’t provide bleed air for wing anti ice

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20
Q

Balanced Field Length

A

ASDR is equal to the TODR to 35ft, with one engine inoperative

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21
Q

En Route Climb Speed (Vcl)

A

Gives max gradient of climb with the critical engine inoperative i the clean configuration and operating engines at max continuous power

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22
Q

Flap Retraction Speed (Vfr)

A

Flap retraction initiated ensuring 1.2Vs protection

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23
Q

Gradient of Climb

A

Ratio of change in height/horizontal distance travelled
Rate of climb/true airspeed

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24
Q

Min Control Speed Air (Vmca)

A

Aircraft kept within attitude and heading limits in second segment configuration and max power if the critical engine fails

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25
Q

Min Control Speed Ground (Vmcg)

A

Aircraft kept within attitude and heading limits using primary controls in the take-off configuration at max power if the critical engine fails

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26
Q

Rotation Speed (Vr)

A

Allows V2 to be achieved at or before 35ft with one engine inoperative
Not less than:
- 1.05 Vmca
- attainment of V2 at 35ft
- doesn’t increase take-off distance if rotation is commenced 5kts lower than Vr with one engine inoperative or 10kts with all engines

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27
Q

Take-off Safety And Initial Climb Speed (V2)

A

Achieved prior to 35ft. Not less than:
- 1.1 Vmca
- 1.2 Vs

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28
Q

Stall Speed (Vs)

A

Minimum steady flight speed

29
Q

Decision Speed (V1)

A

Lower limit: Vmcg + recognition time
Upper limit: Vmbe (max brake energy speed) or Vr

30
Q

TODR

A

The longer of the following:
- distance to accelerate to V1 and continue to a height of 35ft under a failure of the critical engine
- 115% of the distance to bring the aircraft to 35ft with all engines

31
Q

TORR

A

The longer of the following:
- distance to accelerate to V1 and continue to a point midway between lift off and 35ft under a failure of the critical engine
- 115% of above distance with all engines operative

32
Q

Effect of changing V1 on ASDR

A

Increase V1, decrease take-off distance and increase ASDR
Decrease V1, increase take-off distance and decrease ASDR

33
Q

Balanced Field V1

A

Maximum takeoff weight can be achieved in cases where the entire runway must be used without stop way or clearway

34
Q

Wet Runway

A

Best to decrease V1 or the take-off weight

35
Q

First Climb Segment

A

Beginning of take-off flight path, 35ft above the runway to a point at which the gear is retracted

36
Q

Second Climb Segment

A

Point at which gear is fully retracted to flap retraction initiated (level off height/400ft)

37
Q

Third Climb Segment

A

Initiated flap retraction to clean climb configuration and speed

38
Q

Fourth Climb Segment

A

Climb configuration to 1500ft

39
Q

KVS

A

V2/Vs

40
Q

Second Segment Climb Limitation

A

Determines highest climb gradient required
Climb gradient increases with an increase in V2 therefore TOW can be increased

41
Q

Range

A

Best TAS/drag ratio
1.32 Vimd

42
Q

Altitude on Range

A

Range improves as altitude increases until design RPM is exceeded at which point increasing altitude will decrease range

43
Q

Wind on Range

A

With a headwind fly faster than 1.32 Vimd
Tailwind fly slower

44
Q

Weight on Max Range Speed

A

As weight decreases max range speed decreases at the same angle of attack

45
Q

Max Range Cruise Angle of Attack

A

Fixed angle of attack but speed dependent of weight and altitude

46
Q

Absolute Max Range

A

A cruise climb
As weight decreases the aircraft climbs instead of slowing down or decreasing power

47
Q

Long Range Cruise vs Max Range Cruise

A

LRC lists lower cruise speeds for lower weights to conserve the angle of attack but this means decreasing RPM below design range
LRC lists speeds 5% faster than MRC since a 5% speed increase only results in a 1% range reduction

48
Q

Thrust Available Due OAT, Altitude and Humidity

A

At max thrust, thrust available decreases with an increase in OAT, altitude (density altitude) or humidity

49
Q

Thrust Available as Speed Increases

A

As forward speed increases, thrust output initially decreases as the aircraft approaches the speed of the exhaust and less acceleration is imparted to the mass airflow
As higher speeds, ram effect results in air being compressed (and heated) at the intake leading to thrust recovery due to increased mass airflow. The temperature increase results in a decreased benefit from ram recovery

50
Q

Aircraft Flying at Exhaust Speed

A

100% propulsive efficiency
0 thrust (thrust depends on acceleration imparted to the air)

51
Q

B727 Design Altitude

A

FL300 - FL350 due best Fuel efficiency

52
Q

Specific Air Range (SAR)

A

Specific number of air miles flown per unit of fuel used
SAR = TAS/Fuel flow x 1000

53
Q

Specific Ground Range (SGR)

A

A measure of aircraft fuel economy
SGR = GS/fuel flow x 1000

54
Q

Effect of Gross Weight on SGR

A

An increase in gross weight will decrease SGR due to increased drag
Vimd increases at increased weights

55
Q

Effect of Altitude on SGR

A

An increase in altitude towards the optimum for that speed and weight will increase SGR.
At optimum altitude, highest SGR is achieved as design RPM is used
Altitude above optimum, SGR decreases

56
Q

Effect of Altitude on TAS and IAS For Max Range

A

TAS is faster at altitude due to less air density
IAS will remain the same (slightly increased due to compressibility error)

57
Q

Effect of Temperature on SGR

A

As temp increases, fuel flow increases and TAS increases for a given Mach #, therefore SGR remains the same

58
Q

Specific Fuel Consumption (SFC)

A

A measure of engine efficiency
Ratio of kilogram of fuel used per kilo of thrust produced

59
Q

Effect of RPM on SFC

A

As RPM increases towards design, engine SFC decreases as thrust increases relatively more than fuel flow
RPM increases beyond design range the SFC increases

60
Q

Effect of Temperature on SFC

A

As OAT increases, thrust output decreases and fuel flow decreases, so SFC only slightly increases

61
Q

Effect of Altitude on SFC

A

As altitude increases, air density, thrust output and fuel flow decreases, the decrease in temp decreases the SFC

62
Q

Endurance

A

Flying at a fixed angle of attack which yields min fuel flow per hour (occurs at Vimd using design RPM)

63
Q

Effect of Wind on Endurance

A

No effect

64
Q

Effect of Altitude on Endurance

A

Endurance increases with altitude until design RPM is exceeded

65
Q

Effect of Weight on Endurance

A

As weight decreases, max endurance speed decreases

66
Q

Region of Reverse Command

A

Speeds slower than Vimd
To maintain level flight at lower speeds, more thrust is required and vice versa

67
Q

The Two Types of Climb

A

Max angle of Climb (Vx) is achieved using max thrust at a speed which yields max excess thrust (Vimd)
Max rate of climb (Vy) is achieved using max power at a speed which yield max excess power

68
Q

Effect of Flap on Climb

A

Increase lift and drag therefore decreasing Vimd

69
Q

Effect of Altitude on Climbing

A

The power available decreases as altitude increases so Vy IAS decreases as altitude increases
TAS for Vy however will increase

Performance (1 decks)

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