Performance Class A Theory Flashcards
Drift down procedure
Airplane descents lower when engine fails for denser air to generate more thrust to equal the drag.
Continued to the net level off altitude
De rated thrust take off
Carried out on both dry and wet runways
Full or TOGA thrust cannot be selected
Lower values of Vmcg and Vmca
Allow a higher limiting TOM
Less thrust = less yaw force = reduced Vmcg
Minimise angle of descent you should fly at the speed for
L/Dmax reduce weight by jettisoning fuel is possible
First Segment
At 35ft or 15ft (Wet)
OEI at takeoff thrust
Flaps/slat in TO config
First segment ends when landing gear fully retracted
Second Segment - config/thrust setting/ending
Begins when landing gear fully retracted
Engines at takeoff thrust
Flaps/slat in TO config
Second segment end at 400ft
Third Segment - Begins/Thrust/Config/Ends
Starts at 400ft
Take off thrust
Slats/flap retracted
Ends when in the clean configuration and TO speed achieved
Maximum continuous thrust selected
Fourth Segment - Starts/Thrust/ENDS
Starts when flaps are retracted
Maximum continuous thrust
Climbed to 1500ft where flight path ends
Gradient For 2 engines 1/2/3/4 segments
1st = 0%
2nd = 2.4%
3rd = 1.2%
4th = 1.2%
Gradient for 3 engines - 1/2/3/4 segment
1 = 0.3%
2 = 2.7%
3 = 1.5%
4 = 1.5%
Gradient for 4 engines - 1/2/3/4
1 = 0.5%
2 = 3.0%
3 = 1.7%
4 = 1.7%
V2min
Minimum take off safety speed
Class A = 1.13VSR or 1.10VMCA (Higher)
Class B = 1.2VS1 or 1.1VMCA
Increased V2 Procedure
Used to increase climb capability to clear obstacles
When runway allows build speed to higher v1 to reach faster v2 at screen height
Will increase ASDR and reduce safety limits
V2min is limited by what speed at low altitude
Vmc
V2min is limited by what at higher altitude
Vsr
What is a hazard of a higher v1 speed when performing increased v2 procedure on take off
Stopping margin for a rejected take off are reduced
What are the risks of too low rotation rate
Longer contact with runway - greater TOR
Longer climb
Reduced obstacle clearance margin
Difference between flight path and net flight path
Flight path = gross - is the actual flight path flown
Net flight path = flight path gradient reduced by safety margins dependent on number of engines
Vsr is and cannot be less than
Reference stall speed
May not be less than 1-g stall speed
Effect of impingement and displacement drag on takeoff and RTO distance
Take off = negative
RTO (Rejected take off) = positive
Take off speeds from start of take off to screen height
Vmcg < VEF < V1 < VR < VLOF < V2
VMBE
Speed at which brakes will not fail on take off = equal to v1 or greater
TODN-1
Loss of one engine at V1
VEF
Engine failure speed
Directional control from VEF - 1 sec before V1
Faster than VMCG
VMU
Minimum unstick speed
Lowest CAS ac can safely lift off ground and takeoff without hazard
Reduces as air density increases
Vr/VLOF speeds on Class A
1.10VMU all engine/1.05VMU one engine (aerodynamically limited)
1.08VMU all engine/1.04VMU one engine (geometry limited)
V2 speeds
1.1 VMC
1.13 VSR1
4 engine turbo prop 1.08 VSR1
Calculating TOD on dry runway - Field Length Requirements specified in CS25
TODN x 1.15
TODN -1 (no safety factor applied to one engine)
Brakes release to midway between VLOF and screen height
Calculating V1 wet
Find the greatest of
TODN-1 wet - (no safety factor)
TODN DRY - 1.15 safety factor
TODN1 dry (no safety factor)
Greater of the above
Landing on a flooded runway in stormy conditions
Increase approach speed - prevent stall from increased drag from rain
Land firmly to obtain firm contact of wheel with runway
Use all lift dumper devices
Apply brakes up to anti skid activation
De rated vs flex thrust
De rated - allows for operation on all runways
Reduced thrust - not allowed on contaminated runways/anti skid inop/Windshear
CLTOM is increased when
Lower flap setting =higher gives more drag reducing excess thrust therefore lower increases climb limited take off mass
Higher air density = lower altitude more dense therefore more thrust giving a higher CLTOM
Lower outside air temperature = increased density improving gradient
Approach Climb OEI - two engine climb gradient
Not less than 2.4% climb gradient
Approach climb OEI - three engined aeroplane climb gradient
2.7%
Approach climb OEI - four engined aeroplane - climb gradient
3% CLIMB GRADIENT
Definition of V1
The decision speed or action speed
Maximum speed at which pilot must take action to stop within the remaining ASD
Minimum speed following engine failure pilot is able to continue take off within the remaining take off distance.
With an addition of a stopway what happens to the mass and V1 speed
Increase TOM
Increase V1 speed
More runways to use in the ground roll and be within the ASD
With the addition of a clear way what is the impact on mass and V1
Mass can increase
V1 speed decreases
Class A landing climb gradient should not be less than
3.2% landing config
Aqua planning is most likely when
On touch down when the tyres are not spinning increasing the risk of hydro planning
Reduced thrust (de rated) implications
Slower acceleration
Longer take off run
Slower climb and increased fuel burn
Not used on:
Contaminated runways
Anti ski inop
Increased V2 procedure
Windshear expected
Final take off speed VFTO must not be less than
1.18VSR and provide minimum climb gradient
(Segment 3)
Quick turn around limit is related to
The absorption of heat by the brakes on landing that must be planned for when taking off on a short turn around
What can you do to increase your field length limited take off mass
Selecting the highest take off flaps within limits
Performing a packs off takeoff
Tyre speed limit
Rotation rate of the tyre and temperature
What speeds are used to determine V2MIN
Class A
Class B
Class A:
1.13VSR for 2 engine/3 engine
1.08SR for turboprops with more than 3
1.1VMC
Class B:
VMC for single engine
1.1VMC for twin
VS1
V1 reduced - obstacle clearance and climb performance for OEI will
Obstacle clearance will decrease - more distance required to accelerate to VLOF
Climb performance will be constant - factored into the climb performance
If you rotate too quickly
Lift off may be too slow and insufficient above VMCA and VMU for safe flight
Aeroplane climb shallower than planned angle
Risk of tail strike
Reduce margin above VMCA and VSR
Aircraft may not lift off
VR has a safety margin of
At least 5% above VMC
Almost 10% above the stall
What assumptions are made to calculate ASD N1
Come to a full stop without using reverse thrust on a dry runway from the highest speed reached
Add a distance equivalent to 2 seconds at the V1 speed
Accelerate the aircraft from a standing start with all engines operating to VEF for take off from a dry runway
Allow ac to accelerate from VEF to highest speed reached during rejected take off
Screen height for take off from a dry runway is verses wet runway
Screen height on dry runway is 35ft
Screen height on wet runway is 15ft
V1WET vs V1
V1WET is lower than V1 due to the reduced ability to de accelerate on runway
Purpose of V1 wet is to
Prevent an excessively restricted RLTOM
Pilot uses flex thrust and then decides to use TOGA what is the effect os using TOGA
Increased performance
