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IFR > Runway Length Definitions > Flashcards

Runway Length Definitions Flashcards

1
Q

TODR is the longest of the distance necessary to accelerate to V1 and continue to 35’ above the runway surface after failure of the critical engine,

OR

A

115% of the TODR to 35’ in the all engines case

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2
Q

The 1-inop case is normally limiting for

A

TWINS

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3
Q

The all-engine-distance is usually limiting for

A

three or four engine craft.

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4
Q

TORR is the distance necessary to accelerate to V1, then with a critical engine recognised at V1 continue to a point midway between

A

the lift-off point and the point where the screen height of 35’ is reached.

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5
Q

TORR in the all-engine case is 115% of the distance required to bring the aircraft to to a point midway between

A

the lift-off point and the point where the screen height of 35’ is reached.

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6
Q

ASDR is the distance required to accelerate to V1, recognise failure of the critical engine by V1 and then

A

Decelerate to a complete stop!

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7
Q

Recognition time is factored in between….

A

Vef and V1 to recognise the failure of the critical engine.

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8
Q

TORA

A

Takeoff surface free of obstacles and consisting of a surface capable of carrying aircraft.

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9
Q

TORA is equal to the rwy

A

length available for takeoff.

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10
Q

TODA is runway length available PLUS

A

any adjoining Clearway.

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11
Q

With TODA a DOCG (Declared Obstacle Clear Gradient) is specified.

A

This gradient defines the minimum gradient required to be achieved by aircraft.

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12
Q

The 1-INOP climb performance is compared with the DOCG to ensure…

A

Adequate performance after the failure of the critical engine.

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13
Q

If the required DOCG is greater then then NET performance available from the aircraft IN THE SECOND SEGMENT

A

an alternate runway length which does must be sought.

If not obstacle clearance would not be assured.

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14
Q

STODA

A

Supplimentary TODA

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15
Q

STODA’s for a runway are

A

Shorter rwy lengths with DOCG measured from partway down the runway.

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16
Q

A STODA has shallower obstacle clearance gradient requirements because….

A

they are measured from further back from the limiting obstacles!

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17
Q

Aircraft which are able to meet or exceed the reduced obstacle clear gradient at the shorter length may…

A

utilise STODA’s

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18
Q

Clearway (CWY) is an area beyond the rwy, NOT LESS THAN 500ft wide and

A

centrally located about the extended centre line of the runway

and under the airport authorities jurisdiction

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19
Q

CWY slope

A

1.25%

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20
Q

CWY’s do are not required to have prepared ground surface and may even

A

extend over water!

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21
Q

Stopway (SWY) is an area beyond the rwy, at least as wide as the rwy and centered about the rwy and able to

A

support a rejected take-off without causeing damage to the aircraft.

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22
Q

If a Stopway is clear of obstacles it may also be approved as a

A

Clearway!

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23
Q

Take-off Path-

A

consist of TODR to 35’

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24
Q

Take-off FLIGHT path -

A

starts at the end of the take off path(35’) to 1500’

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25
Q

The take off path represents the actual flight path as determined by the AFM from BR to 1500’ above the take-off surface/up to the point where transition to climb config is complete

A

WHICHEVER IS HIGHER!

26
Q

V1 is decisive for the relative lengths of take-off distance and ASD…

The LOWER the V1 is chosen to be the l…..

A

LONGER the take of distance will be!

and

ASDR will be shorter!

27
Q

If a high V1 is chosen the TOD will be less but then ASD will be g….

A

greater !

28
Q

With the critical engine failed, a V1 can be chosen where TODR = ASDR, this is refered to as a b….

A

Balanced Field!

29
Q

With a balanced field V1, the max possible TOW can be achieved in those cases where neither SWY/CWY exist and then e…

A

entire runway MUST be used for take-off!

30
Q

If use of SWY/CWY is utilised, V1 is adjusted to increase

A

TOW

31
Q

Where CWY but not swy is available V1 must be

A

lower than balanced field V1 so that the TOD is > ASD

32
Q

Where SWY but no CWY, the selected V1 must be hi

A

higher than balanced field V1

33
Q

If 1-INOP TODR is

A

Lowering the V1!

34
Q

If you already have a balanced field (1-inop TODR=ASDR) an additional safety margin can be achieved by decreasing take-off wei…

A

wieght which consequently reduces ASDR.

35
Q

The difference between ASD and actual runway length represents

A

an additional safety margin to allow for adverse runway condition with reduced braking capability!

36
Q

In poor braking conditions (wet/icy) there are two ways to create a safety margin [Use or Red]

A
  1. Use excess runway to lower V1

2. Reduce TOW

37
Q

T/O from contaminated rwy has a reduced takeoff screen height of 15’ 1-INOP and stopping distance incl

A

includes the effect of reverse thrust!

38
Q

Use of ‘reduced thrust’ (assumed temp) or ‘improved climb procedures must n…..

A

must NOT be used!

39
Q

Climb Limited take-off weights

Minimum climb gradients are based on the assumption of an engine failure before….

A

V2

40
Q

Obstacle limited TOW -

To ensure obstacle clearance after take off, the n…

A

net flight path must be examined.

41
Q

Conditions associated with obstacle limited TOW

A

Critical engine failure at V1, is to be assumed,

The T/O config is to be maintained to at least 400’

The enroute config must be achieved by the end of the T/O flight path (gear&flaps up, final climb speed)

42
Q

Obstacle limited TO - if the critical engine fails after V1 the speed must not be red…

A

not be reduced!

43
Q

V2 is NOT the best 1-in….

A

1-INOP AOC speed

44
Q

V2 is the slowest speed at which adequate cli…

A

climb performance is assured.

45
Q

Climbing at speeds >V2 inc….

A

increases climb performance.

46
Q

If sufficient runway is available, the aircraft may be intentionally left on the ground longer, to a higher Vr speed, to increase climb speed (above V2) which improves…….

A

improves climb performance and so increase the climb limited TOW

47
Q

If ASDA is less than TODA there is a

A

clearway

48
Q

When determining Effective Operational Length, subtract the line up allowance from the sho…

A

SHORTEST length available from the RDS by comparing published STODA TODA ASDA

49
Q

At MSL, the max ‘quick turn around’ weight limit is often GREATER than . … …. SL

A

Structural landing weight limit…

UNLESS

OAT is greater than 45 degrees.

50
Q

At higher pressure heights, weights are more limiting due to increased ……

A

landing ground speeds!

51
Q

Landing weight Limit is the least of …

A

Landing Runway Limitation;
Landing Climb Limitation; &
Structural Weight Limitation.

52
Q

Runway/structural limits are usually the …

A

limiting weight (Landing Climb Limit - not so much)

53
Q

ASDA is the TORA plus the length of any s….

A

Stopway available!

54
Q

ASDR is the greater of either the….

A

engine out or all engine ASDR

55
Q

TODA is the length of the TORA plus the length of any C…

A

Clearway available!

56
Q

If the required rwy climb gradient is > Net climb performance in the SECOND segment Obstacle clearance is not assured,

A

do not take off!

57
Q

If the required rwy climb gradient is > Net climb performance in the SECOND segment reduce BRW or

A

seek alternate runway length if available!

58
Q

ASDR must not exceed

A

ADSA!

59
Q

TODR must not exceed

A

TODA!

60
Q

TORR must not exceed

A

TORA! a clearway consideration.

A clearway may only be used for the second half of the climb to 35’!

Lift off height must be an adequate distance from the runway end!

61
Q

Balanced field V1 yields the highest possible ‘field length limited’ t…..

A

TOW!

IFR (23 decks)

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