032 Performance - ATPLQ Memory Items

Gradients

Class B:

• 4% AEO min.

• Engine Failure/glide: gross-net +0.5%

• All Engine Climb * 0.77

Balked Landing:

• A320.

• Beechcraft 250

Class A:

• Gross-net: 0.6%+engine.

VR

MEP: >1.05 VMC or 1.1 VS1.

SEP: not less than VS1

V2 = Double VR or SRAM

Take-off Safety Speed - to be maintained at Screen.

MEP: >1.1 VMC or 1.2 VS1 (double VR)

SEP: 1.2 VS1

Class A:

• All: >1.1 VMC(A) (= air density!)

  • 1 + 1 = V2

• Jets + 2/3 turb: 1.13 VSR (= mass!)

• >3 turb: 1.08 VSR

  • >3 engine must be 4 engine. 2x4 = 8.

• “SRAM”

VREF (VR3F)

Reference Landing Speed - through Screen (A&B 50 ft!)

MEP: 1.3 VSO, VREF > VMC

SEP: 1.3 VSO

A: 1.23 VSR0

• 1, 2, 3, referee!

LRC

Long Range Cruise

4% faster with 1% increased fuel consumption (99% range), compared to 1.23 VMD

V1

Class A: == VMBE (worst case)

V1 is a CAS

• Uphil: Increases - because acceleration is slower, it needs to be closer to V2 for obstacle clearances.

  • Also ASDR increases - because we abort at higher speeds.

Engine Failure Speeds - Light Twin

Vx < Vsex < Vyes < Vy

VFTO

Final Take-off Speed

• At the end of Segment 3.

• >1.18 VSR.

  • F*cking t**ns only, can’t be less than 18!

Field Length: Basic

• “Net” or “Required” = add Regulatory/Safety Factors

• “Gross” = add the conditions only.

Field Length: Class B, Take-Off

• 5% per 1% UPslope

• All Paved: 1

• Grass: 1.2, Grass Wet: 1.3

• Balanced: TOD * 1.25

• Unbalanced:

  • 1.3 = ASDA (a = high)

  • 1.15 = TODA (T = 1)

  • 1 = TORA

• Remember: TOD always including Conditions

Field Length: Class B, Landing

• 5% per 1% DOWNslope

• All Wet: 1.15

• Grass: 1.15

• LDR * 1.43 = LDA (within 70%)

Field Length: Class A

Take-Off:

• TOR greater of AEO 1.15 or OEI

Landing:

• Jet 60% of LDA (1.67)

• Prop. 70% of LDA (1.43).

• Wet: LDA > 1.15 LDR

LDA = 3 letters, you need to DECREASE it to get LD = 2 letters, thus x0.60.
We are only using multiplications here.

Balanced Field & T/O

Field Length:

• where ASDA = TODA

• for OEI TOD and (OEI) ASD!

T/O:

• where ASDR = TODR.

• more performance based.

• Balanced V1 is a single V1 (no range).

  • Balanced V₁ = speed where ASD == TOD_N-1

    • Ideal V1 for minimum field length for a given weight/performance.

Clearances

All, T/O & LDG: 50 ft screen height.

• Class A, T/O: 35 ft (15 ft wet)

Reference Zero = where the screen is standing on the ground.

RoC

• ROC = TAS * (air) gradient (normal situations - Performance).

  • Thus, winds have NO effect.

    • also not on the Climb Limited TOM.

• ROC = GS * ground gradient (for obstacle clearence - and GNAV - ground based).

  • To keep the same ROC, gradient has to change! Same gradient, RoC must change.

• ROC = ft/min, always relative to the ground/altimeter.

• Gradient = Vertical / Horizontal, or:

  • Descent: (D-T)/W * 100.

    • more Drag, higher gradient.

  • Climb: (T-D)/W * 100.

    • more Thrust, higher gradient.

• Winds only affect the ground/flight path gradient & distance

• Higher Altitude = Degraded Performance (ROC, Climb Angle, etc.) in general. TAS increases, but excess thrust decreases more!

VX

Excess of Thrust

• Best Angle of Climb

• Maximum Endurance/Lowest FF

• Jet: VMD.

• Prop.: ~VMP, <VMD.

• FF Jet = Thrust, FF Prop. = Power.

  • Lowest Point on the Thrust or Power graph

VY

Excess of Power

• Best Rate of Climb Speed

• Jet: 1.32 VMD (also Best Range)

• Prop.: >VMP, ~VMD.

  • Prop. power available is curved

• Tangent on the Thrust or Power graph

Mass & Flaps

Mass: all speeds Increase

Flaps: all speeds Decrease

Power

• Power = Thrust * Speed

• Power Required = Drag * TAS

Fuel & SR

• SFC = Fuel Flow per unit of Thrust (Jet) or Power (Prop).

• Prop.: FF = SFC * Power (Required).

  • Power = Drag * TAS.

    • VMP = lowest FF = endurance.

• Jet: FF = SFC * Thrust (Required).

  • Thrust = Drag in unaccelerated flight.

    • VMD = lowest FF = endurence.

• Specific Range = TAS / FF.

  • = distance of travel, per unit mass of fuel

  • Ratio is Maximum (max range) = Tangent

    • Jet: Thrust/Drag-curve (1.32VMD), Prop.: Power-curve (VMD).

• Endurance = 1/Fuel Flow (inversely proportional).

Reverse Thrust & Anti-skid

• Reverse Thrust:

  • With autobrake, the ACFT decelerates at a constant speed regardless of RT.

  • Only improves brake wear.

  • Reverse Thrust only on Wet ASDA.

• Anti-Skid:

  • Autobrake depends on anti-skid! No anti-skid = no autobrake!

  • Reduces ASD and LD.

  • Can be used with manual braking.

Power & Fuel, short:

• Max Range (& VY) for Jet: VMD 1.32 | Tangent on Thrust (drag) curve.

• Max Endurance (& VX) for Jet: VMD | Lowest point on Thrust (drag) curve.

• Max Range for Prop: VMD | Tangent on Power curve.

• Max Endurance for Prop: VMP | Lowest point on Power curve

Specific = divided by FF (except SFC):

• SR - specific range (air) = TAS / FF.

• SGR - specific ground range = GS / FF.

• SE - specific endurance = 1 / FF.

• SFC = FF / Thrust (=drag)

Load Factors

• In Climb/Descent: n = cos ø (always <1).

• In Turn: n = 1 / cos ø (always >1).

NTOFP: General

Vertical (= Screen Height)

• <15°: 35 ft.

• >15° : 50 ft (35 + 15°).

• Wet: 15 ft.

Dimensions

• <60 m = 60 m + WS/2 + 0.125 * distance from the end of TODA.

• >60 m = 90 m +0.125 * distance from the end of TODA.

Maximum Widths

• Turn <15°: 300 m (VFR) and 600 m (IFR).

• Turn >15°: 600 m (VFR) and 900 m (IFR).

• First: Visual or Not? +300, then </> 15 degrees? +300.

NTOFP: Turns

Turns

• 0-50 ft: no turns at all

• 50-400 ft: max 15°.

Authorisation increases limits by 5 degrees (to an even number):

• 200-400 ft:

  • Normal 15°.

  • Increased 20°.

• >400 ft:

  • Normal 25°.

  • Increased 30°.

Take-off Segments

• 1st segment: LIFT-OFF to GEAR UP.

  • at 35 ft, V2, OEI. Operating Eng. at TO/GA.

• 2nd segment: GEAR UP to 400ft.

  • TO/GA & >V2.

• 3rd segment: >400ft - FLAPS UP

  • TO/GA, V2 towards VFTO, then MCT.

• 4th segment: Clean to 1500ft NET CLIMB (obstacle clearance).

  • Thrust set: MCT. Speed close to VMD.

  • Gradient not less than 1.2%

Take-off Segments Gradients

• 1st: 2, 3, 4 engines.

  • 0%, 0.3%, 0.5%.

• 2nd:

  • 2.4%, 2.7%, 3%.

• 3rd & 4th:

  • 1.2%, 1.5%, 1.7%.

• Christmas is coming, and I have 0 presents for 24.12.

• So I buy 3 for each. (0.3, 2.7, 1.5).

• As a thank you, I got a high-5 for each of the 3 presents. This happens 1 I was 7 years old.

• Gross To Net: 0.8, 0.9, 1.0%.

OEI Flight Paths, Obstacle Clearance

• Drift Down = for Obstacle Clearance.

• "I'm SADD"

  • 1000 ft - Stabilised.

  • 1500 ft - Above airport.

  • 2000 ft - Drift Down procedure.

Approach & Landing Climb

• Approach: OEI, Gear Up, Flaps Appr.

  • Climb Segments: = regular Second Segment -0.3.

  • Minimum gradients in case of Go Around.

• Landing: All Eng., Gear Down, Flaps Land.

  • "Balked Landing"

  • Class A: A320 - 3.2% in 8 seconds.

  • Class B: 2.5%.

  • Manoeuvrability in case of overshoot.

Formulas Climb/Descent:

• L = Wcos(γ)

• T = D + Wsin(γ) or T = D - Wsin(γ)

• Thus: Gradient of Descent = (D - T) / W.

  • If drag increases (flaps, spoilers), Gradient increases.

• RoC/D:

  • Performance = TAS * Gradient.

    • Still Air. Not affected by wind!

  • GNAV = GS * Gradient.

    • or Flight Path.

Graphs

• Class B has no Factorisations in it.

  • Correcting for Wet, Dry, Grass = Still Gross.

  • Correcting for Safety = Net.

• Class A graphs have Safety Factors included!