Performance

Vx and Vy will always increase with temp. flap retraction and engine failure. Vx, Vy (TAS) increase with altitude and (IAS)stays the same Vx excess thrust Vy- excess power Jet Best Range 1.32Vmd Best Endurance Vmd Vx close to but less Vmd Vy range of Vs faster then Vmd Performance Speed sequence - Vmcg,V1,Vmca,V2 Vmp decreases with altitude Di is proportional to 1/(EAS)2 and also Di = 1/Vsquared Maximum time limit for T/O power is 5 min. V ref must be 1.3 Vso Vr must be at least 5% above Vmca and 10% above Vs1 Vr must be equal or greater then V1 V2 must be at least 1.1 Vmca and 1.2Vs TODA can not exceed 1.5 TORA TORA 4000 /1 = 4000 ASDA 4500/1.3 = 3461 TODA 4700/1.15 = 4086 Use lowest number of the three CAT A = any turbojet or prop with W>5700kg or 9 passenger seats or more. Landing screen height for class A aircraft is 50 Takeoff screen height is 35 CAT B = Any prop up to 5700kg and up to 9 passenger seats screen height for take off and landing is 50 Speed sequence - Vmcg, V1, Vmca, V2 Vmp decreases with altitude Di is proportional to 1/(EAS)2 and also Di = 1/Vsquared Maximum time limit for T/O power is 5 min. V ref must be 1.3 Vso Vr must be at least 5% above Vmca and 10% above Vs1 Vr must be equal or greater then V1 V2 must be at least 1.1 Vmca and 1.2Vs TODA can not exceed 1.5 TORA CAT A = any turbojet or prop with W>5700kg or 9 passenger seats or more. Prop Vmd Vmp less then Vmd just faster then Vmd

Landing screen height for class A aircraft is 50 Takeoff screen height is 35 CAT B = Any prop up to 5700kg and up to 9 passenger seats screen height for take off and landing is 50 LD needs no safety factor. LDR need safety factor. Net drift down is gross gradient - 1.1% Aerodynamic ceiling is a coffin corner Vmca Maximum heading deviation = 20 Vlof, V1, V2 and Vr all those airspeeds increase with increasing mass Service ceiling is 100 feet per minute for prop and 500 feet per minute for jet. Maximum drift down altitude is 300 feet per minute. Breaking coefficient < then 26 poor > then 45 - good Takeoff sequence: SCREEN HEIGHT GEAR UP TO 400 FLAP RETRACTION Segment begins with acceleration to flap retract. speed 1500 AND MCP (maximum continuous power) SEP1 MTOM = 3650 MLM = 3650 No stopway or clearway TORA >= TOD x 1.25 With stopway or clearway: TORA >= TOD ASDA .= TODx 1.3 TODA >= TOD x 1.15 LDA .= LD x 1.43 Takeoff screen height is 50 Maximum altitude is where 300/min ROC is achieved Maximum x-wind is 17kt MEP1 No stopway or clearway TORA >= TOD x 1.25 With stopway or clearway: TORA >= TOD ASDA .= TODx 1.3 TODA >= TOD x 1.15 LDA .= LD x 1.43 Grass or wet LD x 1.15 Maximum x-wind is 17kt MTOM = 4750 lb MLM = 4513 lb Maximum altitude is where 300/min ROC is achieved

Landing screen height is 50 MRJT1 MALM or MSLM for MRJT1 is 54.900kg MSTOM = 62800kg Maximum zero fuel mass is 51300kg Over water speed is 380kt TAS Maximum relight altitude is 25000 Maximum crosswind limit is 33kt at height of 10m Maximum power may no longer then 5 min. LDA .= LD x 1.43 for turbo props and LD x 1.67 >= LDA for Jets Wet runway LD x 1.15 Landing screen height for class A aircraft is 50 Takeoff screen height is 35 TODR = all engine operating x 1.15 Formulas: Fuel Flow - New FF = Old FF x (W2 / W1) Time = height diff x 60/ ROC Distance = Height diff. x GS / ROC x 60 Page 9 CAP Gradient = ROC x 6000 / TAS(kt) x 6080 Page 9 Cap Gradient = (T-D) / W x 100 explanation T- thrust, D drag and W weight) CG (climb gradient) = (change in height x 100) SAG (still Air Gradient) = height gained / Still Air Distance x 100 ROC angle T-D /W ROC = V(tas) x (T D) / W Best Angle of Climb = T-D / W Best Rate of Climb = (Power Available Power Required) / W Vs(new) = Vs(old) x square root of (w2/w1) Va new = Va old x square root of load factor Glide range = CL/CD x altitude Minimum stall warning speed is Vs x 1.05 or Vs +5 whichever is greater. Power available = TAS x Thrust power required = TAS x Drag Symbology SAR Specific air range SFC Specific fuel consumption MSLM or MSLW maximum structural landing mass or weight FLLLM field length limiting landing mass MATLM Mass, altitude,temp. landing mass WATTOW or MMATTOM mass, altitude, temperature takeoff mass MSTOM maximum structural takeoff mass PLTOM Performance limiting takeoff mass MATOM - Maximum Allowable takeoff mass RLM or W regulated landing mass or - weight

MALM - maximum allowable landing mass MALM for MRJT1 is 54.900kg RTO Rejected takeoff ETOPS - Extended Twin Operating Procedures Vref Speed at 50ft above the threshold on landing with all engines operating Vat1 or Vat2 Same as Vref except with one or two engines inop. V ref - JAR class B aircraft is 1.3Vso class A is 1.23 Vsro V2 must be 1.1 Vmca Vr must be 1.05 Vmca and 1.1 Vs1 Vref must be at least 1.3 Vso Vsro stall ref speed in landing config.

Performance tough questions:

In class B A/C climbs at 10% toward an obstacle 900m high 10km distant from reference zero. By what vertical distance will the A/C clear obstacle: 10km x 1000 (convert km to meters)x .10(climb gradient) = 1000meters Obstacle is 900 feet so you would overfly it by 100 meters except reference zero starts at 15m or 50ft above ground so in reality you would over fly it by 115meters What rate of climb will be achieved with climb gradient of 3.3% and groundspeed of 100kt. Gradient = ROC x 6000 / GS x 6080 -------------------------------------------3.3= ROC x 6000 / 100 x 6080 = 334

The take-off run required assuming an engine failure at the dry runway engine failure point is from: brake release point to half way between Vlof and the 35ft screen height

An aircraft has a mass of 6000kg, the drag is 7000N, the thrust is 16kN. What is the climb gradient?
CG = (T-D) /W all units MUST be compatible

Answer:

a. 15%

so weight = 6000 x 10 N = 60 000 N so (16.000 7000) / 60.000 = 0.15 you will now find the answer is 15% an aircraft with a mass of 110 000kg is capable of maintaining a grad of 2.6%. with all atmospheric variables remaining the same, with what mass would it be able to achieve a gradient of 2.4

2.6/2.4 x 110000 = 119167 kg

Where is reference zero, RZ, for performance B aircraft :- on the ground at the end of TODR An aircraft with a stress g limit of 2.5 has a level flight stall speed of 120kt. What is the aircrafts maneuver speed 120 x sq root of 2.5 = 189 Which of the following wind shears would cause an undershoot effect on final approach :- increasing tailwind An aircraft has a mass of 200,000 kg. It is in a trimmed cruise with a lift to drag ratio of 8:1. How much thrust is required in Newtons (assume acceleration due to gravity, g, is 10 m/s/s) 200,OOO KG NEEDS TO BE CONVERTED TO NEWTONS SO 200,000 X 10 (9.84 IS A MORE EXACT FIGURE BUT FOR THE EXAMS 10 IS USUALLY WHAT YOU ARE GIVEN ) = 2,000,OOO NEWTONS NOW DIVIDE 2,000,000 BY 8 = 250,000 NEWTONS OF THRUST -----------------------------------------------An obstacle is 1,000 ft. high at a range of 3 nm. in line with the end of the runway, the planned climb gradient is 4%. Will the aircraft clear the obstacle? CG = (change in Height x100 %)/Horizontal distance traveled Gr = 1000 / (3 * 6080) = 5.5 % This is height gain above the screen height which for a class B aircraft is 50 ft. so if I assume this is a class B aircraft then I am at 779.6 ft
V1: t/o decision speed V2: t/o safety speed V3: steady initial climb speed with all engines operating V4: steady climb speed with all engines operating to be achieved by 400ft gross height Va: design maneuvering speed Vb: design speed for max gust intensity Vc: design cruising speed. Vclmax: max coefficient of lift speed. Vd: design diving speed Vdmin: minimum drag Vdf: demonstrated flight diving speed Vef: the CAS at which the critical engine is assumed to fail Vf: design flap speed Vfe: max flap extended speed

Vfto: final t/o speed Vimd: minimum drag Vimp: minimum power Vh: max speed in level flight with max continuous power. Vle: max landing gear extended speed Vlo: max landing gear operating speed Vlof: lift-off speed Vmbe: max brake energy speed Vmd: minimum drag Vmc: minimum control speed with critical engine inoperative Vmca: minimum control speed, air Vmcg: minimum control speed, ground Vmcl: minimum control speed, approach and landing Vme: max endurance Vmo: max operating limit speed Vmp: minimum power Vmr: max range Vmu: minimum unstick speed Vnd: max structural cruising speed Vne: never exceed speed Vno: normal operating speed Vp: aquaplaning speed. Vr: rotation speed Vra: rough air speed Vref: reference landing speed Vs: V-stall Vso: stall speed in landing configuration Vs1: stall speed in a specified configuration Vs1g: one g stall speed Vsr: reference stall speed Vsse: safe single engine speed Vt: threshold speed Vtmax: max threshold speed Vx: best angle of climb Vxe: best angle of climb, single engine Vy: best rate of climb Vyse: best rate of climb single engine

The following speeds are of importance in the take-off field length calculation: Vmu Minimum Unstick Speed. Minimum airspeed at which airplane can safely lift off ground and continue take-off. Vmc Minimum Control Speed. Minimum airspeed at which when critical engine is made inoperative, it is still possible to recover control of the airplane and maintain straight flight. Vmcg Minimum control speed on the ground. At this speed the aircraft must be able to continue a straight path down the runway with a failed engine, without relying on nose gear reactions.

V1 Decision speed, a short time after critical engine failure speed. Above this speed, aerodynamic controls alone must be adequate to proceed safely with takeoff. VR Rotation Speed. Must be greater than V1 and greater than 1.05 Vmc Vlo Lift-off Speed. Must be greater than 1.1 Vmu with all engines, or 1.05 Vmu with engine out. V2 Take-off climb speed is the demonstrated airspeed at the 35 ft height. Must be greater than 1.1 Vmc and 1.2 Vs, the stalling speed in the take-off configuration