Performance

SFC = FF / HP

TSFC = FF / Thrust

nautical air miles flown per unit mass of fuel

GSTAS / FF

prop aeroplane:

• with increasing density alitutde

  • SR stays constant or increases slightly up to the full throttle height

SGR = NM/FF

• more than 15 degrees: 50ft clearance

• less than 15 degrees: 35ft clearance

2,5%

3,2%

• Gear extended

• all eng. TOGA

• vR = Vs1

• speed t/o 50ft: 1,2*vs1

  
  

• vRef = 1,3 * vs0

  
  

• must not be less than the greater of

  • 1,05vMC

  • 1,1vs1

• v2, must be the highest of:

  • 1,1 vMC

  • 1,2 Vs1

vs1 -> stall speed for the given configuration

Correction Factors

• slope

  • upslope: correction factor: 1,0

  • downslope: 5% for each percent downslope

• dry: no correction factor

• wet: 1,15

• grass: 1,15

Regulation Factor:

0,7

• paved RWY wet or dry: correction factor 1,0

• grass

  • dry: correction factor 1,2

  • wet: correction factor 1,3

• slope

  • upslope: increase TOD by 5% for each 1% upslope

  • downslope: 1,0

• no SWY / no CWY:

  • 1,25

• SWY/CWY:

  • TOR = 1,00

  • TOD = 1,15

  • ASD = 1,30

displacement drag: resisting forward movement of the wheel

impingment drag: spray striking the gear etc. -> additoinal drag

pinge -> zwicken

Segment 1: Gear up

starts when passing the screen height and ends with gear up

Segment 2 climb to acceleration altitude

• starts at the point when the landing gear is fully retracted.

• ends where the aeroplane starts the acceleration to the retraction speed

-> bank angle max. 15degrees max 20

Segment 3: acceleration and flap retraction

• starts min. 400ft AGL

• starts at the point where the aeroplane’s pitch is reduced for acceleration

• ends where the flaps up and final take off speed is reached

-> bank angle not more than 25degrees max 30

Final Segment: Climb in the en route configuration

• maximum continous thrust

• starts where the enroute configuration is reached

• ends at the point at which a height of 1500ft above RWY elevation is reached

-> bank angle max 25

one engine inop

derated T/O thrust

• gedrosselt

• wie wenn der engine weniger Leistung hat -> all applicable performance requireemnts are met with the lower thrust setting

• thrust setting als operating limit

• vmcg and vmca are calculated for the derated thrust setting, so TOGA cannot be just applied

• only way to reduce vMCG

• only one option permitted in case of contaminated RWY

reduced FLEX T/O thrust

• thrust setting perameter is not a takeoff operating limit (?)

• in case of engine failure -> TOGA

• using an assumed temp

• vMCG und Vmca are calculated for the max thrust

• may not be used in the following cases

  • icy / very slippery RWY

  • contaminated RWY

  • anti skid inop

  • Reverse inop

  • oncerased v2 proc

  • engine power maangement inop

  • not rec wind shear sit

• maximum environmental temp 55degr.

takeoff:

• takeoff wet 15ft

• takeoff dry 35ft

landing:

• 50ft

Takeoff

• dry/wet: 50ft

Landing

• dry wet: 50ft

• rigid: add 5% for occasional operation

• flexibel: add 10% for occasional operation

DAs muss auf den PCN wert gerechent werden!!!!

also PCN *1.1

wenn das dann größer/gleich AC -> passt

The TOD is the geater of:

• the all engines take off distance

• engine fialure takeoff distance

All engines T/O distance

• distance brake release to screen height (35ft) *1,15

immer 35ft

Engine Failure T/O distance

• engine failure at Vef

• climb to a screen height of

  • 35 ft dry RWY

  • 15ft wet RWY

Take off run is the greater of

• the all engines takeoff run

• one engine out t/o run

all engines

• distance from brake release to lift off

• plus half the distance from liftoff to the screen height

• +15%

engine failure - dry

• same distance but without saftey factor

engine failure - wet

• TOR eng failure wet = TOD engine failure wet

TOD wet muss kleiner sein als TORA

Again the the larger from the two

• ASD with the failure of the critical engine

  • distance to vef all engines

  • distance from Vef to V1 with one engine inop

  • distance of a transition segment (2sec)

  • distance to apply rakes, spoilers, idle reverse

  • distance required to decelerate and stop

  
  

• ASD with all engines operating

  • distance to reach v1

  • distance of a transition segment 2sec

  • distance required to decelrate to full stop with idle

reverse can be considered on wet or contaminated RWYs

engine failure TOD = accelerated stop distance

TODR is equal to ASDr

not available distances!!!

required distances!!!!!

• wenn RWY wet -> accelerated stop distance required increases field becomes inbalanced

hier geht es um die climb requirements unabhängig von obstacles

two engines:

• segment 1: >0,0%

• segment 2: 2,4%

• segment 3: 1,2%

three engines:

• sgement 1: 0,3%

• segment 2: 2,7%

• segment 3: 1,5%

four engines:

• segment 1: 0,5%

• segment 2: 3,0%

• segment 3: 1,7%

gross -> net hier geht es um die obstacle clearance

• 2eng: - 0,8%

• 3eng: -0,9%

• 4eng: -1,0%

-> these climb gradients are relevant for the PLTOM climb

-> Windunabhängog

> obstacles sind nur bei der PTOM O relevant wo die 35 bzw 50 fr geschafft werden müssen

• turbo jets = 1,13 vSR

• 2 -3 engine turbo prop = 1,13 vsR

• 4 engine turbo prop = 1,08 vSR

relating to Vmca

v2min = 1,1 Vmca

beachten:

TORA + CWY

CWY darf maximal halb so lang sien wie TORA

-> the service ceiling is the altitude at which the rate of climb reduces to a specific value.

• jet aeroplane: 500fpm

• propeller: 1000fpm

-> because less power available.

higher flap setting leads to a higher parasite drag

• vMC increases with decreasing altitude

-> hier ist immer die Entwicklung des vorhandenen Thrust ausschlaggebend -> sinken -> mehr Ta weil Luft dichter

net takeoff flight path must clear all obstacles by a vertical margin of

• Class A 35ft

• Class B 50ft

? if the aeroplane is unable to do so, it must turn away from the obstacle and clear it by a orizontal distance of at least

wingspan <60m

• 60m + half the wingspan + 0.125 *D

wingspan >60m

• 90m + 0.125 * D

=> the maximum semi width for an aeroplane not turning more than 15degr. 300m

• from 50ft (end of TODR) to the cloud base, the gradient is to be “all engines gradient * 0,77”

• when visual reference is lost for obstacle aviodance (when cloudbase is reached)

  • critical power unit becomes inop

• OEI climb gradient

Landing must be performed within

• 60%LDA for jet aeroplanes

• 70 % LDA for turbo prop aeroplanes

wet RWY:

• LDA must be at least 115% of the required dry landing distance

Altitude at which an aeroplane rechaes its max SR for a given flight procedure

increaes with decreasing mach number

vSR0 * 1,3 = vREF (?)

vSR0 * 1,23 = vREF

4,546 l = 1 impgallon

3,78l = 1 USG

= 1 / fuel flow

net descent gradient +0,5% of gross

4%

500ft

-0,5%

Descent gradient um 0,5% steiler machen

higher mass -> higher vR

-> man brauch mehr Geschwindigkeit für den Start

nicht zu kompliziert denken

constant mach:

descend angle decreases, because

• Tas increases as mach is constand

• q increases and therefore drag increases

  => higher descend angle (D-T)…

at constant IAS

• Drag constant -> descend angle constant

• below 50ft or half the wingspan whichever is higher

Vsr

-> beziehen sich immer auf vs1g -> immer L >= weight !

one engine inop:

1. The gradient of the net flight path must be postive at at least 1000ft avooce all terrain and obstruction within 5NM of either side of the route

2. if not possible -> drift down procedure -> 2000ft net flight path clearance

aka recommended maximum

maximum altitude

> means that our crossover altitude must have changed!!!!

die beiden Geschwindigkeiten korrespondieren mit einer Höhe, bei der beide Werte gleich sind

• altitude at which a specific density is found

• high density altitude -> low density

high altitude:

-> vSR limiting

low altitude

-> vMC limiting

starts at 50ft ends at 1500ft

vX increases

• obstacle strategy:

  decelerate to vMD before commencing the descent

• in the vent of a failure, glide to a forced landing area and arrive 1000ft above the area

für alle prop immer power kurve

propeller es geht nur um PROPELLLLLER

EAS for all altitudes

• not allowed in case of ASD calculation

• egal for landing distance

buffet ist nicht buffet margin

500ft

increases slightly up to the full throttle altitude then decresase

rotation rate of tyre and air temp

increases TOD more than ASD

decreases in proportion to the ambient pressure at constant temp

increases TOD und ASD

nur die eigentliche stopping distance wird kürzer

a IAS/TAS figure

• braking is assumed to start immediately at V1

• but for the calculation of the ASDr it is assumed that between V1 and the actual abortion of takeoff, 2 seconds pass