Atpl - Performance

Front 1

Certification
Large AC

Back 1

FAR/JAR 25

Front 2

Certification
Normal / comutr AC

Back 2

FAR/JAR 23

Front 3

T.O. in from …. of ….
to … of ...

Back 3

start / take off roll → BRP
end / TODR → ref zero

Front 4

WAT is not ……. requirement

Back 4

obstacle clearance

Front 5

WAT is to ensure AC meets …
upto … ft

Back 5

min one engine inop
climb gradient

1500

Front 6

Rwy length is a … limitation that affects ….

Back 6

performance
max Weight

Front 7

Rwy length vs.
lift off speed

Back 7

proportional

Front 8

Rwy slope more than … requires consideration

Back 8

-/+2%

Front 9

Up slope vs.
TODR & ASDA

Back 9

TODR → inc
ASDA → dec

Front 10

slope calc

Back 10

change of hight/Rwy length
x 100

Front 11

TODR per Weight at HDW ?

Back 11

dec (good)

Front 12

wind adjustment for performance calc

Back 12

max 50% of HDW
min 150% of TWD

Front 13

Effect of Flap @ swept
… flap to improve …
⇒ … / … /... speeds all reduce

Back 13

low
CL
Vs / Vr / V2

Front 14

the benefit of low T.O flap @ swept:
lift of speed @ TORR ….
TODR ...

Back 14

dec ( good )
dec ( good )

Front 15

Effect of Max T.O. flap@ swept:
Gnd run …
climb perf

Back 15

dec ( good )
dec ( bad )

Front 16

Effect of low Flap @ Straight wing:
TORR …
TODR ...

Back 16

dec ( good )
not much affected!!

Front 17

TORR:
for …. engine (in)op.
measured length to …
plus … airborn dist. (… to …)
safty factor ...

Back 17

all eng op
Vr
⅓ → Vr to SH
+15%

Front 18

Clearway is used for … to …

Back 18

initial climb
SH

Front 19

Max TODA should be less than

Back 19

1.5 x TORA

Front 20

TODR
for …. engine (in)op
measured dist. ….
to accel to …
and attain … @…
safty factor ...

Back 20

all eng op
required
Vr
SH / V2
+15%

Front 21

Stopway is generally …. as ther Rwy and … extend beyond clearway

Back 21

same width
may

Front 22

ASDA = … + ...

Back 22

TORA + stopway

Front 23

ASDR:
The distance to ….. all eng op
to … and assume eng failure
→ …
safety factor ...

Back 23

accel AC
V1
RTO
+10%

Front 24

no … allowed in ASDR calc

Back 24

reverse thrust

Front 25

@ Balance Field
the end of .. IS end of …
or ...

Back 25

C.way
S.way
nothing at all

Front 26

The penalty for using Balance Field is ...

Back 26

reduce TOW

Front 27

V1 vs. ASDA

Back 27

proportional

Front 28

V1 vs. TODA

Back 28

inversely proportional

Front 29

Balance Field optimizes … v2 climb perf.

Back 29

2nd segment

Front 30

S.way … be longer than C.way

Back 30

may be

Front 31

… accounts for Rwy alignment if ….. or …. .

Back 31

JAA
90 dec TWY entry
180 turnaround

Front 32

Measured performance:
…. from ……….. .
based on … & ...

Back 32

average fig's / AC Cert. Testing
New AC / Test Pilot

Front 33

Gross performance
….. for …………. .
based on …. & ...

Back 33

average performance
a fleet of AC

avrg AC / avrg pilot

Front 34

Gross performance
is …. to be …..
if … in accordance with ….

Back 34

expected / achieved
maint & flown / cert' requirement

Front 35

Gross performance
is a level of performance :
….. of the ….
have … % of exceeding at any one time

Back 35

any AC / same type
50

Front 36

Net performance:
is …. reduced by a …..

Back 36

gross perf
mandatory amount

Front 37

Net performance:
allows for …..
in …. or ….

Back 37

variation
pilot / AC performance

Front 38

Net performance
is …. not to be achieved if flown @ recommended technique

Back 38

improbable

Front 39

Screen Hight
and imaginary screen AC to …
at a ….. condition with ….
before end of ….
assuming …..

Back 39

clear
unbanked / gears extended
C.way
crit eng failure

Front 40

… performance flight path is to reach SH at V2 with eng fail.

Back 40

NET

Front 41

SH is measured from the ...

Back 41

Main gears

Front 42

Dry jet SH is …
has a built is safety factor of …

Back 42

35 ft
33& Rot to SH dist

Front 43

Wet jet SH is ..
It uses … V1 so the … increases.

Back 43

15 ft
wet
ground run

Front 44

Wet SH speed is ….

Back 44

lower than V2
(V2 only at 35ft)

Front 45

Dry Prop SH is …
(Due to … ...)

Back 45

50
higher CL

Front 46

Propeller wet ASDA

Back 46

increase

Front 47

Propeller wet V1

Back 47

no change

Front 48

propeller wet SH

Back 48

no change

Front 49

Reference Zero:
is the …. @ end of ….
below the ……………..

Back 49

gnd point / TODR
net T.O. flight path SH

Front 50

Reference Zero:
defines the end of …
and the start of …….

Back 50

take off
net perf T.O. flight path

Front 51

Reference Zero:
assumes …. at ...

Back 51

engine failure
Vef

Front 52

Brake energy limitations affect ...

Back 52

MTOM

Front 53

V1 vs Vmbe

Back 53

V1 <= Vmbe

Front 54

Vmbe?

Back 54

maximum brake energy speed

Front 55

… braking performance is app light to T.O. and Landing calc's

Back 55

Max

Front 56

antiskid :
is/isn't applied to T.O. and Landing calc's

Back 56

IS Applied !!

Front 57

Wet Rwy T.O. @ inop antiskid

Back 57

prohibited

Front 58

… safety factor is applied to LD should the antiskid becomes inop

Back 58

50 %

Front 59

Reverse thrust
for…… and …...calc's only

Back 59

ADSA @ wet/comtam
Landing @ wet/contam

Front 60

First Segment
start: …
end: ...

Back 60

Ref Point (SH)
Gear fully retracted

Front 61

First Segment
climb thrust at …..
and speed at ….

Back 61

T.O.
constant V2

Front 62

Second Segment
start: …
edn: ...

Back 62

gears fully retracted
elected flap retracted height

Front 63

Second Segment
climb to gross height of ….

Back 63

min 400
max 1000

Front 64

Second Segment
climb thrust at …..
and speed at ….

Back 64

T.O.
constant V2

Front 65

Second Segment
Flap position?

Back 65

T.O. position

Front 66

Third Segment
Start
end

Back 66

min accel altitude (400)
attaining final seg. climb speed

Front 67

Climb 3rd segment is flown … at ….

Back 67

level
acceleration

Front 68

Climb 3rd segment
start: …
end: ...

Back 68

min accel altitude 400 ft
attaining final seg. climb speed

Front 69

Climb 3rd segment
thrust:
speed:

Back 69

T.O. thrust
V2 → final seg. climb speed

Front 70

Climb 3rd segment
Flap position

Back 70

retracted

Front 71

Climb 4th segment
stard: …
end: ...

Back 71

3rd seg. level off altitude
net height 1500ft or more

Front 72

Climb 4th segment
climb is resumed at
thrust:
speed:

Back 72

max continuous
min 1.25 Vs

Front 73

Climb 4th segment
Flap position

Back 73

Up

Front 74

Gross performance is the ………… while the
Net performance is ……...

Back 74

Flight path actually flown
GP minus mandatory reduction

Front 75

Net performance
mandatory reduction
for 2,3,4 engine AC

Back 75

2 → 0.8
3 → 0.9
4 → 1.01

Front 76

NTOFP?

Back 76

Net T.O. Flight Path

→obstacle clearance

Front 77

NTOFP:
… vs. …. from ….
assumes ….

Back 77

true height / horizontal distance
crit engine failure

Front 78

Obstacle domains :
also

Back 78

obstacle accountability area/funnel

Front 79

Obstacle domains
Describe ….. within …..

Back 79

obstacle clearance
NTOFP domains

Front 80

Obstacle domains
start: …
end: ...

Back 80

Reference Zero
higher of :
1500 abv RZ
T.O. to enroute config trans

Front 81

Obstacle domains
Straight (ICAO)

Back 81

Track change LESS than 15 deg
obstacle clearance of 35ft

Front 82

Obstacle domains
Turning (ICAO)

Back 82

Track change MORE than 15deg
obstacle clearance of 50ft
(if 35ft not possible)

Front 83

AC is out of Ground effect at height = ...

Back 83

wingspan

Front 84

TOW obstacle limitation @ climb 2nd segment:
…. to be reduced
to ensure adequate ….. at …
and to clear …. at ….

Back 84

AC Weight
climb performance / V2
obstacles / 2nd segment

Front 85

2nd segment obstacle limitation
to improve climb grad (4)

Back 85

increased V2 climb
Max angle climb
Hi T.O. flap
Low TOW

Front 86

3rd segment obstacle limitation
to improve climb grad (3)

Back 86

Extended V2 climb
TOW reduction
Flight path turns

Front 87

Increased V2 technique:
improves climb grad @ ….

Back 87

2nd segment

Front 88

Increased V2 technique:
uses ….. for …..
⇒ …. ⇒ …. ⇒ climb grad ↑

Back 88

excess field length / extra speed
V2 ↑ / lift ↑

Front 89

Increased V2 technique:
Only used if TOW is …. limited not …..

Back 89

WAT
Field length limited
(ie: long rwy av)

Front 90

Increased V2 technique:
Benefits:
Higher obstacle clr w.out …
or higher TOW @ ...

Back 90

TOW reduction
min required obstacle grad

Front 91

Increased V2 technique:
has less benefits if used for ….

Back 91

closed obstacles

Front 92

Increased V2 technique:
is prohibited at ...

Back 92

wet Rwy

Front 93

Extended V2 (ie: …) climb
improves climb grad @ ...

Back 93

(2nd seg)
3rd seg

Front 94

Extended V2 climb
the ……. is continued
@ …. and ….
upto ….. then ….

Back 94

2nd seg climb
V2 / T.O. flap
max accel altitude / clean up

Front 95

Extended V2 climb
2 possible thrust setting:

Back 95

Max T.O. → to time limit
Max continuous → to unlimited time

Front 96

Extended V2 climb
used to clear the …. @ flight path

Back 96

last obstacle

Front 97

Vx climb :the steepest …
while
Vy climb : the highest …

Back 97

angle
vertical speed

Front 98

Vx is used to clear … obstacle

Back 98

close in

Front 99

Least trip fuel consumed @ … climb . Since you'll reach … sooner.

Back 99

Vy
Optimum altitude

Front 100

NO GO V1:
Max … @w …. can be initiated
and AC …. within … .

Back 100

speed / RTO
stop / ASDA

Front 101

GO V1
Speed at …… T.O.
…. recognized at …
AC can T.O. safely to ...

Back 101

one eng inop
failure / Vef
SH

Front 102

Recog Vef to V1 → … sec
V1 to RTO transition comp
→ … sec

Back 102

1 sec

2 sec

Front 103

V1 range
(1) TOW is field length limited
V1 corresponds to a … along Rwy

Back 103

single point

Front 104

V1 range
(2) TOW is not field length limited
V1 corresponds to a … along Rwy

Back 104

range of V1 speeds

Front 105

V1 / Vmcg / Vmbe
relationships

Back 105

Vmcg <= V1 <= Vmbe

Front 106

Weight vs. V1 speed
for T.O. continuation

Back 106

proportional

Front 107

Weight vs. V1 speed
for RTO

Back 107

i- proportional

Front 108

Weight vs. V1 speed
if F.length limiting

Back 108

i- proportional
(so higher stop distance will be available)

Front 109

Weight vs. V1 speed
if F.length not limiting

Back 109

proportional
(but still needs to be less than Vmbe)

Front 110

Wet V1 / Vmcg / V1
relationship

Back 110

Vmch <= wet V1 <= V1

Front 111

Max abandonment speed
an alternative for ….
is not a … speed .
is the max speed at which AC can …….. on ……. Rwy

Back 111

wet V1
V1
safely brought to rest
icy/ slippery

Front 112

Vmbe can limit .. and ..

Back 112

V1
MTOM

Front 113

Vr should be higher than … or …
and of course

Back 113

1.05 Vmca
1.05 Vmu
V1

Front 114

Vmca <= …. @ TOR
Vmca <= …. @ Air

Back 114

V1
V2

Front 115

CG vs. Vmca

Back 115

Aft CG ⇒ higher Vmca
(less turning moment )

Front 116

V2 speed ensures adequate … and …. @ SH during ...

Back 116

Directional control
climb performance
engine failure

Front 117

V2 is ….Vs
or …Vmca

Back 117

1.2
1.1

Front 118

Vmu is ……..
@w it's possible to ……
@ …..
with no ...

Back 118

min demo'ed unstick speed
get airborne
all engine op
hazard

Front 119

Damp Rwy:
not … but not … either.
however it …...

Back 119

dry
shiny
has change color

Front 120

Wet runway has ….
max … mm
with no ……..

Back 120

reflective moisture
3mm
significant amount of standing water

Front 121

slippery >> braking action ...

Back 121

less than 0.4

Front 122

Braking action
good

Back 122

0.4 and above

Front 123

Braking action
M.good

Back 123

0.36 - 0.39

Front 124

Braking action
medium

Back 124

0.3 - 0.35

Front 125

Braking action
M.poor

Back 125

0.26 - 0.29

Front 126

Braking action
poor

Back 126

0.25 and less

Front 127

WED : …
formula : ...

Back 127

Water Equivalent Depth
= Depth x SG

Front 128

WED shows the … and … as of the actual water depth

Back 128

limitation
performance

Front 129

Notes for hazardous Rwy condition

Back 129

SNOWTAM

Front 130

OPMET / MOTNE

Back 130

8 fig abbr
on rwy conditions
append to METAR

Front 131

Wet rwy T.O. is prohibited @:
…. or ...

Back 131

inop anti skid
standing water abv limits

Front 132

Certification for noise abatement

Back 132

ICAO annex 16

Front 133

Noise abatement techniques
(2)

Back 133

reduce power as soon as possible
climb as quickly as possible

Front 134

NADP 1
for …..
use ….

Back 134

close proximity to rwy
delay flap retraction

Front 135

NADP 2
for …..
use ….

Back 135

areas distance
early flap retraction

Front 136

Vra ?

Back 136

Rough air penetration

Front 137

Vra based on … speed

Back 137

Vb
(Design speed for max gust)

Front 138

Vra is hi enough for ….
and low enough for …..

Back 138

stall prevention
structural dmg prevention

Front 139

Vmo is for … operations
Vno is for … operations

Back 139

all
normal

Front 140

Vdf ?
It's the highest ….

Back 140

max flight diving speed
domo'ed speed

Front 141

Max endur: thrust required to ….
Max range : thrust required to to …..

Back 141

balance min drag
balance higher than min drag

Front 142

Max Endurance vs. Altitude

Back 142

constant

Front 143

Max Rang airspeed is found on the Tangent of … curve

Back 143

Drag

Front 144

Max Rang
minimum … to … ratio

Back 144

power
airspeed

Front 145

Range vs. HDW
why?

Back 145

proportional
→ Max Rng speed : higher
⇒ Rate of distance covrg ↑

Front 146

… performance flight path is used @ drift down procedures

Back 146

net

Front 147

Drift down lateral clearance

Back 147

5nm
10 nm if not accurate

Front 148

drift down vertical clearance
obstacle by …
if too limiting …
net gradient @ landing ...

Back 148

1000 net +ve ROC
2000 ft
+ve @ 1500 ft

Front 149

Island holding fuel :
in stead of …. fuel
to hold over a …..

Back 149

diversion
destination AD

Front 150

Island holding fuel :
is for ….. with no ….
and possible …..

Back 150

remote islands
diversion option
adverse weather

Front 151

Critical Point (CP)
also ….

Back 151

point of equal time

Front 152

Critical point :
the point enroute @w ….

Back 152

it's same time going back
or to continue

Front 153

… to Critical Point = ...

Back 153

Distance
DH ÷ (O+H)

Front 154

… to Pont of No Return

Back 154

Time
EH ÷ (O+H)

Front 155

Effect of HDW on Critical Point

Back 155

CP moves into wind
closer to destination

Front 156

Most important diversion question ?

Back 156

which AP is the quickest ?

Front 157

PNR is the …. enroute at which its possible to …. with …...

Back 157

last point
return
sensible fuel on board

Front 158

PNR is needed if (2)

Back 158

no diversion (over water)
you carry island holding fuel

Front 159

LDA:
Distance available landing from … to …
taking account of ….

Back 159

50 ft above Rwy
End of Rwy surface
obstacle

Front 160

50 ft above Rwy is the …. height @ max … speed

Back 160

fence
Vat

Front 161

Landing Phase starts from …. to …..

Back 161

1500 ft
end of landing roll

Front 162

TD aiming point for a 3deg GP:

Back 162

1000ft along the Rwy

Front 163

Vat?

Back 163

target approach threshold speed

Front 164

Vat should be achieved above … height at specified … setting

Back 164

fence
flap

Front 165

HDW adjustment for Vat

Back 165

½ HDW + full gust factor

Front 166

risk of being higher than Vat at specified location?

Back 166

exceed landing field

Front 167

Effect of Flap on Approach speed and LDR

Back 167

both decrease

Front 168

Wheel braks most efficient at … speed

Back 168

low

Front 169

1% increase in TD speed will
increase LDR by

Back 169

2%

Front 170

Approach climb
is at …..
landing gear …
with (in)op engine?

Back 170

app config
retracted
crit engine inop

Front 171

landing climb
is at …..
landing gear …
with (in)op engine?

Back 171

landing config
extended
all eng op

Front 172

approach climb gradient required

Back 172

no. of engines
2 → 2.1
3 → 2.4
4 → 2.7

Front 173

landing climb gradient required

Back 173

all aircraft climb gradient required 3.2

Front 174

There is min of .. minutes of O2 supply for 100% of PAX

Back 174

10

Front 175

T.O. roll instrument check
(4)

Back 175

engine instrument & thrust set
AS indic XChecked
Directional Control
Pilot incapacitation check