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19 Cards in this Set
- Front
- Back
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Takeoff Rated Thrust (TRT)
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Maximum allowable thrust (determined by N1). It varies with pressure altitude, ram air temperature, and engine bleed air usage. Operation at TRT is limited to 5 min. Defined by these limits: 104% N1, 700*C ITT, 2900lbs gross thrust.
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Max Continuous Thrust
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Max allowable thrust (determined by N1) that may be used without a time limitation. MCT varies with pressure altitude, ram air temperature, and engine bleed air usage. MCT is normally used for climbing flight. Defined by one of the following limitations: 104% N1, 68*C ITT, 2900 lbs gross thrust
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Max Cruise Thrust (MCRT)
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Highest thrust setting that is recommended for us in cruise. Takes into account engine time btw overhaul (TBO), fuel economy, and true airspeed
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Go around N1
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Max allowable thrust for use during a go-around (either 2 or 1 engines) is determined by N1. Varies with pressure altitude, ram air temperature, and bleed air usage. Defined by one of the following: 104%N1, 700*C ITT, 2900 lbs gross thrust.
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Critical Engine Failure Speed (V_cef)
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Speed at which one engine can fail and the same distance is required to either continue to accelerate to lift-off speed, or to abort and decelerate to a full stop.
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Critical Field Length (CFL)
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Total length of runway required to accelerate on all engines to critical engine failure speed, eperience an engine failure, then continue to lift-off or stop.
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Takeoff Ground RUn
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Runway distance normally obtained in service operation at zero wind at thte mission-specified weight, px alt, thrust setting, ambient temperature, and appropriate T/O configuration)
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Min Control Speed Ground (V_mcg)
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88 KIAs, min controllable speed during take-off run, one engine failed, possible to maintain directional control using only primary aerodynamic controls w/o deviating more than 25 feet laterally with all 3 wheels on the runway. Remaining engine at TRT, A/C at most unfavorable weight and center of gravity, trimmed for T/O w/o exceeding 180 lbs rudder control force by pilot w/ rudder boost operating. Xwinds and RCR may increase Vmcg
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Takeoff Accel Check
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Speed should normally be 10 KIAs below S1. Compute T/O accel check shenever S1 is less than Vrot. Effects of runway gradient, and RSC are included in the T/O ground run. Use 100% of runway wind component for take-off ground run determination.
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Go/No Go Speed (N1)
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If an engine failure occurs prior to Ss1 and action is taken to stop the airraft before obtaining S1, t/o abort capability is assured. In t/o planning, S1 is equal to or greater than the higher of ground minimum control speed or critical engine failure speed. However, S1 must not be higher than the lowest of refusal speed, rotation, or max braking sspeed. If it is higher the t/o weight must be reduced until this requirement is met
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Take off flare
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Ground distance covered btw lift off and the 50 ft obstacle height
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Takeoff speed
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Speed which permits attaining the obstacle climbout speed at or before reaching the 50-ft obstacle height above the runway
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Stall Speed (Vs)
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The higher of :
-The airspeed where the a/c will cease to fly due to loss of lift during application of smooth control inputs -min steady flight speed at which the a/c is controllable |
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Climbout Speed (Vco)
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scheduled single-engine climbout speed and should be obtained at or prior to reaching the 50-ft obstacle height. Due to excess thrust available with 2 engines, 2 engine climbout speed is 10 knots higher or Vco + 10
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Final Segment Climb Speed
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Climbout speed from 400' (1500') above airfield to end of take-off flight path (2200 ft AGL for single engine) is 125% of stall speed at t/o weight. This is appr. Vco+15 KIAs
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Climbout Factor
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Variable used to determine climb performance and obstacle clearance. Min: 2.5
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Refusal Speed (Vr)
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Max speed that can be attained, with normal acceleration from which a stop may be completed within the available runway length
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Vbmax
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Max speed from which the a/c can be brought to a stop without exceeding the max brake energy limits of 14.8 million ft.lb. total.
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Reference Zero
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Sum of TOGR and TO Flare
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