Atpl Saron - Flight Ops

Front 1

Empty weights

Back 1

Standard empty weight

- a/c + standard equipment + unsuable fuel & oil

Basic empty weight / EOW

- a/c + optional equipment + oil and other fluids

Basic operating weight

- a/c + crew ready for flight

Front 2

Useful load & payload

Back 2

Useful load: max weight - BEW

Payload: useful load - fuel

fuel

- check MZFW

*1 imp gal = 7.8lbs

1 us gal = 6.7lbs

Front 3

MAC vs LEMAC

Back 3

MAC: mean distance from leading edge to trailing edge of wing

*used to express CoG

LEMAC: distance from ref datum to leading edge of mean aerodynamic chord

%mac = (arm" - LEMAC ×100) / MAC"

Front 4

Centre of gravity

Back 4

Moment = arm (fs) × weight

CG = sum of moments / sum of weights

*CG computed to %MAC by formula given

*check for TO & landing

Front 5

Weight add / remove formula

Back 5

New CG position =

Orig CG arm × Orig total weight +/-

Weight change × CG weight change /

New total weight of a/c

Front 6

Weight shift formula

Back 6

CG shift =

Dist weight is shifted / ac total weight

× weight shifted

w/W = d/D

Front 7

Standard weights

Back 7

Men ... 200 / 206

Women .... 165 / 171

Children (2-11) .... 75

Infants (> 10%) .... 30

*where no carry on baggage permitted on flight may reduce by 13lbs/pax

Front 8

Max operating speed will change due

Back 8

Changes in temp and density due altitude

Front 9

V1

Back 9

Critical engine failure speed

Possible to:

1. Stop w/in available accelerate-stop distance

2. Continue t/o w/in available accelerate-go distance

Must be

1. Less than or equal Vr

2. Equal or higher than Vmcg

3. Less than or equal Vmbe

Front 10

Vr

Back 10

Varies w/ :

1. TOW

2. Flap setting

3. Density alt

May not be less than:

1. V1

2. 1.05 Vmca

3. Speed req to obtain V2 by 35' ab dept end of rwy

Front 11

V2

Back 11

*'Takeoff safety speed'

Speed which allows e/o climb gradient performance to be achieved

Speed to which a/c will accelerate with e/o if rotated at Vr

Will be achieved at 35' ab rwy

Front 12

Vref

Back 12

Computed landing approach speed

CAS must attain at 50' if published landing distances achieved

- may not be < 1.3 Vso

Front 13

Vs

Back 13

Valid only:

1. Straight and level flight

2. Max gross weight

3. CG full forward limit

Front 14

Wake turbulence most severe

Back 14

< 1000' below preceding a/c

1. Heavy

2. Slow

3. Clean config

4. Short wingspan

Vortex generation most severe

- immediately following pt of rotation

*avoidance same actions where parallel rwy w/in 2500'

Front 15

Wake turbulence begins and ends

Back 15

Begin: pt where lift starts to be generated (begin to rotate)

End: nosewheel settles on ground

Front 16

Approach slope indicator systems

Back 16

- provide obs clearance w/in 6-9° of rwy out to 4nm max- exceptions found in CFS

**

P1 - EWH < 3m (10')

P2 - EWH < 7.5m (24')

P3 - EWH to 14m (46')

3-bar VASIS

- EHW P1/ P2 use bottom 2 bars

Front 17

TODA & ASDA

Back 17

*TODA = TORA + Clearway

*ASDA = TORA + Stopway

TORA = basic rwy length

Front 18

Clearway

Back 18

- area at end of rwy over which a/c can accelerate and climb after t/o (climbing 17.5' - 35')

- max 1000'

- obstacle free

Front 19

Accelerate-stop distance vs Accelerate-go distance

Back 19

ASD - distance req to accelerate to highest speed from which a/c may be stopped

AGD - distance req to continue t/o, rotate at Vr and climb to 35' ab rwy at speed V2 following eng failure at V1

Front 20

Balanced field

Back 20

AGD = ASD

*will allow highest t/o weight possible out of rwy for given conditions

Balanced field length:

Length of rwy req for ac to accelerate to V1, lose engine and either continue TO or reject

Front 21

V1 inc with

Back 21

- inc weight

- inc HW

- upslope rwy

- inc density alt

- inc rwy length

Front 22

V1 dec with

Back 22

- dec weight

- dec density alt

- downslope rwy

- tailwind component

- dec rwy length

- contaminated rwy

Front 23

Hydroplaning

Back 23

- caused when tire squeezes water from tread and generates enough water pressure to lift tire off rwy

Variables:

- depth of tread

- PSI of tire (underinflated more susceptible than correctly inflated)

- rotating vs non-rotating

- water depth

- speed

Front 24

Hydroplaning types

Back 24

Dynamic: tire rides up a wedge of water, which stops rotation

- occurs in heavy rain conditions

1. *Surface water > depth of tread

2. *Tire speed high enough that water not able to escape fast enough

Viscous: smooth surface covered with rubber and only req thin layer of water

Reverted rubber: locked tire (due braking) generates enough friction to cause steam to lift tire off rwy

- common in conditions thin layer of water

- can revert rubber to chemical properties

Front 25

Hydroplaning speeds

Back 25

Non rotating = 7.7 × sq rt (PSI)

Rotating = 9 × sq rt (PSI)

Front 26

Specific ground range

Back 26

*use when comparing altitudes

= ground speed / fuel flow

Front 27

Specific air range

Back 27

*when comparing range performance of different a/c

= TAS / fuel flow

Front 28

Types of de/ anti icing fluids

Back 28

Type 1: low viscosity de-ice short term protection

- some protection against refreeze but not much against further accumulation

Type 2: higher viscosity anti ice, blow off after 100kts (Vr above 100kts)

- applied cold, medium HOT

Type 3: med viscosity, suitable for slower a/c w/ Vr < 100kts

Type 4: high viscosity longer HOT, Vr ab 100kts

*Type 2/4 undesirable Vr < 100kts

Front 29

Departing from icy / slushy rwy

Back 29

Leave gear extended for period of time and cycle brakes to brake off any ice/slush adhering to wheels

Front 30

Service ceiling

Back 30

Density alt at which ROC reduced to 100 fpm

Front 31

Vmbe

Back 31

Max speed (indicated) possible to stop a/c using wheel braking only

- varies w/ weight & density alt

Front 32

Fluid is considered to have failed when

Back 32

*can no longer absorb frozen contamination

- snow/sitting on top

Front 33

Critical surface inspection

Back 33

- completed by qualified person

- immediately after final application

Front 34

Pre-takeoff inspection

Back 34

- immediately prior to takeoff

- 5 min prior to roll

Prior to min HOT = no PTI

Min time - max time = PTI

> max time = CSI or re-application

Front 35

Frost needles underside of wing

Back 35

- when impact lower surface, no impact on lift

- dec climb gradient capability

- 2nd seg limiting weight penalty

Front 36

Cold soaked wing

Back 36

Precip falling on cold soaked wing

- *clear ice (above fuel tanks)

- hard to see

- dependent on (type/depth/liquid content of precip, ambient air temp, wing temp)

- cause frost on upper and lwr wing near fuel tanks

- cause frost in conditions of high relative humidity even at temps > 0°

Front 37

Tailplane icing

Back 37

*can occur at high speeds

Stall

- critical AoA exceeded (flap extension, abrupt nose down, boot inflation)

= rapid pitch down

Recovery

- apply back pressure

- retract flap to last position

- apply pwr with caution

- ensure deice equip ON

Front 38

Aerodrome operating vis - Active tower

Back 38

Hierarchy:

1. RVR for intended rwy of use

2. Ground vis (METAR)

3. Tower vis (beats 2 where AWOS non representative)

4. Pilot vis

Front 39

Aerodrome operating vis - No active tower

Back 39

Arrivals (hierarchy)

1. RVR intended rwy

2. Ground vis

3. Pilot vis

Departures (lowest)

1. Ground vis

2. Any reported RVR

3. Pilot vis

Front 40

Aerodrome operating vis

Back 40

- min vis published in CFS

Taxi ops allowed where

- *drops blw after commence taxi for dept (incl de ice stop) OR after landed

- where authorized by a/d operator in accordance w/ RVOP/LVOP

Front 41

Buffet boundary

Back 41

Factors that affect AoA

- g loading

- AoB

- weight

- pressure/density alt

Narrow margin of protection btwn low and high speed buffet

Front 42

Vra

Back 42

Max allowable rough air speed

Front 43

V3

Back 43

Flap retraction speed

Front 44

No type II or IV fluid applied to

Back 44

Pitot heads, static ports, AoA sensors, control surface cavaties, cockpit windows, nose of aircraft, lower side of radome, air inlets or air intakes of engines

Front 45

Vmca

Back 45

Air min control speed

Following failure of critical engine w/ remaining engine at TO pwr

1. Gross weight

2. CoG aft limit

3. Flaps in TO pos

4. Gear retracted

5. Prop windmilling

Front 46

CRFI incl in RSC reports when

Back 46

Rwy cintaminated w/

- ice & snow

- slush

- wet snow

Not rain

Front 47

TO 2nd segment climb gradient

Back 47

Starts at gear retraction and continues until ac reaches alt at least 400' or specified level off height

- must maintain climb gradient of 2.4% in this segment

Front 48

TO final segment climb gradient

Back 48

Predicated on:

- max continuous pwr

- gear up

- flaps retracted