cat a performance

8/9/2019 CAT a Performance

1/34

Take off speeds

• VMCG: the minimum speed on zhe ground at which the take off can be safelycontinued, when the critical engine suddenly becomes inoperatie with theremaining engines at take off thrust!

" VMCG # VMC$

• VMCA: the minimum flight speed at which the aircraft is controllable with ama%imum of &' bank when the critical engine suddelny becomesinoperatie with the remaining engines at take of thurst!

" VMC$ ( VMCG

• VEF: the speed at which the critical engine is asumed to fail!

• V1: the speed at which in the eent of engine failure:

" The continued T)*+ will not e%ceed the T)* " The continued T)+ do not e%ceed T)++ " The $* do not e%ceed $*+


2/34

• VR: The speed at which, during the take off, rotation is initiated: " V+ - V. " /s dependent on the take off mass and flaps setting

" Vary with aerodrome leel and temperature

• VMU: The minimum unstick speed at which the aeroplane canbe made to leae the ground and climb without undue hazardto screen height with all power units operating!

• VLOF: The speed at which the main wheels leae the ground ifthe aircraft is rotated about its lateral a%is at V+! This speed isa direct functionof aircraft mass and flap setiing!

• V2: The target speed to be attained at the screen height withone engine inoperatie, and used to the point whereacceleration to flap retraction speed is initiated! " V2 > .,0V aeroplanes with 012 engines!

" V2 > .,.&V aeroplanes with more than 2 engines


3/34

RWYRWY

VVMCG VVMC$ VV34 VV. VV+ VVM5 VV6)4

VV0T)+T)+

T)*T)*

• VMCG < VMCA• VMCA > VMCG• VEF ≥ VMCG,VEF < V1• V1 < VR, V1 < VMBE• V1 > VMCG, V1≥ VEF + 2s

• VR > V1, VR> 1,05VMC

• VR > peed which allows toreach 2&ft height aboe +78surface and V0 take off safetyspeed!

creen height

BRP


4/34

T)*+ all engines operating, dry9wet +78!

• TODR = 8! TODA, 1"15#TODR $ TODA

T)*$

2 & f t

V6)4V+V.

V0

;at $< T)*+ = >?@ T)*$, T)*+A.,.& = T)*$<

DRY %& WET RWY C78


5/34

T)*+ )ne engine out dry +78!

• TODR $ TODA " *istance from the B+ to the point where the aeroplane reaches 2&ft

aboe +78 surface, and airspeed V0!

" 3ngine failure occured at V34!

" /f is aailable C78 half of the air part of take off path must be oer +78!

T)*$

2 & f t

V6)4V+V.

V0

M%'&(, s)*( RWYuchD +78

T)*+ E T)*$

)ne engine out of operation!

V34

DRY RWY CWY

a a


6/34

T)*+ )ne engine out of operation 73T +78!

• TODR $ TODA " Total distance from B+ to the point .&ft aboe +78 surface!

T)*$

. & f tV6)4V+V.

V0

M%'&(, s)*( RWYMokrD +78

T)*+ E T)*$

$ll engines

operating! )ne engine out of operation!

2 & f t

V34

W- RWY CWY


7/34

T)*+ one engine out *+8 s 7et +78!

T)*$

2 & f t

V0

M%'&(, s)*( RWYuchD +78

T)*+ E T)*$

$ll engines

operating! )ne engine out of operation!

V34

RWY CWY

V6)4

wet

V.wet

V.dry

V6)4dry

. & f t


8/34

T)++ all engines operating!

• TORR $ 8!TORA

2 & f tV6)4V+V.

W- %& .&/ RWY

T)+$

T)++ = >?@ T)+$

a a

T)+ = .,.&AT)++


9/34

T)++ one engine out of operation dry +78!

• TORR $ TORA " Total distance from the B+ to the point 2&ft aboe +78 surface! " Ground distance from the B+ to the V6)4 is eFual to the airborne

distance from the V6)4 to the point 2&ft aboe +78 surface!

2 & f tV6)4V+V.

D&/ RWY

T)+$

T)++ E T)+$

V34

$ll engines

operating )ne engine out of operation!

a a

V0


10/34

T)++ )ne engine out of operation, 73T +78!

• TORR $ TORA

" Total distance from the B+ to the V6)4 point!

" 3ngine failure is assumed to be at higher possible V34 lower possible V.<

2 & f t

V+V.

W- RWY

T)+$

T)++ E T)+$

V34

$ll engines operating)ne engine out of

operation

V6)4

V0


11/34


12/34

$*+ )ne engine out of operation *ry97et +78!

• ADR $ ADA

• ) % T& .3s-4*s:

" *istance from B+ to the V34!

" *istance consumed by pilot reaction from V 34 to V. I 0s

" *istance consumed to the complete stop!

W- %& .&/ RWY WY

$*+ E $*$

T)+$

T)

$*$

V. I 0s

$cceleration *eceleration

V.V34

$ll engines operating! )ne engine out of operation!


13/34

T4' % 63- &.)*. -&)s-

• This procedure increases engine life and should

be used when prewailing conditions allows to

complete take off without full thrust setting

satsisfactory: " 6ong T)*$

" 6ow temperature

" 6ow aeroplane mass• Ma%imum permitted reduce of thrust is 0&@!


14/34

Take off with reduced thrust is not

permitted when:

• +78 is icy or slippery

• +78 is contaminated

• $nti skid is inoperatie• +eerse thrust is inoperatie

• /ncreased V0 procedure is used

• MC off


15/34


16/34

Ballanced field take off lenght

• V. must be in range between VMCG and V+ " 6ow V. gies low $*

• short distance to V., and less kinetic energy has to

be dissipated during braking " 6ow V. gies relatiely long T)*

• due to relatiely long acceleration from V. to V+ ifengine failure occurs

• Ballanced field take off lenght proides thehighest alowable mass for the aailable+78


17/34


18/34

/nitial climb all engines operating

• /s flown according to 4light Manual

• /s flown usually at speeds V0 I .J " 0J;t

• /n accordance to Koise abatementprocedures!


19/34

/nitial Climb segments )ne engine out of operation

7- G4& F49s P%6& A3&s9.

1 *own Take off Take off V0

2 5p Take off Take off V0

5 +etracting Take off

$cceleration to min!.,0& V

; 5p +etracted KominalMin! .,0&

V

. 0 2

M i n G J J f t

Gear up

2&ft

4laps up

M i n . & J J f t


20/34

M3" *3 7&4.3-s

7- %" E73s

2 ;

1ositi J,2@ J,&@

2 0,@ 0,?@ 2,J@

, ; .,0@ .,&@ .,?@


21/34

3-34 C3 O 73 %)- % %9&4-3%,

Os-4* *4&4* &?)3&-s"

• +eFuired climb gradient Ket gradient


22/34


23/34

%3s 44-- 9&%*.)& 4@34-37 %3s

*%s -% - 4&%.&%


24/34

Koise abatement procedure alleiating noise

distant from the aerodrome


25/34

6anding mass

• Ma% landing mass must be lower than:

" Go around climb gradiend limited mass!

" Mass limited by the +78 lenght!

" tructural landing mass!


26/34


27/34

Climb reFuirements during go around

climb, one engine inoperatie!

• Climb gradient must not be lower than:

" 0,.@ twin engine aircraft

" 0,@ triple engine aircraft

" 0,?@ four engine aircraft• Critical engine is out of operation

• +emaining engines works at full power

• $irspeed is the same for normal approach but not higher than

.,.V+

• Gear up

• $pproach flaps, approach V must not be higher than landing V<


28/34

6anding *istance is based on:

" $eroplane is in landing configuration

" $irspeed aboe treshold at &Jft is not less than

.!02V,+

" $erodrome pressure altitude

" tandart $erodrome temperature

" 7ind component &J@ headwind, .&J@ tailwind

" +78 slope if is higher than 0@!


29/34

L4.37 D3s-4* R?)3&. .&/ RWY

• /s the distance from &Jft height aboe

treshold to complete stop and must not

be longer then:

" LJ@ 6*$ Nets!

" ?J@ 6*$ turboprops!


30/34

6*+ Nets, dry +78!

• 6* = LJ@6*$, 6*+ = .!L?6*

D&/ RWY

& J f t

6*$

6*+ = .,L?A6*

6* = LJ@ 6*$

T)

2'&@<

.,2 V VMC6


31/34


32/34

L4.37 .3s-4* &?)3&. 6- RWY"

• /f wet runway is forecasted during landing,

than 6*+ for wet +78 is 6*+ dry9.,.&!


33/34

6*+ Nets, wet +78!

• 6* = &0@6*$, 6*+ = .!H06*

D&/ RWY

& J f t

6*$

6*+ = .,H0A6*

6* = &0@ 6*$

T)

2'&@<

.,2 V VMC6<


34/34

6*+ turboprops, wet +78!

• 6* = L.@6*$, 6*+ = .!L6*

W- RWY

& J f t

6*$

6*+ = .,LA6*

6* = L.@ 6*$

T)

2'&@<

.,2 V VMC6

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