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Aircraft Performance
Aircraft Performance
Aircraft Performance
Abbreviations.
SPEEDS.
THRUST SETTING.
MISCELLANEOUS.
BA = Braking Action.
CG = Center of Gravity.
= friction coefficient.
FL = Flight Level.
GWC = Gross Weight Chart.
RC = Rate of Climb.
RTO = Rejected Takeoff.
RWY = runway.
SL = Sea Level.
T/O = TKOF = takeoff.
TODC = Takeoff Data Computer.
Characteristic speeds.
Min. Control Speed on Ground VMCG is defined as the minimum speed at which directional control on ground can be recovered
after lateral deviation of max 30 ft and maintained under the following conditions:
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Note - VMCG determines the lowest V1 to be used.
Min. Control Speed Airborne VMCA is defined as the speed at which directional control can be recovered and maintained in
flight under the following conditions:
V1 = Decision speed is the speed at which, for the purpose of determining the required takeoff runway length, engine failure is
assumed to be recognized and the rejected takeoff initiated. The reaction time used in the calculation is about 1 second. Thus for
calculation of the required runway length, the engine failure is assumed to occur 1 s before V1. The total time for pilot actions , until
full brakes are applied, is the time demonstrated during certification plus two seconds (typically 3-4 seconds).
Note - In certification, stopping from V1 is based on the most efficient wheel braking on a dry runway without credit for
reversing. The performance in an actual accelerate-stop case may differ from the demonstrated performance due to a
number of reasons such as worn or lost brakes, excessive pilot reaction time, etc. The benefit of reversers is very small on
top of max braking on a dry runway. Thus, stopping from V1 at a runway limited weight is a very critical task.
Reduced V1 (15 ft screen height) is possible to use. In connection with reduced braking action, as on a wet runway, a rejected
takeoff close to V1 becomes even more critical than described above. For such cases, a reduced V1 can be used to transfer safety
margin from the continued takeoff case to the rejected case to better balance the margins between the two options.
In accordance with CAA regulations, V1 on wet and contaminated runway is based on obtaining 15 ft at the end of takeoff distance
instead of the normal 35 ft. Takeoff weight calculations must be designed to consider V1 reductions. Otherwise the contamination
may degrade acceleration, after the engine failure, so the aircraft will not lift off before the end of the runway.
VR = Rotation speed is the speed at which, for the purpose of determining required takeoff runway length, rotation of the aircraft
is initiated.
V1.
1.05 times the minimum control speed, airborne.
A speed which permits the attainment of V2 prior to reaching 35 ft height at the end of the takeoff distance.
An upper limit for VR is set to max tire speed.
V2 = Takeoff safety speed is the speed used to determining the performance during the initial climbout. In these calculations, V2
should be reached prior to attaining a height of 35 ft above the runway surface.
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The required takeoff distance, prior to the end of which it should be attained.
The climb requirements limitaions.
The obstacle clearance limitaions.
In practise, V2 should be used as climbout speed in case of engine failure until the aircraft has attained a safe height above obstacles
in the takeoff direction. Flying at speeds below V2 will result in considerable loss in climb performance and may crate problems
regarding stall.
VFl up and VSl in are minimum speeds for retraction of FLAPS and SLATS after takeoff.
VClean is the speed to be used in the final segment of a takeoff with engine failure, i.e with "CLEAN" aircraft (after flap/slat
retraction).
VP = Pattern speed is "maneuvering speeds" and gives better margin to stall. Used in low level holdings, procedure and circuits.
VP clean "PATTERN CLEAN", normally the lowest speed with all engines running.
Rough Air Speed is the speed which should be used in connection with severe turbulence.
VHOLD Speed to be used during holdings. Below FL 250 the same as VP clean. FL 250-290 VP clean + 10 kt. Above FL 290 VP
clean + 20 kt.
Vref is reference speed used to derive other speeds for different phases of flight by adding of fixed increments. The amount to be
added are stated in the respective aircraft operating manual. When Vref is used without additional flap suffix, it is based on the full
landing configuration. Occasionally it is necessary to use Vref based on other flap setting. In such cases the configuration is always
indicated as a suffix (Vref 20).
Landing runway length requirements are based on Vref at 50 ft over the runway threshold.
VTH For aircraft not using Vref, landing runway length requirements are based on VTH at 50 ft over the runway threshold.
In connection with issuance of loadsheet and flighplan, some specific load control terms are used. This table shows the explanation
in alphabetic order.
WEIGHT terms.
aircraft structure.
systems.
engines.
unremovable equipment.
unusable liquids (fuel, oil and others).
standard loose equipment.
DOW = Dry Operating Weight. Operational empty weight. Basic weight plus operational items such as crew and pantry
(equipment, food, beverages).
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LW = Landing Weight. Takeoff weight minus trip fuel.
MLW = Maximum Landing Weight. Weight limitation for landing, governed by structural and/or operational requirements.
MTOW = Maximum TakeOff Weight. Weight limitation for takeoff (brake release), governed by structural and/or operational
requirements.
RW = Ramp Weight. Takeoff weight plus taxi fuel, i. e. weight of loaded aircraft before starting the engines.
TOW = Takeoff Weight. Gross weight of aircraft at brake release for takeoff, i.e. actual zero fuel weight plus takeoff fuel.
ZFW = Zero Fuel Weight. Dry operating weight plus total traffic load.
Fuel terms.
Ballast fuel. Non-usable fuel used for balancing purpose (only possible on some aircraft). The ballast fuel is separated from takeoff
fuel (usable fuel) and loaded ia a separate tank. the fuel must not be consumed or jettisoned during flight.
Block fuel. Weight of total amount of fuel on board before starting taxi.
Reserve fuel. Difference between takeoff fuel and trip fuel, consiting of:
Route reserve,
diversion,
holding, and
additional fuel.
Taxi fuel. Weight of fuel to cover APU consumption, engine start and ground maneuvers until start of takeoff. Standard weights are
used which are, with a few exceptions, applicable at every airport.
TOF = TakeOff Fuel. Weight of total usable fuel onboard at the moment of takeoff (brake release).
Trip fuel. Weight of the precalculated fuel consumption from takeoff to touchdown at the next point of landing.
Load terms.
Allowed traffic load. The weight remaining after the subtraction of the operating weight from the allowed takeoff weight.
baggage
cargo
mail
passengers
baggage
cargo
mail
Underload. difference between allowed traffic load and load actually carried.
Balance terms.
BI = Basic Index. Center of gravity at basic weight (BW) expressed as an index value.
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DOI = Dry Operating Index. Center of gravity at dry operating weight expressed as an index value. Basic index (BI) corrected
for the balance influence of the loads included in dry operating weight (DOW).
DLI = Dead Load Index. Dry operating index (DOI) corrected for the balance influence of the load in compartments.
LIZFW = Loaded Index at Zero fuel weight. Deadload index (DLI) corrected for the influence of passengers in cabin (fuel not
included).
MAC = Mean Aerodynamic Chord. Imaginary reference line (chord) dividing the wing areas producing the same amount of lift.
Location of CG of loaded aircraft is given as a percentage of the MAC.
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