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THE

PILOT

performance
ATPL
STUDENT
pilot
resume

all info you need to pass atpl exams

V-SPEEDS
VX:

VY:

-

Best/max angle of climb speed, climb at slower speed but steeper angle
Max obstacle clearance
Speed for which the ratio of climb & forward speed is maximum
Max excess thrust (thrust available - thrust required = max = best angle)
Max obstacle clearance with no high lift devices, may be lower or equal to V Y

-

Best rate of climb speed, climb at shallower angle but reach altitude faster
Speed for best rate of climb, maximum height in shortest time
Maximum excess power (power available - power required = max = best R/C)

*** Remember power required curve vs drag/thrust curve
...
32
V MD
Jets:
-

V MD = min thrust required/min drag speed (Min thrust = min drag)
Best angle of climb V X = V MD = Best endurance = speed for max L/D = Holding speed
Best rate of climb V Y = 1
...
3
- Constant in turbulent conditions
- Landing speed: 1
...
05V MCA or V 1
V EF : 2 seconds are for recognition
V MBE (Max brake energy):
- Must not be exceeded by V 1
- If TOM is V MBE limited, an uphill requires less brake energy thus allows an increased mass (A good thing)
V2:
- Take-off safety speed/take off climb speed or speed at 35ft
- May not be less than 1
...
08 V SR for turboprops
- May not be less than 1
...
32V MD
V SR : Reference stalls speed (6% higher than V S )
V R : 1
...
3
- Landing speed: 1
...
13 V SR for turbojets
- 1
...
10 V MCA
Take off safety speeds Class B:
- Multi engine = 1
...
2 x V S1
Service ceiling:
- Piston ROC < 100ft/min
- Jet ROC <500ft/min
Absolute ceiling: ROC = 0ft/min
Clearway:
- 50% of TORA
- Area 152m (Min width 500ft) wide under control of airport authorities
TODA:
- 150% of TORA
No stopway & clearway:
- (TOD x 1
...
32 V MD )
- Propeller aircraft at medium altitude better engine efficiency (Power required increases with altitude)

Runway factor Class B:
Landing: x 1
...
15 (Grass up to 20cm) x 1
...
2 (Dry) x 1
...
0 (Wet paved)
Runway without stopway or clearway available:
- TORA: 1
...
3
- TODA: 1
...
0
*(ASS 1
...
15, TOR 1)
Slope factor:
1% = + 0
...
05 for DOWNSLOPE FOR LANDING
Rate of climb = Gradient % x ground speed
Net take-off flight path: Clears obstacle distance of beginning 50ft to 1500ft
Climb rate requirement: 300ft/min with all engines operating at max continuous power
Drift down procedure: Procedure for one engine inoperative
Gross gradient of climb: - 0
...
5%
Compliance planning stage: 300ft/min climb with all engines operating
After take-off:
Bank angle below 50ft (screen height) = 0 after take-off
VMC
IMC

0 – 15o
300m
600m

15o
600m
900m

Clearance width (D = Distance from end of TODA):
Wingspan > 60m: 90m + 0
...
125D
Turning after take-off:
- No turns below 50ft
- 15o from 50 – 400ft
- 25o >400ft
Climb angle (o) = Climb gradient (%) x (3/5)
ROC = Still air climb gradient (%) x TAS
ROC = Effective wind climb gradient (%) x GS
More accurate formula: ROC = Climb gradient (%) x TAS x (6080/6000)
Gradient % = (Altitude difference x 100) ÷ horizontal distance
Vertical height clearance = [Screen height + altitude difference] – obstacle elevation
Gradient % = (T/W – D/L) x 100

Solving questions:
ROC in VMC = ROC all engine x 0
...
4%
1
...
3%
2
...
5%
4 engines
0
...
7%
PCN/ACN:
ACN may exceed the PCN by 10%
- 1st acronym: Load capacity
- 2nd acronym: F = +10%, R = + 5%
MTOM calculation:
Gradient (%) = (T – D)/W x 100
*Determining MTOM assume one engine fails
Climb gradient (%) = ((Thrust – drag) ÷ weight) x100 = constant ÷ weight x 100
Net flight path gradient is smaller than gross
Gross gradient:
- 0
...
9% - 3 engine
- 1% 4 engine
Drag = W ÷ L/D ratio
Gradient = (T – D)/W x 100
Class A vertical interval during drift down = 2000ft
Maximum landing distance at destination & alternate (Always the same) Class A:
Turboprop = x 0
...
6 (Jet & wet 1
...
6) x 1
...
15 (+15%)

Theory to just remember:
- FOR JET PROPELLED: Speed over drag ratio is maximum RANGE SPEED
- Aeroplane with reciprocating engine flying at constant AOA, mass & configuration with increasing altitude
the drag remains unchanged but the TAS increases
- Altitude increase effect on V X & V Y in IAS: V X constant & V Y decrease
- Maximum horizontal speed occurs when: Maximum thrust = total drag
- Any acceleration during climb with power constant decreases ROD & angle of climb
- Minimum gross gradient does not account for wind
- Take off performance data is generally determined by the manufacturers by calculations only a few values
are verified by flight tests
- V MCG found with nose wheel steering inoperative as it must be valid in both wet & dry conditions
- Glide range increases when C L is reduced
- Fuel mileage in NM/KG: Lowers with FORWARD CG
- Down slope reduces V1 & reduces TODR (More than increases ASDR)
Important to understand
- Effect of GLIDING/DESCENDING: When you descend at constant MACH, your IAS increases (as you are
pitching down) so decreases coefficient of lift, descent angle increases (Because pitching down makes it
steeper)
- Turboprops are CLASS A, pistons/reciprocating are class B



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