ATPL Performance (Australian CASA Pilot Theory Exams) flashcards
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32 cards. Read the term and the definition here. The deck at the top of this page is optional.
- Balanced field length
- The runway length at which the accelerate-stop distance equals the take-off distance to 35 ft, with V1 set to V1(BFL).
- V1
- The decision speed at which, if an engine fails, the pilot can either continue the take-off or stop within the remaining runway.
- V2
- Take-off safety speed, the speed to be attained at 35 ft above the runway with one engine inoperative, providing minimum control and climb gradient.
- Take-off distance required
- The horizontal distance from the start of the take-off roll to the point where the aircraft reaches 35 ft (or 50 ft for wet) above the runway.
- Accelerate-stop distance
- The distance required to accelerate to V1, recognize an engine failure, and bring the aircraft to a full stop using brakes and spoilers.
- Second segment climb gradient
- The minimum climb gradient required from 35 ft to 400 ft with one engine inoperative: 2.4% for twin, 2.7% for tri, 3.0% for quad.
- Net take-off flight path
- The gross take-off flight path reduced by 0.8% (twin) or 0.9% (tri/quad) gradient, used for obstacle clearance; must clear obstacles by 35 ft.
- VX
- The speed for best angle of climb, which gives the maximum climb gradient and is used for obstacle clearance; lower than VY.
- VY
- The speed for best rate of climb, which gives the maximum rate of climb in feet per minute; higher than VX.
- Service ceiling
- The altitude at which the maximum rate of climb is 100 feet per minute; above this, climb performance is significantly reduced.
- Climb gradient formula
- Climb gradient (%) = (ROC in ft/min × 60) / (TAS in knots × 101.27) × 100, or ROC = gradient × TAS × 1.013.
- Specific range
- The distance flown per unit of fuel consumed, equal to TAS divided by fuel flow; maximum specific range gives maximum range for a given fuel.
- Long range cruise speed
- A speed approximately 1.02 times the maximum range cruise speed, giving about 99% of maximum specific range while improving stability and reducing flight time.
- Cost index
- The ratio of fuel cost per hour to time cost per hour; used to select cruise speed: CI=0 gives maximum range, CI=max gives maximum speed.
- Optimum cruise altitude
- The altitude at which specific range is maximum for a given mass and temperature; increases as mass decreases during flight.
- Maximum endurance speed
- The speed that minimizes fuel flow per unit time, allowing the aircraft to stay airborne for the longest time; lower than maximum range speed.
- Cruise climb
- A gradual climb during cruise as fuel is burned and mass decreases, maintaining optimum altitude and improving specific range.
- Step climb
- A climb to a higher cruise altitude when the aircraft mass has decreased enough that the higher altitude becomes optimal, improving fuel efficiency.
- VREF
- The landing reference speed, equal to 1.3 times the stall speed in the landing configuration (VS0) or 1.23 times VS1G.
- VAPP
- The approach speed, equal to VREF plus a wind correction (half headwind plus full gust, not less than 5 kt).
- Landing distance required
- The horizontal distance from 50 ft above the runway threshold to a full stop, including air distance and ground roll, using maximum braking.
- Landing climb gradient
- The minimum climb gradient required for go-around in landing configuration at VREF with one engine inoperative: 2.1% twin, 2.4% tri, 2.7% quad.
- Brake energy limit
- The maximum kinetic energy that the brakes can absorb during a rejected take-off or landing; exceeding it may cause brake failure or fire.
- Contaminated runway
- A runway covered with standing water, slush, snow, or ice, which increases landing distance and may reduce braking action and directional control.
- Final reserve fuel
- Fuel required to hold for 30 minutes at 1500 ft above the aerodrome in clean configuration at holding speed for turbine aircraft; 45 minutes for piston.
- Contingency fuel
- Fuel equal to 5% of trip fuel or 5 minutes holding, whichever is greater, to cover unforeseen deviations from the planned flight.
- Alternate fuel
- Fuel required to fly from the destination to the alternate aerodrome, including approach and landing, when a destination alternate is required.
- Trip fuel
- Fuel required from take-off to landing at the destination, including climb, cruise, and descent, based on planned route and conditions.
- Taxi fuel
- Fuel consumed before take-off, including engine start, taxi, and run-up, typically a small percentage of total fuel.
- Specific fuel consumption
- Fuel flow per unit of thrust or power, used to estimate fuel consumption from engine output; varies with altitude, temperature, and Mach number.
- Fuel density
- The mass per unit volume of fuel, typically 0.78-0.80 kg/L for Jet A-1; used to convert between mass and volume and varies with temperature.
- Integrated range method
- A flight planning technique that calculates fuel burn over segments by integrating specific range over the flight profile, accounting for mass changes.