ATPL Performance (Australian CASA Pilot Theory Exams) key terms

The maximum speed on the take-off run at which a rejected take-off can be initiated and the aircraft stopped on the remaining runway, or the minimum speed at which a take-off can be continued after an engine failure.

The take-off safety speed that must be attained by the time the aircraft reaches 35 feet above the runway surface with one engine inoperative, ensuring adequate climb gradient and controllability.

The rotation speed at which the pilot initiates the pitch-up manoeuvre during take-off, chosen so that V2 is reached by 35 feet with an engine failure.

The landing reference speed, equal to 1.3 times the stall speed in the landing configuration (VSO), used as the target speed at the 50-foot threshold crossing.

Accelerate-Stop Distance Available: the length of the take-off run available plus any stopway, declared by the airport authority for use in rejected take-off performance calculations.

Take-Off Run Available: the length of runway declared available and suitable for the ground run of an aeroplane taking off, excluding any clearway.

Take-Off Distance Available: the sum of TORA and any clearway, representing the total distance available for the take-off flight path to 35 feet.

An area beyond the runway, not less than 150 metres wide, free of obstacles and under airport control, over which an aircraft can climb to 35 feet after lift-off.

A rectangular area beyond the runway, at least as wide as the runway, prepared for an aircraft to stop without structural damage during a rejected take-off.

The runway length at which the accelerate-stop distance equals the accelerate-go distance, giving the minimum field length required for a given weight and conditions.

The horizontal distance from the start of the take-off roll to the point where the aircraft reaches 35 feet above the runway surface, with one engine inoperative.

The horizontal distance from the start of the take-off roll to the point where the aircraft becomes airborne and leaves the ground, without the airborne segment.

The ratio of vertical height gained to horizontal distance travelled, usually expressed as a percentage, used to ensure obstacle clearance during climb segments.

The take-off flight path of a multi-engine aeroplane with one engine inoperative, reduced by a specified gradient decrement (0.8% for two-engine, 0.9% for three-engine, 1.0% for four-engine) to account for pilot technique and turbulence.

The minimum vertical or horizontal separation between an aircraft's flight path and an obstacle, ensuring safe passage during take-off, climb, or approach.

The altitude at which an aircraft levels off to accelerate from V2 to en-route climb speed after take-off, typically at least 400 feet above the runway.

The maximum altitude at which an aircraft can maintain a specified cruise speed and engine power setting under given conditions, often limited by thrust or buffet.

The altitude at which an aircraft's maximum rate of climb falls to 100 feet per minute, representing the practical upper limit for sustained climbing.

The distance an aircraft can fly per unit of fuel consumed, typically expressed in nautical miles per kilogram or per pound, used to optimise cruise efficiency.

The rate at which fuel is consumed by the engines, usually measured in kilograms or pounds per hour, affecting endurance and range calculations.

The maximum time an aircraft can remain airborne on a given amount of fuel, determined by fuel flow and power settings.

The maximum distance an aircraft can fly on a given amount of fuel, influenced by speed, altitude, wind, and fuel consumption.

The horizontal distance from the 50-foot threshold crossing point to the point where the aircraft comes to a full stop, including airborne and ground segments.

Landing Distance Available: the length of runway declared available and suitable for the ground run of an aeroplane landing, excluding any stopway or clearway.

The total fuel required at the start of a flight, including trip fuel, contingency fuel, alternate fuel, final reserve, and any additional fuel.

Fuel added to the trip fuel to cover unforeseen factors such as weather, routing, or aircraft performance variations, typically 5% of trip fuel or a specified time.

The minimum fuel that must remain at the end of a flight, typically 30 minutes of holding at 1500 feet above the alternate aerodrome, ensuring safe diversion.

The fuel required to fly from the destination to the alternate aerodrome, including approach and landing, in case a landing at the destination is not possible.

The fuel required to fly from the departure aerodrome to the destination aerodrome, including take-off, climb, cruise, descent, and approach.

A runway surface that is free of standing water, slush, snow, or ice, providing maximum braking friction and requiring the shortest landing distance.

A runway surface covered with a thin layer of water (less than 3 mm) or moisture, reducing braking action and increasing landing distance by a factor of up to 1.15.

A runway surface with standing water, slush, snow, or ice that significantly reduces braking friction and may cause aquaplaning, requiring additional landing distance.

The altitude indicated when the altimeter is set to the standard pressure of 1013.25 hPa, used in performance charts to standardise calculations.

Pressure altitude corrected for non-standard temperature, representing the altitude at which the aircraft would perform as if at that altitude in the standard atmosphere.

The component of wind velocity parallel to the runway centreline, opposing the aircraft's motion and reducing take-off and landing distances.

The component of wind velocity parallel to the runway centreline, aligned with the aircraft's motion and increasing take-off and landing distances.

The maximum mass at which the aircraft is certified for take-off, limited by structural, performance, or runway constraints for the given conditions.

The maximum mass at which the aircraft is certified for landing, often lower than the maximum take-off mass due to structural limits.