ATPL Flight Performance and Planning flashcards
ATPL Flight Performance and Planning · Build recall with a focused review session.
32 cards. Read the term and the definition here. The deck at the top of this page is optional.
- TORA
- Take-off run available: the length of runway declared available and suitable for the ground run of an aeroplane taking off, measured from the start of the take-off run to the end of the runway.
- TODA
- Take-off distance available: TORA plus clearway, where the clearway is an area free of obstacles at least 90 m wide and not more than half the TORA.
- ASDA
- Accelerate-stop distance available: TORA plus stopway, where the stopway is at least as wide as the runway and able to support the aeroplane without structural damage.
- Balanced field length
- The runway length at which the all-engines take-off distance equals the one-engine-inoperative accelerate-stop distance, achieved at the balanced V1.
- V1
- The decision speed: before V1 an engine failure allows a stop within ASDA; at or after V1 the take-off can be continued to 35 ft within TODA.
- Second segment gradient
- The climb gradient required with gear up, take-off flaps and V2 at 35 ft: 2.4% for two-engine, 2.7% for three-engine and 3.0% for four-engine aeroplanes.
- Net take-off flight path
- The gross take-off flight path reduced by 0.8% for two-engine, 0.9% for three-engine and 1.0% for four-engine aeroplanes, used for obstacle clearance.
- VX and VY
- VX is the speed for the best angle of climb, used for obstacle clearance; VY is the speed for the best rate of climb, used for the fastest height gain.
- En-route climb gradient
- The one-engine-inoperative gradient required at 1500 ft above the aerodrome and at cruise altitude: 1.1% two-engine, 1.4% three-engine and 1.6% four-engine.
- Landing climb gradient
- The all-engines gradient required with approach flaps and gear down: 3.2% two-engine, 3.4% three-engine and 3.6% four-engine aeroplanes.
- LDA
- Landing distance available: the length of runway available for the landing ground run, measured from the threshold to the end of the runway, reduced by a displaced threshold.
- Wet landing factor
- The operational landing distance on a wet runway is approximately 1.15 times the dry distance; the certification distance is multiplied by 1.67 (dry) or 1.92 (wet).
- Displaced threshold
- A threshold located at a point other than the beginning of the runway; it reduces the LDA but not the TORA, since the take-off run may still use the full length.
- Contaminated runway
- A runway covered by standing water, slush, snow or ice; AFM contaminated data must be used, and braking action is reported as good, medium, poor or nil.
- Driftdown
- The descent with one engine inoperative to the single-engine service ceiling; the net driftdown path must clear all obstacles by 1000 ft.
- Take-off obstacle clearance
- The net take-off flight path must clear all obstacles by 35 ft vertically or 90 m horizontally; if not, reduce mass or use improved climb.
- MZFM
- Maximum zero fuel mass: the maximum mass of the aeroplane without usable fuel; it limits the payload plus dry operating mass and is a structural limit.
- Dry operating mass
- Basic empty mass plus crew, crew baggage, catering and potable water; it excludes traffic load and usable fuel and is the basis for the zero fuel mass.
- CG shift formula
- The CG shift equals the mass moved multiplied by the distance moved, divided by the total mass; moving mass aft moves the CG aft by that amount.
- Index method
- A load sheet method where the moment is divided by a constant and a constant is added, giving index units that simplify the CG calculation and trim setting.
- Underload
- The difference between the allowed mass (the lowest of MTOM, MLM and MZFM) and the actual mass; it determines the maximum additional payload that can be carried.
- Contingency fuel
- Fuel equal to 5% of trip fuel, or 3% with an en-route alternate, or 20 minutes holding at 1500 ft, or a statistical method approved by the operator.
- Final reserve fuel
- Fuel for 30 minutes holding at 1500 ft above the alternate in ISA conditions; it is the minimum fuel that must remain at the destination.
- Block fuel
- Taxi fuel plus trip fuel plus contingency fuel plus alternate fuel plus final reserve plus additional fuel plus extra fuel; it is the total fuel on board at start-up.
- Destination alternate
- An aerodrome to which an aircraft may proceed if a landing at the destination is not possible; it must be within the fuel range and forecast above its minima.
- Equal time point
- The point on the route where the time to the destination equals the time to the alternate, used to decide the diversion aerodrome in flight.
- Point of no return
- The point beyond which the aeroplane cannot return to the departure aerodrome with the remaining fuel; it is calculated from the fuel available and the wind.
- Operational flight plan
- The document signed by the commander containing the route, fuel plan, masses, alternates and times; the commander is responsible for accepting it.
- Computer flight plan
- A plan produced by the operator's software containing route, waypoints, tracks, distances, winds, temperatures, cruise levels, fuel, times and masses.
- OFP cross-check
- The manual check of the computer flight plan for gross errors in route, waypoints, fuel, masses and times before the commander signs the plan.
- Fuel monitoring
- The comparison of actual fuel remaining with the planned fuel at each waypoint; a negative trend requires a decision to replan or divert.
- MAYDAY FUEL
- The distress call declared when the fuel remaining is below the final reserve; the aircraft must land at the nearest suitable aerodrome.