Brainscape's Knowledge GenomeTM


Top Flashcards (Certified)
All Flashcards

Performance > Performance > Flashcards

Performance Flashcards

(69 cards)

Start Studying
1
Q

Effective Operational Length

A

Shortest length of TODA, ASDA and STODA minus 45m

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q

B727 Net Climb Gradient

A

1.9%

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q

Effect of Increasing Flap on Take-off Performance

A

Increases take-off performance
Decreases climb performance

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q

Forecast Conditions vs Ambient Conditions

A

If conditions are forecast, wind and slope are ignored

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q

Runway Slope

A

If conditions are ambient, if the slope exceeds 1% down, the landing distance available must be reduced by 10% for every 0.5% by which the landing slope exceeds 1%
No upslope correction applied

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q

Landing with 40 Flap

A

For runways less than 1450m reference distance

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q

Exceeding Max Quick Turn Around Weight

A

Take-off cannot be scheduled for 44mins at which time the wheel thermal plugs must be checked

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q

Cat 1 Landing Performance

A

Reduce LDA by the greater of 13% or the LDA and/or 300m before entering the chart

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q

Max Brakes Release Weight

A

89350kg

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q

Max Landing Weight

A

72600 kg 30 flap
64636 kg 40 flap

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q

Max Zero Fuel Weight

A

63500kg

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q

B727 Cruise Fuel Burn

A

4500kg/h

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q

B727 Cruise TAS

A

450 kts

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q

Variable Fuel Reserve

A

10% of flight fuel

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q

B727 Fixed Reserve

A

3300kg

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q

B727 Start and Taxi Fuel

A

150kg

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q

B727 Taxi And Shutdown Fuel

A

100kg

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
18
Q

B727 Holding Fuel

A

4000kg/h

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
19
Q

Number 2 Engine EPR

A

Greater correction due the larger S-shaped inlet and doesn’t provide bleed air for wing anti ice

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
20
Q

Balanced Field Length

A

ASDR is equal to the TODR to 35ft, with one engine inoperative

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
21
Q

En Route Climb Speed (Vcl)

A

Gives max gradient of climb with the critical engine inoperative i the clean configuration and operating engines at max continuous power

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
22
Q

Flap Retraction Speed (Vfr)

A

Flap retraction initiated ensuring 1.2Vs protection

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
23
Q

Gradient of Climb

A

Ratio of change in height/horizontal distance travelled
Rate of climb/true airspeed

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
24
Q

Min Control Speed Air (Vmca)

A

Aircraft kept within attitude and heading limits in second segment configuration and max power if the critical engine fails

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
25
Min Control Speed Ground (Vmcg)
Aircraft kept within attitude and heading limits using primary controls in the take-off configuration at max power if the critical engine fails
26
Rotation Speed (Vr)
Allows V2 to be achieved at or before 35ft with one engine inoperative Not less than: - 1.05 Vmca - attainment of V2 at 35ft - doesn’t increase take-off distance if rotation is commenced 5kts lower than Vr with one engine inoperative or 10kts with all engines
27
Take-off Safety And Initial Climb Speed (V2)
Achieved prior to 35ft. Not less than: - 1.1 Vmca - 1.2 Vs
28
Stall Speed (Vs)
Minimum steady flight speed
29
Decision Speed (V1)
Lower limit: Vmcg + recognition time Upper limit: Vmbe (max brake energy speed) or Vr
30
TODR
The longer of the following: - distance to accelerate to V1 and continue to a height of 35ft under a failure of the critical engine - 115% of the distance to bring the aircraft to 35ft with all engines
31
TORR
The longer of the following: - distance to accelerate to V1 and continue to a point midway between lift off and 35ft under a failure of the critical engine - 115% of above distance with all engines operative
32
Effect of changing V1 on ASDR
Increase V1, decrease take-off distance and increase ASDR Decrease V1, increase take-off distance and decrease ASDR
33
Balanced Field V1
Maximum takeoff weight can be achieved in cases where the entire runway must be used without stop way or clearway
34
Wet Runway
Best to decrease V1 or the take-off weight
35
First Climb Segment
Beginning of take-off flight path, 35ft above the runway to a point at which the gear is retracted
36
Second Climb Segment
Point at which gear is fully retracted to flap retraction initiated (level off height/400ft)
37
Third Climb Segment
Initiated flap retraction to clean climb configuration and speed
38
Fourth Climb Segment
Climb configuration to 1500ft
39
KVS
V2/Vs
40
Second Segment Climb Limitation
Determines highest climb gradient required Climb gradient increases with an increase in V2 therefore TOW can be increased
41
Range
Best TAS/drag ratio 1.32 Vimd
42
Altitude on Range
Range improves as altitude increases until design RPM is exceeded at which point increasing altitude will decrease range
43
Wind on Range
With a headwind fly faster than 1.32 Vimd Tailwind fly slower
44
Weight on Max Range Speed
As weight decreases max range speed decreases at the same angle of attack
45
Max Range Cruise Angle of Attack
Fixed angle of attack but speed dependent of weight and altitude
46
Absolute Max Range
A cruise climb As weight decreases the aircraft climbs instead of slowing down or decreasing power
47
Long Range Cruise vs Max Range Cruise
LRC lists lower cruise speeds for lower weights to conserve the angle of attack but this means decreasing RPM below design range LRC lists speeds 5% faster than MRC since a 5% speed increase only results in a 1% range reduction
48
Thrust Available Due OAT, Altitude and Humidity
At max thrust, thrust available decreases with an increase in OAT, altitude (density altitude) or humidity
49
Thrust Available as Speed Increases
As forward speed increases, thrust output initially decreases as the aircraft approaches the speed of the exhaust and less acceleration is imparted to the mass airflow As higher speeds, ram effect results in air being compressed (and heated) at the intake leading to thrust recovery due to increased mass airflow. The temperature increase results in a decreased benefit from ram recovery
50
Aircraft Flying at Exhaust Speed
100% propulsive efficiency 0 thrust (thrust depends on acceleration imparted to the air)
51
B727 Design Altitude
FL300 - FL350 due best Fuel efficiency
52
Specific Air Range (SAR)
Specific number of air miles flown per unit of fuel used SAR = TAS/Fuel flow x 1000
53
Specific Ground Range (SGR)
A measure of aircraft fuel economy SGR = GS/fuel flow x 1000
54
Effect of Gross Weight on SGR
An increase in gross weight will decrease SGR due to increased drag Vimd increases at increased weights
55
Effect of Altitude on SGR
An increase in altitude towards the optimum for that speed and weight will increase SGR. At optimum altitude, highest SGR is achieved as design RPM is used Altitude above optimum, SGR decreases
56
Effect of Altitude on TAS and IAS For Max Range
TAS is faster at altitude due to less air density IAS will remain the same (slightly increased due to compressibility error)
57
Effect of Temperature on SGR
As temp increases, fuel flow increases and TAS increases for a given Mach #, therefore SGR remains the same
58
Specific Fuel Consumption (SFC)
A measure of engine efficiency Ratio of kilogram of fuel used per kilo of thrust produced
59
Effect of RPM on SFC
As RPM increases towards design, engine SFC decreases as thrust increases relatively more than fuel flow RPM increases beyond design range the SFC increases
60
Effect of Temperature on SFC
As OAT increases, thrust output decreases and fuel flow decreases, so SFC only slightly increases
61
Effect of Altitude on SFC
As altitude increases, air density, thrust output and fuel flow decreases, the decrease in temp decreases the SFC
62
Endurance
Flying at a fixed angle of attack which yields min fuel flow per hour (occurs at Vimd using design RPM)
63
Effect of Wind on Endurance
No effect
64
Effect of Altitude on Endurance
Endurance increases with altitude until design RPM is exceeded
65
Effect of Weight on Endurance
As weight decreases, max endurance speed decreases
66
Region of Reverse Command
Speeds slower than Vimd To maintain level flight at lower speeds, more thrust is required and vice versa
67
The Two Types of Climb
Max angle of Climb (Vx) is achieved using max thrust at a speed which yields max excess thrust (Vimd) Max rate of climb (Vy) is achieved using max power at a speed which yield max excess power
68
Effect of Flap on Climb
Increase lift and drag therefore decreasing Vimd
69
Effect of Altitude on Climbing
The power available decreases as altitude increases so Vy IAS decreases as altitude increases TAS for Vy however will increase

Performance (1 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2025 Bold Learning Solutions. Terms and Conditions