aircraft performance and airport analysis general information basic indoctrination training...

Aircraft Perfo

rmance and Airp

ort

Analysis

General Inform

ation

Basic In

doctrination Tr

aining

Crewmember Specifi

c

12/26/2010 Star Marianas Air, Inc. A-2-C 1

Before We Start Complete Class Roster Cell Phones Off Class programmed duration 60 Minutes

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Lesson - GeneralOBJECTIVES:The student shall:

Complete the requirements of this COMPLETION STANDARDS:The student will through class participation and discussion acquire sufficient

knowledge of the information presented to complete an examination with at least 80% of the answers correct.

EXAMINATION:Oral Quiz; Written examination not requiredPROJECTED DURATION:60MinutesPRESENTATION METHOD:Lecture and guided discussion

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Star Marianas Air, Inc. A-2-C 3

Training Materials/Learning OutcomeTraining Materials• Training outline• 3-1145 AIRMAN-SPECIFIC TRAINING MODULES

Learning Outcomes• Definitions (such as balanced field, visual meteorological conditions

(VMC), obstruction planes, and maximum endurance);• Effects of temperature and pressure altitude;• General Terminal Instrument Procedures (TERPS) criteria (obstacle

clearance standards);• Airport analysis system as appropriate to the type of operation and

family or families of aircraft; and• Effects of contaminated runways.

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Definitions

Definitions (such as b

alanced field, visual m

eteorological co

nditions (VMC),

obstruction planes, a

nd maxim

um endurance)

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Definitions

Some basics before we continue:

1. What is the definition of “Aircraft Performance”?

2. What is meant by “Aircraft Families”?

3. Where can you find the “Performance Data” for an aircraft?

4. What performance data must be available to flight crews?

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Definitions - Aircraft Performance

…the optimization of “the payload and range abilities of an aircraft according to a set of physical and ambient limitations.”

1. The physical limitations concern the configuration of the aircraft and the characteristics of the runways from which it takes off and lands.

2. The ambient limitations concern operational elements such as temperature, wind and airfield elevation.

Enterprise Risk Management ISSN 1937-7916 2010, Vol. 1, No. 1: E3; Credit: Clark, Paul (2001), “Buying the Big Jets - Fleet Planning for Airlines”. Ashgate Publishing Co.

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Definitions - Aircraft FamiliesAircraft Families - 3-1073

• Transport category and commuter category airplanes

• Multiengine, turbopropeller and SFAR airplanes

• Multiengine, general-purpose airplanes

• Single-engine, general-purpose airplanes

• Helicopters

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Single-engine, general-purpose airplanes14 CFR 23.3 Airplane Categories

(a) The normal category

(b) The utility category

(c) The acrobatic category

(d) The commuter category

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The normal category

… is limited to airplanes that have a seating configuration, excluding pilot seats, of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for nonacrobatic operation. Nonacrobatic operation includes:

(1) Any maneuver incident to normal flying;

(2) Stalls (except whip stalls); and

(3) Lazy eights, chandelles, and steep turns, in which the angle of bank is not more than 60 degrees.

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The utility category …is limited to airplanes that have a seating configuration,

excluding pilot seats, of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for limited acrobatic operation. Airplanes certificated in the utility category may be used in any of the operations covered under paragraph (a) of this section and in limited acrobatic operations. Limited acrobatic operation includes:

(1) Spins (if approved for the particular type of airplane); and(2) Lazy eights, chandelles, and steep turns, or similar

maneuvers, in which the angle of bank is more than 60 degrees but not more than 90 degrees.

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The acrobatic category

…is limited to airplanes that have a seating configuration, excluding pilot seats, of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for use without restrictions, other than those shown to be necessary as a result of required flight tests.

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The commuter category

…is limited to propeller-driven, multiengine airplanes that have a seating configuration, excluding pilot seats, of 19 or less, and a maximum certificated takeoff weight of 19,000 pounds or less. The commuter category operation is limited to any maneuver incident to normal flying, stalls (except whip stalls), and steep turns, in which the angle of bank is not more than 60 degrees.

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Where to Find Performance dataAirplane Flight Manual and Approved Manual Material

23.1587 Performance Information

• AC 60-6B; (5. Information) c. AFMs are also required for airplanes type certificated under CAR 3 and FAR Part 23 at gross weights over 6,000 pounds, however, all aircraft that were manufactured after March 1, 1979, must have an AFM. The required information for airplanes, type certificated at gross weights of 6,000 pounds or under, which are not required to have an AFM, may be furnished in an airplane flight manual or in any combination of approved manual material, markings, and placards.

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What performance Data is required?Unless otherwise prescribed, performance information must be provided over the altitude

and temperature ranges required by § 23.45(b).(a) For all airplanes, the following information must be furnished -(1) The stalling speeds VS0 and VS1 with the landing gear and wing flaps retracted,

determined at maximum weight under § 23.49, and the effect on these stalling speeds of angles of bank up to 60 degrees;

(2) The steady rate and gradient of climb with all engines operating, determined under § 23.69(a);

(3) The landing distance, determined under § 23.75 for each airport altitude and standard temperature, and the type of surface for which it is valid;

(4) The effect on landing distances of operation on other than smooth hard surfaces, when dry, determined under § 23.45(g); and

(5) The effect on landing distances of runway slope and 50 percent of the headwind component and 150 percent of the tailwind component.

(b) In addition to paragraph (a) of this section, for all normal, utility, and acrobatic category reciprocating engine powered airplanes of 6,000 pounds or less maximum weight, the steady angle of climb / descent, determined under § 23.77(a), must be furnished.

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What performance Data is required? (continued)

(c) In addition to paragraphs (a) and (b) of this section, if appropriate, for normal, utility, and acrobatic category airplanes, the following information must be furnished -

(1) The takeoff distance, determined under § 23.53 and the type of surface for which it is valid.

(2) The effect on takeoff distance of operation on other than smooth hard surfaces, when dry, determined under § 23.45(g);

(3) The effect on takeoff distance of runway slope and 50 percent of the headwind component and 150 percent of the tailwind component;

(4) For multiengine reciprocating engine powered airplanes of more than 6,000 pounds maximum weight and multiengine turbine powered airplanes, the one engine inoperative takeoff climb / descent gradient, determined under § 23.66;

(5) For multiengine airplanes, the enroute rate and gradient of climb / descent with one engine inoperative, determined under § 23.69(b); and

(6) For single engine airplanes, the glide performance determined under § 23.71.

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Sub-Section Review

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DefinitionsBalanced Field Length (AC 120-62; paragraph6-Definitions)means:

l. Balanced Field Length. The runway length (or runway plus clearway and/or stopway) where, for the takeoff weight, the engine-out accelerate-go distance equals the accelerate-stop distance. [NA to SMA’s current operation]

Visual meteorological conditions (VMC) means:Meteorological conditions expressed in terms of visibility, distance from clouds, and

ceiling equal to or better than specified minima.

Obstruction Planes (14 CFR Part 77):

77.25 Civil airport imaginary surfaces (see next slide)

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Obstruction planes Continued

77.2 Definition of terms.

For the purpose of this part:

"Airport available for public use" means an airport that is open to the general public with or without a prior request to use the airport.

"A seaplane base" is considered to be an airport only if its sea lanes are outlined by visual markers.

"Nonprecision instrument runway" means a runway having an existing instrument approach procedure utilizing air navigation facilities with only horizontal guidance, or area type navigation equipment, for which a straight-in nonprecision instrument approach procedure has been approved, or planned, and for which no precision approach facilities are planned, or indicated on an FAA planning document or military service military airport planning document.

"Precision instrument runway" means a runway having an existing instrument approach procedure utilizing an Instrument Landing System (ILS), or a Precision Approach Radar (PAR). It also means a runway for which a precision approach system is planned and is so indicated by an FAA approved airport layout plan; a military service approved military airport layout plan; any other FAA planning document, or military service military airport planning document.

"Utility runway" means a runway that is constructed for and intended to be used by propeller driven aircraft of 12,500 pounds maximum gross weight and less.

"Visual runway" means a runway intended solely for the operation of aircraft using visual approach procedures, with no straight-in instrument approach procedure and no instrument designation indicated on an FAA approved airport layout plan, a military service approved military airport layout plan, or by any planning document submitted to the FAA by competent authority.

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77.5 Kinds of objects affected.

This part applies to:

(a) Any object of natural growth, terrain, or permanent or temporary construction or alteration, including equipment or materials used therein, and apparatus of a permanent or temporary character; and

(b) Alteration of any permanent or temporary existing structure by a change in its height (including appurtenances), or lateral dimensions, including equipment or materials used therein.

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77.11 Scope

(b)….provide a basis for:

(1) Evaluating the effect of the construction or alteration on operational procedures and proposed operational procedures;

(2) Determinations of the possible hazardous effect of the proposed construction or alteration on air navigation;

(3) Recommendations for identifying the construction or alteration in accordance with the current Federal Aviation Administration Advisory Circular AC 70/7460-1 entitled "Obstruction Marking and Lighting," which is available without charge from the Department of Transportation, Distribution Unit, TAD 484.3, Washington, D.C. 20590.

(4) Determining other appropriate measures to be applied for continued safety of air navigation; and

(5) Charting and other notification to airmen of the construction or alteration.

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77.21 Scope.(a) This subpart establishes standards for determining obstructions to air navigation. It

applies to existing and proposed manmade objects, objects of natural growth, and terrain. The standards apply to the use of navigable airspace by aircraft and to existing air navigation facilities, such as an air navigation aid, airport, Federal airway, instrument approach or departure procedure, or approved off airway route…

(b) (b) At those airports having defined runways with specially prepared hard surfaces, the primary surface for each such runway extends 200 feet beyond each end of the runway. At those airports having defined strips or pathways that are used regularly for the taking off and landing of aircraft and have been designated by appropriate authority as runways, but do not have specially prepared hard surfaces, each end of the primary surface for each such runway shall coincide with the corresponding end of the runway. At those airports, excluding seaplane bases, having a defined landing and takeoff area with no defined pathways for the landing and taking off of aircraft, a determination shall be made as to which portions of the landing and takeoff area are regularly used as landing and takeoff pathways. Those pathways so determined shall be considered runways and an appropriate primary surface as defined in § 77.25(c) will be considered as being longitudinally centered on each runway so determined, and each end of that primary surface shall coincide with the corresponding end of that runway.

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77.23 Standards for determining obstructions.

(a) An existing object, including a mobile object, is, and a future object would be, an obstruction to air navigation if it is of greater height than any of the following heights or surfaces:

(1) A height of 500 feet above ground level at the site of the object.

(2) A height that is 200 feet above ground level or above the established airport elevation, whichever is higher, within 3 nautical miles of the established reference point of an airport, excluding heliports, with its longest runway more than 3,200 feet in actual length, and that height increases in the proportion of 100 feet for each additional nautical mile of distance from the airport up to a maximum of 500 feet.

(3) A height within a terminal obstacle clearance area, including an initial approach segment, a departure area, and a circling approach area, which would result in the vertical distance between any point on the object and an established minimum instrument flight altitude within that area or segment to be less than the required obstacle clearance.

(4) A height within an enroute obstacle clearance area, including turn and termination areas, of a Federal airway or approved off airway route, that would increase the minimum obstacle clearance altitude.

(5) The surface of a takeoff and landing area of an airport or any imaginary surface established under § 77.25, § 77.28, or § 77.29. However, no part of the takeoff or landing area itself will be considered an obstruction.

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77.23 Standards for determining obstructions.

(b) Except for traverse ways on or near an airport with an operative ground traffic control service, furnished by an air traffic control tower or by the airport management and coordinated with the air traffic control service, the standards of paragraph (a) of this section apply to traverse ways used or to be used for the passage of mobile objects only after the heights of these traverse ways are increased by:

(1) Seventeen feet for an Interstate Highway that is part of the National System of Military and Interstate Highways where overcrossings are designed for a minimum of 17 feet vertical distance.

(2) Fifteen feet for any other public roadway.

(3) Ten feet or the height of the highest mobile object that would normally traverse the road, whichever is greater, for a private road.

(4) Twenty-three feet for a railroad, and,

(5) For a waterway or any other traverse way not previously mentioned, an amount equal to the height of the highest mobile object that would normally traverse it.

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77.25 Civil airport imaginary surfaces.The following civil airport imaginary surfaces are established with relation to the airport and

to each runway. The size of each such imaginary surface is based on the category of each runway according to the type of approach available or planned for that runway. The slope and dimensions of the approach surface applied to each end of a runway are determined by the most precise approach existing or planned for that runway end.

(a) Horizontal surface. A horizontal plane 150 feet above the established airport elevation, the perimeter of which is constructed by swinging arcs of specified radii from the center of each end of the primary surface of each runway of each airport and connecting the adjacent arcs by lines tangent to those arcs. The radius of each arc is:

(1) 5,000 feet for all runways designated as utility or visual;(2) 10,000 feet for all other runways. The radius of the arc specified for each end of a runway

will have the same arithmetical value. That value will be the highest determined for either end of the runway. When a 5,000 foot arc is encompassed by tangents connecting two adjacent 10,000 foot arcs, the 5,000 foot arc shall be disregarded on the construction of the perimeter of the horizontal surface.

(b) Conical surface. A surface extending outward and upward from the periphery of the horizontal surface at a slope of 20 to 1 for a horizontal distance of 4,000 feet.

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77.25 Civil airport imaginary surfaces.

(c) Primary surface. A surface longitudinally centered on a runway. When the runway has a specially prepared hard surface, the primary surface extends 200 feet beyond each end of that runway; but when the runway has no specially prepared hard surface, or planned hard surface, the primary surface ends at each end of that runway. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. The width of a primary surface is:

(1) 250 feet for utility runways having only visual approaches.

(2) 500 feet for utility runways having nonprecision instrument approaches.

(3) For other than utility runways the width is:

(i) 500 feet for visual runways having only visual approaches.

(ii) 500 feet for nonprecision instrument runways having visibility minimums greater than three-fourths statute mile.

(iii) 1,000 feet for a nonprecision instrument runway having a nonprecision instrument approach with visibility minimums as low as three-fourths of a statute mile, and for precision instrument runways.

The width of the primary surface of a runway will be that width prescribed in this section for the most precise approach existing or planned for either end of that runway.

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77.25 Civil airport imaginary surfaces.(d) Approach surface. A surface longitudinally centered on the extended runway centerline

and extending outward and upward from each end of the primary surface. An approach surface is applied to each end of each runway based upon the type of approach available or planned for that runway end.

(1) The inner edge of the approach surface is the same width as the primary surface and it expands uniformly to a width of:

(i) 1,250 feet for that end of a utility runway with only visual approaches;(ii) 1,500 feet for that end of a runway other than a utility runway with only visual

approaches;(iii) 2,000 feet for that end of a utility runway with a nonprecision instrument approach;(iv) 3,500 feet for that end of a nonprecision instrument runway other than utility, having

visibility minimums greater than three-fourths of a statute mile;(v) 4,000 feet for that end of a nonprecision instrument runway, other than utility, having a

nonprecision instrument approach with visibility minimums as low as three-fourths statute mile; and

(vi) 16,000 feet for precision instrument runways.

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77.25 Civil airport imaginary surfaces.

(2) The approach surface extends for a horizontal distance of:

(i) 5,000 feet at a slope of 20 to 1 for all utility and visual runways;

(ii) 10,000 feet at a slope of 34 to 1 for all nonprecision instrument runways other than utility; and,

(iii) 10,000 feet at a slope of 50 to 1 with an additional 40,000 feet at a slope of 40 to 1 for all precision instrument runways.

(3) The outer width of an approach surface to an end of a runway will be that width prescribed in this subsection for the most precise approach existing or planned for that runway end.

(e) Transitional surface. These surfaces extend outward and upward at right angles to the runway centerline and the runway centerline extended at a slope of 7 to 1 from the sides of the primary surface and from the sides of the approach surfaces. Transitional surfaces for those portions of the precision approach surface which project through and beyond the limits of the conical surface, extend a distance of 5,000 feet measured horizontally from the edge of the approach surface and at right angles to the runway centerline.

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definitionsMaximum endurance means:Endurance is the maximum length of time that an aircraft can spend in cruising

flight. Endurance is sometimes erroneously equated with range. The two concepts are distinctly different: range is a measure of distance flown while endurance is a measure of time spent in the air. For example, a typical sailplane exhibits high endurance characteristics but poor range characteristics.

Endurance can be written as:where W stands for fuel weight, F for fuel flow, t for time.Endurance can factor into aviation design in a number of ways. Some aircraft,

such as the P-3 Orion or U-2 spyplane, require high endurance characteristics as part of their mission profile (often referred to as loiter time (on target)). Endurance, like range, is also related to fuel efficiency; fuel efficient aircraft will tend to exhibit good endurance characteristics.

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definitionsMaximum endurance means:

Endurance is the maximum length of time that an aircraft can spend in cruising flight. Endurance is sometimes erroneously equated with range. The two concepts are distinctly different: range is a measure of distance flown while endurance is a measure of time spent in the air.

For example, a typical sailplane exhibits high endurance characteristics but poor range characteristics.

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definitions

Endurance can be written as:

where W stands for fuel weight, F for fuel flow, t for time.

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Definition As airspeed is increased, power requirements decrease due to aerodynamic factors and fuel flow

decreases to point B. This is the point of maximum endurance. Beyond this point increases in airspeed come at a cost. Airspeed increases require additional power and fuel flow increases with additional power.

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Definition In figuring the maximum endurance and range of aircraft, the power required to overcome drag is

at a minimum if drag is at a minimum.

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Additional performance definitions

23.1587 Performance information

Unless otherwise prescribed, performance information must be provided over the altitude and temperature ranges required by §23.45(b).

Altitude and Temperature Ranges required by §23.45(b) means:

(b) Performance data must be determined over not less than the following ranges of conditions -

(1) Airport altitudes from sea level to 10,000 feet; and

(2) For reciprocating engine powered airplanes of 6,000 pounds, or less, maximum weight, temperature from standard to 30 °C above standard;

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23.1587 Performance information(a) For all airplanes, the following information must be furnished—

(1) The stalling speeds VSOand VS1with the landing gear and wing flaps retracted, determined at maximum weight under §23.49, and the effect on these stalling speeds of angles of bank up to 60 degrees;

maximum weight under §23.49 means:

23.49 Stalling period.

(a) VS0 and VS1 are the stalling speeds or the minimum steady flight speeds, in knots (CAS), at which the airplane is controllable with -

(1) For reciprocating engine powered airplanes, the engine(s) idling, the throttle(s) closed or at not more than the power necessary for zero thrust at a speed not more than 110 percent of the stalling speed;

(2) For turbine engine powered airplanes, the propulsive thrust not greater than zero at the stalling speed, or, if the resultant thrust has no appreciable effect on the stalling speed, with engine(s) idling and throttle(s) closed;

(3) The propeller(s) in the takeoff position;

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23.1587 Performance information (a) (1) continued….

maximum weight under §23.49 means (continued):

(4) The airplane in the condition existing in the test, in which VS0 and VS1 are being used;

(5) The center of gravity in the position that results in the highest value of VS0 and VS1; and

(6) The weight used when VS0 and VS1 are being used as a factor to determine compliance with a required performance standard.

(b) VS0 and VS1 must be determined by flight tests, using the procedure and meeting the flight characteristics specified in § 23.201.

flight characteristics specified in § 23.201 means:

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Additional performance definitions23.1587 Performance information (a) (1) continued….

flight characteristics specified in § 23.201 continued:

23.201 Wings level stall.

(a) It must be possible to produce and to correct roll by unreversed use of the rolling control and to produce and to correct yaw by unreversed use of the directional control, up to the time the airplane stalls.

(b) The wings level stall characteristics must be demonstrated in flight as follows. Starting from a speed at least 10 knots above the stall speed, the elevator control must be pulled back so that the rate of speed reduction will not exceed one knot per second until a stall is produced, as shown by either:

(1) An uncontrollable downward pitching motion of the airplane;

(2) A downward pitching motion of the airplane that results from the activation of a stall avoidance device (for example, stick pusher); or

(3) The control reaching the stop.

(c) Normal use of elevator control for recovery is allowed after the downward pitching motion of paragraphs (b)(1) or (b)(2) of this section has unmistakably been produced, or after the control has been held against the stop for not less than the longer of two seconds or the time employed in the minimum steady slight speed determination of § 23.49.

(d) During the entry into and the recovery from the maneuver, it must be possible to prevent more than 15 degrees of roll or yaw by the normal use of controls.

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23.1587 Performance information (a) (1) continued….

flight characteristics specified in § 23.201 continued:

23.201 Wings level stall.

(e) Compliance with the requirements of this section must be shown under the following conditions:

(1) Wing flaps. Retracted, fully extended, and each intermediate normal operating position.

(2) Landing gear. Retracted and extended.

(3) Cowl flaps. Appropriate to configuration.

(4) Power:

(i) Power off; and

(ii) 75 percent of maximum continuous power. However, if the power-to-weight ratio at 75 percent of maximum continuous power result in extreme nose-up attitudes, the test may be carried out with the power required for level flight in the landing configuration at maximum landing weight and a speed of 1.4 VS0, except that the power may not be less than 50 percent of maximum continuous power.

(5) Trim. The airplane trimmed at a speed as near 1.5 VS1 as practicable.

(6) Propeller. Full increase rpm position for the power off condition.

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23.1587 Performance information (a) (2):

(2) The steady rate and gradient of climb with all engines operating, determined under § 23.69(a);

Means:

23.69 Enroute climb/descent.

(a) All engines operating. The steady gradient and rate of climb must be determined at each weight, altitude, and ambient temperature within the operational limits established by the applicant with -

(1) Not more than maximum continuous power on each engine;

(2) The landing gear retracted;

(3) The wing flaps retracted; and

(4) A climb speed not less than 1.3 VS1.

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23.1587 Performance information (a) (3):(3) The landing distance, determined under § 23.75 for each airport altitude and standard

temperature, and the type of surface for which it is valid;landing distance, determined under § 23.75 means:23.75 Landing distance.The horizontal distance necessary to land and come to a complete stop from a point 50 feet

above the landing surface must be determined, for standard temperatures at each weight and altitude within the operational limits established for landing, as follows:

(a) A steady approach at not less than VREF, determined in accordance with § 23.73 (a), (b), or (c), as appropriate, must be maintained down to the 50 foot height and -

(1) The steady approach must be at a gradient of descent not greater than 5.2 percent (3 degrees) down to the 50 foot height.

(2) In addition, an applicant may demonstrate by tests that a maximum steady approach gradient steeper than 5.2 percent, down to the 50 foot height, is safe. The gradient must be established as an operating limitation and the information necessary to display the gradient must be available to the pilot by an appropriate instrument.

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Examination

• Oral, Written examination not required

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COMPLETION OF PAPERWORK

• Student Fill-out Student Feedback Form Sign Training Record (if applicable)

• Instructor Sign Class Roster Fill-out Instructor Feedback Form Sign Training Record (if applicable

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END

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aircraft performance and airport analysis general information basic indoctrination training...

Documents

star marianas air

families of aircraft

definitions definitions

transport category

outcomes definitions

performance data

sfar airplanes multiengine

ambient limitations