alrb211
3rd May 2007, 22:36
Does anyone know where I can find information on takeoff performance under FAA rules.
I want to find data on the relationships between Vmcg, Vr, V1 dry/V1 wet, dry screen height/wet screen height (35ft/15ft) Vmca, V2 and stall speed, V3, V4, and each climb segment.
I know this subject is well covered in the JAA written exams but I want to find the FAA's rules on it.
Thanks,
AL
Intruder
3rd May 2007, 23:00
Look in FAR Part 25: http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=5c0d512d10d60f3ccb3f796a9c6c8451&tpl=/ecfrbrowse/Title14/14cfr25_main_02.tpl
alrb211
4th May 2007, 00:22
That is excellent.
Thanks,
AL
AirRabbit
4th May 2007, 23:33
I’m sure that I’ll not “get them all…” but here’s a start … and a reference link to FAR Part 25 – there is a LOT there, but if you read carefully enough you should be able to get the regulatory requirements behind a lot of the terms below:
http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=93c1d45490b71df86b82c737b8355e5a&rgn=div5&view=text&node=14:1.0.1.3.11&idno=14#14:1.0.1.3.11.2.155.11
VA design maneuvering speed (stalling speed at the maximum legal G-force, and hence the maximum speed at which abrupt, full deflection, control inputs will not cause the aircraft to exceed its G-force limit). Maneuvering speed is limited by aircraft structural characteristics.
VFE maximum flap extended speed (a different maximum speed may be specified for partial flap extension).
VLE maximum landing gear extended speed. The maximum speed at which the aircraft may be flown with the landing gear extended. VLE is always higher than VLO
VLO maximum landing gear operating speed. The maximum speed at which the aircraft may be flying while raising or lowering the gear. VLO is always lower than VLE
VMC minimum control speed with the critical engine inoperative.
VMCG minimum control speed on the ground with the critical engine inoperative.
VMCA minimum control speed in the air with the critical engine inoperative.
VMCL minimum control speed, approach and landing
VNE The VNE , or the never exceed speed, of an aircraft is the V speed which refers to the velocity that should never be exceeded due to risk of structural failure, most commonly due to wing or tail deformation or failure and less commonly due to aeroelastic flutter(usually in faster aircraft). VNE is specified as a red line on many airspeed indicators. This speed specific to the aircraft model, and represents the edge of its performance envelope.
VR rotation speed. The speed of an aircraft at which the pilot initiates rotation to obtain the scheduled takeoff performance. It must be greater or equal to the V1 speed.
VNO The VNO of an aircraft is known as the maximum structural cruising speed (the maximum speed to be used in turbulent conditions) or can refer to the velocity of normal operation. VNO is specified as the upper limit of the green arc on many airspeed indicators. This speed is specific to the aircraft model. The range above VNO is marked on the airspeed indicator as a yellow arc from VNO to the VNE.
VREF reference landing approach speed; speed (in calm air) at the landing screen height of 50 ft. Often used by pilots as a base from which to calculate speeds to be used during landing, and calculated as a margin over the stall speed - usually 1.3×VS0.
VS the stalling speed or the minimum steady flight speed at which the airplane is controllable. Usually synonymous with VS1. This speed is specific to the aircraft model and depends upon the weight and balance of the aircraft. The true stall speed increases as atmospheric pressure decreases. (I.e. as temperature increases and/or as altitude increases.) The indicated stall speed, i.e. the speed indicated by the airspeed indicator, remains essentially unchanged with air pressure.
VS0 the stalling speed or the minimum steady flight speed in the landing configuration.
VS1 the stalling speed or the minimum steady flight speed obtained in a specific configuration (usually a configuration "clean" of flaps, landing gear and other sources of drag).
VX speed for best angle of climb. This provides the best altitude gain per unit of horizontal distance, and is usually used for clearing obstacles during takeoff.
VY speed for best rate of climb. This provides the best altitude gain per unit of time.
VB design speed for maximum gust intensity.
VC Design cruising speed or the optimum cruise speed – the latter being the speed giving the most velocity (i.e greatest distance/time) from a given quantity of fuel, usually utilizing 75% power at Maximum Take-Off Weight (MTOW) and about 1.3 times the maximum lift-to-drag ratio (L/D) speed. The speed and power required decrease as the aircraft weight decreases from MTOW.
VD design diving speed. Usually 1.4×VNO.
VDF/MDF demonstrated flight diving speed.
VEF engine failure speed.
VCEF the speed at which the critical engine is assumed to fail during takeoff.
VFE maximum flaps extended speed.
VFC/MFC maximum speed for stability characteristics.
VFTO final takeoff speed.
VH maximum speed in level flight with maximum continuous power.
VLOF lift-off speed.
VLE maximum landing gear extended speed.
VLO maximum landing gear operating speed.
VMBE maximum brake energy speed.
VMO/MMO maximum operating limit speed.
VMU minimum un-stick speed.
VREF reference landing speed.
VSR reference stall speed.
VSR0 reference stall speed in the landing configuration.
VSR1 reference stall speed in a specific configuration.
VSW speed at which onset of natural or artificial stall warning occurs.
V1 critical engine failure recognition speed. V1 is the minimum speed in the takeoff, following a failure of the critical engine at VEF, at which the pilot can continue the takeoff with only the remaining engines. Any problems after V1 are treated as inflight emergencies.
In the case of a balanced field takeoff, V1 is the maximum speed in the takeoff at which the pilot must take the first action (e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the airplane within the accelerate-stop distance and the minimum speed at which the takeoff can be continued and achieve the required height above the takeoff surface within the takeoff distance. In this context, V1 is the takeoff decision speed.
V2 takeoff safety speed. Also called takeoff screen speed, the minimum speed in the second segment of a climb following an engine failure.
V2min minimum takeoff safety speed.
VBE best endurance speed; the speed that gives the greatest airborne time for fuel consumed. This may be used when there is reason to remain aloft for an extended period, such as waiting for a forecast improvement in weather on the ground.
VBG best power-off glide speed; the speed that provides maximum lift-to-drag ratio and thus the greatest gliding distance available.
VX speed for best angle of climb.
VXSE speed for best angle climb with the critical engine inoperative.
VY speed for best rate of climb.
VYSE speed for best rate of climb with the critical engine inoperative.
VT recommended threshold crossing speed (sometimes called VThresh)
VTMAX maximum recommended threshold crossing speed
V3 steady initial climb speed with all engines operating
V4 steady climb speed with all engines operating to be achieved by 400 ft gross height