SID
- Onderwerp starter Ward
- Startdatum
Minimum climb gradient waar je vliegtuig in een missed approach aan moet kunnen voldoen is 2,5%, tenzij anders aangegeven op de approach chart.
-EDIT-
die 2,5% is de slope waarboven geen obstakels uitsteken. Tijdens een missed approach moet je (twee motorige) vliegtuig in de missed app. configuratie + N-1 2,1% halen en in de landingsconfiguratie 3,2% (certificatie eis)
Flight Condition:
First Take-Off Segment 0.0%
Second Take-Off Segment 2.4%
Final Take-Off Segment 1.2%
Enroute Climb 1.1%
Approach Segment 2.1%
Landing Segment 3.2%
First Take-Off Segment is with the critical engine inoperative, take-off thrust, landing gear extended, flaps in take-off position, V = Vlo, and weight that exists at the time gear retraction is started (essentially the take-off weight).
Second Take-Off Segment is similar to first segment climb except that gear is up, V = 1.2 Vs, and the altitude is 400 feet above the ground.
Final Take-Off Segment also has one engine inoperative, but the others are operating at maximum continuous thrust rather than at take-off thrust. The altitude is that achieved when transition to enroute configuration is accomplished (flaps, slats, gear up) or 1500 feet (whichever is higher). Speed is 1.25 Vs at the weight at the end of the take-off segment.
Enroute Climb also requires one engine out, although there are requirements for two engine-out performance of 3 and 4 engine aircraft. One may choose a favorable speed, and an altitude that is sufficiently high to clear obstacles.
Approach Segment is again with one engine out and take-off thrust. Gear is up. Flaps are retracted a bit to increase stall speed by 10% above the stall speed with landing flap deflection. With this flap setting the airplane is flown at V = 1.5 Vs at the landing weight.
Landing Segment is the only case with all engines operating. Gear is extended, flaps in landing position, V = 1.3 Vs and thrust that is available 8 secs. after the throttle is moved from idle to take-off thrust position.
-EDIT-
die 2,5% is de slope waarboven geen obstakels uitsteken. Tijdens een missed approach moet je (twee motorige) vliegtuig in de missed app. configuratie + N-1 2,1% halen en in de landingsconfiguratie 3,2% (certificatie eis)
Flight Condition:
First Take-Off Segment 0.0%
Second Take-Off Segment 2.4%
Final Take-Off Segment 1.2%
Enroute Climb 1.1%
Approach Segment 2.1%
Landing Segment 3.2%
First Take-Off Segment is with the critical engine inoperative, take-off thrust, landing gear extended, flaps in take-off position, V = Vlo, and weight that exists at the time gear retraction is started (essentially the take-off weight).
Second Take-Off Segment is similar to first segment climb except that gear is up, V = 1.2 Vs, and the altitude is 400 feet above the ground.
Final Take-Off Segment also has one engine inoperative, but the others are operating at maximum continuous thrust rather than at take-off thrust. The altitude is that achieved when transition to enroute configuration is accomplished (flaps, slats, gear up) or 1500 feet (whichever is higher). Speed is 1.25 Vs at the weight at the end of the take-off segment.
Enroute Climb also requires one engine out, although there are requirements for two engine-out performance of 3 and 4 engine aircraft. One may choose a favorable speed, and an altitude that is sufficiently high to clear obstacles.
Approach Segment is again with one engine out and take-off thrust. Gear is up. Flaps are retracted a bit to increase stall speed by 10% above the stall speed with landing flap deflection. With this flap setting the airplane is flown at V = 1.5 Vs at the landing weight.
Landing Segment is the only case with all engines operating. Gear is extended, flaps in landing position, V = 1.3 Vs and thrust that is available 8 secs. after the throttle is moved from idle to take-off thrust position.
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