曝光台 注意防骗
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350. If you had 21,500 kg in
hand, you would get 1236 nm
out of the old bus. To get the
same at FL 320, the headwind
would need to reduce to 40 kts.
The reciprocal of the 17.4
kg/nm above is .056 nm/kg.
Specific Air Range
Similar to the above, but TAS is
divided by fuel flow for nautical
air miles (NAM) per lb. Fuel
flow is therefore TAS divided
by SAR. It is affected by fuel
flow, TAS, IAS, time, EPR,
temperature, altitude, Mach no.
Holding
There will also be Holding Tables
in the performance charts to
calculate the equivalent of fuel
burned in a particular time (it's
the same problem). Questions
might ask what EPR, IAS and
fuel flow you get for a certain
height and weight. Remember
that the figures given are per
engine, so multiply as necessary.
Balked Approach Flight Path
This is similar to Net Flight Path,
and commences at DH above the
upwind end of the LDR. However,
you may not be able to complete a
balked landing or go around once
you have entered a low-energy
landing configuration, without
touching the ground, because your
flaps and gear would be set for
landing, you would be below about
50 feet, in descent, with the throttle
in the idle range and with decreasing
airspeed. Balked landings or go-arounds
should be initiated before this point is
reached – if you put your aircraft in
this state, the subsequent board of
inquiry would only assume you
thought it was safe to do so. As
there will be no performance figures
in the charts to cover it, this is a high
risk experiment – in fact, you might
stall if you try to climb before your
engines have spooled up.
Diversions
You must be capable of continuing
the flight from any point of engine
failure at or above MSA to a height
above a suitable airfield (within
WAT and runway limits), where you
must be able to maintain a positive
rate of climb. Consideration must
therefore be given to height loss, and
the likely drift down rate with
engine(s) out is established from the
Flight Manual. The charts will
indicate how quickly you can expect
to descend, based on aircraft weight,
temperature, altitude, etc.
If the MOCA is quite high (say over
the Rockies at 14,000 feet), you're
obviously going to be pushed to get
there in some aircraft with two
engines, let alone one. If you have to
go that way and suspect you may
have performance problems, you
could always work out your Drift
Down with the help of an
emergency turn, information about
which will also be found in the
Flight Manual. What you do is
352 Canadian Professional Pilot Studies
establish a point one side of which
performance is OK and the other
side of which, if you have an engine
failure, you make an emergency turn
to get yourself away from the area
and (hopefully) out of trouble,
drifting down to the MEA. Again,
the charts will indicate the rate of
descent in a turn and all you need do
then is ensure that your MSA
reduces at a greater rate than your
altitude! If you can't comply with any
of this, you may have to reduce your
weight until you can.
Speed
Peculiar to landing is speed—a
higher one than specified naturally
requires a longer distance, not only
for slowing down, but the FAA have
also determined that being 5 knots
too fast over the threshold is the
equivalent of being 50 feet too high.
Miscellaneous
Low tyre pressures increase distance.
Power Settings
These are important. Noise
abatement sometimes means
reduced thrust on take-off, which
obviously tightens performance
limits, so will increase all your
distances. EPR gauges should not be
used by themselves as an indication
of engine power output, and should
be crossed referenced with other
instruments, especially when there is
a chance of the probes icing up. The
relevance of this becomes apparent
with an engine failure after V1, where
some aircraft allow full throttle
without exceeding performance
limits (like those with automatic
controls). Others need the levers to
be set more accurately, and a likely
idea of what the limits will be before
take-off. V1 (see below) is a fixed
speed based on weight and flap
settings (nothing to do with runway
length), and is supposed to give you
a safe full stop or a successful
engine-out takeoff, but high speed
rejects are among the top 3 causes of
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