ATPL Performance - Class 12: Class B Regulations.
Summary
TLDRThis video script by Grant offers an in-depth look at Class B aircraft regulations, crucial for flying small propeller-driven planes in adverse weather and at night. It covers takeoff, climb, and landing requirements, including performance targets for single and multi-engine aircraft. The script emphasizes the importance of understanding these rules for safe and legal operations, and highlights the use of CAP 698 as a valuable resource for pilots during exams.
Takeaways
- 😀 Class B regulations are a set of rules and performance targets that allow for the safe operation of small propeller-driven aircraft in bad weather and at night.
- 🚁 A Class B aircraft is defined as having a maximum takeoff mass of less than 5,700 kilograms, nine or fewer passenger seats, and must be propeller-driven.
- 🚫 Single-engine Class B aircraft are restricted from public transport operations at night or in instrument meteorological conditions (IMC), limiting their operational scope.
- 🛫 Takeoff regulations require that the aircraft must take off below the maximum structural takeoff mass and consider runway characteristics, such as available distance and surface conditions.
- 🛬 Landing regulations mandate that the aircraft must land below the maximum structural landing mass and within 70% of the planned runway available, accounting for various factors like runway surface and slope.
- 📈 The initial climb phase assumes both engines are operating and requires achieving at least a 4% climb gradient, with specific speed and flap settings.
- 🔄 In the event of an engine failure during takeoff, multi-engine aircraft must maintain a measurable positive climb gradient up to 1500 feet, adjusting power settings as necessary.
- 🏔 Obstacle clearance is crucial, and aircraft must clear all obstacles by a vertical margin of 50 feet, especially in mountainous regions or when flying in IMC.
- 🌥 The regulations also consider the impact of cloud bases on climb gradients, requiring adjustments if the cloud base is below 1500 feet to ensure safe operation in IMC.
- 🛤️ During the cruise phase, operators must ensure the flight can take place above any relative safety altitudes, and aircraft must not climb above the altitude where the maximum rate of climb is 300 feet per minute.
Q & A
What are Class B regulations?
-Class B regulations are a set of rules and performance targets that allow for the safe operation of small propeller-driven aircraft during bad weather and at night.
What type of aircraft is considered a Class B aircraft?
-A Class B aircraft is small, with a maximum takeoff mass of less than 5,700 kilograms, has nine or fewer passenger seats, and is propeller-driven, which can be attached to either a piston or jet engine.
Why are single-engine Class B aircraft restricted for public transport operations at night or in IMC conditions?
-Single-engine Class B aircraft are restricted for these operations because they cannot meet the performance regulations required for safe flight under such conditions, severely limiting their operational scope.
What are the basic requirements for takeoff according to Class B regulations?
-The basic requirements for takeoff include taking off below the maximum structural takeoff mass of the aircraft, considering runway characteristics, and ensuring the takeoff distance required is less than the available takeoff run, taking into account factors like runway surface and slope.
How does the script describe the calculation of takeoff distance required for Class B aircraft?
-The takeoff distance required is calculated using graphs or a calculator app, applying factors for runway surface, slope, and regulatory adjustments to ensure safety and compliance with available runway lengths.
What are the initial climb phase requirements for multi-engine Class B aircraft after takeoff?
-The initial climb phase requires the aircraft to maintain a 4% climb gradient with both engines operating, a speed of 1.2 VS1 or 1.1 VMC (whichever is higher), and the landing gear retracted within seven seconds if possible.
What happens if an engine fails during takeoff for a twin-engine Class B aircraft?
-If an engine fails at 400 feet above the surface, the twin-engine aircraft must be able to achieve a measurable positive gradient of climb up to 1500 feet with the remaining engine at takeoff power.
What is the purpose of the departure sector and how is it defined?
-The departure sector is a zone used to consider obstacles that may be in the way during takeoff. It extends out from the end of the clearway or runway in a fan shape, with dimensions based on the wingspan and distance from the end of the clearway or runway.
How can an aircraft avoid the restrictions of the departure sector when there are obstacles?
-An aircraft can avoid the restrictions by reducing takeoff mass to achieve a better climb angle, ensuring obstacle clearance, or by following a specific departure procedure that involves a slight turn, which removes the departure sector restrictions.
What are the considerations for obstacle clearance during takeoff and climb for Class B aircraft?
-The aircraft must clear all obstacles within the departure sector by a vertical margin of 50 feet. This involves calculating a minimum climb gradient that ensures obstacle clearance, considering factors such as weight, engine performance, and environmental conditions.
What are the regulations for landing a Class B aircraft?
-The regulations for landing include landing with a weight below the maximum structural landing mass, landing within 70% of the planned runway available, and considering factors such as runway surface, slope, and wind conditions in the landing distance calculation.
What is the significance of the 'coffin corner' in the context of Class B aircraft operations?
-The 'coffin corner' refers to the flight condition where an aircraft is near its maximum altitude and minimum speed, which can lead to a stall. Class B regulations prevent aircraft from climbing to altitudes where they could reach this critical condition.
How does the script suggest using the CAP 698 document during exams for Class B regulations?
-The script suggests that the CAP 698 document is a valuable resource during exams, as it provides detailed regulations, calculations, and examples that can help clarify and reinforce understanding of the Class B regulations.
Outlines
🚁 Class B Aircraft Regulations Overview
This paragraph introduces the Class B regulations, which are a set of rules and performance targets for flying small propeller-driven aircraft during adverse weather and at night. The speaker, Grant, explains that these regulations greatly expand the operational capabilities of such aircraft. He defines a Class B aircraft as one with a maximum takeoff mass of less than 5,700 kilograms, nine or fewer passenger seats, and propeller-driven, which can be either single or multi-engine. However, single-engine Class B aircraft have restricted use for public transport in certain conditions. The paragraph also touches on the importance of understanding the fundamentals for grasping the rules and regulations discussed in the video series.
🛫 Takeoff Regulations for Class B Aircraft
The second paragraph delves into the specific takeoff regulations for Class B aircraft. It discusses the importance of runway characteristics, including the takeoff distance available and the accelerate-stop distance. The required takeoff distance is calculated and must be less than the available takeoff run, taking into account factors like runway surface and slope. The paragraph also covers the performance requirements during the initial climb phase, including the need for a positive climb gradient after engine failure at 400 feet above the surface, and the adjustments required for different conditions such as wet grass runways.
📈 Climb Performance and Obstacle Clearance
This paragraph focuses on the climb performance of Class B aircraft, particularly the requirements for obstacle clearance during takeoff. It explains the concept of the departure sector, a zone around the runway where obstacles must be considered. The aircraft must clear obstacles by a vertical margin of 50 feet. The paragraph outlines the calculations for the minimum climb gradient required to ensure obstacle clearance, including adjustments for engine failure and the presence of clouds. It also discusses the use of departure procedures involving turns to avoid obstacles and the necessary adjustments to the departure sector.
✈️ Cruise and Landing Regulations for Class B Aircraft
The fourth paragraph covers the regulations for the cruise and landing phases of a Class B aircraft's flight. It emphasizes the need to maintain safe altitudes above any along the flight path and to avoid flying too high to prevent reaching the 'coffin corner' speed and altitude limits. In case of an engine failure, the descent or climb gradients must include an additional safety margin. For landing, the aircraft must land within 70% of the available runway, considering various factors such as runway surface, slope, and wind conditions. The paragraph also addresses the requirements for a go-around, including achieving a specific climb gradient to clear obstacles.
📚 Utilizing CAP 698 for Class B Regulations
The final paragraph highlights the importance of the CAP 698 document as a reference for understanding and applying Class B regulations. It provides a summary of the document's contents, including general requirements, takeoff regulations, and climb regulations, with specific examples of calculations and factors to consider. The speaker suggests that the document can be a valuable resource during exams or when dealing with performance-related questions, as it contains detailed and specific information that can assist in solving complex problems related to Class B aircraft operations.
Mindmap
Keywords
💡Class B Aircraft
💡Performance Regulations
💡Takeoff Distance
💡Instrument Meteorological Conditions (IMC)
💡Runway Characteristics
💡Climb Gradient
💡Engine Failure
💡Obstacle Clearance
💡Departure Sector
💡Landing Distance
Highlights
Class B regulations allow for safe night and bad weather flights in small propeller-driven aircraft.
Class B aircraft are defined as small, propeller-driven planes with less than 5700 kg maximum takeoff mass and nine or fewer passenger seats.
Single-engine Class B aircraft are restricted from public transport operations at night or in IMC conditions.
Multi-engine propeller aircraft must meet Class B performance regulations to fly in bad weather and at night.
Takeoff regulations require the aircraft to be below the maximum structural takeoff mass.
Runway characteristics, including available distances and surface conditions, are critical for takeoff calculations.
Takeoff distance calculations must account for runway slope and surface type, with adjustments for grass and wet conditions.
Wind considerations in takeoff distance calculations include a 50% headwind and 150% tailwind factor.
Initial climb phase assumptions include achieving at least a 4% climb gradient with both engines operating.
In case of engine failure during takeoff, a positive climb gradient must be maintained up to 1500 feet.
Obstacle clearance requirements mandate a 50-foot vertical margin for multi-engine aircraft in bad weather or night flights.
Departure sector dimensions and considerations are crucial for obstacle clearance calculations.
Adjustments in takeoff mass may be necessary to achieve adequate climb gradients for obstacle clearance.
Cruise phase regulations include maintaining flight above relative safety altitudes and avoiding high altitudes that could lead to coffin corner.
Landing regulations require landing below the maximum structural landing mass and within 70% of the planned runway available.
Go-around considerations include achieving a steep enough climb gradient to clear obstacles with both engines operating.
CAP 698 document is a valuable resource for understanding and applying Class B regulations during exams.
Transcripts
class b regulations allow us to safely
fly small propeller-driven aircraft
during the night and during bad weather
but what sort of restrictions and rules
surround Class B aircraft
let's find out
hi I'm Grant and welcome to class 12 in
the performance Series today we're going
to be taking a look at class b
regulations these are basically a list
of rules and performance targets that we
need to achieve in order to fly a Class
B aircraft during bad weather and at
night time so it vastly opens up what we
can do with our small propeller driven
aircraft
if you haven't done so I'd recommend
going back and watching all the videos
up until this point as well as maybe
trying the study session I did in the
previous class to get a good
understanding of the fundamentals
because you will need those fundamentals
to understand really what's going on
with all these rules and regulations so
let us remind ourselves of what a Class
B aircraft is first of all a Class B
aircraft is small less than 5 700
kilograms maximum takeoff mass and it's
also an aircraft with nine or fewer
passenger seats
it has to be propeller driven and that
propeller can be stuck on the front of a
piston engine or a jet engine to make a
small turbo prop
a Class B aircraft can be single engine
or multi-engine although with a single
engine Class B aircraft their use is
restricted legally and a single engine
Class B aircraft cannot be used for
public transport operations at night or
in IMC instrument meteorological
conditions which essentially means bad
weather
this basically severely limits the scope
of what a single engine Class B aircraft
can do
if a multi-engine propeller aircraft
can't meet the class B performance
regulations that we're going to look at
in this class then it would default to
be treating like a single engine
aircraft and you would only be able to
use it during the day and during good
weather
the class B performance regulations
basically said conditions that operators
of the aircraft Airlines really have to
follow in order to safely and legally
fly these aircraft it's like a list of
requirements that we would have to
satisfy in order to be able to fly in
and out of that aircraft at that airport
in that aircraft on that day
the first thing we do is we need to take
off and the regulations to find some
things that we need to achieve the first
of these is that we must take off below
the maximum structural takeoff mass of
the aircraft which seems pretty obvious
to me
the main thing we need to consider with
takeoff is really the runway
characteristics remember the takeoff
distance available accelerate stop
distance available and take off run
available including the runway stop we
clear away that kind of thing
so basically if we have no stop way or
clear way the takeoff distance that we
require multiplied by 1.25 must be less
than the takeoff run available so
imagine there's nothing there we have to
take off in uh our takeoff distance
times 1.25 must be less than this total
distance here
if we have a stop way or a clear weight
then we need to make the take the most
restrictive of these three values so the
takeoff distance required must be less
than the takeoff run available that's
this portion here the actual ground of
the runway
the takeoff doesn't require times 1.15
must be less than or equal to the
takeoff distance available so including
the clear way and the takeoff distance
required multiplied by 1.3 must be less
than or equal to the accelerated stop
distance available so the runway and the
stop way
so we take the most restrictive of that
and we also apply some other factors to
it depending on the runway surface
so if we're on a normal paved Runway it
is fine uh even if it is wet but for a
grass Runway we multiply The Distance by
1.2 that would be our takeoff distance
required Times by 1.2 and then we would
apply these next factors and if it's wet
grass it's 1.3 once we've accounted for
the surface we need to think about the
slope of the runway and for every one
percent of upslope we must increase the
takeoff distance required by five
percent up to a maximum upslope of two
percent
for times though we don't calculate the
advantage that it would give us so that
we don't overuse the downslope in our
takeoff distance required calculations
this is similar to what we do with wind
if you remember we only consider 50 of
the headwind component so that we aren't
being helped too much by it and we take
150 of the Tailwind so we are over
compensating for it this is something
you're going to see a lot in these
regulations and the class A regulations
we consider the things that would be
negative for our performance so we can
correct for them but we don't
necessarily consider the things that
would be beneficial for a performance so
that we're always on the safer side of
things we're more conservative than we
need to be so the process for finding
out if we comply with our class b
regulations for takeoff would be we
would calculate our takeoff distance
required using our graphs or like a
calculator app is what we actually use
in the airlines we apply the slope and
the surface factors
then we multiply by 1.3 and make sure
it's less than the accelerated stop
distance variable we also multiply that
value by 1.15 make sure it's less than
the takeoff distance available and we
also check it again to take off run
available
and we use the most restricted value
basically
what you can also do is you can divide
the takeoff distance available by 1.15
on our takeoff distance required would
not be allowed to exceed that value and
you would divide the accelerate stop
Distance by 1.3 and our take a distance
required would not be allowed to exceed
that value that's what you actually do
when you're using the graphs in the
exams
so after takeoff we have the initial
client phase where we have some
assumptions made about how we are
climbing with both engines operating
so we basically have takeoff power set
on both engines we're achieving at least
a four percent client gradient the flats
in the takeoff position that our speed
is 1.2 VS1 or 1.1 vmc whichever is the
higher of the two and the landing gear
is retracted if it can be within seven
seconds if one of our engines fails on
takeoff at 400 feet above the surface
the twin engine aircraft must be able to
achieve a measurable positive gradient
of climb up to 1500 feet
this assumes the critical engine has
failed with the remaining engine still
at takeoff power
we put our positive climb gradient at
least anything positive
the flats remain in the takeoff position
we have the same speed as we did at
passing the screen height so it would
still be 1.2 VS1 or 1.1 vmc and the
landing gear is now retracted
we continue this climb up to 1500 feet
where we can reduce the client gradient
to 0.75 percent
this assumes that the critical engine
remains failed but the continuous engine
has been reduced to maximum continuous
Source this is basically our instead of
maxing out the engine we reduce the
power a little bit so the engine where
is less and it can last for longer
we've got a 0.75 client gradient the
flaps at this point will now be
retracted reducing our drag which means
that instead of being measuratively
measurably positive it now has to go up
to 0.75 got a bit less drag the speed
increases a bit so it's 1.2 VS1 and the
landing gear is retracted
so this is the single engine and all
engine requirements to fly a Class B
aircraft at an airport if we couldn't
achieve these profiles then we would not
be able to operate as a Class B aircraft
meaning no IMC no bad weather and no
night flights
and this is the case for an initial
climate year somewhere where it's
relatively flat it's our base level if
they're mountains then we need to
consider obstacle clearance and that
means we may need to be able to achieve
even better climb gradients than this so
if we want to fly a multi-engine
aircraft in bad weather or at night
using the class b regulations we need to
clear all obstacles that are in the way
by a vertical margin of 50 feet
obstacles are considered in the way are
if they are within a Zone called the
departure sector
the departure sector extends out from
the end of the clearway or the end of
the runway if there is no clearway in a
sort of a fan shape
the exact dimensions look like this
we've got 60 meters plus half the
wingspan for a straight period and then
the extending hour period would be 0.125
times the distance from the 0.0 point
being the end of the clear way or the
end of the runway
and we generally refer to these things
in terms of their semi-width or their
half width and the equation for that
would be 60 meters plus the wingspan
over two the half wingspan plus 0.15 d
and we continue this out until we reach
a maximum half width of 300 meters if we
have nav AIDS available
or have visual references to departure
and 600 meters either side if we have no
AIDS say we have an obstacle in the
sector that we cannot clear by 50 feet
with our current weight this means that
we would have to reduce our takeoff Mass
so we achieve a better climb angle and
can now clear it
another way around this would be if the
airport has a specific departure we can
follow where the departure immediately
turns we have to be above 15 feet and
the bank angle has to be less than 15
degrees so it can't be like a full
brutal turn it has to be just a sort of
slight turn
um and this would then remove the
departure sector so the obstacle we
couldn't clear now Falls outside imagine
this fan instead of looking this way
rotates a little bit and the obstacle
that was here is now outside of that uh
departure sector
if we use this method for the turn for
the departure then we have to widen the
departure sector out to a maximum of 600
meters and then 900 meters if we don't
have any navades available so it does
help a little bit but we do have to
consider a wider area because we are
turning
so if we do have obstacles in that
departure sector we need to climb safely
and clear all obstacles within that
sector by 50 feet
now we need to figure out a minimum
angle or a minimum gradient that we
would need to achieve in order to do
this safely and that is what we were
doing with the development of a net
takeoff flight path
in this example here we have this
obstacle this mountain on its own that
we would need to clear by 50 feet
we then take a line from 50 feet above
that obstacle to the end of our takeoff
distance required our screen height
and we have our minimum client gradient
that we would need to achieve if we have
two engines or if an engine fails
we continue this line all the way up to
1500 feet
above the ground but the way it looks
could change depending on the cloud base
but before we talk about that though we
need to talk about our initial climb
gradient so this line connecting the two
50 feet above points is constructed at a
0.77 the all climb all engine climb
gradient sorry
which
takes a while to get your head around
and I find it quite difficult so take
your time look up other information if
you need to but
basically what it means is if we had all
engines running with a certain takeoff
mass and we're able to achieve a client
gradient of maybe let's call this 10 for
nice maths
then 0.77 would be 7.7 climb gradient
and that line of 7.7 percent climb
gradient would have to clear all
obstacles by 50 feet as we go up
if we change our weight and increase the
mass which remember would make our climb
angle shallower
then we're only going to achieve a climb
volume for example of five percent then
if we take 0.77 of that gradient we get
a gradient of about 3.8 percent and if
we draw a line of 3.8 percent we might
not be able to clear the obstacles by 50
feet or we might indeed hit the
obstacles which would mean we're too
heavy
so we would have to reduce the weight
back down
increasing our angle again so that our
all engine angle so that when we take 77
of that angle
we achieve this line at least and we can
climb clearing all obstacles by 50 feet
hopefully you follow that so far so for
too heavy we might need to reduce our
weight back down in order to achieve a
100 Cloud gradient that's steep enough
so that the 77 climb gradient clears all
the obstacles by 50 feet
so that 0.77
times all engine climb gradient line
will continue up to 1500 feet above the
ground if we have a cloud base that is
above 1500 feet
if the cloud base is below 1500 feet
like here for example
then an allowance is made for an engine
failure occurring when we enter the
clouds
so with a single engine we have reduced
client performance and we can also no
longer see the obstacles ahead of us we
still climb up to the bottom of the
cloud at this 0.77 percent all sorry
0.77 times the all engine climb gradient
line but on reaching the cloud base we
make the line less Steep and is based
off of the gross single engine
client gradient for that aircraft
again if this line was to come closer
than 50 feet within an obstacle within
the departure sector then we would need
to reduce our weight so that our single
engine climb gradient would be
sufficient again and also so that our
initial two engine climb grading could
be steep enough maybe we entered the
clouds a bit earlier here and that
shallow line is sufficient to clear the
obstacles by 50 feet
a little while to get your head around
read some textbooks answer some
questions take it nice and slow just
think about it 100 it's nice and steep
77 still needs to be able to con clear
everything by 50 feet and your weight
has to change to allow that to happen
most of the regulations for class B
aircraft revolve around the takeoff and
the landing so during the cruise phase
there aren't that many and I think
they're all quite logical and reasonable
so the first one is the operator must
ensure that the whole flight can take
place above any relative safely
altitudes along the length of the flight
uh all the way down to a point a
thousand feet above the destination
eardrum taking into account any weather
on Route basically you must be able to
keep above all safety altitudes that
might be on route
the second one the aircraft must not
climb to an altitude above the altitude
where the maximum rate of climb of the
aircraft is 300 feet per minute we don't
want to get near to the point of
simultaneous high and low speed stall or
coffin corner if you have a quick look
on Google you'll understand what I'm
talking about or I do have a video in
the principles of flight talking about
coffin corner
the next one is if an engine fails The
Descent or climb gradients with one
engine shall be the normal all engine
gradients with a 0.5 percent extra
safety margin for the gradient not the
angle
basically what it's saying is that if we
have an engine failure and need to
descend our new descend angle would be a
bit steeper because we don't have the
thrust available to control our rate or
angle of descent as much so we have to
assume we're going to be descending
faster and steeper so we don't make any
plans that we can achieve we can't get
out of a mountainous region or something
like that basically you fly above safe
altitudes not too high that you can't
that you reach coffin corner and in case
of an engine failure make sure you can
still clear all the obstacles if you
need to in The Descent
Landing has a few regulations but
nothing too complicated the first and
most straightforward one is that we must
land with a weight that is below the
maximum structural Landing Mass so we
don't break the plane
then we have to land within 70 of the
planned Runway available taking to
account which runways are open which
one's most likely to be used for example
so you can either take the total Landing
distance available
and multiply it by 0.7 to get 70 and
compare that with your
calculated Landing distance
or you can calculate your Landing
distance multiplied by 1.43 and that's
the new distance which must not be more
than the landing distance available
this Landing distance has to be
calculated with some certain assumptions
as well
the aircraft must cross the Threshold at
50 feet or as low as 35 feet if approved
by the regulator in order to allow for a
shorter Landing distance in uh tight
aircraft tight airports basically where
the runway is short
at the altitude of the
Landing Runway must be considered
basically it means you've got to account
for density changes that's what we
looked at in the class on Landing
density changes all these distances
and the surface and condition and slope
characteristics of the runway must be
considered as well
so I talked about these in the landing
video we basically have grass runways we
multiply The Distance by 1.15 and any
weight runways we multiplied by 1.15 as
well and take note that these are
different from the considerations on
takeoff and if for example we had a wet
grass Runway we would multiply by 1.15
for the grass and then again for the wet
Runway
we also have to consider the slope just
like we did for takeoff but remember
that downslope is bad for landing
because we're going to get pooled down
the slope it's going to increase the
landing distance so it's five percent
increase per one percent of down slope
on Landing not up slope like it is on
takeoff and also we do the same thing
that we do with wind all the time
headwind only 50 percent and Tailwind
150 must be used in the calculation to
get account for it and not rely on it
too much in the case of Tailwind
if for some reason we have to go around
whether through meteorological
conditions pilot error controller error
basically there's loads of reasons to go
around then we need to ensure we climb
steep enough to clear any obstacles just
as we did for the initial climb
um and basically if we have both engines
operating we need to achieve Agora and
gradient of at least 2.5 percent with
the Lander gear extended the flat still
in the liner position and the speed at V
ref
which is the landing speed obviously
if we have an engine failure then we
need to achieve a gradient of at least
0.75 percent when 1500 foot above the
runway with the landing gear now
retracted the flaps now retracted and a
speed of 1.2 VS1
basically we need to climb away fast
enough
so I'm going to summarize using the cap
698 document to show you how good a
document this is to have in the exam if
you're stuck when I sat my etls I found
performance quite a difficult subject to
wrap my head around and in the exam this
document really helps if you don't
remember everything you don't
necessarily need to memorize all the
factors and specifics you just need to
be familiar with this document and know
how to look up the relative Parts
quickly
so in class B we have the option of the
single engine piston and the
multi-engine Piston which I've got in
the one document here I've left the
class A stuff in a separate printout but
if we have a quick look at the SCP stuff
single engine piston so if I lift that
up you should be able to see them so if
you see the general requirements it says
the operator shall not operate the
single engine airplane at night in
instrument meteorological conditions
except when under special visual flight
rules unless surfaces are available
which permits safe Force Lander to be
executed and above a cloud layer that
extends below the relative minimum
safality that's what we started off with
we said single engine aircraft can be
used in IMC or at night so it restricts
their their applications in terms of
commercial transport so instead of
looking at the single engine stuff let's
look at the multi-engine stuff so the
multi-engine stuff for the general
requirements we can see that it tells us
it's propeller driven aircraft having
nine or less passenger seats and a
maximum takeoff weight 5 700 kilograms
or less performance accountability for
engine failure on a multi-engineer air
airplane in this class need not be
considered below a height of 300 feet so
it's a bit more detail than I've given
which is why it's such a good document
it's got all the specifics should you
need it
and
now if we think of those takeoff
regulations we can see the requirements
at the bottom of the page
written out in plain English so remember
at the very start of the video when
we're talking about the comparisons for
a
takeoff distance requirement versus what
is available we can see that if there's
no stopware clearway
the available takeoff distance when
multiplied by 1.25 must not exceed the
takeoff run available then if we do have
a stop way or a clear way
which must not exceed the Torah we
multiplied by 1.3 not exactly Asda by
1.15 not exceed the total that's all
those regulation factors I was talking
at the front
of the class
I'm talking at the front of the class
talking at the start of the class if we
go over the page the way to calculate
all these distances is given as well we
can see that down at the bottom there's
a oh it says distance calculation it
gives you an example of all these things
all these
um stuff that you get figures from the
graph says graphical distance we apply
any surface Factor slope factors take
off distance uh raw then you calculate
your regulatory factor and you find out
your takeoff distance is this way
so then we go to the climb regulations
for example so in the climb regulations
here we can see our Optical
accountability area we've got this
semi-width at the end of the takeoff
distance available 60 meters plus half
the wingspan then we add on 0.125 times
D it's all in here it's all in here and
that initial climb that we have to
assume four percent and then at 400 feet
measurably positive and then at 1500
feet 0.75 there's also a few nice little
calculations in here and this is talking
about the optical accountability area if
you turn going out to 300 600 or 900
meters depending on what you're doing
yeah the graphs themselves there's a lot
of details in these which I'm going to
cover in the next class well not that
much details
but basically you get a value from the
graph you apply any factors and that
will work into the answer for the
question and basically what I'm trying
to say is that if you're a bit stuck
get out the cap 698 and it should
hopefully help a bit because there's
lots of information in here should you
feel stuck
foreign
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