ATPL Performance - Class 12: Class B Regulations.

Summary

This 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

00:00

🚁 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.

05:01

🛫 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.

10:02

📈 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.

15:02

✈️ 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.

20:03

📚 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.

Keywords

💡Class B Aircraft

Class B Aircraft refers to small propeller-driven aircraft with a maximum takeoff mass of less than 5,700 kilograms and nine or fewer passenger seats. These aircraft are central to the video's theme as the video discusses the specific regulations and performance standards they must meet to operate safely during adverse weather conditions and at night. For example, the script mentions that '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.'

💡Performance Regulations

Performance Regulations are a set of rules and performance targets that must be achieved for an aircraft to operate under certain conditions. In the context of the video, these regulations are crucial for Class B aircraft to fly during bad weather and at night. The script outlines various performance targets, such as takeoff and climb requirements, which are part of these regulations, as stated: '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.'

💡Takeoff Distance

Takeoff Distance is a critical parameter in aviation that refers to the distance an aircraft needs to travel to become airborne. The video emphasizes the importance of calculating this distance correctly to ensure safe takeoff, especially under Class B regulations. The script specifies calculations involving 'takeoff distance available' and 'takeoff run available,' highlighting the need to ensure the required takeoff distance is less than the available runway length.

💡Instrument Meteorological Conditions (IMC)

Instrument Meteorological Conditions (IMC) are atmospheric conditions during which flight is conducted primarily by reference to the aircraft's instruments rather than visual cues from outside the aircraft. The video discusses the restrictions on single-engine Class B aircraft from being used for public transport operations at night or in IMC, as mentioned in the script: 'a single engine Class B aircraft cannot be used for public transport operations at night or in IMC instrument meteorological conditions.'

💡Runway Characteristics

Runway Characteristics include factors such as the length, surface type, slope, and conditions of the runway that can affect an aircraft's takeoff and landing performance. The video script delves into how these characteristics influence the takeoff calculations, such as 'runway characteristics remember the takeoff distance available accelerate stop distance available and take off run available including the runway stop we clear away.'

💡Climb Gradient

Climb Gradient is the rate at which an aircraft ascends after takeoff, measured as the ratio of vertical gain to horizontal distance. The video explains the specific climb gradients that must be achieved by Class B aircraft under various conditions, such as 'achieving at least a four percent climb gradient the flats in the takeoff position.'

💡Engine Failure

Engine Failure in the context of the video refers to the scenario where one of the aircraft's engines stops functioning during takeoff or climb. The script discusses the performance requirements for aircraft in the event of an engine failure, such as '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.'

💡Obstacle Clearance

Obstacle Clearance is the vertical distance an aircraft must maintain between itself and any obstacles during takeoff, climb, and landing. The video script explains the need for Class B aircraft to clear obstacles by a vertical margin of 50 feet, as stated: 'clear all obstacles that are in the way by a vertical margin of 50 feet.'

💡Departure Sector

The Departure Sector is a defined airspace extending from the end of the runway or clearway, within which obstacles must be considered for takeoff safety. The video script describes how this sector is calculated and its importance for obstacle clearance, for example: '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.'

💡Landing Distance

Landing Distance is the distance an aircraft needs to travel from a certain altitude to come to a complete stop after touchdown. The video script discusses the importance of calculating the landing distance accurately and ensuring it is within the available runway length, as mentioned: '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.'

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