Runway condition reading(RCR)
Indicates the coefficient of friction between the aircraft tires and the surface of the runway
Grooved or pourous runways
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Runway surface condition(RSC)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Hydroplaning
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Slope
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Maximum effor(MRT)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Takeoff rated thrust(TRT)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Reduced power
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Thrust factor(TF)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Air performance number(APN)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Takeoff factor(TOF)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Ground performance number(GPN)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Climb out factor(COF)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Climb speed
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Climb gradient
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Ground minimum control speed(VMCG)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Air minimum control speed(VMCA)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Critical field length
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Critical engine failure speed(VCEF)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Refusal speed(VR)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Rotation speed(VROT)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Takeoff speed(VTO)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Tire placard speed
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Max breaking speed(VBMAX)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Takeoff ground run
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Horizontal stabilizer trim settings
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Accel check speed-time VS speed check
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Approach(Vapp)
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Threshold
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Landing distance
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Landing ground roll
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Absolute cieling
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Performance cieling
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Constant altitude
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Cruise climb cruise
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Optimum step climb
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Constant power
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Constant speed
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Maximum range
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Endurance
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Best endurance
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Maximum endurance
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Rapid descent
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Penetration descent
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
En route descent
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Energy management
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
Wind shear
Produces close to the maximum of thrust of which an engine is capable, but compromises some amount of thrust in the interest of extending engine life
Speed at which aircraft transitions from three point attitude to takeoff attitude
Speed that must be achieved before liftoff occurs
Gives greatest amount of time when flying a constant altitude
The height an aircraft will climb in a given horizontal distance
Provides the best gas mileage for the conditions of the day
Combines the EPR or N1 which vary with temperature at a given altitude, with the actual altitude to produce a statement of thrust
Maximum ground speed that a tire can structurally withstand during takeoff or landing, measured in KIAS
Speed an aircraft can lose an outboard engine and either continue takeoff or stop within the critical field length
Seldom used on large aircraft, power is set and left alone
Compensate for differences between the center of gravity and the center of lift
Point all the forces, weight, lift, thrust, and drag will be equal
Distance required to accelerate to takeoff speed
Saves wear and tear on engines and reduces airframe stress caused by rapid acceleration
Consists of an aircraft climbing to a cruise altitude and remaining there until descent, worst for gas mileage
Obtains the best gas mileage, hardest to fly due to the constant increase in altitude and ATC restrictions
The speed at which an aircraft can experience an outboard engine failure and still maintain directional control using full rudder deflection and not more than five degrees of bank with remaining engines at takeoff or go around thrust
Flying at the airspeed that will gives us our lowest fuel flow
High rate of descent is derived from the combination of gross weight versus power and the external configuration of the aircraft
When aircraft is crossing the threshold at 50 feet
Most commonly used type, fuel economy and passenger comfort are essential making it most practical
Reference number that incorporates the effect of density altitude on an airframe
Combines the thrust developed by the engines with the aircraft gross weight to arrive at a reference number which expresses the aircraft weight to power ratio
Segments of the approach are flown at this speed
To compare acceleration against elapsed time, used to reject a takeoff at predetermined point for substandard performance
Distance required after touchdown to stop the aircraft
Improve braking coefficient and reduce hydroplaning speed by givin water a path through which it squeezes from under the tire
Based on flying threshold speed at 50 feet above the threshold
The minimum length required to accelerate on all engines to critical engine failure speed, experience an engine failure at VCEF, and either continue the takeoff or abort the takeoff within computed distance
Minimum speed required for directional control with an outboard engine inoperative and remaining engines at takeoff thrust
Limiting altitudes based on the days conditions that keep some of our engines power in reserve for emergency use
A compromise between constant altitude and cruise climb cruise, satisfying ATC's need for controlling the airways
Flying our endurance airspeed while maintaining our optimum altitude
The average depth and type of runway surface covering to the nearest one-tenth inch
Uses N1 and pressure altitude to arrive at a reference number similar to a thrust factor
Used quite often, once cruise speed is establish, the pilot will maintain it throughout the flight
The maximum speed an aircraft can accelerate with engines at takeoff power and then stop within the remaining runway available
Adds the effective density altitude on the airframe to the thrust of the engines
A percent of gradient to one tenth of on percent measured between two ends or points of a runway
The airspeed used during climb which compromises between the airspeed for maximum rate of climb and the airspeed that produces the most efficient engine operation
Made when the need for a faster than normal change in altitude exists
A proven procedure for coping with wind shear during final approach
Highest airspeed the aircraft can stop without exceeding maximum energy absorption
Can increase or decrease airspeed until engine thrust has no opportunity to reestablish the proper airspeed within the new air mass
The result of a marked loss of coefficient of friction between the tires and the runway surface
Used when nothing else will save life, property or mission objective
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