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Useful Definitions
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Useful Definitions
) Mon Apr 02, 2012 11:46 am

Airborne: Entirely Supported by Aerodynamic Forces

Load factor: Ratio of a specified load to the total weight of the aircraft. The
specified load is expressed in terms of any of the following:

a) Aerodynamic forces.
b) Inertia forces.
c) Ground or water reactions

Critical Engine: Engine whose failure would most adversely affect the
performance or handling qualities of an aircraft.

Piston Engine:

Take-off Power: Output shaft power identified in the performance data for use during
take-off, discontinued approach and baulked landing and limited in use to a
continuous period of not more than 5 minutes.

Maximum Continuous Power: Output shaft power identified in the performance data
for use during periods of unrestricted duration.

Maximum Recommended Cruising Power Conditions: Crankshaft rotational speed,

engine manifold pressure and any other parameters recommended in the engine
manuals as appropriate for cruising operation.

Maximum Best Economy Cruising Power Conditions: Crankshaft rotational speed,

engine manifold pressure and any other parameters recommended in the engine
manuals as appropriate for use with economical cruising mixture strength.

Turbine Engine:

2.5 Minute OEI Power and/or Thrust: Power and/or thrust identified in the
performance data for use when a power-unit has failed or been shut down during
take-off, baulked landing or prior to a discontinued approach and limited in use for a
continuous period of not store than 2.5 minutes additional to the 5 minute or 10
minute period at take-off power and/or thrust.

OEI: one engine inoperative

Take-off Power and/or Thrust: Power and/or thrust identified in the performance
data for use during take-off, discontinued approach and baulked landing:

(a) for aeroplanes and helicopters, limited in use to a continuous period of not more
than 5 minutes.

(b) for aeroplanes only (when specifically requested), limited in use to a continuous
period of not more than 10 minutes in the event of a power unit having failed or been
shut down.

Continuous OEI Power and/or Thrust: Power and/or thrust identified in the
performance data for use after take-off when a power-unit has failed or been shut
down, during periods of unrestricted duration.

Maximum Continuous Power and/or Thrust: Power and/or thrust identified in the
performance data for use during periods of unrestricted duration.

Indicated airspeed (IAS): Speed of an aircraft as shown on its pitot static airspeed
indicator calibrated to reflect standard atmosphere adiabatic compressible flow at
sea level uncorrected for airspeed system errors.
 Calibrated airspeed (CAS): Indicated airspeed of an aircraft, corrected for
position/pressure and instrument error. CAS is equal to true airspeed in standard
atmosphere at sea level.

Equivalent airspeed (EAS): Calibrated airspeed corrected for adiabatic

compressible flow for the particular altitude. EAS is equal to CAS in standard
atmosphere at sea level.

True airspeed (TAS): Airspeed of an aircraft relative to undisturbed air obtained

by correcting EAS for density.

Mach Number (M): Ratio of TAS to the Local Speed of Sound.

Density Altitude: The height above the 1013.2HPa level corrected for actual air
density. Roughly estimated by adding 120 ft for every degree of temperature
deviation above ISA to the Pressure Altitude or subtracting 120 ft for every degree of
deviation below ISA.

Critical Altitude (Piston Engines): Maximum altitude at which (in standard

atmosphere) it is possible to maintain (at a specified rotational speed without ram) a
specified power or a specified manifold pressure.

Unless otherwise stated. the critical altitude is the maximum altitude at which it is
possible to maintain (without ram) at the maximum continuous rotational speed, one
of the following:

(a) Maximum Continuous Power - in case of engines for which this power rating is the
same at sea level and at the rated altitude.

(b) Maximum Continuous Rated Manifold Pressure - in case of engines the maximum
continuous power of which is governed by a constant manifold pressure.

Restart Altitude: An altitude up to which it has been demonstrated safely and

reliably that it is possible to restart an engine in flight.
 Declared Temperature: Average monthly temperature + half its deviation from
ISA. It is used by airlines to take account of temperature for scheduling landings. It
requires agreement by the National Authority.

Total Air Temperature (TAT): Static air temperature + Adiabatic Compression

(ram) Rise. It is indicated on the TAT Indicator and is also called the Indicated Air
Temperature.

Outside Air Temperature (OAT): Ambient temperature without any ram effect.
Also called Static Air Temperature (SAT) and Corrected Outside Air Temperature
(COAT).

Take-off Weight (TOW or TOM): The gross weight of the aeroplane at the start of
the take-off run.

Maximum Take-off Weight (MTOW or MTOM): The maximum weight at which take-
off is permitted by conditions other than available performance.

Maximum Total Weight Authorised (MTWA or MTOMA): The maximum total weight
of the aeroplane and its contents, at which it may take off anywhere in the world, in
the most favourable circumstances, and in accordance with the certificate of
airworthiness in force at the time. Otherwise known as the Certificate of
Airworthiness Limited TOM.

Landing Weight (LW or LM): The weight of the aeroplane at the time of landing,
taking into account the weights of fuel and oil expected to be used on the flight to
the aerodrome at which the landing is to be effected.

Maximum Landing Weight (MLW or MLM): The maximum weight at which landing
is permitted (other than in an emergency) by considerations other than available
performance.

Maximum Zero Fuel Weight (MZFW or MZFM): The weight of the aeroplane, above
which all weight must comprise fuel The limitation is determined by structural
airworthiness requirements.

Regulated Take-off Weight (RTOW or RTOM): The maximum permitted take-off

weight of the aeroplane at the start of the take-off run, derived by complying with
all the requirements of the weight and performance regulations appropriate to the
flight.

Weight, Altitude, and Temperature (WAT) Limit: A take-off mass limit

determined by the aircraft's ability to make certain minimum specified gradients of
climb. Weight, Altitude and Temperature are three of the major variables affecting
climb gradient.

Climb Limit: A modern and more common term for the WAT.

TORA (Take-Off Run Available): The length of the runway itself. The distance
from the point on the surface of the aerodrome at which the aeroplane can
commence its take-off run to the nearest point in the direction of take-off at which
the surface of the aerodrome is incapable of bearing the weight of the aeroplane
under normal operating conditions.

Stopway: An area beyond the take-off runway, no less wide than the runway and
centred upon the extended centreline of the runway, able to support the aeroplane
during an abortive take-off, without causing structural damage to the aeroplane, and
designated by the airport authorities for use in decelerating the aeroplane during an
abortive take-off.

ASDA (Accelerate Stop Distance Available): The distance from the point on the
surface of the aerodrome at which the aeroplane can commence its take-off run to
the nearest point in the direction of take-off at which the aeroplane cannot roll over
the surface of the aerodrome and be brought to rest in emergency without risk of
accident. ASDA = TORA + Stopway.

Clearway: For turbine engine powered aeroplanes certificated after August 29,
1959, an area beyond the runway, not less than 500 ft wide, centrally located about
the extended centreline of the runway, and under the control of the airport
authorities. The clearway is expressed in terms of a clearway plane, extending from
the end of the runway with an upward slope not exceeding 1.25% above which no
object or terrain protrudes. However, threshold lights may protrude above the plane
if their height above the end of the runway 26 inches or less and if they are located
to each side of the runway. It is clear of non-frangible obstacles. There may or may
not be a clearway.

TODA: It is TORA + Clearway up to a maximum of one and a half times the length
of TORA. It is described as either the distance from the point on the surface of the
aerodrome at which the aeroplane can commence its take-off run to the nearest
obstacle in the direction of take-off projecting above the surface of the aerodrome
and capable of affecting the safety of the aeroplane or one and one half times the
take-off run available, whichever is the less.

Maximum TODA = 1.5 x TORA (an EU OPS limit)

e.g. with declared distances of TORA 2000m and TODA 3500m would result in a usable
TODA of only 3000m.

Balanced Field: If TODA equals ASDA it is known as a balanced field.

Landing Distance Available: Length of runway declared suitable for landing run.

Best Angle of Climb (Vx): Also best angle of climb, single engine, VxsE

Best Rate of Climb (Vy): Also best rate of climb, single engine, VysE. VysE is a blue
line speed on a light twin.

Brake Energy Speed (VMBE): The maximum speed on the ground from which a
stop can be accomplished within the energy capabilities of the brakes.

Rejecting a take-off from a speed greater than VMBE would result in the brakes
failing before you stop.

Screen Height: An imaginary screen that is just cleared by the lowest part of the
aircraft with undercarriage extended and in an unbanked attitude when taking off
and landing.
 Decision Speed (V1): An engine failure being promptly recognised, it is the speed
at which the continued take-off distance and take-off run will not exceed the TODA
and TORA, respectively and at which the accelerate-stop distance will not exceed the
ASDA.

Also defined as the maximum speed in the take-off at which the pilot must take the
first action to stop the aeroplane within the accelerate-stop distance, and the
minimum speed in the take-off, following a failure of the critical engine at VEF, at
which the pilot can continue the take-off and achieve the required height above the
take-off surface within the take-off distance.

Engine Failure Speed (VEF): The CAS at which the critical engine is assumed to
fail.

Power Failure Speed Ratio (V1/VR): The ratio of the two defined speeds for a
given aeroplane weight and aerodrome characteristics, introduced into performance
assessment for convenience and used to determine V decision speed.

Rotation Speed (VR): The speed at which the pilot starts to rotate the aeroplane
for take-off. It is a function of aeroplane weight and flap setting but can also vary
with pressure altitude and temperature.

Take-Off Safety Speed (V2): The lowest speed at which the aeroplane complies
with those handling criteria associated with the climb after take-off following engine
failure. Also, the target speed to be attained at the screen height and used to the
point where acceleration to flap retraction speed is initiated.

All Engines Screen Speed (V3): The speed at which the aeroplane is assumed to
pass through the screen height with all engines operating on take-off.

Steady Initial Climb Speed (V4): The "all engines operating" take-off climb speed,
used to the point where acceleration to flap retraction speed is initiated. It should be
attained by 400ft above aerodrome level.
 Final Take-Off Speed (VFTO): The speed of the aeroplane that exists at the end of
the take-off path in the en-route configuration with one engine inoperative. This is
not V2, this is the speed after the take-off obstacles have been cleared at which
point the aircraft will be at around 1500ft.

Flap Extended Speed (VFE): The highest speed permissible with wing-flaps in a
prescribed extended position.

Landing Gear Extended Speed (VLE): The maximum speed at which an aircraft
can be safely flown with the landing gear extended.

Landing Gear Operating Speed (VLO): The maximum speed at which the landing
gear can be safely extended or retracted.

Lift-off Speed (VLOF): The speed at which the aeroplane first becomes airborne.

Minimum Control Speed in the Air (VMCA): The minimum speed at which the
aeroplane is controllable in flight with a maximum five degrees of bank, when the
critical engine becomes inoperative, with the remaining engines at take-off thrust.

Minimum Control Speed on the Ground (VMCG): The minimum speed on or near
the ground at which the take-off can be continued safely when the critical engine
becomes inoperative, with the remaining engines at take-off thrust.

Minimum Control Speed on Landing (VMCL): Minimum speed, in an approach or

landing configuration with one engine inoperative, at which it is possible to maintain
control of the aeroplane within defined limits, while applying variations of power.

Minimum Unstick Speed (VMU): The minimum speed at which it is possible to

leave the ground with all engines operating and climb without due hazard. Obtained
at the highest nose-up angle and limited either by the length of the fuselage and the
risk of tailscrape or by elevator power.

Reference Landing Speed (VREF): Speed of the aeroplane, in a specified landing

configuration, at the point where it descends through the landing screen height in
the determination of the landing distance for manual landings.

Target Threshold Speed (VAT): The speed at which the pilot should aim to cross
the runway threshold to ensure that the scheduled landing field lengths are
consistently achieved.

VAT0:: Threshold speed all engines operating.

VAT1: Threshold speed with a critical engine inoperative.

VAT MAX: Maximum Threshold Speed. The speed at the threshold above which the
risk of exceeding the scheduled landing field length is unacceptably high. Go-around
action should normally be taken if it appears that this speed will be exceeded,
usually VAT0 + 15KT.

VA: Design manoeuvring speed.

VB: Design speed for maximum gust intensity.

VC: Design cruising speed.

VD/MD: Design diving speed.

VDF/MDF: Demonstrated flight diving speed.

VF: Design flap speed.

VF1: Design flap speed for procedure flight conditions.

VFC/MFC: Maximum speed for stability characteristics.

 VMC: Minimum control speed with the critical engine inoperative.

VMCL: Minimum control speed, approach and landing.

VMO/MMO: Maximum operating limit speed.

VNE: Never-exceed speed.

VRA: Rough airspeed.

VS: Stall speed or the minimum steady flight speed at which the aeroplane is
controllable.

VS0: Stall speed or the minimum steady flight speed in the landing configuration.

VS1: Stall speed or the minimum steady flight speed with the aeroplane in a
configuration appropriate to the case under consideration.

VS1g: One-g stall speed at which the aeroplane can develop a lift force (normal to
the flight path) equal to its weight.

VSR: Reference stall speed.

VSR0: Reference stall speed in the landing configuration.

VSR1: Reference stall speed in a specific configuration.

VSW: Speed at which onset of natural or artificial stall warning occurs.

 V2MIN: Minimum take-off safety speed.
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