How would one operate a SAAB and or say a 1900C in and out of a 3700ft runway at say sea level and still meet these?
With more than 9 ppl on board the C as well.
I don't fly either one. Just looking for some insight.
Balanced Field
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Fresh Prince of King Air
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tundratire
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tofo
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ASDA - accelerate stop distance shall not exceed the distance available.
included are no more than 50% of the head wind and no less than %150 of the tail wind, ambiant tempature, runway slop in the direction of T/O and the pressure altitude of the aerodrome.
do I sound like someone wit the aerocourse infront of me
included are no more than 50% of the head wind and no less than %150 of the tail wind, ambiant tempature, runway slop in the direction of T/O and the pressure altitude of the aerodrome.
do I sound like someone wit the aerocourse infront of me
As long as you comply with the acc/stop and acc/go data in the AFM you are fine. You would have to limit your weight to something less than gross however on a 3700 foot runway on a hot day. The 1900C as I recall is certified to SFAR 41C standards while the SAAB is certified to FAR 23 airline standards. SFAR 41C standards are less onerous and I believe aircraft certified to those standards are granted relief from complying with the net take-off flight path obstacle clearance requirement.
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co-joe
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SFAR 41 only applies with more than nine seats "prevented from being occupied" etc.
There's a few way this could be done young fresh prince. Illegally of course is the obvious one. How legally?
If the aircraft is operated on a POC you don't need to meet balanced field.
The other factors are "WAT" that's weight altitude and temperature. There's no way to know for sure without knowing what they had for a load and what fuel they had, but it is possible if the temp is low or the load is reduced it could be done legally.
I don't speak SAAB so I have no idea about them, but the Dornier has a mod available that allows them to legally balance very short strips. It has something to do with a computer that increases rudder travel at lower speeds and greatly lowers Vmc allowing for a lover V1.
There's a few way this could be done young fresh prince. Illegally of course is the obvious one. How legally?
If the aircraft is operated on a POC you don't need to meet balanced field.
The other factors are "WAT" that's weight altitude and temperature. There's no way to know for sure without knowing what they had for a load and what fuel they had, but it is possible if the temp is low or the load is reduced it could be done legally.
I don't speak SAAB so I have no idea about them, but the Dornier has a mod available that allows them to legally balance very short strips. It has something to do with a computer that increases rudder travel at lower speeds and greatly lowers Vmc allowing for a lover V1.
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The Wizard of OZ
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tumbleweed
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For a paved dry runway, 15 deg, 3700 feet the C model is restricted to 16,000lbs t/o weight, if there is a 20kt wind good to max t/o about 16,600. If it is a gravel runway your limited to approximately 15,500 t/o give or take 250 lbs. (didn't run the graph). If there is a slope it will change things, if the C has Anti-Skid, the numbers go down. If required we can drop weight to meet the runway requirements. As well, this does not include net t/o flight path as mentioned before the C is SFAR 41 and is Grandfathered until December of 2010 from meeting net t/o regardless of passenger loads. As well, if your on demand charter, net t/o doesnt apply. If you can get the ops spec of 9 or less, you can run as 703 and do not need to meet balanced field.
Cheers
Apache
Cheers
Apache
Some operators or manufacturers often "play" with V1. By reducing V1, you may meet accelerate-stop criteria but increase accelerate-go. But if you can still meet accelerate - go criteria by utilizing the clearway at the end of the runway, you may legally consider the runway to be 3700 ft + 500 ft of accelerate go take-off distance available. Go to an airplane handler/ flightplanner like Jepplan or Skyplan and they can and will come up with the numbers that meet all criteria. All that is required is an ops spec to allow the use of a flightplanner and cross the flightplanners palms with sufficient pieces of gold. It is after all a business.
The average pilot, despite the somewhat swaggering exterior, is very much capable of such feelings as love, affection, intimacy and caring.
These feelings just don't involve anyone else.
These feelings just don't involve anyone else.
"Balanced feild" is an over used and apparantly misunderstood term. It means different things to different people. Pilots,airport designers,etc.
As pilots of most 704 and all 705 aircraft ( there always seems to be grandfathered exceptions)we need to comply with acc/stop,acc/go and net takeoff flight path obstacle clearance for every departure. It is very unusual for the acc/stop distance required to = acc/go to 35 feet. You can make them = by playing with V1 speeds but who cares if the 2 are equal ? Some aircraft flight manuals will only publish one figure and refer to it as take off feild length. Is it acc/stop or acc/go? It doesnt really matter,as long as the published tofl in the afm is less than the runway + stopway,you would have enough room to stop from just prior to V1 or go to 35 from V1, assuming an engine failure.
As pilots of most 704 and all 705 aircraft ( there always seems to be grandfathered exceptions)we need to comply with acc/stop,acc/go and net takeoff flight path obstacle clearance for every departure. It is very unusual for the acc/stop distance required to = acc/go to 35 feet. You can make them = by playing with V1 speeds but who cares if the 2 are equal ? Some aircraft flight manuals will only publish one figure and refer to it as take off feild length. Is it acc/stop or acc/go? It doesnt really matter,as long as the published tofl in the afm is less than the runway + stopway,you would have enough room to stop from just prior to V1 or go to 35 from V1, assuming an engine failure.
Bingo... CP has a great answer.Some aircraft flight manuals will only publish one figure and refer to it as take off feild length. Is it acc/stop or acc/go? It doesnt really matter,as long as the published tofl in the afm is less than the runway + stopway,you would have enough room to stop from just prior to V1 or go to 35 from V1, assuming an engine failure
When the books list “Takeoff Field Length”, here is exactly what they mean, (according to the certification definition):
Definition of Takeoff Field Length: > Based on Paved Dry Rwy
> Power Set Static Prior to Brake Release
> Distance Listed as "Takeoff Field Length" is the greatest of:
* 115% of 2-engine Takeoff distance to 35'
* Accelerate / Stop Distance
* Single-engine accelerate/go distance
… Now to where it concerns us in making safe takeoff decisions………if it shows a Part 25 T.O. Field Length Req'd of 3700 feet required for the ambient/configuration (at Airport ‘X’ for example where the runway is 4000’ long), this means that the above has already been taken into consideration ………and in this case met (3700’ req’d v.s. 4000’ available), and this is considered as “safe”:
i.e.
* 115% of 2-engine Takeoff distance to 35' or
* Accelerate / Stop Distance
• Single-engine accelerate/go distance
Anyhow, when using TOFL, we’ll have to make sure that we are meeting the configuration that is stipulated in the scenario (eg. Flaps set at ___ degrees and Bleed Air Off).
Other considerations would be to be alert to runway gradients, & obstacles where they exist. We will want to make some adjustments to the “dry” TOFL if a runway is wet, as the accelerate-stop performance suffers considerably otherwise. We will also want to make sure we will comply with IFR and VFR one-engine climb gradient capabilities, as req’d.
