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Old 12-30-2005, 09:21 PM   #21  
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Quote:
Originally Posted by Groundhog

Except that the original post that started this thread did not indicate a particular type of operation. For operations other than 121 or 135, as you indicated, there is no requirement to land within the touchdown zone. A small aircraft (not operating under 121 or 135) approaching a long runway could elect to proceed beyond the PDP, break out, and execute a landing safely and legally. It depends on the equipment and the type of operation.

So, no. Not necessarily.
Point taken.








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Old 01-14-2006, 09:53 AM   #22  
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Default Climb Segments

Hi, nice discussion going on about segments. Here is my understanding about this:

Assuming critical engine inoperative, the four segments are:

First Segment: The Climb from 35 feet point until the landing gears are fully retracted. Conditions in this segment are:
- landing gear extended
- flaps in T/O position
- Speed = V2
- Climb gradient for 2 engine A/C = Positive
- Climb gradient for 4 engine A/C = 0.5%
- Takeoff power

Second Segment: Climb from gear retraction point until a height of 400 feet is reached. conditions in this segment are:
- gears retracted
- flaps in T/O position
- speed = V2
- gradient 2 engine a/c 2.4%, and 4 engine a/c 3.0%
- takeoff power

Third Segment: Its the horizontal distance covered after the second segment until the flap retraction speed is reached, to raise the flaps plus the distance required to accelerate the aircraft to the flaps up climb speed. It consists of two parts:

First part of 3rd segment: Distance covered before flap retraction, accelerating to flap retraction speed. The conditions are:
- gears retracted
- flaps in t/o position
- speed increasing from v2 to flap retraction speed
- gradient 2 engine a/c 1.2%, 4 engine a/c 1.7%
- takeoff power

Second part of 3rd segment: Distance covered after flap retraction, accelerating to final t/o climb speed. the conditions are:
- gears retracted
- flaps retracted
- speed, accelerating from flaps retraction to final t/o climb speed
- gradient 2 engine a/c 1.2%, 4 engine a/c 1.7%
- maximum continous power

Fourth Segment: the Climb from 400 feet till 1500 feet is reached, after the end of third segment operating with max continous power. The conditions are:
- gears retracted
- flaps retracted
- speed = final t/o climb speed
- max continous power
- gradient 2 engine a/c 1.2%, 4 engine a/c 1.7%

I also have a forum on my site http://www.theairlinepilots.com
Its a new site waiting for visitors

Regards

Last edited by haroon; 01-14-2006 at 12:31 PM.
 
Old 02-26-2006, 08:01 AM   #23  
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Here's a question for you guys with more experience and more smarts than me:
I know what HAT (height above touchdown) and I know what HAA (height above airport) are. But when would you see one in lieu of the other? The only thing I can come up with is an HAA is published for a circling approach where there is no TDZE for the approach. Is this correct? I can't find it published anywhere (FAR, AIM, Jepps), that is just some deductive reasoning on my part. Thanks for the help.
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Old 02-26-2006, 01:04 PM   #24  
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Quote:
Originally Posted by freezingflyboy
Here's a question for you guys with more experience and more smarts than me:
I know what HAT (height above touchdown) and I know what HAA (height above airport) are. But when would you see one in lieu of the other? The only thing I can come up with is an HAA is published for a circling approach where there is no TDZE for the approach. Is this correct? I can't find it published anywhere (FAR, AIM, Jepps), that is just some deductive reasoning on my part. Thanks for the help.
Your reasoning is correct.
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Old 02-26-2006, 06:11 PM   #25  
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Quote:
Originally Posted by rickair7777
Your reasoning is correct.
Thanks rick Any idea where I can find a source somewhere?
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Old 02-26-2006, 06:56 PM   #26  
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Quote:
Originally Posted by freezingflyboy
Thanks rick Any idea where I can find a source somewhere?
It's on page 6 of my Jepp glossary (mine's airline issue,, so yours might be organized differently).
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Old 02-27-2006, 05:31 PM   #27  
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Quote:
Originally Posted by rickair7777
It's on page 6 of my Jepp glossary (mine's airline issue,, so yours might be organized differently).
Sure enough, right there on page 6 in mine too I must have missed it and I only saw the breif definition on page 44 with all the acronymns. Thanks for the help!
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