t-39 - Chief of Naval Air Training

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T-39 FLIGHT PREPARATION STUDENT GUIDE G-4 (7) VMCG: The speed at which the aircraft can be controlled on the ground with a failed engine and by use of aerodynamic controls alone. The speed is based on the failed engine windmilling, takeoff thrust on the good engine, the nosewheel off the runway, and use of ailerons and rudder to maintain directional control within 25 feet of the desired path. (8) VB: The design speed for maximum gust intensity. (9) VF: The design flap speed. (10) VMO: The maximum operating limit speed. (11) VSO: Stall speed or the minimum steady flight speed in the landing configuration. (12) VREF: Final approach speed at the 50 feet threshold height in a normal landing configuration. (13) Balance Field Length: The distance within which the aircraft can either accelerate to V1 and then stop, or accelerate to V1 and continue to a height of 35 feet with one engine cut at V1. (14) Critical Field Length: The distance within which the aircraft can either accelerate to refusal speed and then stop, or accelerate to refusal speed and continue takeoff while one engine is failed at refusal speed. All available runway will be required to get the aircraft airborne. (15) Second segment climb: The aircraft must be capable of maintaining a climb gradient of at least 2.4 % (24 feet per 1,000 feet) with one engine inoperative and the other engine at takeoff thrust. (16) Third segment climb: May be used for level-flight acceleration at 800 feet above the airport pressure altitude to final takeoff climb speed. (17) Engine Pressure Ratio: This is the ratio of the turbine discharge total pressure to compressor inlet total pressure. Turbine discharge total pressure is an average pressure taken by four probes manifolded together immediately downstream of the turbine. Compressor inlet total pressure is measured by two electrically heated pitot pressure heads, one for each instrument, mounted on the leading edge of the vertical stabilizer. (18) RCR: A measure of tire to runway friction coefficient. RCR is given as a whole number. This value is used to define the braking characteristics for various runway surface conditions. The reported RCR is therefore a factor in determining any performance involving braking, such as critical engine failure speed and refusal speed. Some airfields report runway braking characteristics in accordance with ICAO documents, that is, “good”, “medium”, and “poor”. In order to relate these ICAO
STUDENT GUIDE T-39 FLIGHT PREPARATION categories to an RCR or when RCR values are not available, the following relationship will be used: RWY CONDITION ICAO REPORT RCR Dry Good 23 Wet Medium 12 Icy Poor 05 (19) Runway Surface Condition (RSC): RSC is the average depth covering the runway surface measured to 1/10 inch (1 inch is equivalent to a RSC of 10). The runway surface condition affects both the acceleration and stopping performance of the aircraft and must be accounted for when determining takeoff and landing data. RSC types are listed below: • WR Wet runway, standing water • SLR Slush on runway • LSR Loose snow on runway • PSR Packed snow on runway • IR Ice on runway (20) Runway Length: Runway length is the paved surface length excluding any overrun. b. Conditions Affecting Take-Off and ClimbOut Performance 3. CLIMB (1) Aircraft Weight (2) Engine Thrust (3) Air Density (4) Wind Direction and Velocity (5) Runway Gradient (6) Runway Surface Conditions a. Definitions (1) Climb Speed: Normal climbs (2 engines) can be made using maximum continuous thrust. When Climbing at maximum continuous thrust, do not exceed 260 KIAS or .69 Mach. EPR must be recalculated every 5000 feet to prevent the possibility of G-5
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NAVAL AIR TRAINING COMMAND NAS CORP
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t-39 - Chief of Naval Air Training

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