mar said:
Sure. But it's helpful to learn why things are designed the way they are.
One example: Accelerate/stop data based on the use of just brakes (no thrust reverse).
To me, that's helpful.
Fair enough.
In the GV/G550 Airplane Flight Manual take-off data, no credit is given for use of thrust reversers on dry runway Reference Accelerate-Stop distance or Reference Accelerate-Go distance charts. Thrust reverser use is factored into values given for wet runway rejects.
Additional flight test take off data is provided for:
Effective runway length required (flaps 10 and 20).
Takeoff speeds and distances flaps 10 and 20, anti-skid and ground spoilers operative or inoperative.
Runway length and V1 adjustments.
Maximum allowable takeoff gross weight permitted by takeoff climb requirements.
Maximum allowable takeoff gross weight limits due to tire speed and landing brake kinetic energy.
Net takeoff flight path.
Final takeoff climb.
Distance to accelerate from V2 to VSE at 1,500 feet AGL.
Enroute climb.
For GV/G550 Airplane Flight Manual landing data, no credit is given for use of thrust reversers but the use of thrust reversers will result in distances less than those computed for the charts and will significantly improve brake wear characteristics.
Additionally, flight test landing data is provided for:
Anti-skid operative or inoperative
Ground spoilers armed and automatically deployed on touchdown or manual speedbrakes after landing.
Ground spoilers inoperative.
Reduced flap or no flap landings.
Contaminated runway operations.
Max allowable landing gross weight for brake kinetic energy limit.
Over weight landing data (BKE, speeds and distances).
Landing distance using twin-engine reverse thrust only.
As you can see, the company tried to give you a lot of specific data to work with in the AFM.
GV
