RSickenberg · January 17, 2025 15:22
diff --git a/032_04.txt b/032_04.txt
 01.01 Takeoff Performance, Definitions of and Relationships Between Terms
 01 Explain the forces affecting the aeroplane during the take-off run.
 02 State the effects of thrust-to-weight ratio and flap-setting on ground roll.
 03 Describe the European Union airworthiness requirements according to CS-25 relating to large aeroplane performance (General and Take-off) (SUBPART B - FLIGHT PERFORMANCE: CS 25.101 to CS 25.109 inclusive, and CS 25.113).
 04 Describe the terms ‘aircraft classification number’ (ACN) and ‘pavement classification number’ (PCN), and the requirements and hazards of operating on aerodrome surfaces with PCNs smaller than the ACNs.
 05 Define and explain the following speeds in accordance with CS-25 or CS-Definitions: reference stall speed (VSR); reference stall speed in a specific configuration (VSR1); 1-g stall speed at which the aeroplane can develop a lift force (normal to the flight path) equal to its weight (VS1g); minimum control speed with critical engine inoperative (VMC); minimum control speed on or near the ground (VMCG); minimum control speed at take-off climb (VMCA); engine failure speed (VEF); take-off decision speed (V1); rotation speed (VR); take-off safety speed (V2); minimum take-off safety speed (V2MIN); minimum unstick speed (VMU); lift-off speed (VLOF); maximum brake energy speed (VMBE); maximum tyre speed (VMax Tyre).
 06 Explain the interdependence between the above-mentioned speeds where relevant.
 07 Define the following distances in accordance with CS-25: take-off run with all engines operating and one-engine- inoperative; take-off distance with all engines operating and one-engine-inoperative; accelerate-stop distance with all engines operating and one-engine-inoperative.
 08 Explain how loss of TORA due to alignment is accounted for.
 09 Explain the effect of the interdependency of relevant speeds in 032 04 01 01 (05) and the situations in which these interdependencies can cause speed and performance restrictions.

 01.02 Takeoff Distances
 01 Explain the effects of the following runway (RWY) variables on take-off distances: RWY slope; RWY surface conditions: dry, wet and contaminated; RWY elevation.
 02 Explain the effects of the following aeroplane variables on take-off distance: aeroplane mass; take-off configuration; bleed-air configurations.
 03 Explain the effects of the following meteorological variables on take-off distances: wind; temperature; pressure altitude.
 04 Explain the consequence of errors in rotation technique on take-off distance: early and late rotation; too high and too low rotation angle; too high and too low rotation rate.
 05 Compare the take-off distance for specified conditions and configuration for all engines operating and one-engine-inoperative.
 06 Explain the effect of using clearway on the field-length-limited take-off mass.
 07 Explain the influence of aeroplane mass, air density and flap settings on V1, V2 and V2MIN and thereby on take-off distance.
 08 Explain the effect of an error in V1 on the resulting one-engine-out take-off distance.

 01.03 Accelerate-Stop Distance
 01 Explain how the accelerate-stop distance is affected by given conditions and configuration for all engines operating and one-engine-inoperative.
 02 Explain the effect of using a stopway on the field-length-limited take-off mass.
 03 Explain the effect of an error in V1 on the resulting accelerate-stop distance. As previously mentioned, V1
 04 Explain the effect of runway slope or wind component on the accelerate-stop distance.
 05 Explain how the accelerate-stop distance is determined and discuss the deceleration procedure.
 06 Explain how the accelerate-stop distance is affected by the use of brakes, anti-skid, reverse thrust, ground spoilers (lift dumpers) and by brake energy absorption limits, delayed temperature rise and brake temperature indication.
 07 Explain the hazards of rejecting a take-off from high ground speed or high take-off mass, and how to manage these hazards.

 01.04 Balanced Field Length Concept
 01 Define the term ‘balanced field length’.
 02 Describe the relationship between takeoff distance and accelerate-stop distance and identify on a diagram the balanced field length and balanced V1.
 03 Describe the applicability of a balanced field length.

 01.05 Unbalanced Field Length Concept
 01 Describe the applicability of an unbalanced field length.
 02 Explain the effect of additional stopway on the allowed take-off mass and appropriate V1 when using an unbalanced field.
 03 Explain the effect of additional clearway on the allowed take-off mass and appropriate V1 when using an unbalanced field.

 01.06 Field-Length-Limited Takeoff Mass (FLLTOM)
 01 Explain the factors that affect the FLLTOM.
 02 Explain the concept of a ‘range of V1’ and explain reasons for the placement of the designated V1 towards the faster or slower end of the range.

 01.07 Contaminated Runways
 01 Define a ‘contaminated runway’, ‘wet runway’, and a ‘dry runway’.
 02 Describe the different types of contamination: wet or water patches, rime- or frost-covered, dry snow, wet snow, slush, ice, compacted or rolled snow, frozen ruts or ridges. Source: ICAO Annex 15, Appendix 2
 03 Identify the difference between friction coefficient and estimated surface friction. Source: ICAO Annex 15, Appendix 2
 04 State that when friction coefficient is 0.40 or higher, the expected braking action is good. Source: ICAO Annex 14, Vol. I, Attachment A
 05 Define the different types of hydroplaning. Source: NASA TM-85652, Tire Friction Performance, pp. 6 to 9 There are three principal types of aquaplaning or hydroplaning as it is now more commonly known.
 06 Explain the difference between the two dynamic hydroplaning speeds and state which of them is the most limiting for an aircraft operating on a wet runway. Source: NASA TM-85652, Tire Friction Performance, p. 8
 07 State that some wind limitations may apply in case of contaminated runways. Those limitations are to be found in Part B of the Operations Manual - Limitations.
 08 State that the procedures associated with take-off and landing on contaminated runways are to be found in Part B of the Operations Manual - Normal procedures.
 09 State that the performance associated with contaminated runways is to be found in Part B of the Operations Manual - Performance.

 01.08 Takeoff Climb
 01 Explain the difference between the flat-rated and non-flat-rated part in performance charts.
 02 State the differences in climb-gradient requirements for two-, three- and four-engined aeroplanes.
 03 Explain the effects of aeroplane configuration and meteorological conditions on the take-off climb.
 04 Determine the climb-limited take-off mass.

 01.09 Obstacle-Limited Takeoff
 01 Describe the operational regulations for obstacle clearance in the net take-off flight path (NTOFP).
 02 Define the actual and NTOFP with one-engine-inoperative in accordance with CS-25.
 03 Explain the effects of aeroplane configuration and meteorological conditions on the obstacle-limited take-off mass.
 04 Describe the segments of the actual take-off flight path.
 05 Describe the changes in the configuration, power, thrust and speed in the NTOFP climb segments.
 06 State the standard maximum bank angle(s) in the first and second segment and determine the effect on the stall speed and implication on V2.
 07 Explain the influence of airspeed selection, acceleration and turns on the climb gradient.
 08 Describe the European Union airworthiness requirements according to CS-25 relating to aeroplane performance take-off climb and flight path (SUBPART B - FLIGHT PERFORMANCE: CS 25.111, CS 25.115, CS 25.117 and CS 25.121)

 01.10 PLTOM and RTOM Tables
 01 Define PLTOM and RTOM.
 02 Describe the use of RTOM tables or similar to find PLTOM and how this can also be done using an EFB.
 03 Interpret what take-off limitation (field length, obstacle, climb, structural, etc.) is restricting a particular RTOM as it is presented in RTOM tables or similar.
 04 Describe why data from an EFB can differ from data derived from RTOM tables or similar.

 01.11 Takeoff Performance on Wet and Contaminated Runways
 01 Explain the differences between the take-off performance determination on a wet or contaminated runway and on a dry runway.
 02 Describe a wet V1 and explain the consequences of using a wet V1.
 03 Describe the hazards, effects and management of operating from a contaminated runway.
 04 Describe displacement drag, impingement drag, and the methods to monitor acceleration.
 05 Explain the benefits and implications of using a derated take-off on a contaminated runway.

 01.12 Use of Reduced (Flexible or Flex) and Derated Thrust
 01 Explain the advantages and disadvantages of using reduced (flex) and derated thrust.
 02 Explain the difference between and principles behind reduced (flex) and derated thrust.
 03 Explain when reduced (flex) and derated thrust may and may not be used.
 04 Explain the effect of using reduced (flex) and derated thrust on take-off performance including take-off speeds, take-off distance, climb performance and obstacle clearance.
 05 Explain the assumed temperature method for determining reduced (flex) thrust performance.

 01.13 Takeoff Performance Using Different Takeoff Flap Settings
 01 Explain the advantages and disadvantages of using different take-off flap settings to optimise the performance-limited take-off mass (PLTOM).
 02 Determine the optimum flap position and PLTOM from given figures.

 01.14 Takeoff Performance Using Increased V2 (‘Improved Climb Performance’)
 01 Explain the advantages and disadvantages of the increased V2 procedure.
 02 Explain under what circumstances this procedure can be used.
 03 Explain the hazards of the fast V1 and VLOF speeds associated with the increased V2 procedure and how they can be managed.

 01.15 Brake-Energy and Tyre-Speed Limit
 01 Explain the effects on take-off performance of brake-energy and tyre-speed limits.
 02 Explain under what conditions they are more likely to become limiting.

 02.01 Climb Techniques
 01 Explain the effect of climbing at constant IAS on: TAS; Mach number; climb gradient; rate of climb.
 02 Explain the effect of climbing at constant Mach number on: TAS; IAS; climb gradient; rate of climb.
 03 Explain the correct sequence of climb speeds for turbojet transport aeroplanes.

 02.02 Influence of Variables on Climb Performance
 01 Explain the effect on the operational speed limit when climbing at constant IAS and at constant Mach number.
 02 Explain the term ‘crossover altitude’ which occurs during the climb speed schedule (IAS–Mach number).

 03.04 Long Range Cruise
 01 Define the term ‘long-range cruise’.
 02 Explain the differences between flying at long-range speed and maximum-range speed with regard to fuel-flow and speed stability.

 03.06 Cruise Altitudes
 01 Define the term ‘optimum cruise altitude’.
 02 Explain the factors that affect optimum cruise altitude.
 03 Explain the factors that can affect or limit the maximum operating cruise altitude.
 04 Explain the purpose of, and operational reasons for, a step climb and when such a climb would be initiated for optimum range.
 05 Describe the buffet onset boundary (BOB) and determine the high- and low-speed buffet (speed/Mach number only).
 06 Analyse the influence of bank angle, mass and the 1.3g buffet margin on a step climb.
 07 Describe that the high-speed buffet can occur at speeds slower or faster than MMO.
 08 Explain the reasons why a step climb may not be used (e.g. for short sectors, advantageous winds, avoiding turbulence, and due to air traffic restrictions).

 03.07 Cost Index
 01 Describe ‘cost index’.
 03 Describe the effect of cost index on climb, cruise and descent speeds.

 04.01 Drift Down
 01 Describe the determination of en-route flight-path data with one-engine-inoperative in accordance with CS 25.123.
 02 Describe the minimum obstacle-clearance height prescribed in the applicable operational requirements.
 03 Describe the optimum speed that the pilot should select during drift-down.
 04 Explain the influence of deceleration on the drift-down profiles.

 04.02 Influence of Variables on En-Route One-Engine-Inoperative Performance
 01 Describe and explain the factors which affect the en-route net drift-down flight path.

 05.01 Descent Techniques
 01 Explain the effect of descending at constant Mach number.
 02 Explain the effect of descending at constant IAS.
 03 Explain the correct sequence of descent speeds for turbojet transport aeroplanes.
 04 Determine the effect on TAS when descending in and above the troposphere at constant Mach number.
 05 Describe the following limiting speeds for descent: maximum operating speed (VMO); . maximum Mach number (MMO).
 06 Explain the effect of a descent at constant Mach number on the margin to low- and high-speed buffet.

 05.02 Energy Management in Descent
 01 Explain the advantages and principle of a continuous descent.
 02 Describe energy management in terms of chemical, potential and kinetic energy.
 03 Describe the effect of increasing/decreasing headwind and tailwind on profile management.
 04 Describe the effect of the Mach number to IAS transition (speed conversion) on profile management.
 05 Describe situations during the descent and approach in which a pilot could find that an aeroplane flies high or fast and explain how the pilot can manage descent angle/ excess energy.

 06.01 Approach Requirements
 01 Describe the CS-25 requirements for the approach climb (CS 25.121).
 02 Describe the CS-25 requirements for the landing climb.
 03 Explain the effect of temperature and pressure altitude on approach and landing-climb performance.

 06.02 Landing-Field-Length and Landing-Speed Requirements
 01 Describe the landing distance determined according to CS 25.125 (‘demonstrated’ landing distance).
 02 Describe the landing-field-length requirements for dry, wet and contaminated runways and the applicable operational requirements.
 03 Define the ‘landing distance available’ (LDA).
 04 Define and explain the following speeds in accordance with CS-25 or CS-Definitions: reference stall speed in the landing configuration (VSR0); reference landing speed (VREF); - minimum control speed, approach and landing (VMCL).

 06.03 Influence of Variables on Landing Performance
 01 Explain the effect of runway slope, surface conditions and wind on the maximum landing mass for a given landing distance available in accordance with the applicable operational requirements.
 02 Explain the effect on landing distance and maximum allowable landing mass of the following devices affecting deceleration: reverse; anti-skid; ground spoilers or lift dumpers; autobrakes.
 03 Explain the effect of temperature and pressure altitude on the maximum landing mass for a given landing distance available.
 04 Explain the effect of hydroplaning on landing distance required and methods of managing landing on contaminated or wet runways.

 06.04 Quick Turnaround Limit
 01 Describe how brake temperature limits the turnaround times.
	01.01 Takeoff Performance, Definitions of and Relationships Between Terms
	01 Explain the forces affecting the aeroplane during the take-off run.
	02 State the effects of thrust-to-weight ratio and flap-setting on ground roll.
	03 Describe the European Union airworthiness requirements according to CS-25 relating to large aeroplane performance (General and Take-off) (SUBPART B - FLIGHT PERFORMANCE: CS 25.101 to CS 25.109 inclusive, and CS 25.113).
	04 Describe the terms ‘aircraft classification number’ (ACN) and ‘pavement classification number’ (PCN), and the requirements and hazards of operating on aerodrome surfaces with PCNs smaller than the ACNs.
	05 Define and explain the following speeds in accordance with CS-25 or CS-Definitions: reference stall speed (VSR); reference stall speed in a specific configuration (VSR1); 1-g stall speed at which the aeroplane can develop a lift force (normal to the flight path) equal to its weight (VS1g); minimum control speed with critical engine inoperative (VMC); minimum control speed on or near the ground (VMCG); minimum control speed at take-off climb (VMCA); engine failure speed (VEF); take-off decision speed (V1); rotation speed (VR); take-off safety speed (V2); minimum take-off safety speed (V2MIN); minimum unstick speed (VMU); lift-off speed (VLOF); maximum brake energy speed (VMBE); maximum tyre speed (VMax Tyre).
	06 Explain the interdependence between the above-mentioned speeds where relevant.
	07 Define the following distances in accordance with CS-25: take-off run with all engines operating and one-engine- inoperative; take-off distance with all engines operating and one-engine-inoperative; accelerate-stop distance with all engines operating and one-engine-inoperative.
	08 Explain how loss of TORA due to alignment is accounted for.
	09 Explain the effect of the interdependency of relevant speeds in 032 04 01 01 (05) and the situations in which these interdependencies can cause speed and performance restrictions.

	01.02 Takeoff Distances
	01 Explain the effects of the following runway (RWY) variables on take-off distances: RWY slope; RWY surface conditions: dry, wet and contaminated; RWY elevation.
	02 Explain the effects of the following aeroplane variables on take-off distance: aeroplane mass; take-off configuration; bleed-air configurations.
	03 Explain the effects of the following meteorological variables on take-off distances: wind; temperature; pressure altitude.
	04 Explain the consequence of errors in rotation technique on take-off distance: early and late rotation; too high and too low rotation angle; too high and too low rotation rate.
	05 Compare the take-off distance for specified conditions and configuration for all engines operating and one-engine-inoperative.
	06 Explain the effect of using clearway on the field-length-limited take-off mass.
	07 Explain the influence of aeroplane mass, air density and flap settings on V1, V2 and V2MIN and thereby on take-off distance.
	08 Explain the effect of an error in V1 on the resulting one-engine-out take-off distance.

	01.03 Accelerate-Stop Distance
	01 Explain how the accelerate-stop distance is affected by given conditions and configuration for all engines operating and one-engine-inoperative.
	02 Explain the effect of using a stopway on the field-length-limited take-off mass.
	03 Explain the effect of an error in V1 on the resulting accelerate-stop distance. As previously mentioned, V1
	04 Explain the effect of runway slope or wind component on the accelerate-stop distance.
	05 Explain how the accelerate-stop distance is determined and discuss the deceleration procedure.
	06 Explain how the accelerate-stop distance is affected by the use of brakes, anti-skid, reverse thrust, ground spoilers (lift dumpers) and by brake energy absorption limits, delayed temperature rise and brake temperature indication.
	07 Explain the hazards of rejecting a take-off from high ground speed or high take-off mass, and how to manage these hazards.

	01.04 Balanced Field Length Concept
	01 Define the term ‘balanced field length’.
	02 Describe the relationship between takeoff distance and accelerate-stop distance and identify on a diagram the balanced field length and balanced V1.
	03 Describe the applicability of a balanced field length.

	01.05 Unbalanced Field Length Concept
	01 Describe the applicability of an unbalanced field length.
	02 Explain the effect of additional stopway on the allowed take-off mass and appropriate V1 when using an unbalanced field.
	03 Explain the effect of additional clearway on the allowed take-off mass and appropriate V1 when using an unbalanced field.

	01.06 Field-Length-Limited Takeoff Mass (FLLTOM)
	01 Explain the factors that affect the FLLTOM.
	02 Explain the concept of a ‘range of V1’ and explain reasons for the placement of the designated V1 towards the faster or slower end of the range.

	01.07 Contaminated Runways
	01 Define a ‘contaminated runway’, ‘wet runway’, and a ‘dry runway’.
	02 Describe the different types of contamination: wet or water patches, rime- or frost-covered, dry snow, wet snow, slush, ice, compacted or rolled snow, frozen ruts or ridges. Source: ICAO Annex 15, Appendix 2
	03 Identify the difference between friction coefficient and estimated surface friction. Source: ICAO Annex 15, Appendix 2
	04 State that when friction coefficient is 0.40 or higher, the expected braking action is good. Source: ICAO Annex 14, Vol. I, Attachment A
	05 Define the different types of hydroplaning. Source: NASA TM-85652, Tire Friction Performance, pp. 6 to 9 There are three principal types of aquaplaning or hydroplaning as it is now more commonly known.
	06 Explain the difference between the two dynamic hydroplaning speeds and state which of them is the most limiting for an aircraft operating on a wet runway. Source: NASA TM-85652, Tire Friction Performance, p. 8
	07 State that some wind limitations may apply in case of contaminated runways. Those limitations are to be found in Part B of the Operations Manual - Limitations.
	08 State that the procedures associated with take-off and landing on contaminated runways are to be found in Part B of the Operations Manual - Normal procedures.
	09 State that the performance associated with contaminated runways is to be found in Part B of the Operations Manual - Performance.

	01.08 Takeoff Climb
	01 Explain the difference between the flat-rated and non-flat-rated part in performance charts.
	02 State the differences in climb-gradient requirements for two-, three- and four-engined aeroplanes.
	03 Explain the effects of aeroplane configuration and meteorological conditions on the take-off climb.
	04 Determine the climb-limited take-off mass.

	01.09 Obstacle-Limited Takeoff
	01 Describe the operational regulations for obstacle clearance in the net take-off flight path (NTOFP).
	02 Define the actual and NTOFP with one-engine-inoperative in accordance with CS-25.
	03 Explain the effects of aeroplane configuration and meteorological conditions on the obstacle-limited take-off mass.
	04 Describe the segments of the actual take-off flight path.
	05 Describe the changes in the configuration, power, thrust and speed in the NTOFP climb segments.
	06 State the standard maximum bank angle(s) in the first and second segment and determine the effect on the stall speed and implication on V2.
	07 Explain the influence of airspeed selection, acceleration and turns on the climb gradient.
	08 Describe the European Union airworthiness requirements according to CS-25 relating to aeroplane performance take-off climb and flight path (SUBPART B - FLIGHT PERFORMANCE: CS 25.111, CS 25.115, CS 25.117 and CS 25.121)

	01.10 PLTOM and RTOM Tables
	01 Define PLTOM and RTOM.
	02 Describe the use of RTOM tables or similar to find PLTOM and how this can also be done using an EFB.
	03 Interpret what take-off limitation (field length, obstacle, climb, structural, etc.) is restricting a particular RTOM as it is presented in RTOM tables or similar.
	04 Describe why data from an EFB can differ from data derived from RTOM tables or similar.

	01.11 Takeoff Performance on Wet and Contaminated Runways
	01 Explain the differences between the take-off performance determination on a wet or contaminated runway and on a dry runway.
	02 Describe a wet V1 and explain the consequences of using a wet V1.
	03 Describe the hazards, effects and management of operating from a contaminated runway.
	04 Describe displacement drag, impingement drag, and the methods to monitor acceleration.
	05 Explain the benefits and implications of using a derated take-off on a contaminated runway.

	01.12 Use of Reduced (Flexible or Flex) and Derated Thrust
	01 Explain the advantages and disadvantages of using reduced (flex) and derated thrust.
	02 Explain the difference between and principles behind reduced (flex) and derated thrust.
	03 Explain when reduced (flex) and derated thrust may and may not be used.
	04 Explain the effect of using reduced (flex) and derated thrust on take-off performance including take-off speeds, take-off distance, climb performance and obstacle clearance.
	05 Explain the assumed temperature method for determining reduced (flex) thrust performance.

	01.13 Takeoff Performance Using Different Takeoff Flap Settings
	01 Explain the advantages and disadvantages of using different take-off flap settings to optimise the performance-limited take-off mass (PLTOM).
	02 Determine the optimum flap position and PLTOM from given figures.

	01.14 Takeoff Performance Using Increased V2 (‘Improved Climb Performance’)
	01 Explain the advantages and disadvantages of the increased V2 procedure.
	02 Explain under what circumstances this procedure can be used.
	03 Explain the hazards of the fast V1 and VLOF speeds associated with the increased V2 procedure and how they can be managed.

	01.15 Brake-Energy and Tyre-Speed Limit
	01 Explain the effects on take-off performance of brake-energy and tyre-speed limits.
	02 Explain under what conditions they are more likely to become limiting.

	02.01 Climb Techniques
	01 Explain the effect of climbing at constant IAS on: TAS; Mach number; climb gradient; rate of climb.
	02 Explain the effect of climbing at constant Mach number on: TAS; IAS; climb gradient; rate of climb.
	03 Explain the correct sequence of climb speeds for turbojet transport aeroplanes.

	02.02 Influence of Variables on Climb Performance
	01 Explain the effect on the operational speed limit when climbing at constant IAS and at constant Mach number.
	02 Explain the term ‘crossover altitude’ which occurs during the climb speed schedule (IAS–Mach number).

	03.04 Long Range Cruise
	01 Define the term ‘long-range cruise’.
	02 Explain the differences between flying at long-range speed and maximum-range speed with regard to fuel-flow and speed stability.

	03.06 Cruise Altitudes
	01 Define the term ‘optimum cruise altitude’.
	02 Explain the factors that affect optimum cruise altitude.
	03 Explain the factors that can affect or limit the maximum operating cruise altitude.
	04 Explain the purpose of, and operational reasons for, a step climb and when such a climb would be initiated for optimum range.
	05 Describe the buffet onset boundary (BOB) and determine the high- and low-speed buffet (speed/Mach number only).
	06 Analyse the influence of bank angle, mass and the 1.3g buffet margin on a step climb.
	07 Describe that the high-speed buffet can occur at speeds slower or faster than MMO.
	08 Explain the reasons why a step climb may not be used (e.g. for short sectors, advantageous winds, avoiding turbulence, and due to air traffic restrictions).

	03.07 Cost Index
	01 Describe ‘cost index’.
	03 Describe the effect of cost index on climb, cruise and descent speeds.

	04.01 Drift Down
	01 Describe the determination of en-route flight-path data with one-engine-inoperative in accordance with CS 25.123.
	02 Describe the minimum obstacle-clearance height prescribed in the applicable operational requirements.
	03 Describe the optimum speed that the pilot should select during drift-down.
	04 Explain the influence of deceleration on the drift-down profiles.

	04.02 Influence of Variables on En-Route One-Engine-Inoperative Performance
	01 Describe and explain the factors which affect the en-route net drift-down flight path.

	05.01 Descent Techniques
	01 Explain the effect of descending at constant Mach number.
	02 Explain the effect of descending at constant IAS.
	03 Explain the correct sequence of descent speeds for turbojet transport aeroplanes.
	04 Determine the effect on TAS when descending in and above the troposphere at constant Mach number.
	05 Describe the following limiting speeds for descent: maximum operating speed (VMO); . maximum Mach number (MMO).
	06 Explain the effect of a descent at constant Mach number on the margin to low- and high-speed buffet.

	05.02 Energy Management in Descent
	01 Explain the advantages and principle of a continuous descent.
	02 Describe energy management in terms of chemical, potential and kinetic energy.
	03 Describe the effect of increasing/decreasing headwind and tailwind on profile management.
	04 Describe the effect of the Mach number to IAS transition (speed conversion) on profile management.
	05 Describe situations during the descent and approach in which a pilot could find that an aeroplane flies high or fast and explain how the pilot can manage descent angle/ excess energy.

	06.01 Approach Requirements
	01 Describe the CS-25 requirements for the approach climb (CS 25.121).
	02 Describe the CS-25 requirements for the landing climb.
	03 Explain the effect of temperature and pressure altitude on approach and landing-climb performance.

	06.02 Landing-Field-Length and Landing-Speed Requirements
	01 Describe the landing distance determined according to CS 25.125 (‘demonstrated’ landing distance).
	02 Describe the landing-field-length requirements for dry, wet and contaminated runways and the applicable operational requirements.
	03 Define the ‘landing distance available’ (LDA).
	04 Define and explain the following speeds in accordance with CS-25 or CS-Definitions: reference stall speed in the landing configuration (VSR0); reference landing speed (VREF); - minimum control speed, approach and landing (VMCL).

	06.03 Influence of Variables on Landing Performance
	01 Explain the effect of runway slope, surface conditions and wind on the maximum landing mass for a given landing distance available in accordance with the applicable operational requirements.
	02 Explain the effect on landing distance and maximum allowable landing mass of the following devices affecting deceleration: reverse; anti-skid; ground spoilers or lift dumpers; autobrakes.
	03 Explain the effect of temperature and pressure altitude on the maximum landing mass for a given landing distance available.
	04 Explain the effect of hydroplaning on landing distance required and methods of managing landing on contaminated or wet runways.

	06.04 Quick Turnaround Limit
	01 Describe how brake temperature limits the turnaround times.