All qualifications and part qualifications registered on the National Qualifications Framework are public property. Thus the only payment that can be made for them is for service and reproduction. It is illegal to sell this material for profit. If the material is reproduced or quoted, the South African Qualifications Authority (SAQA) should be acknowledged as the source. |
SOUTH AFRICAN QUALIFICATIONS AUTHORITY |
REGISTERED UNIT STANDARD THAT HAS PASSED THE END DATE: |
Calculate aircraft speeds and brake and wheel limitations |
SAQA US ID | UNIT STANDARD TITLE | |||
263026 | Calculate aircraft speeds and brake and wheel limitations | |||
ORIGINATOR | ||||
SGB Aerospace Operations | ||||
PRIMARY OR DELEGATED QUALITY ASSURANCE FUNCTIONARY | ||||
- | ||||
FIELD | SUBFIELD | |||
Field 10 - Physical, Mathematical, Computer and Life Sciences | Physical Sciences | |||
ABET BAND | UNIT STANDARD TYPE | PRE-2009 NQF LEVEL | NQF LEVEL | CREDITS |
Undefined | Regular | Level 6 | Level TBA: Pre-2009 was L6 | 4 |
REGISTRATION STATUS | REGISTRATION START DATE | REGISTRATION END DATE | SAQA DECISION NUMBER | |
Passed the End Date - Status was "Reregistered" |
2018-07-01 | 2023-06-30 | SAQA 06120/18 | |
LAST DATE FOR ENROLMENT | LAST DATE FOR ACHIEVEMENT | |||
2024-06-30 | 2027-06-30 |
In all of the tables in this document, both the pre-2009 NQF Level and the NQF Level is shown. In the text (purpose statements, qualification rules, etc), any references to NQF Levels are to the pre-2009 levels unless specifically stated otherwise. |
This unit standard does not replace any other unit standard and is not replaced by any other unit standard. |
PURPOSE OF THE UNIT STANDARD |
The person credited with this Unit Standard is able to calculate the VR, V1 and V2 for aircraft and the final climb speed to effect a safe initial climb. Learners will also be able to analyse the impact of aircraft landing weight on its landing speed as well as calculating the aircrafts actual landing speed. Learners will also be able to explain the influence of non-normal situations on landing reference speed. Learners will also be to ascertain the minimum turnaround time for aircraft taking into account prevailing conditions of temperature, pressure altitude and actual landing weight.
The qualifying learner is capable of: |
LEARNING ASSUMED TO BE IN PLACE AND RECOGNITION OF PRIOR LEARNING |
Learners accessing this qualification will be assumed competent in:
|
UNIT STANDARD RANGE |
N/A |
Specific Outcomes and Assessment Criteria: |
SPECIFIC OUTCOME 1 |
Determine aircraft take off speeds. |
OUTCOME RANGE |
ASSESSMENT CRITERIA |
ASSESSMENT CRITERION 1 |
V1 is calculated to comply with accelerate-stop and accelerate-go margins. |
ASSESSMENT CRITERION RANGE |
V1 includes V1/VR ratio, Vmcg and Vmbe check. |
ASSESSMENT CRITERION 2 |
VR is calculated to ensure lift off with engine failure at V1. |
ASSESSMENT CRITERION RANGE |
VR includes Vmu, Vmcg, Vmca-one engine out and tyre speed limits at lift off. |
ASSESSMENT CRITERION 3 |
V2 is calculated to ensure safe take-off after engine failure at V1. |
ASSESSMENT CRITERION RANGE |
V2 includes Vmu, V stall, Vmca-two engine out. |
ASSESSMENT CRITERION 4 |
Final climb speed is determined to effect safe initial climb after engine failure at V1. |
ASSESSMENT CRITERION RANGE |
Final climb speed includes climb at maximum continuous thrust after clean-up and minimum fourth segment gradient ability. |
SPECIFIC OUTCOME 2 |
Establish landing reference speeds. |
ASSESSMENT CRITERIA |
ASSESSMENT CRITERION 1 |
Impact of aircraft landing weight on landing speed is analysed according to relevant factors. |
ASSESSMENT CRITERION RANGE |
Relevant factors include the impact of pressure altitude, outside air temperature (OAT), legal flap setting options, wind component, maximum tyre speeds, stall margin and organisational policy. |
ASSESSMENT CRITERION 2 |
Aircraft landing speed is calculated for the landing weight in order to maintain stall margin without exceeding structural load limits. |
ASSESSMENT CRITERION 3 |
The influence of non-normal situations on landing reference speed is explained in terms of the usable range. |
ASSESSMENT CRITERION RANGE |
Non-normal situations include but are not limited to flap extension limit, speed brake inoperative, fifth pod carriage and hydraulic system inoperative. |
ASSESSMENT CRITERION 4 |
Flap setting is selected to keep Vref within practical range. |
ASSESSMENT CRITERION 5 |
Changes to the drag and lift relationship resulting from non-normal configurations are explained in terms of its effect on Vref. |
SPECIFIC OUTCOME 3 |
Calculate brake and wheel cooling periods. |
ASSESSMENT CRITERIA |
ASSESSMENT CRITERION 1 |
The concept of heat build-up in aircraft brakes is assessed in terms of its impact on subsequent operations. |
ASSESSMENT CRITERION 2 |
Minimum turnaround time is ascertained for prevailing conditions of temperature, pressure altitude and actual landing weight. |
ASSESSMENT CRITERION 3 |
Brake cooling schedule is used to determine the cooling period required before subsequent aircraft movement may be undertaken. |
ASSESSMENT CRITERION RANGE |
Aircraft movement refers taxiing and takeoff. |
UNIT STANDARD ACCREDITATION AND MODERATION OPTIONS |
UNIT STANDARD ESSENTIAL EMBEDDED KNOWLEDGE |
UNIT STANDARD DEVELOPMENTAL OUTCOME |
N/A |
UNIT STANDARD LINKAGES |
N/A |
Critical Cross-field Outcomes (CCFO): |
UNIT STANDARD CCFO IDENTIFYING |
Identify and solve problems which occur when determining the aircrafts takeoff and landing speeds and the wheel limitations. |
UNIT STANDARD CCFO ORGANISING |
Organise and manage oneself and one's activities in order to ensure all the required information is at hand as and when needed. |
UNIT STANDARD CCFO COLLECTING |
Collect, analyse, organise and critically evaluate information pertaining to the aircraft takeoff and landing speeds and brake and wheel cooling periods. |
UNIT STANDARD CCFO SCIENCE |
Use science and technology to calculate aircraft speeds and wheel limitations. |
UNIT STANDARD CCFO DEMONSTRATING |
Demonstrate an understanding of the world as a set of related systems where incorrect calculations could have a devastating effect on the safety of the aircraft during takeoff and landing. |
UNIT STANDARD ASSESSOR CRITERIA |
N/A |
REREGISTRATION HISTORY |
As per the SAQA Board decision/s at that time, this unit standard was Reregistered in 2012; 2015. |
UNIT STANDARD NOTES |
Glossary of terms:
|
QUALIFICATIONS UTILISING THIS UNIT STANDARD: |
ID | QUALIFICATION TITLE | PRE-2009 NQF LEVEL | NQF LEVEL | STATUS | END DATE | PRIMARY OR DELEGATED QA FUNCTIONARY | |
Core | 66109 | National Diploma: Aircraft Performance Engineering | Level 6 | NQF Level 06 | Passed the End Date - Status was "Reregistered" |
2016-12-31 | TETA |
PROVIDERS CURRENTLY ACCREDITED TO OFFER THIS UNIT STANDARD: |
This information shows the current accreditations (i.e. those not past their accreditation end dates), and is the most complete record available to SAQA as of today. Some Primary or Delegated Quality Assurance Functionaries have a lag in their recording systems for provider accreditation, in turn leading to a lag in notifying SAQA of all the providers that they have accredited to offer qualifications and unit standards, as well as any extensions to accreditation end dates. The relevant Primary or Delegated Quality Assurance Functionary should be notified if a record appears to be missing from here. |
NONE |
All qualifications and part qualifications registered on the National Qualifications Framework are public property. Thus the only payment that can be made for them is for service and reproduction. It is illegal to sell this material for profit. If the material is reproduced or quoted, the South African Qualifications Authority (SAQA) should be acknowledged as the source. |